JP3329846B2 - Electric vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle that runs on a motor driven by a battery as a power source, and more particularly to an improvement in the capacity and charging efficiency of the battery.

[0002]

2. Description of the Related Art Conventionally, an internal combustion engine has been generally used as a power source for running a vehicle. A vehicle using an electric motor driven by a rechargeable battery such as a lead storage battery instead of the internal combustion engine as a power source. Has been proposed. If the electric motor is used as a driving power source in this way, not only the problem of harmful substances in exhaust gas can be solved, but also accessories such as an air cleaner, a carburetor, a muffler, a fuel tank, and a starting device can be omitted. Therefore, a vehicle having a simple structure and excellent in handleability can be obtained.

[0003]

In order to increase the operating rate of such an electric vehicle, the travelable distance per charge is extended as much as possible and the time required for charging the battery is shortened as much as possible. It is desirable.

[0004] By the way, a battery generally has a characteristic that its capacity is reduced and its charging time is prolonged in a low temperature state. The present invention has been made in view of the fact that it is possible to increase the capacity and shorten the charging time by controlling the battery to an appropriate temperature, and provides an electric vehicle that can control the temperature of the battery with a simple structure. The purpose is to do.

[0005]

In order to achieve the above object, the present invention relates to an electric vehicle which runs on a motor driven by a battery as a power source. It includes a wind passage for the flow of air strikes, the wind passage, and a fan is and placed on the motor upstream side control unit downstream, the fan
An air passage between the fan and the control unit;
And the air passage between the motors are arranged along the inner surface of the outer wall of the vehicle
And the wind path between the motor and the battery is
It is arranged near the center in the vehicle width direction of the body, and the wind flowing through the air passage in response to the rotation of the fan sequentially cools the control unit and the motor, and then supplies the heated wind to the battery. This is the feature of 1.

Further, the present invention provides, in addition to the first feature described above,
The motor is integrally connected to a rotation shaft of the motor,
The motor that feeds the cooled air to the battery
The second feature is that the control device is provided on the downstream side of
A third feature is that the unit is arranged inside the wind passage.
Sign .

[0007]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 12 show a first embodiment of the present invention. FIG. 1 is an overall side view of a motorcycle, FIG. 2 is a side view of a rear body, and FIG. 3 is an enlarged view of a main part of FIG. And FIG.
4 is a sectional view taken along line 4, FIG. 5 is a view in the direction of arrow 5 in FIG. 2, and FIG.
7 is a sectional view taken along line 7-7 of FIG. 2, FIG. 8 is a sectional view taken along line 8-8 of FIG. 2, FIG. 9 is a sectional view taken along line 9-9 of FIG.
10 is a sectional view taken along line 10-10 of FIG. 2, and FIG.
2 is a sectional view taken along line 1-11, and FIG. 12 is a sectional view taken along line 12-12 in FIG.

As shown in FIG. 1, an electric motor-driven tricycle V
Is equipped with a front body frame 1 formed by steel pipe welding,
A front wheel Wf steered by the steering wheel 2 is supported on the front side. A front vehicle body bracket 3 provided at the rear of the front vehicle body frame 1 has a rear vehicle body bracket 5 rotatable left and right via a swing shaft 4 disposed so as to slightly rise in the front-rear direction of the vehicle body. Supported. A front end of a steel pipe-made first rear body frame 6 is fixed to the rear body bracket 5. A pair of left and right steel pipe-made second rear body frames 7 supported on the first rear body frame 6 so as to be vertically swingable. A power unit P having a rear wheel Wr is mounted. The first rear body frame 6 and the second rear body frame 7 are connected by a pair of left and right rear cushions 8. Therefore, when turning the three-wheeled motor vehicle V, the front body frame 1 can be swung right and left with respect to the first rear body frame 6 and the second rear body frame 7, and The second rear body frame 7 can swing up and down.

A windshield 10 and a roof 11, which shield the driver from wind and rain and direct sunlight, are connected to the front of a synthetic resin body 9 covering the front body frame 1.
The rear end of the roof 11 is supported on the upper end of a column 14 erected between the seat 12 and the trunk 13.

As is apparent from FIGS. 1, 2 and 5, the first rear body frame 6 is connected to a frame member 6 ₁ (see FIG. 7) having an oval shape in plan view and to a lower surface of a front portion thereof. and a frame member 6 _{and second} U-shaped. The front portion of the frame member ₆₁ of the front frame member 6 ₂ are joined by a pair of left and right rear body bracket 5, between which a pair of rear body bracket 5, the front provided in the rear of the front body frame 1 A swing shaft 4 extending rearward from the vehicle body bracket 3 is clamped and fixed by two front and rear bolts 21. Thus, the front vehicle body bracket 3 supporting the front vehicle body frame 1 is supported to be able to swing left and right with respect to the rear vehicle body bracket 5 supporting the first rear vehicle body frame 6 and the second rear vehicle body frame 7.

[0012] FIGS. 11 and 12 as referring evident also to the frame member ₆₁ and the frame member 6
₂ are connected to each other by a pair of left and right side-view inverted L-shaped brackets 22 at right and left outer positions of the rear body bracket 5. The upper ends of the pair of brackets 22 are connected by a support shaft 23 extending in the left-right direction. A pair of left and right arms 25 are supported by the support shaft 23 via a rubber damper 24 so as to be able to swing back and forth. The second rear body frame 7 extending rearward of the vehicle body is fixed to a pipe member 27 rotatably fitted to the outer periphery of a support shaft 26 provided between the lower ends of the left and right arms 25. The second rear body frame 7 includes a pair of left and right frame members 7 fixed to the pipe member 27.
_1, and a plan view U-shaped frame members 7 ₂ which is fixed to the rear end of the frame member _71. Wherein the rubber damper supporting section 25 ₁ projecting toward the outside of the vehicle body from the arm 25 is fixed a pair of rubber dampers 28 longitudinal,
A pair of front and rear abutment plates 29 are fixed to the bracket 22 so as to oppose each rubber damper 28 in front of and behind each other with a predetermined gap therebetween.

As shown in FIG. 3 to FIG.
_A pair of left and right brackets 30 fixed to the front part of the power unit P are connected to each other by a support shaft 31 extending in the left and right direction, and a pair of left and right brackets projecting from the support shaft 31 via a rubber damper 32 at the front lower part of the power unit P. 33 ₁ and 34 ₁ are supported. On the other hand, the left and right rear portions of the frame member 7 ₂ is connected via the rubber damper 38 in a U-shaped bracket 37 which is fixed at the left axle case 33 ₂ and the right axle case 35 ₁ of the lower surface to the bolt 36. The lower end of the rear cushion 8 is connected via a rubber damper 40 to a bracket 39 fastened together with the bolts 36 on the upper surfaces of the two axle cases 33 ₂ , 35 _1. It is connected to the bracket 41 provided in ₁ .

Next, the structure of the power unit P will be described with reference to FIGS. The power unit P includes a left casing 33, a central casing 34, and a right casing 35, which are divided into three by two vertical split surfaces extending in the vehicle longitudinal direction, and the three casings 33, 3
4 and 35 are integrally connected so as to form one block. Left casing 33 is integrally provided with a power motor case 33 ₃ between the bracket 33 ₁ and the left axle case 33 _2. Right center casing 34 has a left transmission case 34 ₂ covering the left half portion of the transmission T to the rear of the bracket 34 _1, also the right casing 35 to cover the right half portion of the transmission T to the rear of the right axle case 35 ₁ It includes a transmission case 35 _2.

Power motor case of left casing 33
33_ThreeThe power motor M installed inside the DC brush
Power motor case 33_ThreeLeft end of
Ball bearing 43 provided on cover 42 covering the opening
And the power motor case 33 _ThreeBall on the right wall
A rotation shaft 45 supported by the ring 44 is provided. Axis of rotation
45 is a rotation in which a permanent magnet 47 is arranged on the outer periphery of an iron core 46
The child 48 is attached, and around the rotor 48
Consists of an iron core 49 and a coil 50 wound therearound.
The stator 51 is supported.

[0016] Between the right transmission case 35 ₂ of the left transmission case 34 ₂ and the right casing 35 in the central casing 34, a main shaft 54 supported on a pair of ball bearings 52 and 53, a pair of ball bearings 55, 56 A supported counter shaft 57 and a differential case 60 supported by a pair of ball bearings 58 and 59 are arranged in parallel. The main shaft 54 and the counter shaft 57 support a plurality of gear trains of the transmission T. Shift motor 61
The shift fork 63 supported by the shift drum 62 rotated by the gears engages with the gear train, thereby establishing a desired shift speed in the transmission T (see FIG. 3).

The rotating shaft 45 of the power motor M and the main shaft 54 are disposed coaxially, and their opposite ends are connected via a rubber coupling 64. Differential case 6
The final driven gear 66, which is provided at the right end of the countershaft 0 and meshes with the final drive gear 65 of the counter shaft 57, is provided with a damper 67 for absorbing shock during shifting. Thus, the driving force of the power motor M is transmitted from the main shaft 54 to the differential case 60 via the counter shaft 57, and further transmitted to the left and right axles 68 and 69.

Reference numeral 70 in FIG. 4 denotes a parking brake mechanism for locking the main shaft 54 by operating the Bowden wire 71.

Next, a support structure for the battery B, which is a driving energy source, will be described with reference to FIG. 2, FIG. 5 to FIG. 7, and FIG.

The front end of the battery support frame 72 is one step lower.
The bottom plate 73 and the outer periphery of the bottom plate 73 are erected upward.
A plurality of suspension members 74. The hanging member 74 is
And a left and right side portion of the battery support frame 72.
, And two in each of the front and rear portions. Meanwhile, the first rear
Frame member 6 of body frame 6₁Has eight brackets
The bracket 75 is welded with a rubber damper.
Each hanging member 74 is supported via 76. this
As a result, the battery support frame 72 is ₁Inside
It is elastically suspended and supported when fitted to
The strike is prevented from being directly transmitted to the battery B.

A battery box 77 is fitted and held inside the battery support frame 72. Battery box 7
Reference numeral 7 denotes a battery box main body that houses a battery B as a traveling energy source, and a battery box cover 80 that covers an upper portion of the battery box main body 78 with a partition plate 79 interposed therebetween. As best shown in FIG. 10, the peripheral portions of the battery box main body 78, the partition plate 79, and the battery box cover 80 are overlapped with each other, and a bolt 81 penetrating the overlapped portion from above is attached to the suspension member 74. It is screwed into the welded nut member 82. Thus, the battery box body 78 is fixed to the battery support frame 72, and the battery box cover 80 is fixed to the battery box body 78.

One battery B is stored horizontally at the front of the battery box main body 78, and four batteries B are stored vertically at the rear (see FIGS. 7 and 9). An electronic control unit 83, a motor driver 84a of the power motor M and the shift motor 61, and a charger 84b are provided inside the battery box cover 80 partitioned from the battery box body 78 via the partition plate 79. A control unit U is provided.

As is apparent from FIG. 10, since the terminals of the battery B connected to the control unit U are connected to the battery box cover 80, the connection is required to open the battery box cover 80 for maintenance. Need to be removed. As a result, the power supply system is automatically cut off during maintenance, and the workability is improved. Moreover, since both the battery B and the control unit U are housed inside the battery box 77,
Simultaneous simplification of the support structure for the battery B and the control unit U and simplification of the wiring can be achieved. In addition, since the battery B, which is a heavy object, is mounted at a low position on the rear vehicle body and the control unit U is disposed above the battery B, the position of the center of gravity of the vehicle body can be kept low and the stability can be improved. In addition, since the weight of the battery B is not added to the front vehicle body that swings right and left during traveling, excellent turning performance can be exhibited.

Next, the heating structure of the battery B and the cooling structure of the control unit U will be described with reference to FIGS. 2, 4, 8 and 9.

A front right side surface of the battery box body 78;
That is, a first cooling air passage 85 that opens downward is formed on the right side surface of the battery B at the front end. The upper end of the first cooling air passage 85 is connected to the battery box cover 80 and the partition plate 7.
9 is connected to the horizontal second cooling air passage 86 via an air cleaner element 93, and the second cooling air passage 86 communicates with the inside of the battery box cover 80 in which the control unit U is housed. At the same time, it is connected to the upper end of a third cooling air passage 87 formed on the front left side of the battery box body 78. Third cooling air passage 87
Is provided with an electric fan 88 for sucking outside air from the lower end of the first cooling air passage 85.

The outlet of the fan 88 is connected to a suction chamber 90 provided on the outer surface of the cover 42 of the power motor M via a fourth cooling air passage 89 formed of a flexible duct. Suction chamber 90 communicates with the inside of the power motor case 33 ₃ of the left casing 33 through the opening of the cover 42, further internal power motor case 33 ₃ central casing 3
4 communicates with the front portion of the left transmission case 34 _1, are connected to the bottom surface of the battery box main body 78 via the warm air passage 91 formed of a flexible duct therefrom.
An exhaust passage 92 that opens downward is formed at the rear of the battery box main body 78. Thus,
2 The downstream side of the control unit U of the cooling air passage 86
3 The cooling air passage 87 is a battery box as an outer wall of the vehicle body.
Of the present invention disposed along the inner surface of the outer wall of the box 77.
And a wind path between the control unit and the control unit.
4 The cooling air passage 89 is a battery box as an outer wall of the vehicle body.
The “fan” of the present invention disposed along the inner surface of the outer wall
And a wind passage between the motors and the hot air passage.
Reference numeral 91 designates the present invention disposed near the center of the vehicle body in the vehicle width direction.
It constitutes a “wind passage between the motor and the battery”.

Next, the operation of the first embodiment of the present invention having the above configuration will be described.

In FIG. 4, the rotating shaft 4 of the power motor M
The driving force transmitted from the gear 5 to the main shaft 54 via the rubber coupling 64 is reduced to a predetermined reduction ratio by the gear train established in the transmission T and transmitted to the counter shaft 57. Counter shaft 57
The driving force transmitted from the final drive gear 65 provided to the differential case 60 via the final driven gear 66 is transmitted to the left and right axles 68 and 69 to drive the left and right rear wheels Wr. When the shift motor 61 operates according to the shift command, the shift drum 62 rotates to drive the shift fork 67, and a new gear train is established in the transmission T (see FIG. 3). At this time, the shock at the time of shifting is absorbed by the action of the damper 67 provided on the final driven gear 66.

Referring to FIG. 2, when the rear wheel Wr receives an impact from the road surface while the tricycle V is traveling, the second rear body frame 7 supporting the power unit P slightly moves back and forth with respect to the first rear body frame 6. And swings up and down to absorb the impact. That is, when a load in the front-rear direction is applied to the second rear body frame 7 from the power unit P,
Swung arm 25 back and forth to pivot the front end of the frame member _71, a rubber damper 28 provided respectively on front and rear surfaces of the arm 25 is in contact with compressed contact plate 29 provided on the bracket 22 (FIG. 11 and FIG. 12). Thereby, the load in the front-rear direction applied to the power unit P is absorbed. When a vertical load is applied to the power unit P, the second rear body frame 7 pivotally supported at the lower end of the arm 25 via the support shaft 26 and the pipe member 27 swings up and down (FIGS. 11 and 12). reference). This allows
Left and right axle cases 33 ₁ , 35 of power unit P
_The rear cushion 8 connecting the _first and the first rear body frame 6 expands and contracts, and the vertical load is absorbed.

When a sensor (not shown) detects that the temperature of the power motor P has risen above a predetermined value, the fan 88 provided in the third cooling air passage 87 of the battery box 77 is driven. First to fourth cooling air passages 8
5, 86, 87, 89 through the power motor case 33
₃ introduces outside air. At this time, the second cooling air passage 86
The outside air is also introduced into the inside of the battery box cover 80 connected to the control unit U, and cools the control unit U disposed therein. The air temperature has risen by cooling the power motor M while passing through the inside of the power motor case 33 ₃ is supplied to the inside of the battery box body 78 through the hot air passage 91, there housed a five After heating battery B,
The exhaust passage 9 provided at the rear of the battery box body 78
Exhausted from 2.

As described above, since the battery B is heated by the warm air whose temperature has been increased by cooling the power motor M, not only a special heat source for heating the battery is not required, but also the motor cooling air is heated. By using the fan 88, a special fan for heating the battery is not required. Thus,
By increasing the capacity by heating the battery B to an appropriate temperature during traveling, the travelable distance per charge can be increased, and when the battery B discharged by traveling is charged, The time required for charging the battery B can be reduced by heating the battery B while the power motor M is operated under no load. At this time, since the battery box body 78 is separated from the outside air and insulated by the battery box cover 80, the temperature of the battery B can be easily controlled. Further, since the control unit U is cooled using the cooling air of the power motor M, the control unit U can be cooled without providing any special cooling means.
Can be cooled.

FIGS. 13 and 14 show a second embodiment of the present invention. FIG. 13 is an overall side view of a three-wheeled motor vehicle.
FIG. 4 is a sectional view taken along line 14-14 of FIG.

The front body structure of the motorcycle V is substantially the same as that of the first embodiment, and the rear body structure is different from that of the first embodiment. That is,
A rear body bracket 5 provided on a rear vehicle body is supported by a swing bracket 95 supported on a front vehicle body bracket 3 provided on the front vehicle body frame 1 so as to be vertically swingable via a swing shaft 4. The swing bracket 95 and the front body frame 1 are connected via a rear cushion 8. Thus, the front vehicle body can swing left and right with respect to the rear vehicle body, and the rear vehicle body can swing vertically while expanding and contracting the rear cushion 8 with respect to the front vehicle body.

Power unit P supported by rear body
Includes a transmission case 96 and a side cover 97 that covers an opening on the left side of the transmission case 96, and a motor housing 9 for housing the power motor M is provided on the front right side of the transmission case 96.
8 and a drive unit case 100 accommodating the motor driver 99.

The power motor M has a rotating shaft 103 rotatably supported by a ball bearing 101 supported by a transmission case 96 and a ball bearing 102 supported by a motor housing 98 and extending in the left-right direction.
3 and a stator coil 105 fixed to the motor housing 98 facing the outer periphery of the magnet rotor 104. A rotor position detection sensor 106 is provided at the right end of the rotating shaft 103.

Rotary shaft 1 extending leftward from power motor M
03 includes a fan 10 that rotates integrally with the rotating shaft 103.
7 are provided. A motor driver 99 for controlling the driving of the power motor M is formed in a substantially ring shape, and is fastened together with the drive unit case 100 to the motor housing 98 by bolts 108.

[0037] the right side of the drive unit case 100, the motor slit 100 ₁ for introducing outside air into the cooling air passage 109 formed in the central cavity of the driver 99 is formed, a cooling air passage 109 and the motor housing 98 is communicates by flow guide hole 98 ₁ formed in the motor housing 98. Also the rear of the fan 107 in the transmission case 96, the communicating with the motor housing 78 through the air discharge hole 96 ₁ formed in the transmission case 96 1
A hot air passage 110 is provided, and the first hot air passage 110 communicates with a battery box 129 described below via a second hot air passage 111 formed of a flexible duct.

Next, the rotation of the power motor M is controlled by an appropriate torque corresponding to the speed of the vehicle to the axles 68, 69 of the rear wheels Wr.
A power transmission mechanism for transmitting power to the vehicle will be described.

The transmission mechanism is a well-known belt-type continuously variable transmission 11.
The belt-type continuously variable transmission 112 includes a drive pulley 113 having a centrifugal variable-diameter structure provided on the left end of the rotating shaft 103 of the power motor M, a ball bearing 114 provided on the transmission case 96, and the transmission. A transmission input shaft 117 supported by a ball bearing 116 provided on a transmission case 115 integrally formed on the rear right side of the case 96, a driven pulley 118 having a variable diameter structure provided on the transmission input shaft 117, and both pulleys 113, 11
8, a driving belt 119 having a V-belt structure wound around the driven pulley 118, and provided on the left side of the driven pulley 118.
And an automatic centrifugal clutch 120 capable of interrupting transmission of driving force between the transmission input shaft 117 and the transmission input shaft 117.

A counter shaft 121 is rotatably supported inside the transmission case 115, and a reduction gear or a train 1 is disposed between the transmission input shaft 117 and the counter shaft 121.
22 are provided. The rotation of the counter shaft 121 is transmitted to the differential case 125 via the final drive gear 123 and the final driven gear 124, and further transmitted to the left and right axles 68 and 69.

The power unit P having the above structure is connected to the upper part of the rear body bracket 5 by the front and rear bolts 126 and 127, and is integrally formed with the rear fender 128 covering the upper part of the power unit.
Accommodates a battery B for driving the power motor M.

That is, the rear fender 128 includes an arc-shaped fender portion 128 ₁ that covers the left and right rear wheels Wr, and a battery box 129 integrally formed between the left and right fender portions 128 ₁ . Then, the battery box 129 and the plurality of stays 130 provided on the fender portion 128 ₁ are coupled to the upper part of the power unit P.

The battery box 129 includes a battery box body 131 having a front portion formed one step lower than a rear portion.
A lid 132 is provided to open and close the upper surface of the battery box. The second hot air passage 111 is connected to the lower surface of the battery box main body 131, and an exhaust air passage 133 is provided at the rear end.

Next, the operation of the second embodiment of the present invention having the above-described configuration will be described. When the power motor M powered by the battery B is driven, the driving pulley 113 of the belt-type continuously variable transmission 112 provided on the rotating shaft 103 rotates, and the rotation is transmitted to the driven pulley 118 by the driving belt 119, and The rotation of the pulley 118 is transmitted to the automatic centrifugal clutch 120. When the rotation of the power motor M is extremely low, the automatic centrifugal clutch 120 is in the disengaged state. However, when the automatic centrifugal clutch 120 is engaged with an increase in the rotation, the rotation of the power motor M is changed to a belt-type continuously variable. Transmission 1
12 and to the transmission input shaft 117 via the automatic centrifugal clutch 120, from which the reduction gear train 12
The right and left rear wheels Wr are driven via the second and axles 68, 69.

When the rotation of the power motor M increases, the effective radius of the driving pulley 113 of the belt-type continuously variable transmission 112 increases, and the effective radius of the driven pulley 118 decreases. The reduction ratio changes automatically.

The outside air introduced from the slit 100 ₁ contacts the motor driver 99 in the cooling air passage 109 by the action of the fan 107 which rotates together with the rotating shaft 103 of the power motor M, and the outside air passes through the air guide hole 98 _1. It contacts the power motor M. The outside air flowing in this way cools the motor driver 99 and the power motor M.

[0047] The motor driver 99 and the power motor M to cool the temperature elevated hot air is supplied to the inside of the battery box 129 from air discharge hole 96 ₁ through the first and second hot air passages 110 and 111, After the battery B is heated, the battery B is discharged to the outside through the discharge passage 133.

Thus, also in the second embodiment, the battery B can be heated without using a special heat source by using the warm air whose temperature has been increased by cooling the power motor M. As a result, a longer travelable distance per charge and a shorter charge time are achieved.

Although the embodiment of the present invention has been described in detail, the present invention is not limited to the above embodiment, and various small design changes can be made.

For example, in the embodiments, a motorcycle is illustrated, but the present invention can be applied to a motorcycle or a four-wheeled vehicle. Further, the position where the fan 88 is provided is not limited to the embodiment, and the fan 88 can be provided at an appropriate position between the air inlet and the air outlet. If necessary, control unit U
A dedicated cooling fan 94 for cooling the cooling fan may be added (see FIG. 9). In this case, the cooling fan 94 can be supported by the battery box cover 80 and the exhaust air can be directly discharged to the outside air without passing through the exhaust passage 92. Further, in order to prevent the temperature of the battery B from excessively rising, an air inlet that can be opened and closed may be provided in the battery boxes 77 and 129.

[0051]

As described above, according to the first aspect of the present invention, a wind passage for flowing a wind hitting the control unit, the motor, and the battery in this order, and a downstream side of the wind passage for the control unit. And a fan disposed on the upstream side of the motor, wherein the air flowing through the air passage in accordance with the rotation of the fan sequentially cools the control unit and the motor, and then is supplied to the battery as hot air. Therefore, for the control unit and the motor to be actively cooled, a fan is interposed between them, so that the air sucked into the fan is sent to the control unit and the air blown out from the fan is sent to the control unit and the motor. The motors can be efficiently and individually applied at the highest possible speed, and the cooling effects on both the control unit and the motor can be sufficiently enhanced. Moreover, since both the control unit and the motor can be efficiently cooled and the sufficiently warmed wind can be supplied to the battery on the downstream side of the motor, without using a special heat source,
Further, the battery can be efficiently heated without using a dedicated fan. As a result, while ensuring a sufficient cooling effect on the control unit and the motor, the battery performance is improved by sufficiently heating the battery without increasing the cost and weight of the vehicle, thereby extending the mileage and charging the vehicle. Time savings can be achieved. Also the above fan
An air passage between the fan and the control unit;
And the air passage between the motors are arranged along the inner surface of the outer wall of the vehicle
The wind passage and the fan
Efficient cooling by running wind flowing along the outer body wall
This caused the control unit to cool and the temperature to rise
The cooling air is effectively cooled by the traveling wind, and this cooling air
The guided motor can be cooled more effectively. Further motor
When the wind path between the battery and the battery is
The motor is located at a position where it is difficult to
The temperature of the cooling air (warm air)
Power to heat the battery more effectively
Can be

According to a second aspect of the present invention, a motor
The air that is integrally connected to the rotating shaft of
A fan is provided downstream of the motor for pumping air to the battery side.
Therefore, the air heated by cooling the motor is
Battery can be more aggressively supplied to the battery
The ventilation to the air becomes better. Moreover, the above fans are special
Driving can be performed without using a driving source, thus reducing cost.
It is planned. According to a third aspect of the present invention, a control unit is provided.
Since the unit is located inside the wind passage,
The control unit can be protected by walls and
Noise can be reduced by the control unit .

[Brief description of the drawings]

FIG. 1 is an overall side view of a motorcycle according to a first embodiment.

FIG. 2 is a side view of a rear vehicle body.

FIG. 3 is an enlarged view of a main part of FIG. 2;

FIG. 4 is a sectional view taken along line 4-4 in FIG. 2;

5 is a view in the direction of arrows in FIG. 2;

FIG. 6 is a view in the direction of arrows in FIG. 2;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 2;

8 is a sectional view taken along line 8-8 in FIG. 2;

9 is a sectional view taken along line 9-9 in FIG.

FIG. 10 is a sectional view taken along line 10-10 of FIG. 2;

FIG. 11 is a sectional view taken along line 11-11 of FIG. 2;

FIG. 12 is a sectional view taken along line 12-12 of FIG. 2;

FIG. 13 is a side view of the rear body of the motorcycle according to the second embodiment.

14 is a sectional view taken along line 14-14 in FIG.

[Explanation of symbols]

B Battery M Power motor (motor) U Control unit 85 First cooling air passage ( air passage) 86 Second cooling air passage ( air passage) 87 Third cooling air passage ( air passage) 88 Fan 89 Fourth cooling air passage ( Wind passage) 91 Hot air passage (wind passage) 107 Fan 109 Cooling air passage 110 First warm air passage ( wind passage) 111 Second warm air passage ( wind passage)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-47-31317 (JP, A) JP-A 2-115026 (JP, U) JP-A 50-106806 (JP, U) (58) Investigation Field (Int.Cl. ⁷ , DB name) H02K 9/00-9/22 H01M 10/50-10/54 B60K 11/00-15/10

Claims (3)

(57) [Claims] 1. An electric vehicle which runs using a motor (M) driven by a battery (B) as a power source, wherein a control unit (U) of the motor (M), the motor (M), and the battery (B) A wind passage (85, 86, 87, 89, 91) for flowing the wind hit in order, and a downstream of the control unit (U) of the wind passage (85, 86, 87, 89, 91) and the motor ( M) a fan (88) arranged on the upstream side, wherein the fan (88), the fan (88) and the control unit are provided.
(U) and the fan (8).
8) and the wind passage (89) between the motor (M) and the outer wall of the vehicle body
(77) The motor is disposed along the inner surface of the
(M) and the wind passage (91) between the battery (B)
The air passages (85, 85) are arranged near the center in the vehicle width direction , and rotate according to the rotation of the fan (88).
86, 87, 89, 91), after the control unit (U) and the motor (M) are sequentially cooled, heated air is supplied to the battery (B). 2. A fan (107), which is integrally connected to a rotating shaft (45) of the motor (M) and sends air cooled by the motor (M) to the battery (B) side, by a fan (107). The electric vehicle according to claim 1, wherein the electric vehicle is provided downstream of M). 3. The electric vehicle according to claim 1, wherein the control unit (U) is disposed inside the air passage (85, 86, 87, 89).