JPH05244749A - Motor vehicle - Google Patents

Abstract

PURPOSE:To elongate the running range of a vehicle and shorten the charging period of time of a battery for the vehicle by controlling the temperature of the battery for the motor vehicle properly. CONSTITUTION:A battery box 77, constituted of a battery box main body 78 accommodating a battery B and a battery box cover 80 accommodating a control unit for a motor M, is provided above a power unit P having the motor M as a power source for running. Outside air, introduced by a fan 88 through passages 85, 86, 87 and a duct 89, cools the motor M and the temperature thereof is risen, supplying to the inside of the battery box main body 78 through a duct 91 to heat the battery B received therein. The outside air, passing through the passage 86, is introduced into the battery box cover 80 and cools the control unit received therein.

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 travels using a battery-driven motor as a power source, and more particularly to improvement of 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, but a vehicle powered by an electric motor driven by a rechargeable battery such as a lead storage battery instead of the internal combustion engine. Is proposed. By using an electric motor as a power source for traveling in this way, not only the problem of harmful substances in exhaust gas is solved, but also accessories such as an air cleaner, a carburetor, a muffler, a fuel tank, and a starter can be omitted. Therefore, a vehicle having a simple structure and excellent 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 to charge the battery is shortened as much as possible. Is desirable.

By the way, a battery generally has a characteristic that its capacity decreases and its charging time becomes long when the temperature becomes low. The present invention has been made in view of the fact that the capacity can be increased and the charging can be shortened by controlling the battery at an appropriate temperature, and an electric vehicle that can control the temperature of the battery with a simple structure is provided. The purpose is to do.

[0005]

In order to achieve the above object, the present invention relates to an electric vehicle that travels with a battery-driven motor as a power source, and a cooling air passage for supplying cooling air to the motor with a fan. And a hot air passage for supplying the hot air whose temperature has risen by cooling the motor to the battery.

In addition to the above-mentioned first feature, the present invention also provides:
A second feature is that the control unit of the motor is cooled by the cooling air.

[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 vehicle body, and FIG. 3 is an enlarged view of an essential part of FIG. , FIG. 4 is 4 of FIG.
-4 sectional view, FIG. 5 is a view taken in the direction of arrow 5 in FIG. 2, and FIG.
6 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, and FIG. 9 is a sectional view taken along line 9-9 of FIG.
10 is a cross-sectional view taken along line 10-10 of FIG. 2, and FIG. 11 is 1 of FIG.
1-11 sectional drawing, FIG. 12 is a 12-12 sectional view of FIG.

As shown in FIG. 1, an electric motorcycle V
Is equipped with a front body frame 1 configured by steel pipe welding,
A front wheel Wf steered by the handle 2 is supported on the front side thereof. A front vehicle body bracket 3 provided at a rear portion of the front vehicle body frame 1 is provided with a rear vehicle body bracket 5 which is rotatable left and right through a swing shaft 4 which is arranged so as to be slightly raised in the front-rear direction of the vehicle body. Supported. A front end of a first rear body frame 6 made of steel pipe is fixed to the rear body bracket 5, and a pair of left and right sides is attached to a second rear body frame 7 made of steel pipe 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, at the time of turning of the motorcycle V, the front body frame 1 can be swung left and right with respect to the first rear body frame 6 and the second rear body frame 7, and with respect to the first rear body frame 6. The second rear body frame 7 can be vertically swung.

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

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

As will be apparent by referring to FIGS. 11 and 12 together, the frame member 6 ₁ and the frame member 6
₂ are connected to each other at a left and right outer position of the rear vehicle body bracket 5 by a pair of left and right side-faced inverted L-shaped brackets 22. The upper ends of the pair of brackets 22 are connected by a support shaft 23 extending in the left-right direction, and a pair of left and right arms 25 are supported by the support shaft 23 via a rubber damper 24 so as to be swingable back and forth. The second rear body frame 7 extending rearward of the vehicle body is fixed to a pipe member 27 that is rotatably fitted to the outer periphery of a support shaft 26 that is installed 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 frame member 7 ₂ which is fixed to the rear end of the frame member 7 _{1 and has} a U-shape in plan view. A pair of front and rear rubber dampers 28 are fixedly attached to the rubber damper support portion 25 ₁ protruding from the arm 25 toward the outside of the vehicle body.
A pair of front and rear contact plates 29 are fixed to the bracket 22 so as to face the front and rear of each rubber damper 28 with a predetermined gap therebetween.

As shown in FIGS. 3 to 6, the frame member 7
_A pair of left and right brackets 30 fixed to the front part of ₂ are connected to each other by a support shaft 31 extending in the left-right direction, and a pair of left and right brackets protruding from the support shaft 31 through a rubber damper 32 at the front lower part of the power unit P. 33 ₁ , 34 ₁ are supported. On the other hand, the left and right rear end portions of the frame member 7 ₂ are connected to U-shaped brackets 37 fixed to the lower surfaces of the left axle case 33 ₂ and the right axle case 35 ₁ with bolts 36 via rubber dampers 38. The lower end of the rear cushion 8 is connected to the bracket 39, which is fastened together with the bolts 36, on the upper surfaces of both axle cases 33 ₂ and 35 ₁ , via a rubber damper 40, and the upper end of the rear cushion 8 is connected to the frame member 6 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. 3 and 4. 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 front-rear direction, and these three casings 33, 3 are provided.
4, 35 are connected together to form one block. The left casing 33 integrally includes a power motor case 33 ₃ between the bracket 33 ₁ and the left axle case 33 ₂ . The central casing 34 has a left transmission case 34 ₂ covering the left half of the transmission T at the rear of the bracket 34 ₁ , and the right casing 35 has a right casing covering the right half of the transmission T at the rear of the right axle case 35 _1. A transmission case 35 ₂ is provided.

Power motor case for left casing 33
33₃The power motor M installed inside the DC brush is a DC brush.
Power motor case 33₃Left edge of
Ball bearing 43 provided on cover 42 covering the opening
And the power motor case 33 ₃Ballbed on the right wall of
The rotating shaft 45 supported by the ring 44 is provided. Axis of rotation
45 has a permanent magnet 47 on the outer circumference of an iron core 46 for rotation
The child 48 is attached and around the rotor 48
Consists of an iron core 49 and a coil 50 wound around it
The stator 51 is supported.

A main shaft 54 supported by a pair of ball bearings 52, 53 and a pair of ball bearings 55, 56 are provided between the left transmission case 34 ₂ of the central casing 34 and the right transmission case 35 ₂ of the right casing 35. The counter shaft 57 supported and the differential case 60 supported by the 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 that rotates at is engaged with the gear train, thereby establishing a desired shift speed in the transmission T (see FIG. 3).

The rotary shaft 45 of the power motor M and the main shaft 54 are coaxially arranged, and their opposite ends are coupled to each other via a rubber coupling 64. Differential case 6
The final driven gear 66, which is provided at the right end of 0 and meshes with the final drive gear 65 of the counter shaft 57, is provided with a damper 67 for absorbing a shock during a shift. 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 from there is further transmitted to the left and right axles 68, 69.

Reference numeral 70 in FIG. 4 is 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 traveling energy source, will be described with reference to FIGS. 2, 5 to 7, and 10.

The front end of the battery support frame 72 is lowered by one step.
The bottom plate 73 and the outer circumference of the bottom plate 73 are erected upward.
And a plurality of suspension members 74. The hanging member 74 has a cross section
Left and right sides of the battery support frame 72, which are character-shaped members
4 each, and 2 each on the front and back. On the other hand, the first rear part
Frame member 6 of body frame 6₁8 brackets for
75 is welded, and a rubber damper is attached to the bracket 75.
Each suspension member 74 is supported via 76. this
As a result, the battery support frame 72 is attached to the frame member 6 ₁Inside
It is elastically suspended and supported in the state of being fitted to the
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 is composed of a battery box main body 78 for accommodating the battery B which is a traveling energy source, and a battery box cover 80 for covering the upper part 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 hanging member 74. It is screwed into the welded nut member 82. As a result, 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 in the front portion of the battery box main body 78, and four batteries B are stored vertically in the rear portion thereof (see FIGS. 7 and 9). Further, inside the battery box cover 80 partitioned from the battery box main body 78 via the partition plate 79, an electronic control unit 83, a power motor M, a motor driver 84a of the shift motor 61, and a charger 84b are provided. A control unit U is arranged.

As is apparent from FIG. 10, the terminals of the battery B connected to the control unit U are connected to the battery box cover 80. Therefore, in order to open the battery box cover 80 for maintenance, the connection is made. Need to be removed. As a result, the power system is automatically cut off during maintenance, which improves workability. Moreover, by storing both the battery B and the control unit U inside the battery box 77,
Simultaneous simplification of the support structure for the battery B and the control unit U and simplification of wire routing are achieved. Further, 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 on the upper portion thereof, the center of gravity of the vehicle body can be kept low and stability can be improved. Moreover, since the weight of the battery B is not applied to the front vehicle body that swings left and right 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.

The right side of the front 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 provided with the battery box cover 80 and the partition plate 7.
9 is connected to a horizontal second cooling air passage 86 defined by the 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 surface of the battery box body 78. Third cooling air passage 87
An electric fan 88 is disposed in the air-conditioning unit, and sucks 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, even internal power motor case 33 ₃ communicates with the front part of the central casing left transmission case 34 _1, From there, it is connected to the bottom surface of the battery box body 78 via a warm air passage 91 formed of a flexible duct. And
An exhaust passage 92 that opens downward is formed at the rear of the battery box body 78.

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

In FIG. 4, the rotary shaft 4 of the power motor M
The driving force transmitted from 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 drive force transmitted from the final drive gear 65 provided to the differential case 60 to the differential case 60 via the final drive 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, the shift fork 67 is driven, 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.

In FIG. 2, when the rear wheel Wr receives an impact from the road surface while the three-wheeled motor vehicle V is running, the second rear body frame 7 supporting the power unit P moves slightly back and forth with respect to the first rear body frame 6. As it does, it swings up and down to absorb the impact. That is, when a load in the front-rear direction is applied from the power unit P to the second rear body frame 7,
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). As a result, the load applied to the power unit P in the front-rear direction is absorbed. When a vertical load is applied to the power unit P, the second rear body frame 7 pivotally supported by the lower end of the arm 25 via the support shaft 26 and the pipe member 27 swings vertically (FIGS. 11 and 12). reference). This allows
Left and right axle cases 33 ₁ , 35 of the power unit P
_The rear cushion 8 connecting ₁ and the first rear body frame 6 expands and contracts to absorb the vertical load.

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
Power motor case 33 via 5, 86, 87, 89
Outside air is introduced into ₃ . At that time, the second cooling air passage 86
Outside air is also introduced into the inside of the battery box cover 80 that is connected to the control unit U arranged therein to cool the control unit U. The air whose 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 via the warm air passage 91, and the five stored therein. After heating battery B,
Exhaust air passage 9 provided at the rear of the battery box body 78
Emitted from 2.

As described above, since the battery B is heated by the warm air whose temperature has risen by cooling the power motor M, not only is a special heat source for heating the battery unnecessary, but also for the motor cooling air. By using the fan 88, the special fan for heating the battery is not required. Thus,
By warming the battery B to an appropriate temperature during traveling and increasing the capacity, the travelable distance per charge can be increased, and when the battery B discharged by traveling is charged, By heating the battery B while operating the power motor M without load, the time required for charging the battery B can be shortened. At this time, since the battery box main body 78 is insulated from the outside air by the battery box cover 80, the temperature of the battery B can be easily controlled. Furthermore, since the control unit U is cooled by using the cooling air of the power motor M, the control unit U is not provided with any special cooling means.
Can be cooled.

13 and 14 show a second embodiment of the present invention. FIG. 13 is an overall side view of a motorcycle, FIG.
4 is a sectional view taken along line 14-14 of FIG.

The front vehicle body structure of this motorcycle V is substantially the same as that of the first embodiment, and the rear vehicle body structure is different from that of the first embodiment. That is,
A swing bracket 95, which is swingably moved up and down, is supported by a front vehicle body bracket 3 provided on the front vehicle body frame 1, and a rear vehicle body bracket 5 provided on the rear vehicle body is swingably supported by a swing shaft 4 on the left and right sides. The swing bracket 95 and the front body frame 1 are connected via a rear cushion 8. As a result, the front vehicle body can swing left and right with respect to the rear vehicle body, and the rear vehicle body can swing up and down with respect to the front vehicle body while the rear cushion 8 is expanded and contracted.

Power unit P supported by the rear vehicle 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 that houses the power motor M on the front right side of the transmission case 96.
8 and the drive unit case 100 that houses the motor driver 99 are coupled.

The power motor M is 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 extends in the left-right direction.
A magnet rotor 104 that rotates integrally with the motor 3 and a stator coil 105 fixed to the motor housing 98 so as to face the outer circumference of the magnet rotor 104 are provided, and a rotor position detection sensor 106 is provided at the right end of the rotating shaft 103.

A rotary shaft 1 extending leftward from the power motor M
03 is a fan 10 that rotates integrally with the rotating shaft 103.
7 is provided. The motor driver 99 that controls the drive 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 the bolt 108.

On the right side surface of the drive unit case 100, a slit 100 ₁ for introducing outside air is formed in a cooling air passage 109 formed in a central cavity of the motor driver 99, and the cooling air passage 109 and the motor housing 98 are separated from each other. , And communicates with each other through an air guide hole 98 ₁ formed in the motor housing 98. In the rear of the fan 107 in the transmission case 96, there is provided a first communicating with the inside of the motor housing 78 via an exhaust hole 96 ₁ formed in the transmission case 96.
A warm air passage 110 is provided, and the first warm air passage 110 communicates with the inside of a battery box 129, which will be described later, through a second warm air passage 111 formed of a flexible duct.

Next, the rotation of the power motor M is applied to the axles 68, 69 of the rear wheels Wr with an appropriate torque corresponding to the speed of the vehicle.
A transmission mechanism for transmitting to the user 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 at the left end of the rotary shaft 103 of the power motor M, a ball bearing 114 provided in a transmission case 96, and the transmission. A mission input shaft 117 supported by a ball bearing 116 provided on a mission 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 mission input shaft 117, and both pulleys. 113,11
A drive belt 119 having a V-belt structure wound around 8 and a driven pulley 118 provided on the left side of the driven pulley 118.
And an automatic centrifugal clutch 120 capable of interrupting the transmission of the driving force between the transmission input shaft 117 and the transmission input shaft 117.

A counter shaft 121 is rotatably supported inside the mission case 115, and a reduction gear or a train 1 is provided between the mission input shaft 117 and the counter shaft 121.
22 is 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 from there, further transmitted to the left and right axles 68, 69.

The power unit P having the above structure is joined to the upper portion of the rear vehicle body bracket 5 by front and rear bolts 126 and 127, and is integrally formed with a rear fender 128 that covers the upper portion of the power unit.
A battery B that drives the power motor M is housed in.

That is, the rear fender 128 includes an arc-shaped fender portion 128 ₁ covering 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 portion of the power unit P.

The battery box 129 has a battery box body 131 whose front portion is formed lower than the rear portion,
A lid 132 for opening and closing the upper surface of the battery box body 131 is provided, and two batteries B in total are stored in the front and rear of the battery box body 131, that is, four batteries B in total. The second warm air passage 111 is connected to the lower surface of the battery box body 131, and the exhaust air passage 133 is provided at the rear end portion.

Next, the operation of the second embodiment of the present invention having the above construction will be described. When the power motor M using the battery B as a power source is driven, the drive pulley 113 of the belt type continuously variable transmission 112 provided on the rotary shaft 103 thereof rotates, and the rotation is transmitted to the driven pulley 118 by the drive belt 119, and this driven pulley 118 is driven. 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 the increase in rotation, the rotation of the power motor M is belt-type continuously variable. Transmission 1
12 and an automatic centrifugal clutch 120 to be transmitted to the mission input shaft 117, from which the reduction gear train 12 is further transmitted.
The left and right rear wheels Wr are driven via 2 and the axles 68, 69.

When the rotation of the power motor M is increased, the effective radius of the drive pulley 113 of the belt type continuously variable transmission 112 is increased and the effective radius of the driven pulley 118 is decreased. The reduction ratio changes automatically.

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

The hot air, which has cooled the motor driver 99 and the power motor M and has risen in temperature, is supplied from the exhaust holes 96 ₁ to the inside of the battery box 129 through the first and second hot air passages 110 and 111. After heating the battery B, it is discharged to the outside from the exhaust passage 133.

Thus, also in the second embodiment, the battery B can be heated without using a special heat source by cooling the power motor M and using the hot air whose temperature has risen. As a result, extension of the travelable distance per charge and reduction of the charging time are achieved.

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

For example, in the embodiment, a three-wheeled motor vehicle is illustrated, but the present invention can be applied to a two-wheeled vehicle and 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, the control unit U
A dedicated cooling fan 94 for cooling the above 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 exhausted to the outside air without passing through the exhaust air passage 92. Further, in order to prevent the temperature of the battery B from rising excessively, the battery boxes 77 and 129 may be provided with openable / closable air inlets.

[0051]

As described above, according to the first feature of the present invention, the cooling air generated by the fan is supplied to the motor, and the warm air heated when the motor is cooled is supplied to the battery as it is. Therefore, the battery can be heated without using a special heat source and without using a dedicated fan. As a result, the performance of the battery can be improved without increasing the cost and weight of the vehicle, and the extension of the mileage thereof and the reduction of the charging time can be achieved.

According to the second aspect of the present invention, the cooling air of the motor is used to cool the control unit of the motor, so that the environment of the control unit can be improved without increasing the cost and weight of the vehicle. You can keep it right.

[Brief description of 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.

4 is a sectional view taken along line 4-4 of FIG.

5 is a view in the direction of arrow 5 in FIG.

6 is a view in the direction of arrow 6 in FIG.

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

8 is a sectional view taken along line 8-8 of 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.

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

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

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 of FIG.

[Explanation of symbols]

 B battery M power motor (motor) U control unit 85 first cooling air passage (cooling air passage) 86 second cooling air passage (cooling air passage) 87 third cooling air passage (cooling air passage) 88 fan 89 fourth cooling Air passage (cooling air passage) 91 Hot air passage 107 Fan 109 Cooling air passage 110 First warm air passage (warm air passage) 111 Second warm air passage (warm air passage)

Claims (2)

[Claims] 1. In an electric vehicle that travels using a motor (M) driven by a battery (B) as a power source, a cooling air passage (85) for supplying cooling air to the motor (M) with fans (88, 107). , 86, 87, 89, 10
9) and a hot air passage (91, 11) for supplying the hot air whose temperature has risen by cooling the motor (M) to the battery (B).
0, 111) and an electric vehicle. 2. The electric vehicle according to claim 1, wherein the cooling air cools the control unit (U) of the motor (M).