TW201919943A - Saddle type electric vehicle - Google Patents

Abstract

A saddle type electric vehicle (1B) includes an electric motor (30) for vehicle drive; and a battery (100) for supplying an electric power to the electric motor (30); a power control unit (320) for controlling the electric motor (30); a step floor (9) on which a person's foot is put; and a center tunnel (CT) arrange at a center part in a width direction of the step floor (9) and extending in a front-rear direction of the vehicle. The power control unit (320) is arranged inside the center tunnel (CT). The electric motor (30) is arranged offset at one side with respect to a center line in a vehicle width direction. The power control unit (320) is arranged offset at the other side with respect to the center line in the vehicle width direction.

Description

Straddle type electric vehicle

The present invention relates to a straddle-type electric vehicle.

For example, Patent Document 1 discloses a straddle-type electric vehicle in which a battery is disposed in a central tunnel.

[Prior technical literature]
[Patent Literature]

[Patent Document 1] JP 2012-153327

[Technical issues to be solved by the invention]

However, the straddle-type electric vehicle described above includes a power control unit for controlling electric power transmitted from a battery to an electric motor. The electric vehicle of Patent Document 1 includes a power control unit in a space behind the battery. However, since the power control unit is heavy, it is necessary to consider the influence of the weight of the power control unit on the vehicle's counterweight. Furthermore, in the electric vehicle of Patent Document 1, the power control unit protrudes into the space below the seat cushion, but particularly for the straddle-type electric vehicle, it is required to secure the article storage section with a limited space.

Therefore, the present invention provides a straddle-type electric vehicle capable of optimizing the weight of a vehicle by arranging a power control unit and ensuring a limited space for an article storage section.

[Technical solution to solve the problem]

A straddle-type electric vehicle according to one aspect of the present invention includes: an electric motor (30) for running the vehicle; a battery (100) for supplying power to the electric motor (30); 30) power control unit (320); rider's foot placement floor (9); a central tunnel (CT) extending from the left and right central portions of the foot placement floor (9) to the front and rear of the vehicle ); Straddle-type electric vehicle (1B), wherein the power control unit (320) is disposed inside the central tunnel (CT), and the electric motor (30) is relative to the left and right centers (CL) of the vehicle body, The power control unit (320) is staggered and disposed on the other side in the left-right direction with respect to the left-right center (CL) of the vehicle body.
According to this structure, the electric motor and the power control unit are arranged on the opposite sides of the left and right directions so as to stagger the left and right centers of the driving body. Therefore, the heavy-weight electric motor and the power control unit are disposed separately on both sides in the left-right direction, and the weight of the vehicle in the left-right direction can be optimized.

One aspect of the present invention is a straddle-type electric vehicle, wherein the power control unit (320) has a flat shape that reduces the size of one of the directions, and is configured to turn one of the directions to the left and right. Way to perform upright configuration.
According to this structure, the power control unit can be easily arranged in the left-right direction with being offset from the left-right center of the vehicle body. Therefore, the power control unit can be largely shifted in the left-right direction, and the weight in the left-right direction of the vehicle can be easily optimized.

A straddle-type electric vehicle according to one aspect of the present invention includes a vehicle body frame (11) for supporting the battery (100) and a power control unit (320). The vehicle body frame (11) is The left and right skeleton members (13, 14a, 17) are provided, and the power control unit (320) is disposed on the inner side in the left-right direction than the left and right skeleton members (13, 14a, 17).
According to this configuration, when the vehicle is subjected to a side impact, it is possible to reduce the impact load and the like applied to the power control unit, and it is possible to reduce the influence of external damage factors from the side of the vehicle on the power control unit. Therefore, the protection of the power control unit can be improved.

A straddle-type electric vehicle according to one aspect of the present invention includes a vehicle body frame (11) for supporting the battery (100) and a power control unit (320). The vehicle body frame (11) is The second frame member (14c, 15, 16) having a pair of left and right, and the battery (100) is disposed in a direction more laterally than the second frame member (14c, 15, 16) of the left and right pair. Inside.
According to this structure, when the vehicle is subjected to a side impact, it is possible to reduce the impact load and the like applied to the battery, and it is possible to reduce the influence of external damage factors from the side of the vehicle on the battery. Therefore, the protection of the battery can be improved.

In one form of the straddle-type electric vehicle of the present invention, the power control unit (320) is disposed further forward than the battery (100).
According to this configuration, the power control unit and the battery system are disposed in a staggered manner in the front-rear direction. Therefore, the power control unit and the battery, both of which are heat-generating components, can be reduced from being affected by each other's heat.

One aspect of the present invention is a straddle-type electric vehicle, wherein the power control unit (320) and the battery (100) are configured so as not to overlap each other when viewed from a top view.
According to this configuration, the power control unit and the battery system are arranged so that they do not overlap each other when viewed from above. Therefore, the power control unit and the battery, both of which are heat-generating components, can be more reliably reduced from being affected by each other's heat.

One aspect of the present invention is a straddle-type electric vehicle, wherein the electric motor (30) is disposed further behind the battery (100).
According to this configuration, the electric motor and the battery system are disposed offset from each other in the front-rear direction. Therefore, the battery and the electric motor, both of which are heating elements, can be reduced from being affected by each other's heat.

In one form of the straddle-type electric vehicle of the present invention, the electric motor (30) and the battery (100) are configured so that they do not overlap each other when viewed from above.
According to this configuration, the electric motor and the battery system are arranged so as to be offset from each other when viewed from above. Therefore, the electric motor and the battery, both of which are heat-generating components, can be more reliably reduced from being affected by each other's heat.

[Effect of the invention]

According to an aspect of the present invention, it is possible to provide a straddle-type electric vehicle capable of optimizing a vehicle's counterweight by arranging a power control unit, and securing an article storage unit with a limited space.

The following is a description of embodiments (reference examples) of the present invention with drawings. In addition, directions such as front, back, left, right, and so on in the following description, unless otherwise specified, indicate the same direction as the direction on the vehicle described below. In addition, the appropriate positions in the drawings used in the following description are indicated by arrows FR representing the front of the vehicle, arrows LH representing the left side of the vehicle, arrows UP representing the vehicle above, and CL representing the left and right center lines of the vehicle body.

＜ Overall vehicle ＞
FIG. 1 is a unit swing type two-wheeled locomotive 1 showing an example of a straddle-type electric vehicle. The two-wheeled locomotive 1 includes a front wheel 3 as a steering wheel and a rear wheel 4 as a driving wheel. The front wheel 3 is supported on the front fork 6 and can be steered by the faucet handlebar 2. The front fork 6 also supports a front fender 6a.

The rear wheels 4 are supported by the swing unit 10 and can be driven by an electric motor 30. The swing unit 10 includes an electric motor 30 and a reduction gear 35 that can reduce the driving force of the electric motor 30 and transmit the driving force to the rear wheel axle 4a. A rear fender 50 is supported by a fender support arm 40 at a rear end portion of the swing unit 10. The fender support arm 40 is connected to the lower end portion of the rear shock absorber 7.

The steering system components including the faucet handlebar 2, the front fork 6, and the front wheel 3 are supported at the front end portion of the vehicle body frame 11 so as to be steerable. The swing unit 10 and the rear wheels 4 are supported on the lower portion of the vehicle body frame 11 so as to be swingable upward and downward. The periphery of the vehicle body frame 11 is covered with a vehicle body cover 5. The vehicle body frame 11 and the vehicle body cover 5 are main components of the vehicle body (above the suspension spring) of the two-wheeled locomotive 1.

As shown in FIG. 7, the two-wheeled locomotive 1 is provided with a floor 9 for placing a pair of left and right feet of a rider on a cushion 8, and a floor 9 for placing the left and right feet. A central tunnel CT extending in the front-to-rear direction between the vehicles; connected to the front tunnel FB in front of the central tunnel CT and the left and right footboards 9; connected behind the central tunnel CT and the left and right footboards 9 Housing RB.

As shown in FIG. 3, the central tunnel CT is behind the front case FB, and the top surface portion CT1 thereof extends obliquely downward and rearward. The central tunnel CT is connected to the rear case RB by bending the rear side of the top surface portion CT1 upward. Hereinafter, the curved lower end portion on the rear side of the top surface portion CT1 of the central tunnel CT is referred to as the lowest portion CT2.

The lowest part CT2 is located above the upper end of the front wheel 3. The lowest part CT2 is arranged beside the lower end of the cushion 8 (front cushion 8a). Viewed from the side, the distance z1 in the vertical direction between the lowest portion CT2 and the lower end portion of the front cushion 8a is smaller than the thickness z2 in the vertical direction of the front cushion 8a. The distance from the floor surface 9a to the lowest portion CT2 is greater than the distance from the lowest portion CT2 to the upper surface of the front cushion 8a.

Since the two-wheeled locomotive 1 has a central tunnel CT on the floor 9 for foot placement, it can not only allow the rider to place his feet to a certain degree of freedom, but also allow the rider's left and right feet to sandwich the central tunnel CT. . Therefore, the rider's comfort when placing his feet and the handling of the vehicle body can be ensured. The central tunnel CT system constitutes the low-floor portion of the two-wheeled locomotive 1. Above the central tunnel CT, the system is formed: the feet of the rider can easily cross the foot space CT3 of the vehicle body.

As shown in FIG. 1, a headlight 53 and a windshield lens 305 are arranged on the front upper portion of the front case FB. At the rear of the rear case RB, a tail light 54 including a brake light and a rear seat passenger grip 58 are arranged. The rear case RB supports a seat cushion 8 on which a rider rides. The seat cushion 8 integrally includes a front seat cushion 8a for a rider and a rear seat cushion 8b for a rear seat passenger.

The lower side of the front end portion of the seat cushion 8 is connected to the vehicle body by a hinge shaft provided in the vehicle body width direction (left-right direction). The seat cushion 8 can be opened and closed by turning the upper and lower directions around the hinge shaft as a center. When the cushion 8 is in a closed state (see FIG. 1) that closes the upper portion of the rear case RB, the rider can ride on the cushion 8. When the seat cushion 8 is in an open state in which the upper part of the rear case RB is opened, the articles and space under the seat cushion 8 can be accessed. When the cushion 8 is in the closed state, it can be locked.

＜ Car body skeleton ＞
As shown in FIG. 8 to FIG. 10, the vehicle body frame 11 is formed by joining a plurality of steel materials together by a method such as welding. The vehicle body frame 11 is provided with a head pipe 12 at a front end portion thereof, a pair of left and right down frames 14 a extending downward from the head pipe 12, and a pair of left and right lower frames extending rearward from lower ends of the left and right down frames 14 a. 14b; a pair of left and right rear skeletons 14c extending from the rear end portions of the left and right lower skeletons 14b to the upper and lower backs; and a pair of upper and left skeletons of the left and right upper skeletons (mains Skeleton) 13; A pair of left and right median skeletons 17 extending from the upper and lower middle portions of the left and right descending skeletons 14a to the rear and lower sides; (Cushion skeleton) 15; a pair of left and right rear lower skeletons (auxiliary skeletons) 16 extending from the upper and lower middle portions of the left and right rear skeletons 14c toward the upper back. For example, each frame member is made of a round steel pipe. The "middle" referred to in this embodiment means not only being located at the center between the two ends of the object, but also including the inner range between the two ends of the object.

The lower frame 14a and the lower frame 14b are connected together by a front lower curved portion 142. The lower frame 14 b and the rear frame 14 c are connected together by a lower rear bent portion 144. The down frame 14a, the lower frame 14b, and the rear frame 14c are formed of an integrated round steel pipe. The lower skeleton 14a, the lower skeleton 14b, and the rear skeleton 14c are constituted by a lower skeleton 14 that is U-shaped when viewed from the side. Hereinafter, a portion including the downward skeleton 14 a, the upper skeleton 13, and the intermediate skeleton 17 is referred to as a downward skeleton portion 18 extending from the head pipe 12 to the lower back. The downward skeleton portion 18 is provided with a pair of left and right, and a control system component such as a PCU320 (refer to FIG. 2) is arranged between the left and right downward skeleton portions 18.

The upper end portion of the rear skeleton 14c is connected to the front and rear middle portions of the rear upper skeleton 15 from below. The rear upper frame 15 is formed of a circular steel pipe having a diameter substantially the same as that of the lower frame 14a, the lower frame 14b, and the rear frame 14c.
The lower rear end portion of the upper skeleton 13 is connected to the lower rear bending portion 144 from the front and the upper side. The lower rear end portion of the median skeleton 172 is connected to the rear portion of the lower skeleton 14b from above.
The upper and rear end portions of the rear lower frame 16 are connected to the rear portion of the rear upper frame 15 from below. The upper skeleton 13, the middle skeleton 17, and the rear lower skeleton 16 are each formed of a circular steel pipe having a diameter slightly smaller than that of the rear upper skeleton 15.

The downward skeleton 14a, viewed from the side, extends obliquely from the head pipe 12 to the back and downward, and then bends, and then extends substantially vertically downward. When viewed from above, the left and right down frames 14a extend rearwardly from the head pipe 12 and extend obliquely outward in the vehicle width direction, and then bend, and then extend substantially parallel to the side of the vehicle body.

Between the lower portions of the left and right down frames 14a, a front-middle horizontal frame 147 is provided. The front-middle transverse frame 147 extends linearly along the vehicle width direction, and is connected to the left and right downward frames 14a from the vehicle width direction inside. Between the left and right front lower curved portions 142, front and lower horizontally arranged skeletons 148 are provided. The front lower horizontal frame 148 has a curved shape projecting forward and downward, and is connected to the left and right front lower curved portions 142 from the inside in the vehicle width direction. The front-middle horizontal frame 147 and the front-lower horizontal frame 148 are formed of circular steel pipes having a diameter slightly smaller than that of the downward frame 14a and the like.

The lower frame 14b extends substantially in the vehicle front-rear direction. Between the left and right lower frames 14b, lower horizontal frames 149 are provided. The lower horizontal frame 149 extends linearly along the vehicle width direction, and is connected to the left and right lower frames 14b from the vehicle width direction inside. The lower horizontal skeleton 149 is formed of a circular steel pipe having a diameter substantially the same as that of the lower skeleton 14b and the like. When viewed from the side, a side leg bracket 149a is attached to a portion where the lower left skeleton 14b overlaps with the lower horizontal skeleton 149.

The rear lower curved portion 144 behind the lower frame 14b is inclined so as to be positioned further outward in the vehicle body width direction from above. The lower portion of the rear frame 14c is formed in accordance with the inclination of the rear lower curved portion 144, but is formed so as to be positioned more outward from the vehicle body width direction as it goes upward. The rear frame 14c is positioned above the lower frame 14b, and is gently curved toward the inner side in the vehicle width direction, and extends substantially parallel to the side of the vehicle body.

The front half of the rear upper frame 15 extends obliquely as viewed from above, so as to be located further outward in the vehicle width direction, and viewed from the side, it extends obliquely upward and backward. The rear half of the rear upper frame 15 is the rear end of the front half of the rear upper frame 15 after being bent. When viewed from a plan view, it extends obliquely so that it is more inward in the width direction of the vehicle body. The slope is gentler than the front half and extends back and up.

Between the front portions of the left and right rear upper frames 15, a central horizontal frame 155 is provided. The central horizontal skeleton 155 is formed in a curved shape protruding in a forward direction (specifically, it is formed in a chevron shape). The central horizontal skeleton 155 is formed of a circular steel pipe having a diameter smaller than that of the rear upper skeleton 15 and the like. Between the rear end portions of the left and right rear upper frames 15, rear horizontal frames 156 and rear horizontal plates 157 are provided.

The rear lower skeleton 16 is viewed from the side and extends substantially parallel to the front half of the rear upper skeleton 15 and is connected to the rear half of the left and right rear upper skeleton 15 from below. Between the rear portions of the left and right rear lower skeletons 16, rear lower lateral skeletons 159 are provided.

The upper skeleton 13 is linearly extended from the head pipe 12 to the rear and lower side when viewed from the side. The upper frame 13 is curved from the head pipe 12 and extends obliquely toward the outside in the width direction of the vehicle body when viewed from a plan view, and then bends and extends substantially parallel to the side of the vehicle body. The left and right upper frames 13 are located on the inner side in the vehicle body width direction from the left and right down frames 14 a when viewed from above. The rear portions of the left and right upper frames 13 are inclined so as to be positioned further outward in the vehicle body width direction as viewed from the top.

The neutral skeleton 17 extends linearly toward the rear and lower sides when viewed from the side, and extends substantially parallel to the side of the vehicle body when viewed from above. The middle skeleton 17 is arranged on the inner side in the width direction of the vehicle body when viewed from a plan view, and is positioned between the lower skeleton 14b and the upper skeleton 13.

The component symbol 135 in the figure indicates: a footrest support bracket installed on the lower part of the rear frame 14c to support a rear passenger foot pedal not shown; the component symbol 139 indicates: to support the rear avoidance. The shock absorber support bracket at the upper end of the vibrator 7; element symbol 161 indicates: a middle reinforcing piece used to connect the front upper end of the upper skeleton 13 and the front upper end of the lower skeleton 14a; and the element symbol 162 indicates: The rear part of the lower part of the head pipe 12 is used to connect the front and upper reinforcing pieces of the left and right downward skeletons 14a; the symbol 163 indicates: the upper reinforcing sheet is used to connect the upper skeleton 13 and the front of the downward skeleton 14a; The 164 series indicates: used to connect the lower and upper reinforcement pieces between the upper frame 13 and the lower portion of the rear frame 14b; the component symbol 165 indicates: used to connect the front end of the rear lower frame 16 and the side support of the footrest support 135 The element symbol 166 is used to connect the front end of the rear upper skeleton 15 and the middle skeleton 13 of the upper skeleton 13; the component symbol 167 is used to connect the rear end of the rear lower skeleton 16 and the rear. Position of the scaffold after reinforcing sheet 15; reference numerals 171 represent lines: a bracket 19 may be attached below the rear lower link mechanism 14 is provided below the bent portion 144 along the rear of the lower frame.

<Body cover>
As shown in FIG. 1, FIG. 4, and FIG. 5, the vehicle body cover 5 includes a protection cover 301 above the headlight 53 and covering the upper part of the front housing FB from the front, and a headlight 53. It is below the front wheel 3, and the front and lower protection cover 302 covering the lower part of the front case FB from the front is covered from the front; the left and right sides of the left and right sides of the front case FB are covered from the outside. A pair of front side covers 303; an inner cover 304 covering the upper part of the front case FB from the rear. A windshield lens 305 is installed on the upper part of the front protective cover 301 and overlaps the upper part of the front protective cover 301 from the front. The front lower cover 302 is formed with an air guide hole (air guide portion) 315 that can guide the traveling wind W1 into the center tunnel CT.

The vehicle body cover 5 is provided with a pair of left and right floor covers 306 that form the upper surface (floor surface 9a) of the left and right footing floor 9 and cover the left and right sides of the central tunnel CT from the outside; Below the left and right floor covers 306, the pair of left and right low side covers 307 covering the lower part of the footing floor 9 from the outside are covered by the lower end portions of the left and right low side covers 307. In the meantime, the bottom protective cover 308 under the vehicle body is covered from below. Between the rear end portions of the left and right lower side cover covers 307, openings are formed in which the front portion of the swing unit 10 is swingably inserted. This opening is configured so that the traveling wind W1 introduced from the air guide hole 315 into the central tunnel CT can be discharged to the air guide outlet 309 outside the central tunnel CT.

The vehicle body cover 5 includes a center cover 311 that covers the upper portion of the central tunnel CT from above, and a pair of left and right rear side covers 312 that cover the left and right sides of the rear case RB from the outside. Between the rear ends of the left and right rear side covers 312, rear lights 54 and rear seat passenger grips 58 are arranged. The license plate mounting plate 55, the license plate light 56 and the reflector 57 are arranged on the rear fender 50. The central cover 311 forms the top surface CT1 of the central tunnel CT.

<Swing unit>
As shown in FIG. 1 and FIG. 2, the swing unit 10 is integrally provided with a swing arm 20 whose front end portion is supported by the vehicle body frame 11 so as to swing up and down via a link mechanism 19; The left side of the rear part is an electric motor 30 in which the drive shaft 31 is arranged in the left-right direction; and a speed reducer 35 connected to the rear of the electric motor 30.

The electric motor 30 is driven by the power of the battery 100. The electric motor 30 uses, for example, VVVF (variable-voltage and variable-frequency control; variable voltage variable frequency) to perform variable-speed driving. Although the electric motor 30 can perform shift control like a stepless transmission, it is not limited to this, and it can also perform shift control like a stepless transmission.

The electric motor 30 is disposed offset from the rear wheel axle 4a toward the front of the vehicle. The drive shaft 31 of the electric motor 30 is disposed offset from the rear wheel axle 4a toward the front of the vehicle. The electric motor 30 is disposed substantially between the shaft center of the rear wheel axle 4 a and the front end 4 w 1 of the rim 4 w of the rear wheel 4 in the front-rear direction of the vehicle. When viewed from the side, the electric motor 30 is generally arranged on the inner peripheral side of the outer periphery (the inner periphery of the tire) of the rim 4w of the rear wheel 4. The electric motor 30 is provided so as to protrude outward in the vehicle body width direction of the left arm of the swing arm 20 (see FIG. 7).

＜ Battery ＞
As shown in FIGS. 2, 6 and 7, the battery 100 is mounted below the seat cushion 8. The battery 100 is configured to overlap the seat cushion 8 (especially, the front seat cushion 8a) when viewed from a top view. The battery 100 is constituted by a plurality of (for example, two before and after) unit batteries 101 and 102. The plurality of unit cells 101 and 102 have the same structure as each other. Hereinafter, each of the unit batteries 101 and 102 is referred to as a front battery 101 and a rear battery 102, respectively. The front and rear batteries 101 and 102 each have a rectangular cross-sectional shape (for example, a slightly square shape) and have a rectangular corner column shape (rectangular shape) extending in a long side direction. The front and rear sides of the cross-sectional shape of the front and rear batteries 101 and 102 are along the left and right direction, and the left and right sides are arranged along the front and back direction. The front and rear batteries 101 and 102 are arranged in an upright posture in which the long side direction is inclined rearward and upward so as to be positioned upward and rearward. The front and rear batteries 101 and 102 are arranged so as to be inclined in parallel with each other, and are spaced apart from each other by a certain interval.

The battery 100 can generate a predetermined high voltage (48 to 72V) by connecting the front and rear batteries 101 and 102 in series. Both the front and rear batteries 101 and 102 are charge storage and discharge power storage devices, for example, they are constituted by lithium ion batteries.
As shown in FIG. 16, the front and rear batteries 101 and 102 are connected to the PDU 321 through a junction box (distributor) 323 and a contactor (electromagnetic switch) 324. A three-phase cable 80 extends from the PDU 321, and this three-phase cable 80 is connected to the electric motor 30.

As shown in FIG. 2, the front and rear batteries 101 and 102 are inserted into (or detached from) the battery cases 103 and 104 fixed in the vehicle body from above. Both the front and rear battery cases 103 and 104 have battery insertion openings that open upward. Around each battery insertion opening, locking mechanisms 103a, 104a are provided to prevent the front and rear batteries 101, 102 inserted into the battery case from being detached upward. The front and rear batteries 101 and 102 are housed in the battery cases 103 and 104 in such a manner as to slide obliquely from the battery insertion openings into the battery cases 103 and 104, respectively. The front and rear batteries 101 and 102 are inserted and removed in an inclined manner with respect to the battery cases 103 and 104, respectively, so that the partial weight of the battery when being inserted and removed is supported by the rear wall portions of the battery cases 103 and 104. The front and rear batteries 101 and 102 are inclined toward the opposite side of the hinge shaft at the front end of the seat cushion 8, so when the seat cushion 8 is opened, the battery can be easily accessed.

Battery-side connection terminals (not shown) are provided at the lower end portions of the front and rear batteries 101 and 102, respectively. On the bottom wall portions of the front and rear battery cases 103 and 104, battery case-side connection terminals (not shown) that are detachably connected to the battery-side connection terminals are provided. The battery case-side connection terminals are lowered below the bottom wall portions of the battery cases 103 and 104 before and after the locking mechanisms 103a and 104a perform the locking operation. At this time, although the front and rear batteries 101 and 102 can be inserted and removed from the battery cases 103 and 104, if only the front and rear batteries 101 and 102 are inserted into the battery cases 103 and 104, the battery-side connection terminal and the battery case The side connection terminals have not been connected together.

After the front and rear batteries 101 and 102 are stored in the battery cases 103 and 104 and the locking mechanisms 103a and 104a are locked, the battery case-side connection terminals will protrude above the bottom wall portions of the battery cases 103 and 104. In this way, the battery-side connection terminal and the battery box-side connection terminal will be connected together. The aforementioned locking operation and terminal connection can be performed individually for the front and rear batteries 101, 102.

The operation of the aforementioned locking mechanism and the insertion and removal of the front and rear batteries 101 and 102 are performed manually, and the front and rear batteries 101 and 102 can be attached and detached to the vehicle body without using a tool. The front and rear batteries 101 and 102 can only be loaded and unloaded to the vehicle body when the seat cushion 8 is opened. By opening or closing the seat cushion 8, it is switched to a state in which the batteries 101 and 102 can be attached to and detached from the vehicle body, or a state in which the batteries 101 and 102 can not be attached to and detached from the vehicle body.
The front and rear batteries 101 and 102 are mobile batteries that can be attached to and detached from the vehicle body. Both the front and rear batteries 101 and 102 can be charged using a charger outside the car, and can be used as a mobile battery for external equipment as a power source, of course, it can also be used alone.

On the left and right outer sides of the front and rear batteries 101, 102 and the battery boxes 103, 104, as a pair of left and right skeleton members of the car body frame 11, left and right rear frames 14c, left and right rear upper frames 15 and left and right After lower position skeleton 16. The battery 100 is arranged in a space (inside of the left and right skeleton members in the left-right direction) surrounded by the left and right pair of skeleton members. The battery 100, viewed from the side, is configured so that only a part of the battery 100 overlaps the left and right skeleton members. In this way, it is possible to reduce the influence of external damage factors from the outside in the vehicle body width direction on the battery 100.

As shown in FIGS. 6 and 7, the battery 100 is disposed more forward than the electric motor 30 in the vehicle front-rear direction. The battery 100 is configured so as not to overlap the electric motor 30 when viewed from a top view. The battery 100 is arranged so as to be shifted from the position of the electric motor 30 in the front-back direction (separated from each other) when viewed from above.
The front and rear batteries 101 and 102 are disposed at the same position in the left-right direction. The front and rear batteries 101 and 102 are arranged on the left and right centers CL of the vehicle body when viewed from above. For example, the front and rear batteries 101 and 102 are viewed from above, and the left and right centers thereof coincide with the left and right centers CL of the vehicle body. The front and rear batteries 101 and 102 are arranged so as to be staggered (separated from each other) with respect to the position of the electric motor 30 in the left-right direction when viewed from above.

＜ Control system ＞
As shown in FIG. 16, a PDU (Power Driver Unit) 321 and an ECU (Electric Control Unit) 322 are composed of an integrated control unit, that is, a PCU 320.
The electric power from the battery 100 is supplied to the PDU 321, which is a motor drive device, via a contactor 324 that is linked to the main switch 260. The electric power from the battery 100 is converted from DC power to three-phase AC power by the PDU 321, and is then supplied to the motor 30, which is a three-phase AC electric motor.

After the voltage output from the battery 100 is stepped down via the DC-DC transformer 326, it is used to charge the 12V secondary battery 327. The sub-battery 327 is intended to supply power to general electrical components such as lighting fixtures, control systems such as the meter 261, the smart unit 221, and the ECU 322. Because the secondary battery 327 is mounted, when the battery 100 (hereinafter, also referred to as the "main battery 100") is taken out, various operations such as electromagnetic lock can be performed.

Although not shown in the figure, the PDU 321 includes a converter, which includes a bridge circuit using a switching element such as a plurality of transistors, a smoothing capacitor, and the like. The PDU 321 is used to control the energization of the stator winding group of the motor 30. The motor 30 is driven in response to the control performed by the PDU 321, and thus causes the vehicle to travel.

In a state where the battery 100 is mounted in a vehicle body, the battery 100 is charged by a charger 325 connected to an external power source. When the battery 100 (the front and rear batteries 101 and 102) is taken out of the vehicle body, it can also be charged by a charger outside the vehicle.

The front and rear batteries 101 and 102 are respectively equipped with BMUs (Battery Management Units) 101a and 102a for monitoring charge and discharge conditions and temperature. The information monitored by the BMUs 101a and 102a is provided to the ECU 322 when the current batteries 101 and 102 are mounted in the vehicle body. Information requested from the throttle sensor 329 is also input to the ECU 322. The ECU 322 performs drive control of the motor 30 via the PDU 321 according to the inputted requested output information.

For example, the ECU 322 controls the charging and discharging of the battery 100 by controlling the battery 100. For example, the ECU 322 controls the contactor 324 and the relay 262 to switch between: charging or discharging the battery 100.

The first diode 271 rectifies the current flowing between the high-potential-side terminal 325P of the charger 325 and the high-potential-side terminal 101P of the front battery 101. For example, the first diode 271 flows a current from the high-potential-side terminal 325P of the charger 325 toward the high-potential-side terminal 101P of the front battery 101.

The second diode 272 rectifies a current flowing between the high-potential-side terminal 325P of the charger 325 and the high-potential-side terminal 102P of the rear battery 102. For example, the second diode 272 flows a current from the high-potential-side terminal 325P of the charger 325 toward the high-potential-side terminal 102P of the rear battery 102.

The current flowing through the first diode 271 and the current flowing through the second diode 272 are different from each other. The polarities of the high-potential-side terminal 325P of the charger 325, the high-potential-side terminal 101P of the front battery 101, and the high-potential-side terminal 102P of the rear battery 102 are all the same. For example, the polarity of each of the high-potential-side terminal 325P of the charger 325, the high-potential-side terminal 101P of the front battery 101, and the high-potential-side terminal 102P of the rear battery 102 is positive.

In order to protect each part from being damaged by the following circumstances, a first diode 271 corresponding to the front battery 101 and a second diode 272 corresponding to the rear battery 102 are provided.
By providing the first diode 271 and the second diode 272, it is possible to prevent the current from flowing back to the high level of the charger 325 from the high potential side terminal 101P of the front battery 101 and the high potential side terminal 102P of the rear battery 102, respectively. Potential side terminal 325P.
By providing the first diode 271, it is possible to prevent the short circuit of the front battery 101 when the batteries 100 are connected in series.
In a conductor 281 and a conductor 282 for connecting the high-potential-side terminal 101P of the front battery 101 and the high-potential-side terminal 102P of the rear battery 102, a first diode 271 and a second diode 272 are reversely provided, Accordingly, when one of the current battery 101 and the rear battery 102 has a short-circuit failure, it is possible to prevent the other battery from short-circuiting.

The contactor 324 is used to perform or interrupt the connection between the low-potential-side terminal 101N of the front battery 101 and the high-potential-side terminal 101P of the rear battery 102. For example, in the ON state, the contactor 324 connects the low-potential-side terminal 101N of the front battery 101 and the high-potential-side terminal 102P of the rear battery 102. In the conducting state, the contactor 324 connects the battery 100 in series, and in the interrupting state, the series connection of the battery 100 is released. The period during which the contactor 324 is in an interrupted state includes at least a period during which the charger 325 supplies power to the battery 100.

The relay 262 is used to perform or interrupt the connection between the low-potential-side terminal 101N of the front battery 101 and the low-potential-side terminal 102N of the rear battery 102. For example, in the ON state, the relay 262 connects the low-potential-side terminal 101N of the front battery 101 and the low-potential-side terminal 102N of the rear battery 102. The period during which the relay 262 is in the ON state includes at least the period during which the charger 325 supplies power to the battery 100.

Both ends of the battery 100 connected in series are connected to the PDU 321, respectively. By switching the states of the contactor 324 and the relay 262, the front battery 101 and the rear battery 102 in the battery 100 are connected in series or in parallel. The contactor 324, the relay 262, the first diode 271, and the second diode 272 are all just examples of connection switching elements. The diodes 271 and 272, the relay 262, and the connection portions (dividing points P1 to P4) are all provided in the junction box 323.

<Example of connection method of circuit drive system>
Each part of the drive system of the circuit includes a first conductor 281, a second conductor 282, a third conductor 283, a fourth conductor 284, a fifth conductor 285, a sixth conductor 286, a seventh conductor 287, and an eighth conductor 288. The inner conductors (wires) are electrically connected in the following manner.

The high-potential-side terminal 101P of the front battery 101 and the high-potential-side terminal 325P of the charger 325 are electrically connected by the first conductor 281. A first diode 271 is inserted into the first conductor 281. For example, the negative electrode of the first diode 271 is connected to the high-potential-side terminal 101P of the front battery 101; the positive electrode of the first diode 271 is connected to the high-potential-side terminal 325P of the charger 325. A first branch point P1 is provided between the positive electrode of the first diode 271 and the high-potential-side terminal 325P of the charger 325.

The first branch point P1 and the high-potential side terminal 102P of the rear battery 102 are electrically connected by the second conductor 282. A second diode 272 is inserted into the second conductor 282. For example, the negative electrode of the second diode 272 is connected to the high-potential-side terminal 102P of the rear battery 102, and the positive electrode of the second diode 272 is connected to the high-potential-side terminal 325P of the charger 325 via the first branch point P1. . A second branch point P2 is provided between the negative electrode of the second diode 272 and the high-potential-side terminal 102P of the rear battery 102.

The second branch point P2 is electrically connected to the low-potential side terminal 101N of the front battery 101 by a third conductor 283. A contact of the contactor 324 is inserted into the third conductor 283. A third branch point P3 is provided in the third conductor 283. The position of the third branch point P3 is between the contactor 324 and the low-potential side terminal 101N of the front battery 101.

The third branch point P3 and the low-potential side terminal 325N of the charger 325 are electrically connected by the fourth conductor 284. A contact of the relay 262 is inserted into the fourth conductor 284.
The fourth conductor 284 is used to electrically connect the low-potential side terminal (102N) of the lower potential-side battery (rear battery 102) of the batteries in series with the low-potential side terminal 325N of the charger 325.

A fourth branch point P4 is provided between the negative electrode of the first diode 271 and the high-potential side terminal 101P of the front battery 101.
A fifth conductor 285 is used to electrically connect the fourth branch point P4 and the high-potential-side terminal of the PDU 321.
The fourth branch point P4 and the high-potential side terminal 326P of the DC-DC transformer 326 are electrically connected by the sixth conductor 286.
The low-potential-side terminal of the PDU 321 is connected to the low-potential-side terminal 325N of the charger 325 by the seventh conductor 287.
The low-potential-side terminal 326N of the DC-DC transformer 326 is connected to the low-potential-side terminal 325N of the charger 325 by the eighth conductor 288.

The circuit may include a connection circuit of a monitoring control system indicated by a dotted line in the figure in addition to the connection circuit of the drive system described above. The circuit may also have an ECU 322.

＜ The role of the circuit ＞
The ECU 322 obtains the state of the battery 100 from each of the BMUs 101a, 102a. The ECU 322 detects the user's operation from the throttle sensor 329 and the like. The ECU 322 controls the contactor 324, the relay 262, and the PDU 321 based on the collected information.

For example, when the battery 100 is charged with power from the charger 325, the ECU 322 switches the contactor 324 to an interrupted state, and switches the relay 262 to an on state. When the front battery 101 and the rear battery 102 are in parallel, power from the front charger 325 is supplied to the battery 101 and the rear battery 102. When in the control state described above, it is a state where power from the charger 325 can be supplied to the PDU 321. The voltage from the charger 325 for powering the PDU 321 is the same voltage as the voltage applied between the terminals of the front battery 101.

For example, when the PDU 321 is driven by the power stored in the battery 100, the ECU 322 switches the contactor 324 to a conductive state, and switches the relay 262 to an interrupted state. When the front battery 101 and the rear battery 102 are in series, the front battery 101 and the rear battery 102 will supply power to the PDU 321. In the above case, the first diode 271 is applied with a reverse bias voltage. Because of the aforementioned reverse bias voltage, the voltage (for example, 96V) of the high-potential-side terminal 101P of the front battery 101 will not be applied to the high-potential-side terminal 102P of the rear battery 102 and the high-potential-side terminal 325P of the charger 325.

＜ ABS ＞
ABS (Anti-lock Brake System) 229 is electrically connected to PCU320. ABS 229 has: When the drive wheel locks up during emergency braking, even if the brake is still operated, it will automatically perform the actions of releasing and operating the brake repeatedly to restore the tire's grip and maintain The function of the driving stability of the vehicle. ABS 229 also has a function as a vehicle state detection unit that can be used to detect the driving state and stopping state of the vehicle. For example, ABS 229 is a wheel speed sensor (not shown) that can detect wheel speed.

＜ The role of PCU ＞
The PCU 320 can also be used as a control unit that controls the vehicle based on the detection results of the cover opening / closing detection unit 225 and ABS 229 of the electric wire storage unit to perform its function.

The PCU 320 prohibits the vehicle from traveling when the ABS 229 detects a stopped state of the vehicle and the electric wire storage section cover opening / closing detection section 225 detects that the electric wire storage section cover 313a (see FIG. 1) is open.
When the PCU 320 detects the running state of the vehicle and the wire storage unit cover opening / closing detection unit 225 detects that the wire storage unit cover 313a is open, the vehicle will be prohibited from driving after the vehicle stops.

The stopped state of the vehicle referred to here includes not only a state where the vehicle is completely stopped, but also a state where the vehicle is substantially stopped (a state where the vehicle is moving slightly). For example: Assuming that the speed of the vehicle is V, the vehicle's stopped state can also cover the state in the range of 0 km / h ≦ V ≦ 5 km / h.

<PCU's role as lock control unit>
The two-wheeled locomotive system includes: a Smart System 220 (ie, a vehicle electronic lock) that can lock and unlock the vehicle; a lock control unit for controlling the smart system 220, which is also the PCU 320; Power secondary battery 327.

The smart system 220 is capable of locking and unlocking the vehicle based on the authentication with the remote control key 223 (portable device).
The smart system 220 is equipped with: a smart unit 221 connected to the PCU 320; an antenna 222 connected to the smart unit 221; a lock knob 211 (faucet handlebar lock portion) connected to the smart unit 221; and a smart type The seat switch 212 (lid lock portion) of the unit 221.

The smart unit 221 is a control unit including a microcomputer.
The antenna 222 is a transmitting and receiving antenna for communicating with the remote control key 223.
The lock knob 211 can be used to lock and unlock the faucet handlebar 2 (see Figure 1).
The cushion switch 212 can be used to lock and unlock the storage cover for storing the battery 100, that is, the cushion 8 (see FIG. 1).
The PCU 320 can unlock the vehicle after the battery 100 is removed from the vehicle. The PCU 320 controls the smart unit 221 according to the authentication result between it and the remote control key 223.

As shown in FIG. 16, the remote control key 223 sends ID information for communication with the smart unit 221. For example, the remote control key 223 is provided with: a transmitting and receiving circuit (not shown) connected to a plurality of antennas capable of non-directional communication (transmitting and receiving); and an EEPROM (a memory device for storing various data) (Not shown); a CPU (not shown) for controlling constituent elements of the remote key 223. A power source such as a lithium battery for driving the remote control key 223 is provided in the remote control key 223.

For example, when the transmitting and receiving circuit of the remote control key 223 is in an activated state, when the rider holds the remote control key 223 and enters the authentication range set in the vehicle, the entire smart system 220 will operate. The smart system 220 does not operate when the transceiver circuit of the remote control key 223 is stopped.
For example, when the knight leaves the authentication range with the remote control key 223, the smart system 220 returns to the initial state, and the locking devices are locked.

＜ The role of various switches ＞
Here is a description of the functions of various switches with reference to FIG. 16.
For example, by turning on the main switch 260, the sub-battery 327 can be used to power the smart unit 221.
For example, by turning on the main switch 260 and the start switch 228, the sub-battery 327 is charged by the main battery 100 through the DC-DC transformer 326.
As long as the main switch 260 is turned on, the smart unit 221 is powered by the secondary battery 327 regardless of whether the main battery 100 is present. Therefore, even without the main battery 100, the smart unit 221 can be operated by the sub battery 327.
When the main switch 260 is turned on, the smart unit 221 is charged by the main battery 100 via the DC-DC transformer 326.

The PCU 320 is used to detect the state of the cover switch 213 of the wire storage section. The PCU 320 controls the vehicle in accordance with the opened and closed state of the electric wire storage section cover 313a.

For example, if the PCU 320 detects that the electric wire storage section cover 313a is open before the vehicle runs, it executes a control program that ignores the input from the throttle sensor 329 and does not generate a driving force.
In this way, it is possible to prevent the vehicle from starting to run while the electric wire storage section cover 313a is opened.

For example, if the PCU 320 detects that the electric wire storage section cover 313a is in an open state during driving, it will execute: a driving force in accordance with the sensory measurement of the throttle sensor 329 is generated until the vehicle speed is reduced to a state where it is substantially zero Up to the control program. For example: Speed information can be obtained from ABS 229 connected to PCU 320.
The vehicle speed is not limited to be obtained from ABS 229, but may also be obtained using GPS (Global Positioning System) or other devices for detecting vehicle speed.
For example: PCU 320 will execute a control program that ignores the input from the throttle sensor 329 when the vehicle speed is substantially zero or has stopped.
In this way, if the electric wire storage section cover 313a (refer to FIG. 1) is opened during driving, the electric wire storage section cover 313a can be closed after the vehicle is moved to a safe place and stopped.

The meter 261 may also be provided with a notification device such as an LED indicator (not shown) that can be changed in accordance with the opening and closing state of the wire storage section cover 313a (see FIG. 1). The display of the LED indicator makes it possible to confirm the open / close state of the electric wire storage section cover 313a (refer to FIG. 1) even during driving.

＜ Control system parts ＞
As shown in FIGS. 2, 3, and 6, the PCU 320 is disposed inside the central tunnel CT together with the junction box 323, the contactor 324, and the charger 325. The PCU320, the junction box 323, the contactor 324, and the charger 325 are arranged in the front-to-rear direction of the vehicle further than the central position CP (see FIG. 2) between the front and rear wheels 3 and 4. Further to the center position CP between the front and rear wheels 3, 4 is the battery 100. In this way, the weight of the control system components in the front-rear direction of the vehicle is good. By disposing the PCU 320 above the spring of the shock absorber, the weight under the spring can be effectively reduced compared to, for example, the case where the PCU 320 and the electric motor 30 are disposed below the spring of the rear shock absorber (spring Under weight).

As shown in FIGS. 11 and 12, the PCU 320 is a flat box-shaped case 332 having a small vertical thickness. The case 332 is formed of, for example, an aluminum alloy. The casing 332 is rectangular when viewed from above, and the front and rear sides thereof are arranged in the left-right direction, and the left and right sides thereof are arranged in the front-rear direction. A plurality of radiating fins 333 are erected on the upper surface of the casing 332 along the front-rear direction of the vehicle. The PCU 320 uses the top surface of the housing 332 as a heat dissipation structure.

The PCU 320 has a double-layer structure in which a control substrate constituting the ECU 322 and a high-voltage substrate constituting the PDU 321 are stacked in a thickness direction within a casing 332. The high-voltage base plate constitutes the upper layer, and the control base plate constitutes the lower layer. Because the PDU 321 is set at the upper layer, compared with the case where the PDU 321 is set at the lower layer, the influence of external damage factors from below on the PDU 321 can be further reduced.

As shown in FIGS. 13 to 15, a terminal block 331 for connecting the three-phase cable 80 to the high-voltage base plate is provided on the right side of the housing 332. On the terminal block 331, three phase-divided terminal connecting portions 331a are arranged along the front-rear direction of the housing 332. In each of the terminal connection portions 331a, a terminal to which one end of the three-phase cable 80 is connected is connected by a bolt. Since the terminal block 331 is provided on the side of the PCU 320, the wiring ease of the three-phase cable 80 and the workability of assembling and disassembling can be improved. At the rear end of the PCU 320, an output cable 335a connected to the contactor 324 is connected via a connector 335.

The three-phase cable 80 is a right-hand side of the PCU 320, and a bundled cable is integrated. It is near the front end of the swinging unit 10 and traverses the vehicle body from the right to the left. The three-phase cable 80 extends rearward from the left side of the swing unit 10 and is connected to the electric motor 30 at the other end. The three-phase cable 80 is arranged so as not to overlap the housing 332 and the rib 331c when viewed from the side.

The terminal block 331 is disposed on the inner side in the left-right direction than the right-down downward skeleton portion 18. When viewed from the side, the terminal block 331 is arranged in a region R1 surrounded by a skeleton member. The terminal block 331 is arranged so as to avoid a skeleton member when viewed from the side. The terminal block 331 has a pedestal 331b composed of an insulating member. The pedestal 331b has a rib (standing wall) 331c that separates a plurality of terminal connection portions 331a. The terminal block 331 is arranged in the area R1 surrounded by the frame member when viewed from the side. Therefore, even when the right downward frame portion 18 is deformed due to the impact from the side of the vehicle, the frame member does not easily contact the terminal block 331. .

The PCU 320 is arranged so as to straddle the left and right centers CL of the vehicle body when viewed from above. On the left and right outer sides of the PCU 320, left and right downward skeletons 14a, left and right upper skeletons 13, and left and right median skeletons 17 (left and right descending skeleton portions 18) are arranged as the left and right pair of skeleton members of the car body skeleton 11. . The PCU 320 is disposed in a space (inside of the left and right downward skeleton portions 18 in the left-right direction) surrounded by the aforementioned left and right skeleton members (downward skeleton portion 18). When viewed from the side, the PCU 320 is configured to overlap with at least a part of the left and right downward skeleton portions 18. In this way, the impact load imposed on the PCU 320 by the impact from the side of the vehicle can be reduced. In other words, the influence of external destructive factors from the side of the vehicle on the PCU 320 can be reduced, and the protection of the PCU 320 can be improved.

As shown in FIG. 7, the PCU 320 is disposed more forward than the battery 100 in the front-rear direction of the vehicle. The PCU 320 is viewed from above, and the battery 100 and the electric motor 30 are configured to be separated from each other and not to overlap. In this way, the PCU 320, the battery 100, and the electric motor 30, which are heat-generating components during driving, are suitably dispersed in the front-rear direction of the vehicle. Therefore, temperature rises of the PCU 320, the battery 100, and the electric motor 30 can be reduced.

As shown in FIG. 3, the PCU 320 is disposed above the lower skeleton 14b. In this way, even if the lower part of the vehicle body is in contact with an obstacle or the like below the vehicle, the lower frame 14b can be used to protect the PCU 320 from being damaged by the impact from the underside (road surface side). The PCU 320 is disposed above the floor surface 9a of the foot floor 9. In this way, the PCU 320 can obtain a higher ground level and be protected from flooding.

The PCU 320 is disposed lower than the lowermost portion CT2 of the central tunnel CT. The PCU 320 is disposed below the lower end portion of the head pipe 12. When viewed from the side, the PCU 320 is disposed in a height range H1 between the shaft center of the front wheel axle 3a and the upper end 3w1 of the rim 3w in the vertical direction. By setting the upper limit of the configuration height of the PCU 320, the position of the center of gravity of the two-wheeled locomotive 1 can be avoided, and an increase in the length of the three-phase cable 80 can also be avoided.

Viewed from the side, the PCU 320 is configured to tilt forward and downward. The front lower end (lowest end) T1 of the PCU 320 is located at approximately the same height as the front wheel axle 3a. The rear upper end (uppermost end) T2 of the PCU 320 is located below the upper end 3w1 of the rim 3w of the front wheel 3.

As shown in FIGS. 6 and 7, the two-wheeled locomotive 1 is provided with a seat cushion 8 on the upper and rear sides of the central tunnel CT, and a rear wheel 4 is provided on the lower rear side of the seat cushion 8. The PCU 320 viewed from above is configured to overlap with the central tunnel CT, and the battery 100 viewed from above is configured to overlap with the cushion 8. The electric motor 30 is arranged such that its position in the front-back direction overlaps with the rear wheel 4 and is offset from the position of the battery 100 in the front-back direction.
In this way, the PCU 320, battery 100, and electric motor 30, which are heating components during driving, are appropriately distributed in the front-rear direction and up-down direction of the vehicle, so that the PCU 320, battery 100, and electric motor 30 can be reduced from each other. Thermal effects (temperature rise).

The driving wind W1 introduced into the central tunnel CT from the air guide hole 315 of the front lower protection cover 302 is supplied to the top surface portion of the PCU 320. The available surface is directed to the air guide hole 315 in front of the vehicle to efficiently introduce the traveling wind W1 into the central tunnel CT. In this way, even if the PCU 320, the junction box 323, and the contactor 324, which are heat-generating components while driving, are arranged in the central tunnel CT, the cooling performance of these heat-generating components can be ensured. Since the heat-generating component is disposed in front of the battery 100, the cooling performance of the traveling wind W1 for the heat-generating component can be improved.

As shown in FIG. 5, when viewed from the front, the air guide holes 315 are arranged as a pair of left and right and avoid the front wheel 3. The left and right air guide holes 315 are arranged in a vertical direction to form a plurality of slit-shaped openings 316 extending in the left-right direction. For example, the air guide hole 315 on the left side is an opening 316 with three sections above and below, and the air guide hole 315 on the right side is an opening 316 with four sections above and below. The air guide hole 315 is located below the upper end of the front wheel 3. As long as a structure capable of guiding the traveling wind into the central tunnel CT, a wind guide portion such as a notch or a gap may be used instead of the air guide hole 315.

As shown in FIG. 3, the rear side (rear side) of the front lower protection cover 302 is formed with a wind deflector 317 that can change the traveling wind W1 after passing through each opening 316 to flow downward. The PCU 320 is located behind the front lower protection cover 302, and is arranged below the air guide hole 315. The top surface (radiating fins 333) of this PCU 320 is supplied with a traveling wind W1 that passes through each of the openings 316 and is guided downward by the air hood 317. The area R2 shown by a grid in FIG. 6 shows the area of the air duct through which the traveling wind W1 flows in the central tunnel CT. The air guide area R2 is an area surrounded by a line connecting the upper and lower ends y1 and y2 of the air guide hole 315 and the upper and lower ends y3 and y4 of the air guide outlet 309 as viewed from the side. Viewed from the side, line L2 in the figure is the center line of the passage that divides the air guide area R2 into upper and lower halves.

The PCU 320 is arranged in a posture in which the top surface orthogonal to the thickness direction is tilted forward and downward. In this way, the driving wind W1 introduced from the air guide hole 315 can be easily blown to the top surface of the PCU 320 with the heat dissipation fins 333, which can improve the cooling performance of the PCU 320.

When viewed from the side, the extension line L1 extending the upper edge of the heat dissipation fin 333 toward the rear of the vehicle overlaps the battery 100. Therefore, the traveling wind W1 flowing along the heat-dissipating fin 333 flows toward the battery 100 located on the extension line L1, and thus can also be used to cool the battery 100. The traveling wind W1 flowing through the periphery of the battery 100 from the central tunnel CT is discharged from the lower rear portion (the air guide outlet portion 309) of the rear case RB toward the periphery of the rear wheel 4.

As shown in FIG. 4, the left and right air guide holes 315 have an outer end x1 in the left-right direction as viewed from the front-rear direction of the vehicle, and are formed more outward in the left-right direction than the downward skeleton portion 18. In this way, at least a part of the traveling wind W1 introduced into the central tunnel CT from the left and right air guide holes 315 will flow through the outer side of the downward skeleton portion 18 in the left-right direction. Therefore, the air flow velocity in the central tunnel CT can be increased, and the swing unit 10 can be efficiently cooled.

In addition, the end portion x2 of the left and right air guide holes 315 in the left-right direction is formed more inward in the left-right direction than the end portion x3 of the left-right direction outer side of the PCU 320 when viewed from the front-rear direction of the vehicle. In this way, at least a part of the driving wind W1 introduced into the central tunnel CT from the left and right air guide holes 315 will be directly blown to the left and right parts of the PCU 320, which can efficiently cool the PCU 320.

As shown in FIGS. 11 to 13, a plurality of heat radiating fins 333 are erected on the top surface portion of the PCU 320, and a connecting hub 334 for connecting with the junction box 323 is provided. Viewed from a top view, the junction box 323 is formed in a smaller rectangular shape than the PCU 320, and its front and rear sides are arranged in the left-right direction, while its left and right sides are arranged in the front-rear direction. Viewed from a top view, the four corners of this junction box 323 are provided with connecting portions 323 a corresponding to the PCU 320. The junction box 323 is a state in which each of the connecting portions 323 a and the corresponding connecting hub portion 334 are connected, and is fixed in a state of being spaced apart from the PCU 320 and overlapping the PCU 320.

As shown in FIG. 3, the car body frame 11 is provided with a front middle frame 147, a front bottom frame 148, and a center frame 155, which are used to connect left and right frame members. Tap the skeleton. Viewed from a top view, each horizontal skeleton 147, 148, 155 is configured such that at least a part of it overlaps with the PCU 320. Seen from the front and rear directions of the vehicle, the front mid-section transverse frame 147 is configured such that at least a part of it overlaps with the PCU 320. The use of these transverse frames 147, 148, 155 can further strengthen the solid protection of the PCU 320 from external destructive factors from the side of the vehicle. In addition, the use of the front-middle transverse frame 147 can protect the PCU 320 from external destructive factors from the front of the vehicle.

The two-wheeled locomotive 1 includes a charger 325 for charging the battery 100 when it is mounted in the vehicle. The charger 325 is disposed below the PCU 320 and overlaps with the charger 325 with an interval therebetween. Viewed from a top view, the charger 325 and the PCU 320 are configured to overlap each other. The width of the charger 325 in the vehicle body width direction is smaller than that of the case 332 of the PCU 320 (refer to FIG. 12), and the charger 325 is arranged to be positioned inward of the vehicle body width direction than the lower and left downward skeleton portions 18. In this way, the charger 325 can be protected from external destructive factors from the outside.

As shown in FIGS. 12 and 14, the charger 325 is fixed to the lower surface of the PCU 320 via the hanger 340. The PCU 320 is provided with a connection portion 334 a for connecting with the hanger 340. The PCU 320, the junction box 323, and the charger 325 are mounted on the vehicle body as a three-tier auxiliary unit. In the aforementioned sub-unit, the PCU 320 is connected to one end of the three-phase cable 80 in advance. After the aforementioned sub-unit is mounted on the vehicle body, the other end of the three-phase cable 80 is connected to the electric motor 30.

The two-wheeled locomotive 1 has a junction box 323 for connecting to a plurality of high-voltage cables (output cables 101b, 102b, etc.). The junction box 323 is configured to overlap the PCU 320 and be positioned above the PCU 320 at intervals. Viewed from a top view, the junction box 323 and the PCU 320 are configured to overlap each other. The junction box 323 is a connection hub portion 334 fixed to the top surface portion of the PCU 320.

As shown in FIG. 11, a pair of front and rear terminal blocks 336 for connecting a plurality of high-voltage cables are provided on the top surface of the junction box 323. The front and rear terminal blocks 336 are provided so that a plurality of terminal connecting portions 336 a are arranged in the left-right direction. One of the front and rear terminal blocks 336 is connected to the output cables 101b and 102b extending from the front and rear batteries 101 and 102, and the other of the front and rear terminal blocks 336 is connected to the output cables extending from the contactor 324. Line 336b (see Figure 16). For the convenience of drawing, the illustration of the cables connected to the junction box 323 is omitted in FIGS. 11 and 12.

The full width in the vehicle body width direction of the front and rear terminal blocks 336 and the junction box 323 are smaller than the housing 332 of the PCU 320, and the lower frame portions 18 disposed on the left and right sides are located on the inner side in the vehicle body width direction. The junction box 323 is disposed at an inner side in the left-right direction than an end portion x3 (refer to FIG. 4) of the outer side in the left-right direction of the PCU 320. In this way, the junction box 323 can be protected from external destructive factors from the outside.

The two-wheeled locomotive 1 has a contactor 324 for interrupting and conducting a high-voltage cable. The contactor 324 is arranged above the PCU 320 and behind the junction box 323. The width of the contactor 324 in the vehicle body width direction is smaller than that of the housing 332 of the PCU 320, and is disposed more inwardly of the vehicle body width direction than the left and right downward skeleton portions 18. In this way, the contactor 324 can be protected from external destructive factors from the outside.

When the two-wheeled locomotive 1 is running, the contactor 324 connects the front and rear batteries 101 and 102 in series to the electric motor 30 (PCU 320). When the battery is charged, the front and rear batteries 101 and 102 are connected in parallel. Go to the charger 325 side. In addition to the contactor 324, in addition to an electromagnetic shutter, various forms such as a switching type can also be adopted.

When driving, the contactor 324 can connect the front and rear batteries 101 and 102 in series to obtain a high voltage. When the battery is being charged, the contactor 324 allows a larger current to pass through for rapid charging than when driving. Therefore, when the battery is charged, the amount of heat generated by the charger 325, the junction box 323, and the contactor 324 will increase.

The two-wheeled locomotive 1 is arranged between the charger 325 and the junction box 323 and the contactor 324 with the PCU 320 separated by an interval. The heating parts during charging of the battery, that is, the charger 325, the junction box 323, and the contactor 324 are also kept separate from the heating parts PCU 320 during driving. In this way, it is possible to reduce the thermal influence between the heat-generating parts when the battery is being charged.

As shown in FIGS. 2, 3, and 6, an article storage box 313 is provided above the PCU 320 and the junction box 323 in the central tunnel CT. The article storage box 313 stores, for example, a charging cable (not shown) for connecting the charger 325 and an external power source. The article storage box 313 has a container shape opened upward, and is arranged such that the upper opening is along the upper surface of the central tunnel CT. The upper surface of the central tunnel CT is provided with an electric wire storage section cover 313 a that can be used to open and close the upper opening of the article storage box 313. By providing the electric wire storage portion cover 313 a on the upper surface of the central tunnel CT, the electric wire storage portion cover 313 a can be opened and closed even when the rider is straddling the riding posture on the seat cushion 8.

＜ Surrounding Structure of Central Tunnel ＞
In the example described below, the article storage box 313 is used as the charging line storage portion 230 for storing the charging line 245.
As shown in FIG. 20, the central tunnel CT is provided with a cover inclined surface CS, which is inclined so that the rear side is located downward with respect to the ground plane. The central tunnel CT is provided with an electric wire storage section cover 240 capable of opening and closing the charging wire storage section 230. The electric wire storage section cover 240 is disposed above the central tunnel CT. In this way, it is possible to easily visually confirm the opened and closed state of the electric wire storage section cover 240. In addition, the opening and closing operation of the electric wire storage section cover 240 can be easily performed.

In FIG. 20, the solid line indicates the closed state of the electric wire storage section cover 240, and the two-point chain line indicates the open state of the electric wire storage section cover 240.
When the electric wire storage section cover 240 is in the closed state, the cover cover inclined surface CS is formed substantially continuously on the same surface as the upper surface of the electric wire storage section cover 240. Hereinafter, a portion located on the upper portion (front upper portion) of the cover inclined surface CS is referred to as "the inclined surface upper portion CS1", and a portion located on the lower portion (rear lower portion) of the cover inclined surface CS is referred to as the "lower inclined surface CS2". The upper portion of the inclined surface CS1 is a tip portion corresponding to the top surface portion CT1 (see FIG. 3). The lower portion of the inclined surface CS2 is a rear end portion corresponding to the top surface portion CT1 (see FIG. 3). The lower portion CS2 of the inclined surface corresponds to a portion including the lowest portion CT2 (see FIG. 3).

<Electric wire storage section cover opening / closing detection section>
As shown in FIG. 21, the central tunnel CT is provided with an electric wire storage section cover opening / closing detection section 225 for detecting the open / closed state of the electric wire storage section cover 240. The electric wire storage section cover opening / closing detecting section 225 is disposed beside the inclined surface section CS1. For example, the electric wire storage section cover opening / closing detection section 225 includes a contact displacement sensor 225a.

The electric wire storage unit cover opening / closing detection unit 225 determines the open / closed state of the electric wire storage unit cover 240 based on a gap that occurs between the electric wire storage unit cover 240 and the vehicle body cover 5. The gap referred to here means a gap that occurs between the electric wire storage portion cover 240 and the vehicle body cover 5 when the charging wire 245 is sandwiched by the electric wire storage portion cover 240 and the vehicle body cover 5. The size of the gap is substantially the same as the outer diameter of the portion of the charging line 245 sandwiched by the electric wire storage portion cover 240 and the vehicle body cover 5. For example, in a state where the charging cable 245 is pulled out from the charging cable storage section 230 to the outside (see FIGS. 25 (b) and 25 (c)), the cable storage section cover 240 is closed, and the cable storage A gap corresponding to the outer diameter dimension of the charging wire 245 occurs between the part cover 240 and the vehicle body cover 5.

The electric wire storage section cover opening / closing detecting section 225 determines the size of the gap based on the retracted amount of the hinge arm 253. FIG. 23 shows a state where the contact displacement sensor 225 a is pressed by the hinge arm 253. FIG. 24 shows a state in which the touch displacement sensor 225 a is not pressed by the hinge arm 253.

When the electric wire storage section cover opening / closing detecting section 225 detects that the gap is greater than or equal to the minimum outer diameter dimension of the charging wire 245, it is determined that the electric wire storage section cover 240 is open.
When the electric wire storage section cover opening / closing detection section 225 detects that the gap is smaller than the minimum outer diameter of the charging wire 245, it determines that the electric wire storage section cover 240 is in a closed state.

The minimum outer diameter dimension of the charging wire 245 referred to here means the smallest diameter dimension among the outer diameter dimensions of the charging wire 245 in the stretching direction of the charging wire 245. If the charging line 245 is protected by a protective tube or the like, the outer diameter of the charging line 245 includes a size including the thickness of the protective tube or the like.

For example, the charging wire 245 is a spirally wound wire that can be deformed freely. The charging cable 245 is provided with a connection plug 246 that can be connected to an external power source (see FIG. 25). The charging cable 245 is used to connect the charger 325 (refer to FIG. 3) and an external power source.

For example, in a state where the charging wire 245 is wound in a spiral shape (see FIG. 25 (a)), the charging wire 245 can be stored in the charging wire storage section 230.
For example, in a state where a part of the charging wire 245 is wound in a spiral shape (refer to FIG. 25 (b)), the charging wire 245 can be pulled out of the charging wire storage portion 230.
For example, when the winding state of the charging cable 245 is released (refer to FIG. 25 (c)), the charging cable 245 can be pulled away from the charging cable pull-out portion 236.

＜ Notification device ＞
A notification device 226 is provided in the central tunnel CT to notify the rider based on the detection result of the wire storage unit cover opening / closing detection unit 225 (see FIG. 5). Seen from the front in FIG. 5, the notification device 226 is disposed on the side opposite to the locomotive horn 227 via the left and right center lines CL of the vehicle body. The notification device 226 is disposed on the left side of the vehicle body. For example, the notification device 226 is a speaker.

The notification device 226 may generate an alarm (first alarm) sound when the wire storage section cover opening / closing detection section 225 detects that the wire storage section cover 240 is open. For example, the notification device 226 may issue a second alarm different from the first alarm when the wire storage section cover opening / closing detection section 225 detects that the wire storage section cover 240 is closed. The notification device 226 may not emit an alarm sound when the electric wire storage section cover opening / closing detecting section 225 detects that the electric wire storage section cover 240 is closed.

＜ Hinge mechanism ＞
As shown in FIG. 21, the central tunnel CT is provided with a hinge mechanism 250 capable of opening and closing the electric wire storage section cover 240. The hinge mechanism 250 is arranged beside the upper portion CS1 of the inclined surface.

The hinge mechanism 250 includes: a hinge bracket 251 fixed to the lower portion of the upper portion CS1 of the inclined surface; a hinge shaft 252 extending in the vehicle width direction and having an end portion fixed to the hinge bracket 251; and rotatably attached to the hinge shaft 252上 的 轴 支 臂 臂 253。 On the hinge arm 253.

When viewed from the cross-section in FIG. 21, the hinge arm 253 is provided with a hinge pivot portion 253a rotatably mounted on the hinge shaft 252, and a front half portion 253b of the arm extending linearly obliquely forward and downward from the hinge pivot portion 253a ; The arm middle portion 253c which is connected to the lower end of the front half portion 253b of the arm and extends obliquely downward and rearward; the rear half of the arm 253d which is connected to the rear end of the arm intermediate portion 253c and extends obliquely upward and rearward. The lower front portion 241 of the electric wire storage portion cover 240 is a rear end connected to the rear half portion 253d of the arm.

A rear lower portion 242 of the electric wire storage portion cover 240 is provided with a front lower projection portion 243 that projects forward and downward. When viewed from the cross-section of FIG. 21, the front lower projection portion 243 includes a locking wall 243 a that is inclined so as to be positioned more upward as the rear side is located. The locking wall 243a is provided with a locking hole 243h which is opened in the front-back direction, and the hook piece 258 in the locking mechanism 255 can be inserted therethrough.

＜ Locking mechanism ＞
As shown in FIG. 21, a lock mechanism 255 is provided in the central tunnel CT to lock the electric wire storage section cover 240. The lock mechanism 255 is arranged beside CS2 below the inclined surface.

The lock mechanism 255 is provided with a lock bracket 256 fixed to a lower portion of the lower portion CS2 of the inclined surface, a lock shaft 257 extending in the vehicle width direction with an end portion fixed to the lock bracket 256, and rotatably mounted on the lock shaft 257. The hook piece 258 on the top; the elastic pushing member (not shown) connected to the lock bracket 256 and the hook piece 258; the cover cable (not shown) of the wire storage part connected to the hook piece 258; the hook piece 258 can be Rotating actuator (not shown).

A pushing member (not shown) applies a pushing force to the hook piece 258 in the direction of the arrow V1 on the outer periphery of the lock shaft 257 so that the hook piece 258 is locked to the locking wall 243 a. For example: the spring pushing member is a coil spring.
An actuator (not shown) can apply a force in a direction opposite to the direction of the arrow V1 to the hook piece 258 so as to disengage the hook piece 258 from the locking wall 243 a against the pushing force of the pushing member. For example, a cable (not shown) is connected between the hook piece 258 and the actuator. The actuator is a locked state of the hook piece 258 that can be pulled by pulling a cable (not shown) against the pushing force of the pushing member.

＜ Charging cable storage section ＞
As shown in FIG. 21, the central tunnel CT is provided with a charging line storage portion 230 that can be used to store the charging line 245. The charging line storage portion 230 is formed in a box shape that opens upward. The charging line storage portion 230 may also be used to store items other than the charging line 245. For example, in a state where the charging line 245 is already stored in the charging line storage section 230, other items may be stored in the charging line storage section 230 together.

The charging line storage section 230 is disposed between the left and right upper frames 13, the left and right downward frames 14 a, and the left and right middle frames 17. The upper part of the charging line storage section 230 is disposed between the left and right upper frames 13. The lower part of the charging line storage section 230 is arranged between the left and right down frames 14 a and the left and right median frames 17.

The charging line storage portion 230 includes a hinge storage portion 231 that can store the hinge mechanism 250, a lock storage portion 232 that can store the lock mechanism 255, and a pair of connecting portions 233L that connect the left and right pairs of the hinge storage portion 231 and the lock storage portion 232. 233R; a charging line storage body 234 that can store the charging line 245.

The hinge storage portion 231 is disposed on the front upper side of the charging line storage body 234. The hinge storage portion 231 is located beside the upper portion CS1 of the inclined surface. When the electric wire storage section cover 240 is closed, the hinge storage section 231 includes a hinge front wall 231 a located in front of the hinge mechanism 250 and a hinge lower wall 231 b located below the hinge mechanism 250. When viewed from the cross-section of FIG. 21, the hinge front wall 231 a extends linearly obliquely so that the front side is located further downward. When viewed from the cross-section of FIG. 21, the hinge lower wall 231b is connected to the lower end of the hinge front wall 231a, and extends obliquely and linearly so that the rear side becomes more upward.

The lock accommodating portion 232 is disposed on the rear upper side of the charging line accommodating body 234. The lock accommodating part 232 is located beside the inclined surface CS2. When the electric wire storage section cover 240 is in a closed state, the lock storage section 232 includes a lock lower wall 232 a located below the lock mechanism 255. When viewed from the cross-section of FIG. 21, the locking lower wall 232a has an L-shape that is inclined substantially downward in parallel to the front wall 231a of the hinge and further downward, and then bends and extends backward and downward. The lock accommodating portion 232 is provided with an opening portion 232h that opens in the front-rear direction, and the hook piece 258 of the lock mechanism 255 is allowed to rotate.

The left and right connecting portions 233L and 233R are spanned between the hinge storage portion 231 and the front and rear of the lock storage portion 232. When viewed from the cross-section in FIG. 21, the connecting portion 233 extends obliquely so that the rear side is positioned downward.

The charging line storage body 234 includes wall portions located at the front, rear, left, right, and bottom of the charging line storage portion 230, respectively. Hereinafter, the wall portion on the front side of the charging wire storage portion 230 is also referred to as "front wall portion 234a"; the wall portion on the rear side is also referred to as "rear wall portion 234b"; and the wall portion on the left side is also referred to as It is referred to as "left wall portion 234cL"; the wall portion located on the right side is also referred to as "right wall portion 234cR"; and the wall portion located on the bottom portion is also referred to as "receiving bottom portion 234d".

Viewed from the cross-section of FIG. 21, the front wall portion 234a is provided with: a front wall upper joint portion 234a1 for coupling to the front lower end of the hinge lower wall 231b; a lower end connected to the front wall upper joint portion 234a1 extending straight downward Front wall upper half 234a2; Front wall middle portion 234a3 connected to the lower end of the front wall upper half 234a2 bent and extending forward and downward; Front wall middle portion 234a3 connected to the lower end of the front wall extending straight downward 234a4.

Viewed from the cross-section of FIG. 21, the rear wall portion 234b is provided with: the upper half of the rear wall 234b1 connected to the rear lower end of the locking lower wall 232a and extending obliquely toward the front side and downward, and connected to the upper half of the rear wall The lower end of the portion 234b1 is a rear wall middle portion 234b2 that curves forward and upward. The front half of the rear wall middle portion 234b2 extends linearly obliquely so that the front side is more downward, and the lower wall half 234b3.

The left and right wall portions 234cL and 234cR are respectively straddled between the left and right ends of the front and rear wall portions 234a and 234b. Seen from the cross-section in FIG. 22, the left and right wall portions 234cL and 234cR are provided with left and right couplings connected to the left and right coupling portions 233L and 233R connected to the front wall coupling portion 234a1 (see FIG. 21). The portion 234c1; the left and right wall bodies 234c2 connected to the left and right joint portions 234c1 at the inner end in the vehicle body width direction and extending linearly obliquely so as to be positioned inward in the vehicle body width direction toward the lower side.

The storage bottom portion 234d extends between the front and rear of the lower ends of the front and rear wall portions 234a and 234b (refer to FIG. 21) and the width direction of the lower ends of the left and right wall portions 234cL and 234cR. When viewed from the cross-section of FIG. 22, the storage bottom portion 234 d includes a bottom body 234 d1 that extends in a straight line obliquely so as to be positioned downward from the left side, and a downward protruding portion 234 d 2 that protrudes downward from the left end of the bottom body 234 d 1.

Viewed from the cross-section of FIG. 21, the bottom body 234d1 extends obliquely in a straight line so that the front side is positioned downward. The deepest part of the storage bottom portion 234d is the side formed on the inclined surface CS1.
As shown in FIG. 22, a drain hole 234h is provided at the lower end of the lower protruding portion 234d2 and opens upward.

＜ Plug fixing part ＞
As shown in FIG. 21, the charging wire storage portion 230 is provided with a plug fixing portion 235 that can be used to fix the connection plug 246 (see FIG. 25). The plug fixing portion 235 is disposed beside the inclined surface lower portion CS2. The plug fixing portion 235 is provided to protrude forward and downward from the rear wall middle portion 234b2. For example, the plug fixing portion 235 is provided with an insertion hole 235h through which the connection plug 246 can be inserted from above.

＜ Charging cable pull-out section ＞
As shown in FIG. 21, the charging line storage portion 230 is provided with a charging line pull-out portion 236 that can pull the charging line 245 to the inside of the charging line storage portion 230. The charging line pull-out portion 236 is a hole that opens in the left wall portion 234cL of the charging line storage portion 230 in the vehicle width direction.

When viewed from the cross-section of FIG. 21, the charging wire pull-out portion 236 is formed in a rectangular shape with a linearly inclined upper side so as to be positioned further downward from the rear side. The length of each side of the charging line pull-out portion 236 is larger than the diameter of the charging line 245. In the up-down direction, the charging wire pull-out portion 236 overlaps with the lower rear portion 242 of the electric wire storage portion cover 240. The upper end 236u of the charging line pull-out portion 236 is located above the plug fixing portion 235. The charging wire pull-out portion 236 is disposed above the lower end 243 e of the electric wire storage portion cover 240.

The storage space 230 s of the charging line storage portion 230 extends downward from the charging line drawing portion 236. The storage space 230s is capable of accommodating the charging cable 245 pulled from the charging cable pull-out portion 236 in a region from the upper side of the inclined surface portion CS1 to the lower portion of the charging cable storage portion 230.

As described above, the two-wheeled locomotive 1 according to the above-mentioned embodiment is provided with: an electric motor 30 for driving the vehicle; a battery 100 for supplying electric power to the electric motor 30; a PCU 320 for controlling the electric motor 30; The floor 9 for placing the feet; the central tunnel CT extending in the left and right center of the floor 9 for the feet; and the PCU 320 is located inside the central tunnel CT and the PCU 320 inside the central tunnel CT. Above, an article storage box 313 is arranged.

According to this structure, the article storage box 313 is arranged in the space inside the central tunnel CT, away from the PCU 320. Therefore, the article storage portion can be secured in a limited space of the vehicle, and the convenience of the vehicle can be improved.

<Second Embodiment>
Next, a second embodiment (reference example) of the present invention will be described with reference to FIG. 17.
The two-wheeled locomotive 1A of this embodiment is different from the aforementioned first embodiment in that the charger 325 is eliminated and the PCU 320 and the junction box 323 are moved downward, so that it is larger than the first embodiment. Item storage box 313A. The other structural methods are the same as those of the first embodiment. Therefore, the same structural elements are denoted by the same component symbols, and detailed descriptions thereof are omitted.

The PCU 320 is arranged so that at least the terminal block 331 is positioned above the floor surface 9a. The terminal block 331 is, for example, disposed on a top surface portion of the case 332. The terminal block 331 is disposed at a position facing the bottom wall portion (wall portion) 313Aw of the article storage box 313A, and faces the bottom wall portion 313Aw side. An opening portion 318 having a maintenance wire storage portion cover 318a is formed at a portion of the bottom wall portion 313Aw of the article storage box 313A that faces the terminal block 331. In this way, the terminal connection portion 331a can be applied from the inside of the article storage box 313A. Therefore, the article storage box 313A can be arranged above the PCU 320, and the maintenance convenience of the PCU 320 can be ensured.

The bottom wall portion 313Aw of the article storage box 313A cooperates with the top surface portion of the PCU 320 to form a ventilation path s1. The ventilation path s1 is to rectify the traveling wind introduced from the air guide hole 315 into the central tunnel CT and flow it to the rear. Therefore, the velocity of the traveling wind can be increased. The cooling fins 333 of the PCU 320 face the ventilation path s1, so the cooling performance of the PCU 320 can be improved.

For example, the two-wheeled locomotive 1A may have a backup battery 319 in addition to the front and rear batteries 101 and 102. In this case, at least a part of the article storage box 313A may be provided with a battery storage portion 319a for storing the backup battery 319.

<Third Embodiment>
Next, a third embodiment of the present invention will be described with reference to FIGS. 18 and 19.
The two-wheeled locomotive 1B of this embodiment is different from the aforementioned first embodiment in that the charger 325 is eliminated and the PCU 320 is changed to an upright position and disposed on one side of the vehicle width direction. It has a large article storage box 313B which leans more on the other side in the vehicle body width direction than the first embodiment. The other structural methods are the same as those of the first embodiment. Therefore, the same structural elements are denoted by the same component symbols, and detailed descriptions thereof are omitted.

The PCU 320 is arranged in an upright posture with the thickness direction of the casing 332 in the left-right direction. The PCU 320 is shifted from the left and right centers CL of the vehicle body to the left. The electric motor 30 is disposed on the right side with respect to the left and right centers CL of the vehicle body. The PCU 320 is disposed on the side opposite to the electric motor 30 in the left-right direction with respect to the left-right center CL of the vehicle body.

Because the PCU 320, which is a relatively heavy object, is arranged on the side opposite to the electric motor 30 in the left and right direction, the two-wheeled locomotive 1B can have a good left and right counterweight. Placing the PCU 320 with a flattened appearance in an upright posture in the thickness direction toward the left and right directions can easily shift the PCU 320 in the left and right directions from the left and right centers CL. At least one of the PCU 320 and the electric motor 30 may be disposed so as to overlap the left and right centers CL of the vehicle body.

The PCU 320 is arranged so that at least the terminal block 331 is positioned above the floor surface 9a. The terminal block 331 is, for example, disposed on a top surface portion of the case 332.
For example, as in the second embodiment, the terminal block 331 may be disposed at a position facing the wall portion of the article storage box 313B. In addition, the wall portion of the PCU 320 and the article storage box 313B may be used to form a ventilation path through which the traveling wind introduced into the central tunnel CT from the air guide hole 315 flows. In addition, an opening for maintenance may be provided on a wall portion of the article storage box 313B that faces the terminal block 331. Furthermore, a battery storage section for storing a spare battery may be provided in the article storage box 313B.

In addition, the present invention is not limited to the above-mentioned embodiment. For example, the present invention is also applicable to a vehicle equipped with only a single battery in accordance with the performance of the battery and the specifications of the vehicle. However, if you want to extend the range, it is more effective to carry multiple batteries. In addition, at least one battery may be used as a backup battery. In addition, switching control for switching the number of batteries used in the vehicle may be adopted. In addition, an operation unit such as a switch for switching the number of batteries used in the vehicle may be provided. In addition, because the speed of the driving wind below the vehicle body is high, heat dissipation fins can also be provided on the lower surface of the PCU.

The present invention is not limited to two-wheeled locomotives. The straddle-type vehicles to which the present invention is applicable include all types of vehicles in which a rider can ride on the body, and also includes three wheels (including: Vehicles with two rear wheels, vehicles with two front wheels and one rear wheel) or four-wheel straddle type vehicles. It is also applicable to a vehicle having an electric motor for traveling on the front wheels (steering wheels).
The structure in the above-mentioned embodiment is just one example of the present invention, and the method of replacing the constituent elements in the embodiment with well-known constituent elements and the like can be performed as long as they do not deviate from the gist of the present invention. Various changes.

1, 1A, 1B ‧‧‧ Two-wheeled locomotive (straddle-type electric vehicle)

2‧‧‧ leading handlebar

3‧‧‧ front wheels (wheels, steering wheels)

3a‧‧‧ axle

3w‧‧‧ wheels

3w1‧‧‧ upper end of wheel

H1‧‧‧ range

4‧‧‧ rear wheels (wheels, driving wheels)

4w‧‧‧ wheels

5‧‧‧ body cover

8‧‧‧ cushion

9‧‧‧Footboard

11‧‧‧ Bodywork

12‧‧‧ head tube

13‧‧‧ Higher skeleton (skeleton member)

14a‧‧‧Down skeleton (skeleton member)

14b‧‧‧lower skeleton

14c‧‧‧ post-skeleton (second skeleton member)

15‧‧‧ post-higher skeleton (second skeleton member)

16‧‧‧ post-lower skeleton (second skeleton member)

17‧‧‧ median skeleton (skeleton member)

18‧‧‧ Downward skeleton department

30‧‧‧ Electric motor

100‧‧‧ battery

101‧‧‧ front battery

102‧‧‧ rear battery

147‧‧‧Front and middle frame (horizontal frame)

230‧‧‧ Charging cable storage section (cable storage section)

245‧‧‧Charging cable (charging cable)

309‧‧‧Wind guide outlet

R2‧‧‧Air duct area

L2‧‧‧ Diversion Road Central Line

313, 313A, 313B ‧‧‧ article storage box (item storage section)

315‧‧‧Air duct (air duct)

x1‧‧‧ the outer end in the left-right direction

x2‧‧‧ end in the left-right direction

313Aw‧‧‧Bottom wall part (wall part)

318‧‧‧ opening

318a‧‧‧Maintenance wire storage section cover (second wire storage section cover)

s1‧‧‧ventilation road

319‧‧‧Backup battery

319a‧‧‧Backup battery storage section

320‧‧‧PCU (Power Control Unit)

x3‧‧‧ the outer end in the left-right direction

321‧‧‧PDU (High Voltage Base Plate)

322‧‧‧ECU (Control Panel)

323‧‧‧junction box (distributor)

324‧‧‧Contactor

325‧‧‧Charger (Charger)

331‧‧‧Terminal Block

CL‧‧‧ Left and right center

CT‧‧‧ Central Tunnel

CT1‧‧‧Top Facial

CT2‧‧‧Minimum

333‧‧‧Cooling Fin

L1‧‧‧ extension cable

331a‧‧‧Terminal connection section (first connection section)

331c‧‧‧ rib (insulating member)

336a‧‧‧Terminal connection part (second connection part)

FB‧‧‧Front case

RB‧‧‧ rear case

FIG. 1 is a left side view of a two-wheeled locomotive of the embodiment (reference example).

Fig. 2 is a view showing the vehicle body cover and the like in Fig. 1 taken out.

Fig. 3 is a left side view showing the arrangement of parts in the central tunnel of the embodiment (reference example).

FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3.

FIG. 5 is a front view of a two-wheeled locomotive according to the embodiment (reference example).

FIG. 6 is a left side view showing the arrangement of specific parts in the embodiment (reference example).

FIG. 7 is a plan view showing the arrangement of specific parts in the embodiment (reference example).

Fig. 8 is a left side view of the vehicle body frame of the embodiment (reference example).

Fig. 9 is a plan view of a vehicle body frame of an embodiment (reference example).

Fig. 10 is a perspective view of a vehicle body skeleton of an embodiment (reference example) viewed from the upper left.

Fig. 11 is a plan view showing the arrangement of parts around the PCU in the embodiment (reference example).

Fig. 12 is a front view showing the arrangement of parts around the PCU in the embodiment (reference example).

Fig. 13 is a plan view showing a partial cross section of the state after the terminal box is taken out from Fig. 11;

FIG. 14 is a right side view of FIG. 13.

Fig. 15 is a perspective view of the periphery of the terminal block of the PCU of Fig. 14 as viewed from the upper right.

FIG. 16 is a block diagram showing a control system of a two-wheeled locomotive according to the embodiment (reference example).

FIG. 17 is a left side view corresponding to FIG. 6 of the two-wheeled locomotive of the second embodiment (reference example).

Fig. 18 is a plan view corresponding to Fig. 7 of the two-wheeled locomotive of the third embodiment.

Fig. 19 is a left side view corresponding to Fig. 6 of the two-wheeled locomotive of the third embodiment.

Fig. 20 is a perspective view of the opening and closing structure of the electric wire storage section cover of the embodiment (reference example) as viewed from the left rear.

Fig. 21 is a sectional view taken along the line A-A of Fig. 20.

Fig. 22 is a sectional view taken along the line B-B in Fig. 21;

Fig. 23 is a cross-sectional view showing a closed state of the electric wire storage section cover in the embodiment (reference example).

Fig. 24 is a cross-sectional view showing an opened state of the electric wire storage section cover in the embodiment (reference example).

Fig. 25 is a perspective view showing a charging cable according to the embodiment (reference example). Fig. 25 (a) shows the storage state of the charging cable according to the embodiment. Fig. 25 (b) shows a first method of pulling out the charging cable according to the embodiment. Fig. 25 (c) shows a second method of pulling out the charging cable according to the embodiment.

Claims (8)

A straddle-type electric vehicle includes: Electric motor (30) for vehicle running; A battery (100) for supplying electric power to the electric motor (30); A power control unit (320) for controlling the aforementioned electric motor (30); Footrest floor (9) for riders to place their feet; A central tunnel (CT); a straddle-type electric vehicle (1B) extending at the left and right central portions of the aforementioned footing floor (9) toward the front and rear directions of the vehicle, wherein: The power control unit (320) is disposed inside the central tunnel (CT). The electric motor (30) is disposed on one side in the left-right direction with respect to the left-right center (CL) of the vehicle body in a staggered manner; The power control unit (320) is staggered on the other side in the left-right direction with respect to the left-right center (CL) of the vehicle body. The straddle-type electric vehicle according to item 1 of the scope of patent application, wherein the power control unit (320) has a flat outer shape that reduces the size in one direction, and the one in the one direction Orientation for upright configuration. The straddle-type electric vehicle according to item 1 or item 2 of the patent application scope, comprising: a vehicle body frame (11) for supporting the battery (100) and a power control unit (320); The vehicle body frame (11) is a frame member (14c, 15, 16) having a pair of left and right, The power control unit (320) is disposed on the inner side in the left-right direction than the left-right paired frame members (14c, 15, 16). The straddle-type electric vehicle according to any one of claims 1 to 3 in the patent application scope, comprising: a body frame (11) for supporting the battery (100) and the power control unit (320). ), The vehicle body frame (11) is a second frame member (14c, 15, 16) having a pair of left and right, The battery (100) is disposed on the inner side in the left-right direction than the left-right paired second frame members (14c, 15, 16). The straddle-type electric vehicle according to any one of claims 1 to 4, in which the aforementioned power control unit (320) is disposed further forward than the battery (100). The straddle-type electric vehicle according to item 5 of the scope of patent application, wherein the power control unit (320) and the battery (100) are configured so as not to overlap each other when viewed from a top view. The straddle-type electric vehicle according to any one of claims 1 to 6, wherein the electric motor (30) is disposed rearward of the battery (100). The straddle-type electric vehicle according to item 7 of the scope of patent application, wherein the electric motor (30) and the battery (100) are configured so as not to overlap each other when viewed from a top view.