1290107 (1) 九、發明說明 【發明所屬之技術領域】 本發明是關於電動車輛上的電池配置構造，具備有·· 用來供電到動力來源也就是馬達的電池。 【先前技術】 一般來說，電動機車曾經有人提出：具備有在車體前 後方向從頭管朝斜後下方延伸的下管，在該下管，以螺栓 固定著樹脂製的電池箱，在該電池箱，收容著··用來供電 到動力來源也就是馬達的電池的技術方案（例如，參照專 利文獻1 )。 在這種構造，是沿著下管配置電池，所以其優點是， 即使搭載複數個重量較大的電池，也能有效地保持車輛的 重量平衡。 〔專利文獻1〕 日本專利第3 069808號公報 【發明內容】 〔發明欲解決的課題〕 可是，在習知的構造中，電池箱是樹脂製的，所以可 能會較難使從電池所發出的熱量，有效率地放熱到外部。 上述電池箱，是經由電池托架等的連結構件，而被固 定在下管，在該下管與連結構件之間、或連結構件與電池 -4 - (2) (2)1290107 箱之間，容易產生餘隙，所以課題是要如何防止車體前部 的大型化的情形。 因此，本發明的目.的’要提供一種電動車輛上的電池 配置構造，能夠將從電池發出的熱量有效率地散熱到外 部，且能夠抑制車體前部大型化的情形。 〔用以解決課題的手段〕 爲了達成上述目的，具備有：在車體前後方向從頭管 朝斜後下方延伸的下管，在該下管所設置的電池座，支承 著：用來供電到動力來源也就是馬達的電池的電動車輛上 的電池配置構造，上述電池座，是採用與下管相同的材 料，與該下管形成爲一體，且具有朝車寬方向延伸的延伸 部。 在該情況，也可以將上述電池支承於上述電池座的延 伸部的端部。 在本發明，電池座，是採用與下管相同的材料，與該 下管形成爲一體，所以如果用例如鋁合金等的熱傳導率優 異的金屬製造的話，則從電池所發出的熱量，會通過電池 座及下管有效率地進行放熱。 電池座，由於具有朝車寬方向延伸的延伸部，讓該延 伸部的放熱面增大，則可更有效率地進行放熱。 由於電池座是與下管形成爲一體，所以與經由連結構 件，來將電池座固定於下管的情況相比，在下管與連結構 件之間、或者連結構件與電池座之間，不會產生多餘的餘1290107 (1) Description of the Invention [Technical Field] The present invention relates to a battery arrangement structure for an electric vehicle, and includes a battery for supplying power to a power source, that is, a motor. [Prior Art] In general, an electric motor vehicle has been proposed to have a lower pipe extending obliquely from the head pipe in the front-rear direction of the vehicle body, and a resin battery case is fixed to the lower pipe by a bolt. The case accommodates a technical solution for supplying power to a battery of a power source, that is, a motor (for example, refer to Patent Document 1). In this configuration, the battery is disposed along the lower tube, so that it is advantageous in that the weight balance of the vehicle can be effectively maintained even if a plurality of batteries having a large weight are mounted. [Patent Document 1] Japanese Patent No. 3 069 808 [Draft of the Invention] [Problems to be Solved by the Invention] However, in the conventional structure, since the battery case is made of resin, it may be difficult to make a battery from the battery. Heat, radiates heat efficiently to the outside. The battery case is fixed to the lower pipe via a connecting member such as a battery holder, and is easily connected between the lower pipe and the connecting member, or between the connecting member and the battery 4 - (2) (2) 1290107 case. There is a clearance, so the problem is how to prevent the front of the car from becoming large. Therefore, the present invention provides a battery arrangement structure on an electric vehicle, which can efficiently dissipate heat generated from the battery to the outside, and can suppress a situation in which the front portion of the vehicle body is enlarged. [Means for Solving the Problem] In order to achieve the above object, a lower tube extending obliquely from the head tube in the front-rear direction of the vehicle body is provided, and the battery holder provided in the lower tube supports: for supplying power to the power The battery arrangement structure of the electric vehicle of the battery of the motor is the same material as that of the lower tube, and is integrally formed with the lower tube and has an extending portion extending in the vehicle width direction. In this case, the battery may be supported by the end of the extension of the battery holder. In the present invention, the battery holder is made of the same material as the lower tube and is integrally formed with the lower tube. Therefore, if it is made of a metal having excellent thermal conductivity such as aluminum alloy, the heat generated from the battery passes. The battery holder and the lower tube are efficiently radiated. Since the battery holder has an extending portion extending in the vehicle width direction, the heat releasing surface of the extending portion is increased, and heat generation can be performed more efficiently. Since the battery holder is integrally formed with the lower tube, it does not generate between the lower tube and the connecting member or between the connecting member and the battery holder as compared with the case where the battery holder is fixed to the lower tube via the connecting member. Excess spare
-5- (3) (3)1290107 隙，而能夠抑制車體前部的大型化的情形。 而也可以在上述電池座的延伸部設置肋部。也可以將 上述肋部設置成：從車體側面觀察涵蓋複數排。 在該構造中，由於在延伸部設置有肋部，所以可以提 高下管的剛性，進而提高框架全體的剛性。 使上述電池座的延伸部延伸到：較上述下管的位置更 靠車體前方處，在該延伸部設置上述肋部。 在該構造中，使延伸部延伸到：較上述下管的位置更 靠車體前方處，該部分會讓延伸部的長度變長，藉由在長 度變長的延伸部，設置肋部，則可增加肋部的面積，則該 部分能使散熱效率提昇。 在用來覆蓋上述電池座的外殼構件，設置進氣口及排 氣口，也可以使上述進氣口設置成面對於上述電池。也可 以在與上述外殼構件的進氣口相對向的上述電池座的表 面，設置葉片。 在該構造中，由於設置有用來覆蓋電池座的外殼構 件，所以能保護電池，並且將進氣口設置成面對於電池， 或者在與外殼構件的進氣口相對向的電池座的表面，設置 葉片，所以可進一步提高電池的冷卻效果。 〔發明效果〕 在本發明，電池座是採用與下管相同的材料，而與下 管形成爲一體，且具有朝車寬方向延伸的延伸部，所以從 電池所發出的熱量，會通過電池座及下管，有效率地放熱 -6- (4) (4)1290107 到外部，並且能抑制車體前部的大型化情形。 【實施方式】 以下是參照圖面來說明本發明的一種實施方式。 第1圖是本實施方式的油電混合動力型的速克達型車 輛的側面圖，該速克達型車輛，是以內燃機引擎與電動機 的混合動力所驅動。 在第1圖，1是表示速克達型車輛，該速克達型車輛 1 ’是具備有：可自由轉動地支承著轉向車把（以下僅稱 爲「車把」）2的軸部2a的頭管3，在該頭管3，連結 著：在車體前後方向朝向車體的斜後下方延伸的下管4， 在該下管4的下端，連結著：朝向車體左右分·歧，然後朝 向後方大致水平地延伸的中間框架5。在該中間框架5的 前部’配置著：用來供給引擎9或車燈等的12伏特的控 制用電壓的電池1 2 5，在中間框架5的後部的左右部分， 橫架著橫支架5a，在該橫支架5a，連結著：朝向車體的 斜後上方延伸的車體的左右的一對後框架6。該頭管3、 下管4、中間框架5、及後框架6，構成了車體框架。 在頭管3所軸支承著的車把2的軸部2a的下端，是 結合著：以底架橋部37連結其上端的前叉7。在前叉7的 下端軸支承著前輪8。 在上述後框架6，是經由連桿機構13，可自由上下擺 動地連結著動力單元12。該動力單元12，具備有：引擎 9、電動馬達1〇、及皮帶式無段變速裝置η，在該動力單 (5) (5)1290107 元1 2，是經由減速裝置1 4連結著後輪1 5。在動力單元1 2 的後部與後框架6的後部之間，是設置有後避震器1 6，該 後避震器1 6的下端，是以銷栓連結於動力單元1 2的後 部’後避震器1 6的上端，是以銷栓連結於後框架6的後 部。 在後框架6的上部，是設置有搭乘者座墊122。在搭 乘者座墊122的下方，形成有用來收容安全帽等的收容空 在後框架6，是設置有控制單元（ECU ) 24，該控制 單元（ECU ) 24是用來控制：電動馬達1〇的作爲驅動電 路的轉換裝置23或引擎9及馬達發電機l〇a (第2圖）。 這裡參照第2圖來說明動力單元M2 .的槪略構造。 該動力單元12，是具備有：第一動力源也就是引擎 9、除了作爲用來啓動引擎9的啓動機的機能之外，還作 爲發電機的機能的馬達發電機10a、將引擎9的動力轉換 成因應於機構運轉速度的變速比，然後將其傳達到驅動輪 也就是後輪15的皮帶式無段變速機11、中介安裝於引擎 9與無段變速機11之間用來切斷動力傳達的速度感應式的 離合器也就是離心離合器40、會從無段變速機11將動力 傳達到後輪1 5側，但動力不會從後輪1 5傳達到無段變速 機1 1側的單向離合器44、在該單向離合器44的後輪15 側輸出部（從動軸60)與後輪15的車軸68之間，用來使 傳達到後輪1 5的輸出減速的減速機構1 4、以及連結於該 減速機構1 4的輸入側，作爲第二動力源也就是電動機的 (6) 1290107 機能’且作爲發電機的機能的電動馬達1 〇、用來控制該電 動馬達1〇及馬達發電機l〇a的轉換控制裝置23、以及用 來控制該轉換控制裝置2 3及引擎9的控制單元2 4。 該動力單元12，基本上具有兩個系統的驅動系統，其 中一個驅動系統，是將引擎9的動力，經由離心離合器 40、無段變速裝置11、單向離合器44、從動軸60及減速 機構1 4，而傳達到後輪1 5，另一個驅動系統，是將電動 馬達1 〇的動力，經由從動軸6 0與減速機構1 4，而傳達到 後輪1 5。 在馬達發電機10a與電動馬達1〇，是連接著電池 74，當馬達發電機l〇a、及電動馬達10作爲啓動機或電動 機的機能時，會從電池74接受電力供給，當各馬達、發電 機10a、及電動馬達1〇作爲發電機的機能時，會將其再生 電力充電到電池74。 引擎9，其構造是作成從進氣管116吸入由空氣與燃 料所構成的混合氣來使其燃燒，在進氣管116內，是可自 由轉動地設置有用來控制空氣量的油門閥117。該油門閥 1 1 7，會因應於駕駛者所操作的油門把手的操作量而轉 動。在第2圖中，85是設置在油門把手的油門開度感應 器。 而在油門閥1 1 7與引擎9之間，是配設有：用來噴射 燃料的噴射器1 1 8、及用來檢測進氣管1 1 6內的負壓的負 壓感應器Π 9。 第3圖是動力單元1 2的剖面圖。 -9- (7) (7)1290107 該動力單元12，如上述，是具備有第一動力源也就是 引擎9，該引擎9，是在氣缸體26的氣缸27內可自由滑 動地收容著活塞25，在該活塞25，是連結著連桿124，在 該連桿124，連結著曲軸22。 氣缸體26是配置成讓氣缸27的軸線呈略水平，在其 頭部是固定有用來封閉氣缸2 7的其中一端的氣缸頭2 8。 在該氣缸頭2 8與活塞2 5之間，是形成有用來燃燒混合氣 的燃燒室20a。 在氣缸頭2 8，是配設有：用來控制混合氣對於燃燒室 20a所進行的進氣或排氣的閥體（沒有圖示）、以及火星 塞29。 上述閥體的開閉，是藉由軸支承於氣缸頭28的凸輪 軸3 0的旋轉所控制的。凸輪軸3 〇在其中一端側具備有從 動鏈輪31，在從動鏈輪31、以及設置在曲軸22的其中一 端的驅動鏈輪3 2之間，是繞掛著循環狀的凸輪鏈條3 3。 凸輪軸30會通過該凸輪鏈條33而與曲軸22的旋轉連 動。而在凸輪軸30的其中一端，是設置有用來冷卻引擎 20的冷卻水泵浦34。 冷卻水泵浦34，是安裝成讓其旋轉軸35與凸輪軸30 一體地旋轉。於是，當凸輪軸30旋轉時，藉由其旋轉力 讓冷卻水泵浦34作動。 上述曲軸22是被軸支承於曲軸箱48，在該曲軸箱48 的車寬方向右側，是連結著定子殼體49，在其內部收容著 馬達發電機1 〇a。該馬達發電機！ 0a，是所謂的外轉子形 -10- (8) (8)1290107 式的馬達，該定子，是由：將導線繞掛在定子殼體49所 固定的齒部5 0的線圈5 1所構成。另一方面’外轉子5 2 ’ 是固定於曲軸22’是成爲覆蓋定子的外周的略圓筒形狀。 在外轉子52的內周面是固定設置有磁鐵53。 在外轉子52，是安裝有：用來冷卻馬達發電機l〇a的 離心風扇54，當該離心風扇54與曲軸22同步旋轉時’會 從在定子殼體4 9的外殼5 5的側面5 5 a所形成的冷卻氣流 進入用的進氣口，讓外氣進入。 曲軸22的左端部，從曲軸箱48朝向車寬方向突出’ 在該突出的曲軸22的左端部，是經由離心離合器40，安 裝著無段變速機1 1的驅動側傳動皮帶輪5 8。 無段變速機1 1，除了驅動側傳動皮帶輪5 8之典，是 具備有：經由單向離合器44而安裝在’配置成具有與曲 軸22平行的軸線的從動軸60的從動側傳動皮帶輪62、以 及將旋轉動力從該驅動側傳動皮帶輪5 8傳達到從動側傳 動皮帶輪62的循環狀的V型皮帶63。 驅動側傳動皮帶輪5 8，如第4圖所示，是具備有：經 由套筒5 8d而安裝成相對於曲軸22可自由旋轉，被固定 安裝於套筒58d上的驅動側固定皮帶輪半體58a、以及安 裝成相對於套筒5 8d可朝其軸方向滑動，而在圓周方向不 能旋轉的驅動側可動皮帶輪半體5 8c。而在驅動側可動皮 帶輪半體58c，是安裝有：因應於離心力而使皮帶輪半體 58c朝向驅動側固定皮帶輪半體58a方向位移的配重滾子 58b 〇-5- (3) (3) 1290107 Clearance, which can suppress the enlargement of the front part of the vehicle body. Alternatively, a rib may be provided in the extension of the battery holder. It is also possible to arrange the above ribs to cover a plurality of rows as viewed from the side of the vehicle body. In this configuration, since the rib is provided in the extending portion, the rigidity of the lower tube can be increased, and the rigidity of the entire frame can be improved. The extending portion of the battery holder is extended to a position closer to the front of the vehicle body than the position of the lower tube, and the rib portion is provided at the extending portion. In this configuration, the extension portion is extended to be closer to the front of the vehicle body than the position of the lower tube, and the portion lengthens the length of the extension portion, and by providing the rib portion at the extension portion having a longer length, The area of the rib can be increased, and the portion can improve the heat dissipation efficiency. The air intake opening and the air discharge opening are provided in the outer casing member for covering the battery holder, and the air inlet may be disposed to face the battery. It is also possible to provide a vane on the surface of the battery holder opposed to the intake port of the outer casing member. In this configuration, since the outer casing member for covering the battery holder is provided, the battery can be protected, and the air inlet is disposed to face the battery, or on the surface of the battery holder opposite to the air inlet of the outer casing member, The blade can further improve the cooling effect of the battery. [Effect of the Invention] In the present invention, the battery holder is formed of the same material as the lower tube, and is integrally formed with the lower tube and has an extending portion extending in the vehicle width direction, so that heat generated from the battery passes through the battery holder. The lower tube effectively releases the -6- (4) (4) 1290107 to the outside, and can suppress the enlargement of the front of the vehicle body. [Embodiment] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Fig. 1 is a side view showing a hybrid electric vehicle of the present embodiment, which is driven by a hybrid of an internal combustion engine and an electric motor. In the first drawing, reference is made to the first embodiment, in which the scooter type vehicle 1' is provided with a shaft portion 2a that rotatably supports a steering handlebar (hereinafter simply referred to as "handlebar") 2 The head pipe 3 is connected to a lower pipe 4 that extends obliquely rearward and downward toward the vehicle body in the front-rear direction of the vehicle body, and is connected at the lower end of the lower pipe 4 to the left and right sides of the vehicle body. Then, the intermediate frame 5 extends substantially horizontally toward the rear. In the front portion of the intermediate frame 5, a battery 1 25 for supplying a voltage of 12 volts for the engine 9 or a lamp or the like is disposed, and the horizontal bracket 5a is horizontally arranged at the left and right portions of the rear portion of the intermediate frame 5. In the horizontal bracket 5a, a pair of right and left rear frames 6 of the vehicle body that extend obliquely rearward and upward toward the vehicle body are coupled. The head pipe 3, the lower pipe 4, the intermediate frame 5, and the rear frame 6 constitute a vehicle body frame. The lower end of the shaft portion 2a of the handlebar 2 pivotally supported by the head pipe 3 is joined to the front fork 7 which is coupled to the upper end thereof by the underframe bridge portion 37. The front wheel 8 is supported by the lower end shaft of the front fork 7. In the rear frame 6, the power unit 12 is rotatably coupled to the upper and lower sides via the link mechanism 13. The power unit 12 includes an engine 9, an electric motor 1A, and a belt type stepless transmission η. The power unit (5) (5) 1290107 yuan 1 2 is connected to the rear wheel via a reduction gear 1 4 . 1 5. Between the rear portion of the power unit 12 and the rear portion of the rear frame 6, a rear shock absorber 16 is disposed, and the lower end of the rear shock absorber 16 is coupled to the rear portion of the power unit 12 by a pin. The upper end of the shock absorber 16 is coupled to the rear portion of the rear frame 6 by a pin. In the upper portion of the rear frame 6, a passenger seat cushion 122 is provided. Below the passenger seat cushion 122, a receiving space for accommodating a helmet or the like is formed in the rear frame 6, and is provided with a control unit (ECU) 24 for controlling the electric motor 1〇. The conversion device 23 as the drive circuit or the engine 9 and the motor generator 10a (Fig. 2). Here, the schematic structure of the power unit M2 will be described with reference to Fig. 2 . The power unit 12 is provided with a first power source, that is, an engine 9, and a motor generator 10a that functions as a generator in addition to the function of a starter for starting the engine 9, and the power of the engine 9. The belt type stepless speed change machine 11 which is converted into a speed ratio corresponding to the operating speed of the mechanism and then transmitted to the drive wheel, that is, the rear wheel 15, is interposed between the engine 9 and the stepless speed change machine 11 to cut off the power. The transmitted speed-sensing clutch, that is, the centrifugal clutch 40, transmits power from the stepless transmission 11 to the rear wheel 15 side, but the power is not transmitted from the rear wheel 15 to the single-speed transmission 1 1 side. A speed reduction mechanism 14 for decelerating the output transmitted to the rear wheel 15 between the clutch 44, the rear wheel 15 side output portion (the driven shaft 60) of the one-way clutch 44, and the axle 68 of the rear wheel 15 And an electric motor 1 that is connected to the input side of the speed reduction mechanism 14 as a second power source, that is, a motor (6) 1290107 function and functions as a generator, for controlling the electric motor 1 and the motor Generator l〇a conversion control device 23, and a control means controlling the converter 23 and the control unit 9 of the engine 24. The power unit 12 basically has two system drive systems, one of which drives the power of the engine 9, via the centrifugal clutch 40, the stepless transmission 11, the one-way clutch 44, the driven shaft 60 and the speed reduction mechanism. 1 4, and transmitted to the rear wheel 15 , the other drive system transmits the power of the electric motor 1 to the rear wheel 15 via the driven shaft 60 and the speed reduction mechanism 14 . When the motor generator 10a and the electric motor 1 are connected to the battery 74, when the motor generator 10a and the electric motor 10 function as a starter or an electric motor, power is supplied from the battery 74, and each motor, When the generator 10a and the electric motor 1 are functioning as a generator, the regenerative electric power is charged to the battery 74. The engine 9 is constructed such that a mixture of air and fuel is sucked from the intake pipe 116 to burn it, and a throttle valve 117 for controlling the amount of air is rotatably provided in the intake pipe 116. The throttle valve 117 is rotated in response to the amount of operation of the throttle handle operated by the driver. In Fig. 2, 85 is a throttle opening sensor provided on the throttle grip. Between the throttle valve 1 17 and the engine 9, there is provided an injector 1 18 for injecting fuel, and a negative pressure sensor for detecting a negative pressure in the intake pipe 1 16 6 . Figure 3 is a cross-sectional view of the power unit 12. -9- (7) (7) 1290107 The power unit 12, as described above, is provided with a first power source, that is, an engine 9, which is slidably received in a cylinder 27 of the cylinder block 26 25, the piston 25 is connected to a link 124, and the link 124 is coupled to the crankshaft 22. The cylinder block 26 is configured such that the axis of the cylinder 27 is slightly horizontal, and a cylinder head 28 for closing one end of the cylinder 27 is fixed at its head. Between the cylinder head 28 and the piston 2, a combustion chamber 20a for burning a mixed gas is formed. The cylinder head 28 is provided with a valve body (not shown) for controlling the intake or exhaust of the mixture to the combustion chamber 20a, and a spark plug 29. The opening and closing of the valve body is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The cam shaft 3 is provided with a driven sprocket 31 on one end side thereof, and a circular cam chain 3 is wound between the driven sprocket 31 and the drive sprocket 3 provided at one end of the crankshaft 22. 3. The camshaft 30 is coupled to the rotation of the crankshaft 22 by the cam chain 33. At one end of the camshaft 30, a cooling water pump 34 for cooling the engine 20 is provided. The cooling water pump 34 is mounted such that its rotating shaft 35 rotates integrally with the cam shaft 30. Thus, when the cam shaft 30 rotates, the cooling water pump 34 is actuated by its rotational force. The crankshaft 22 is pivotally supported by the crankcase 48, and the stator casing 49 is coupled to the right side of the crankcase 48 in the vehicle width direction, and a motor generator 1a is housed therein. The motor generator! 0a is a so-called outer rotor-shaped 10- (8) (8) 1290107 type motor, which is composed of a coil 5 1 that winds a wire around a tooth portion 50 fixed to the stator case 49. . On the other hand, the outer rotor 5 2 ' is fixed to the crankshaft 22' in a substantially cylindrical shape that covers the outer circumference of the stator. A magnet 53 is fixedly disposed on the inner circumferential surface of the outer rotor 52. In the outer rotor 52, a centrifugal fan 54 for cooling the motor generator 10a is mounted, and when the centrifugal fan 54 rotates in synchronization with the crankshaft 22, it will "from the side 5 5 of the outer casing 5 of the stator housing 49. The cooling airflow formed by a enters the air inlet for the outside air to enter. The left end portion of the crankshaft 22 protrudes from the crankcase 48 toward the vehicle width direction. At the left end portion of the protruding crankshaft 22, the drive side transmission pulley 58 of the stepless transmission 1 is mounted via the centrifugal clutch 40. The stepless transmission 1 1 is provided with a driven side transmission pulley that is mounted via a one-way clutch 44 to a driven shaft 60 that is disposed as an axis parallel to the crankshaft 22 via a one-way clutch 44. 62. A cyclic V-belt 63 that transmits rotational power from the drive side transmission pulley 58 to the driven side transmission pulley 62. As shown in Fig. 4, the drive side drive pulley 5 8 is provided with a drive side fixed sheave half 58a that is rotatably attached to the sleeve 58d via a sleeve 58 d so as to be rotatable relative to the crankshaft 22 And a driving side movable pulley half 58c that is slidable in the axial direction with respect to the sleeve 58d and is not rotatable in the circumferential direction. On the drive side, the movable pulley half body 58c is attached with a weight roller 58b which is displaced in the direction of the drive side fixed pulley half 58a in response to the centrifugal force.
-11 - (9) 1290107 從動側傳動皮帶輪62，是具備有··安裝成相對於從動 車由60限制其軸方向的滑動而在其圓周方向可自由旋轉的 從動側固定皮帶輪半體62a、以及在該從動側固定皮帶輪 半體62a的轂部62c上被安裝成可朝其軸方向滑動的從動 側可動皮帶輪半體62b，在從動側可動皮帶輪半體62b的 背面側（車寬方向左側），是設置有：隨時將該從動側可 動皮帶輪半體62b朝向從動側固定皮帶輪半體62a側彈壓 的彈簧64。 在該驅動側固定皮帶輪半體58a與驅動側可動皮帶輪 半體58c之間，以及在從動側固定皮帶輪半體62a與從動 側可動皮帶輪半體62b之間，所分別形成的剖面呈略V字 型的皮帶溝槽，繞掛著上述V.型皮帶63。 該無段變速機11，當曲軸22的轉數上升時，在驅動 側傳動皮帶輪5 8，離心力會作用在配重滾子5 8b，讓驅動 側可動皮帶輪半體58c朝向驅動側固定皮帶輪半體58a側 滑動。 此時，以該滑動的程度讓驅動側可動皮帶輪半體58c 接近驅動側固定皮帶輪半體58a’驅動側傳動皮帶輪58的 溝槽寬度會減少’所以驅動側傳動皮帶輪58與V型皮帶 63的接觸位置會朝向驅動側傳動皮帶輪58的半徑方向外 側偏移，讓V型皮帶63的繞掛直徑增大。伴隨著’在從 動側傳動皮帶輪62 ’藉由從動側固定皮帶輪半體62a與從 動側可動皮帶輪半體62b所形成的溝槽寬度會增加。也就 是說，因應於曲軸22的轉數，會讓V型皮帶63的繞掛直 -12- (10) (10)1290107 徑（傳達節圓直徑）連續性地變化，變速比會自動且無階 段地變化。 離心離合器40，是設置在：曲軸22中的貫穿無段變 速機11的驅動側固定皮帶輪半體58a的車體左側的端 部。該離心離合器40，是具備有：固定於上述套筒58d的 杯狀的外殼體40a、在貫穿該外殼體40a的曲軸22的左端 部所固定安裝的內板部40b、在該內板部40b的面對於外 殻體40a內的面部經由配重部40c被安裝成朝向半徑方向 外側的來令片4 0 d、以及將該來令片4 0 d朝向半徑方向內 側彈壓的彈簧40e。 在該構造，內板部40b與配重部40c及來令片40d構 成了離心離合器40的內側旋轉體，外殼體,.40a構成了外 側旋轉體。而在離心離合器40的內板部40b的外側端面 安裝著離心風扇54，從傳動箱59的進氣口 59a所導入的 外氣，會藉由離心風扇54的吹出作用，而流通於傳動箱 59內。 該離心離合器40，藉由配重部40c的離心力與彈簧 4 0e的彈壓力所達到的平衡來進行動力的切斷連接，當曲 軸22的旋轉速度爲預定値（例如3 000ι·ρχη)以下時，則 會藉由彈簧40e的彈壓力來切斷動力傳達。而且，如果從 該狀態曲軸22的旋轉速度超過上述設定値的話，則配重 部40c的離心力會超過彈簧40e的彈壓力，藉由讓配重部 40e朝半徑方向外側移動，會使來令片40d按壓於外殻體 4 0 a的內周面。 -13- (11) 1290107 此時，在來令片40d與外殼體40a之間會產生摩擦 動，其間動力會漸漸進行傳達。結果，曲軸2 2的旋轉 經由離心離合器40傳達到套筒58d，而會將被固定在該 筒58d的驅動側傳動皮帶輪58予以驅動。 單向離合器44，是具備有：杯狀的外離合器44a、 軸地內插於該外離合器44a的內離合器44b、以及從內 合器44b對外離合器44a可傳達單方向的動力的滾 44c。外離合器44a，是兼作爲電動馬達1〇的內轉子 體，是以與內轉子主體相同的構件所.構成。而內離合 44b的內周、與從動側固定皮帶輪半體62a的轂部62c 左端部，是互相花鍵結合在一起。 該單向.離合·器44，傳達到無段變速機1 1的從動側 動皮帶輪62的引擎9的動力，會經由從動軸60與減速 構1 4傳達到後輪1 5側，相反地，從後輪1 5側經由減 機構14與從動軸60所輸入的動力則不會傳達到無段變 機1 1側。 因此，當推動車輛時或進行再生動作時，藉由使外 合器44a相對於內離合器44b進行空轉，則後輪15側 動力，不會傳達到無段變速機11與引擎9。 減速機構14，如第3圖所示，是具備有：與從動 6〇及後輪15的車軸68平行地被軸支承的中間軸73， 且具備有：分別被形成在從動軸60的右端部及中間軸 的中央部的第一減速齒輪組7 1、7 1、以及分別被形成在 間軸73及車軸68的左端部的第二減速齒輪組72、72。 滑 會 套 同 離 子 主 器 的 傳 機 速 速 離 的 軸 並 73 中 -14- (12) (12)1290107 在該減速機構1 4，是以預定的減速比將從動軸60的 旋轉進行減速，而傳達到與其平行地被軸支承的後輪WR 的車軸6 8。 上述電動馬達1 〇，如第4圖所示，是將從動軸60作 爲馬達輸出軸的內轉子形式的馬達，上述的內離合器44b 構成了內轉子80的內轉子主體。該電動馬達10的定子 83，是經由定子殼體83a而被固定在傳動箱59的內側， 在該定子83是設置有：捲繞著線圈83c的齒部83b。 外離合器44a是形成爲杯狀，在其中央部所突出設置 的轂部80b是與從動軸60花鍵結合。 在外離合器44a的開口側外周面，是以與定子83的 齒部83b相.對向的方式安裝有磁鐵80c，在外離合器44a 的底部側外周面，是安裝有：藉由被安裝在傳動箱59的 內壁部59A的轉子感應器81所檢測的複數的被檢測體 82 ° 該電動馬達10，除了當啓動時或輔助引擎20的輸出 能力時，是作爲電動機的機能之外，也可將從動軸60的 旋轉轉換成電能，作爲對第2圖所示的電池74進行再生 充電的發電機的機能。 接著，來說明電池74的對於車輛的支承構造。 第5圖是從左後方來觀察速克達型車輛1的車體前部 的主要部分的立體圖，第6圖是其側面圖。上述電池74， 是例如圓柱狀的鎳氫電池，該複數個的電池74 ’如第5圖 所示，是排成一列狀，夾著下管4，配置在車寬方向左 -15- (13) (13)1290107 右。 該下管4，是鋁合金製的，如第7圖所示，其剖面呈 略门字型，是具備有：正面壁部4a、及一對的側壁部 4b ;在一對的側壁部4b的下緣部4c，是形成有：用與下 管4相同的材料，朝車寬左右方向一體地延伸的電池座 90 〇 該電池座90，是具備有：與側壁部4b的下緣部4c 一 體地相連的延伸部91，該延伸部91，如第5圖所示，是 以與下緣部4 c的大致全區域相連的部分1 9 1爲基準，朝 車寬左右方向且朝車輛前方方向，大致彎曲擴展延伸，在 其端部，收容著電池74，一體形成有··從上方朝斜後下方 傾斜的電池收容部92 (參照第7圖） 該電池收容部92，是採用與下管4相同材料，如第1 圖、第5圖、及第6圖所示，具備有：上電池收容部92a 與下電池收容部92b，該電池收容部92a、92b之內的下電 池收容部92b，是一體形成於上述延伸部91的端部，上電 池收容部92a，是配置成：從下電池收容部92b的上端彎 曲且朝鉛直上方延伸。 下電池收容部92b，如第8圖所示，是較上電池收容 部92a更朝車寬方向擴展，位在較更遠離頭管3的位置， 車體左右的下電池收容部92b的間隔，是設定成大於前叉 7的寬度。藉由該配置方式，即使電池收容部92靠近車體 前方，電池收容部92的彎曲部，仍不會影響到底架橋部 3 7 (參照第i圖）。 -16- (14) (14)1290107 於是可將電池收容部92配置成：沿著腿部護罩129 且靠近車體前方。 在電池座90的延伸部91，是夾著下管4，而在該下 管4的兩側，如第8圖所示，左右對稱地設置有兩個凹部 138(參照第6圖）。而在該凹部138，是對應著：前叉7 的頂部也就是底架橋部3 7的位置。 該配置方式，是爲了當將電池收容部92配置靠近車 體前方時，能讓底架橋部37收容於兩個凹部138內，讓 該底架橋部3 7不會抵接於延伸部9 1。 在本構造中，從第9圖可以看出，在從頭管3的周圍 起，至涵蓋下管4的周圍的廣闊區域，能夠有效率地配置 複數個的電池74，而能將充分的電力供給到電動機車:的驅 動用電動機。 由於將電池74配置成：沿著頭管3與下管4的彎曲 形狀，且接近腿部護罩129的左右端部，且能避免影響到 前叉7，而能將電池74配置成非常靠近車體前方。結果， 能讓搭乘者的腳周圍有充分的空間。 在上述電池收容部92，如第7圖所示，是收容著：複 數個電池74、以及用來保持電池74的兩端的帶狀座部 93，且以電池外殻94來覆蓋這些構造。 也就是說，在電池收容部92的底部，如第1 〇圖所 示，設置有：以適合電池74的外型的半圓形的波浪形狀 連續的部分92c，在該部分92c，收容著電池74，然後與 電池收容部92的底部同樣地，覆蓋著電池外殻94，該電 -17- (15) (15)1290107 池外殼94形成有半圓形的波浪形狀連續的部分94c。而在 半圓形的波浪形狀連續的部分92c、94c、與電池74之 間，爲了防止互相干涉而設置有一定的間隙。 在該電池外殻94、及電池收容部92，是分別設置有 安裝轂部181、182，在爲了要覆蓋電池74及帶狀座部93 而覆蓋電池外殻94之後，使安裝轂部181、1 82互相對 準，藉由鎖裝螺釘183來將該轂部彼此螺合固定。 在該情況，電池外殼94也可以是單獨的構造，也可 以包含鉸鏈而一體成形。 在以下的說明，是將在上電池收容部92a所收容的複 數個的電池74所構成的電池組作爲上部電池組1 27，將在 下電池收，容部92b所收容的電池組作爲下部電祂組128。… 如第5圖所示，下管4的正面壁部4a的寬度尺寸 W’是形成爲：從接合於頭管3的上端部4d，朝向在下方 朝斜後下方延伸的下端部4e，漸漸變大。於是，電池座 90的延伸部91，其從下管4的上端部4d附近所延伸出的 部分’與從下端部4e附近延伸出的部分相比，其延伸長 度較長。 在該正面壁部4a的長軸方向的中間區域，配置著中 央外殼141，該中央外殼141，如第7圖所示，是被安裝 在：從下管4的正面壁部4a —體地延伸出的固定片133。 在該中央外殻141的內側，配置有導體單元134，該 導體單元134，是經由複數的固定螺栓140，而被安裝在 下管4的正面壁部4a。 -18- (16) 1290107 該導體單元1 3 4，如第1 1圖所示，是收容有：保險絲 149、及串聯於保險絲149的繼電器單元151。從該繼電器 單元1 5 1所拉出的正極側電線1 5 2、分別配置在車體的左 右處的上部電池組1 27、以及將下部電池組1 28串聯之 後，從圖中左側的下部電池組128牽出的負極側電線 153，是經由連接用耦合器154連接在一起。-11 - (9) 1290107 The driven side transmission pulley 62 is provided with a driven side fixed pulley half 62a that is rotatably supported in the circumferential direction with respect to the driven vehicle 60 in its axial direction. And the driven side movable sheave half 62b that is attached to the boss portion 62c of the driven side fixed sheave half 62a so as to be slidable in the axial direction thereof, on the back side of the driven side movable sheave half 62b (vehicle) The left side in the width direction is provided with a spring 64 that biases the driven side movable sheave half 62b toward the driven side fixed sheave half 62a side. Between the drive side fixed sheave half 58a and the drive side movable sheave half 58c, and between the driven side fixed sheave half 62a and the driven side movable sheave half 62b, a section V is formed slightly. The letter-shaped belt groove surrounds the V. belt 63 described above. In the stepless speed change machine 11, when the number of revolutions of the crankshaft 22 rises, the centrifugal side force acts on the weight roller 58 8b on the drive side transmission pulley 5, and the drive side movable pulley half 58c faces the drive side fixed pulley half. Slide on the side of 58a. At this time, the groove width of the drive side movable sheave half 58c approaching the drive side fixed sheave half 58a' of the drive side drive pulley 58 is reduced by the degree of the slip. Therefore, the drive side drive pulley 58 is in contact with the V-belt 63. The position is shifted toward the outer side in the radial direction of the drive side transmission pulley 58 to increase the diameter of the winding of the V-belt 63. The width of the groove formed by the driven side fixed pulley half 62a and the driven side movable sheave half 62b along with the 'receiving side drive pulley 62' increases. That is to say, in response to the number of revolutions of the crankshaft 22, the V-belt 63 is wound continuously -12-(10) (10) 1290107 diameter (conveying the pitch diameter) continuously, and the gear ratio is automatically and without Change in stages. The centrifugal clutch 40 is provided at the end of the crankshaft 22 that penetrates the left side of the vehicle body of the drive-side fixed sheave half 58a of the stepless speed changer 11. The centrifugal clutch 40 includes a cup-shaped outer casing 40a fixed to the sleeve 58d, an inner plate portion 40b fixedly attached to a left end portion of the crankshaft 22 penetrating the outer casing 40a, and the inner plate portion 40b. The surface of the outer casing 40a is attached to the outer side in the radial direction via the weight portion 40c, and the spring 40e that presses the sheet 40d toward the inner side in the radial direction. In this configuration, the inner plate portion 40b, the weight portion 40c, and the order piece 40d constitute an inner rotating body of the centrifugal clutch 40, and the outer casing, .40a constitutes an outer rotating body. On the outer end surface of the inner plate portion 40b of the centrifugal clutch 40, a centrifugal fan 54 is attached, and the outside air introduced from the air inlet 59a of the transmission case 59 is circulated to the transmission case 59 by the blowing action of the centrifugal fan 54. Inside. The centrifugal clutch 40 is connected to the power by the balance between the centrifugal force of the weight portion 40c and the spring pressure of the spring 40e, and when the rotational speed of the crankshaft 22 is less than or equal to a predetermined value (for example, 3 000 ι·ρχη). Then, the power transmission is cut off by the spring pressure of the spring 40e. When the rotational speed of the crankshaft 22 exceeds the above-described setting 从 from this state, the centrifugal force of the weight portion 40c exceeds the spring pressure of the spring 40e, and the weight portion 40e is moved outward in the radial direction. 40d is pressed against the inner peripheral surface of the outer casing 40a. -13- (11) 1290107 At this time, friction occurs between the blade 40d and the outer casing 40a, and the power is gradually transmitted. As a result, the rotation of the crankshaft 2 2 is transmitted to the sleeve 58d via the centrifugal clutch 40, and the drive side transmission pulley 58 fixed to the cylinder 58d is driven. The one-way clutch 44 includes a cup-shaped outer clutch 44a, an inner clutch 44b that is axially inserted into the outer clutch 44a, and a roller 44c that can transmit power in one direction from the inner clutch 44b to the outer clutch 44a. The outer clutch 44a is an inner rotor body which also serves as the electric motor 1A, and is constituted by the same member as the inner rotor main body. The inner circumference of the inner clutch 44b and the left end portion of the hub portion 62c of the driven side fixed pulley half 62a are spline-coupled to each other. The one-way clutch 44 transmits the power of the engine 9 of the driven side pulley 62 of the stepless transmission 1 to the rear wheel 15 via the driven shaft 60 and the reduction mechanism 14 The power input from the rear wheel 1 side via the subtracting mechanism 14 and the driven shaft 60 is not transmitted to the sideless changer 1 1 side. Therefore, when the vehicle is pushed or the regenerative operation is performed, the outer gear 44a is idling with respect to the inner clutch 44b, and the rear wheel 15 side power is not transmitted to the stepless speed changer 11 and the engine 9. As shown in FIG. 3, the speed reduction mechanism 14 includes an intermediate shaft 73 that is pivotally supported in parallel with the driven shaft 6 and the axle 68 of the rear wheel 15, and is provided in each of the driven shafts 60. The first reduction gear sets 7 1 and 7 1 at the center of the right end portion and the intermediate shaft, and the second reduction gear groups 72 and 72 formed at the left end portions of the intermediate shaft 73 and the axle 68, respectively. The sliding sleeve is separated from the shaft of the ion master by the speed of the transmission and 73 - 14 - (12) (12) 1290107. In the speed reduction mechanism 14 , the rotation of the driven shaft 60 is decelerated at a predetermined reduction ratio. And communicated to the axle 68 of the rear wheel WR that is axially supported in parallel therewith. As shown in Fig. 4, the electric motor 1 is a motor of the inner rotor type in which the driven shaft 60 is a motor output shaft, and the inner clutch 44b constitutes an inner rotor main body of the inner rotor 80. The stator 83 of the electric motor 10 is fixed to the inside of the transmission case 59 via the stator case 83a. The stator 83 is provided with a tooth portion 83b around which the coil 83c is wound. The outer clutch 44a is formed in a cup shape, and the boss portion 80b projecting from the center portion thereof is spline-coupled to the driven shaft 60. The outer peripheral surface of the outer side of the outer clutch 44a is attached with a magnet 80c so as to oppose the tooth portion 83b of the stator 83, and the outer peripheral surface of the outer side of the outer clutch 44a is attached to the transmission case 59. The plurality of detected bodies 82 detected by the rotor sensor 81 of the inner wall portion 59A. The electric motor 10, in addition to the function of the motor when starting or assisting the output of the engine 20, may also be used as the motor. The rotation of the moving shaft 60 is converted into electric energy, and functions as a generator for regeneratively charging the battery 74 shown in Fig. 2 . Next, the support structure of the battery 74 for the vehicle will be described. Fig. 5 is a perspective view showing a main portion of a front portion of a vehicle body of the scooter type vehicle 1 from the left rear side, and Fig. 6 is a side view thereof. The battery 74 is, for example, a cylindrical nickel-hydrogen battery, and the plurality of batteries 74' are arranged in a line as shown in Fig. 5, sandwiching the lower tube 4, and arranged in the vehicle width direction to the left -15- (13 ) (13) 1290107 Right. The lower tube 4 is made of an aluminum alloy, and has a cross-sectional shape as shown in Fig. 7, and includes a front wall portion 4a and a pair of side wall portions 4b; and a pair of side wall portions 4b. The lower edge portion 4c is formed with a battery holder 90 integrally extending in the left-right direction of the vehicle width by the same material as the lower tube 4, and the battery holder 90 is provided with a lower edge portion 4c of the side wall portion 4b. An integrally connected extension portion 91, as shown in Fig. 5, is oriented toward the left and right of the vehicle width and toward the front of the vehicle with reference to a portion 191 connected to substantially the entire area of the lower edge portion 4c. The direction is substantially curved and extended, and the battery 74 is housed at the end thereof, and the battery housing portion 92 that is inclined obliquely from the upper side to the lower rear side is integrally formed (see FIG. 7). The battery housing portion 92 is used and lowered. The tube 4 has the same material, as shown in FIG. 1, FIG. 5, and FIG. 6, and includes an upper battery housing portion 92a and a lower battery housing portion 92b, and a lower battery housing portion in the battery housing portions 92a and 92b. 92b is integrally formed at the end of the extending portion 91, and the upper battery receiving portion 92a is arranged to be from below The upper end of the battery housing portion 92b is curved and extends vertically upward. As shown in Fig. 8, the lower battery accommodating portion 92b is extended in the vehicle width direction from the upper battery accommodating portion 92a, and is located at a position farther away from the head pipe 3, and at a distance between the lower battery accommodating portion 92b on the right and left sides of the vehicle body. It is set to be larger than the width of the front fork 7. According to this arrangement, even if the battery housing portion 92 is close to the front of the vehicle body, the bent portion of the battery housing portion 92 does not affect the bottom bridge portion 37 (see Fig. i). -16- (14) (14) 1290107 The battery housing portion 92 can then be arranged along the leg shield 129 and in front of the vehicle body. In the extending portion 91 of the battery holder 90, the lower tube 4 is interposed, and on both sides of the lower tube 4, as shown in Fig. 8, two concave portions 138 are provided symmetrically in the left and right directions (see Fig. 6). In the recess 138, it corresponds to the position of the top of the front fork 7, that is, the chassis bridge portion 37. This arrangement is such that when the battery housing portion 92 is placed close to the front of the vehicle body, the chassis bridge portion 37 can be accommodated in the two recessed portions 138, so that the chassis bridge portion 37 does not abut against the extending portion 91. In the present configuration, as can be seen from Fig. 9, it is possible to efficiently arrange a plurality of batteries 74 from the periphery of the head pipe 3 to a wide area surrounding the lower pipe 4, and to supply sufficient electric power. To the electric motor: the drive motor. Since the battery 74 is configured to be along the curved shape of the head pipe 3 and the down tube 4, and close to the left and right end portions of the leg shield 129, and to avoid affecting the front fork 7, the battery 74 can be placed in close proximity. The front of the car body. As a result, there is sufficient space around the rider's foot. As shown in Fig. 7, the battery housing portion 92 accommodates a plurality of batteries 74 and a strip-shaped seat portion 93 for holding both ends of the battery 74, and covers the battery housing 94. That is, at the bottom of the battery housing portion 92, as shown in Fig. 1, there is provided a portion 92c which is continuous in a semicircular shape suitable for the outer shape of the battery 74, and the battery is housed in the portion 92c. 74, then, similarly to the bottom of the battery housing portion 92, covers the battery case 94, and the battery -17-(15)(15)1290107 cell housing 94 is formed with a semi-circular wavy continuous portion 94c. Further, a certain gap is provided between the semicircular wave-shaped continuous portions 92c and 94c and the battery 74 in order to prevent mutual interference. The battery case 94 and the battery housing portion 92 are provided with mounting boss portions 181 and 182, respectively. After the battery case 94 is covered to cover the battery 74 and the band-shaped seat portion 93, the mounting portion 181 is attached. The 1 82 are aligned with each other, and the hubs are screwed and fixed to each other by the locking screws 183. In this case, the battery case 94 may be of a separate construction or may be integrally formed by including a hinge. In the following description, the battery pack including the plurality of batteries 74 housed in the upper battery accommodating portion 92a is referred to as the upper battery pack 127, and the battery pack housed in the lower battery is housed as the lower battery pack. Group 128. As shown in Fig. 5, the width dimension W' of the front wall portion 4a of the down tube 4 is formed so as to be joined from the upper end portion 4d of the head pipe 3 toward the lower end portion 4e extending downward and downward obliquely downward. Become bigger. Therefore, the extending portion 91 of the battery holder 90 has a longer extension length than the portion extending from the vicinity of the upper end portion 4d of the lower tube 4 than the portion extending from the vicinity of the lower end portion 4e. A central casing 141 is disposed in an intermediate portion of the front wall portion 4a in the longitudinal direction, and the center casing 141 is attached to the body wall portion 4a from the front wall portion 4a of the lower pipe 4 as shown in Fig. 7. The fixing piece 133 is taken out. A conductor unit 134 is disposed inside the center casing 141, and the conductor unit 134 is attached to the front wall portion 4a of the down tube 4 via a plurality of fixing bolts 140. -18- (16) 1290107 The conductor unit 134, as shown in Fig. 1, houses a fuse 149 and a relay unit 151 connected in series to the fuse 149. The positive side electric wires 1 5 2 pulled out from the relay unit 151, the upper battery packs 127 disposed at the left and right sides of the vehicle body, and the lower battery packs 1 28 are connected in series, the lower battery from the left side in the drawing The negative electrode side electric wires 153 pulled out by the group 128 are connected together via a coupling coupler 154.
在上部、及下部電池組127、128的前方，如第7圖 所示，構成了用來覆蓋車體前方的前擾流罩150(參照第 1圖）的一部分，配置了腿部護罩1 29 (外殼構件），在 該腿部護罩129的車寬方向兩端部，是以與下電池收容部 92b的長軸方向大致全區域相對向的方式，形成有複數的 進氣口 143 ·。在:該進氣口 143的附近，一體形成有：用來 控制風向用的複數的葉片143a，該複數的葉片143a，是 形成爲：可使來自於車輛前方的空氣，從車輛中心部側朝 向車寬方向外側，進入到腿部護罩1 29內。 在該進氣口 143所相對向的部位，位於下電池收容部 92b的外面部，在該下電池收容部 92b的外面部（表 面），一體地形成有：可將電池74的熱量予以散熱的複 數的葉片92d。 在上部、及下部電池組127、128的後方，是配置 有：從車體後方將其覆蓋的內部外殻（後外殻）142，在 該內部外殼142 (外殼構件），是在車寬方向兩端部，形 成了空氣的排氣口 144。 在本構造中，當使速克達型車輛1行駛時，空氣會被 -19- (17) 1290107 複數的葉片143a所導引，如箭頭W所示，通過進氣口 143而流入到腿部護罩129內’該空氣，會一邊通過而一 邊將下電池收容部92b的外面部、及複數的葉片92d予以 冷卻，如箭頭Z所示，會將下管4、及延伸部91周圍的 空氣捲入而通過排氣口 144而予以排氣。 在本實施方式中，電池座90,是以熱傳導率優異的鋁 合金製作，是採用與下管4相同的材料，而與該下管4 一 體地形成，所以從電池74所發出的熱量，能通過該電池 座9 0及下管4而有效率地散熱到外部。 電池座90，具有朝車寬方向大幅度延伸的延伸部 91，該延伸部91彎曲延伸而使面積增大，而讓該延伸部 91的散熱面積增加，而可更有效率地散熱 > 電池座.90， 是與下管4形成爲一體，所以與習知方式，將電池座90 經由連結構件固定於下管4的情況相比，在下管4與連結 構件之間、或連結構件與電池座90之間不會產生多餘的 餘隙，而得到能抑制車體前部大型化的效果。 爲了覆蓋電池座90，而在其前後配置了腿部護罩129 及內部外殼142，所以能保護電池74。並且，在腿部護罩 129形成了進氣口 143，在內部外殻142形成了排氣口 144，並且在與進氣口 143相對向的電池座90的表面設置 葉片92d，所以能更提高該電池的冷卻效果。 第12圖（a)、第12圖（b)，是顯示了其他實施方 式。 在該實施方式，是使電池座90的延伸部91，延伸到 -20- (18) 1290107 較下管4的位置更靠車體前方處’在該朝車體前方延伸的 延伸部9 1，是採用與該延伸部9 1相同的材料，一體地設 置有肋部95。 該肋部9 5，延伸於下管4與電池收容部9 2之間，是 以：朝延伸部9 1的前方突出的前肋部95a、以及朝延伸部 91的後方突出的後肋部95b所構成。該肋部95的高度 Η，是形成爲：從包含延伸部91的高度Η來看，下管4 側的高度Η最高，朝向電池收容部92漸漸變低。該肋部 95，是形成爲延伸於水平面內，如第12圖b所示，是隔 著適當的間隔L，互相平行地形成有複數個。該肋部9 5， 從車體側面觀察是設置有複數列。 在本構造中，藉由肋部95能讓散熱面積增加，而能 更期待其散熱效果，並且在延伸部91設置有肋部9 5，所 以能更提高下管4的剛性，進而提高框架全體的剛性。 在本構造中，藉由使延伸部91延伸到較下管4的位 置更靠車體前方，該部分，會讓延伸部91的長度變長， 藉由在該長度變長的延伸部91，設置肋部95，則可增加 肋部95的面積，該部分，能使散熱效率提昇。 以上，是根據一實施方式來說明本發明，而本發明， 並不限於此。例如，在上述實施方式中，雖然將本發明適 用於速克達型機車，而本發明並不限於此，只要是具有從 頭管朝向車體斜後下方延伸的框架構件（相當於下管的構 件）的車輛，也適用於三輪或四輪車輛。而並不限於油電 混合型車輛，僅以電動馬達來驅動車輪的電動車輛也同樣 -21 - (19) 1290107 可以適用。 【圖式簡單說明】 第1圖是本發明的一種實施方式的電動車輛的側面 圖。 第2圖是顯示第1圖所示的車輛的槪略系統構造的功 能方塊圖。 第3圖是第1圖所示的車輛的動力單元的剖面圖。 第4圖是第3圖的部分放大圖。 第5圖是顯示車體前部的主要部分的從左後方觀察的 立體圖。 第6圖是車體前部的側面圖。 第7圖是第1圖的B— B剖面圖。 第8圖是從車體前方觀察的正面圖。 第9圖是從車體後方觀察的背面圖。 第10圖是第9圖的A — A剖面圖。 第11圖是將各外殻卸下的狀態的車體前部的背面 圖。 第1 2圖（a )是變形例的車體前部的剖面圖，第1 2 圖（b )是延伸部的剖面圖。 【主要元件符號說明】 1 :速克達型車輛 3 :頭管 -22 (20) (20)1290107 4 :下管 7 4 :電池 9 0 :電池座 91 :延伸部 9 2 :電池收容部 92a :上電池收容部 92b :下電池收容部 9 5 :肋部 129 :腿部護罩（外殼構件） 142 ··內部外彀（外殼構件） 143 :進氣口 144 :排氣口In front of the upper and lower battery packs 127 and 128, as shown in Fig. 7, a part of the front spoiler cover 150 (see Fig. 1) for covering the front of the vehicle body is formed, and the leg shield 1 is disposed. 29 (outer casing member), a plurality of intake ports 143 are formed at both end portions in the vehicle width direction of the leg shield 129 so as to face substantially the entire area in the longitudinal direction of the lower battery housing portion 92b. . In the vicinity of the intake port 143, a plurality of blades 143a for controlling the wind direction are integrally formed, and the plurality of blades 143a are formed such that air from the front of the vehicle can be directed from the vehicle center side The outside of the vehicle width direction enters the leg shield 1 29 . The portion facing the air inlet 143 is located on the outer surface of the lower battery housing portion 92b, and the outer surface portion (surface) of the lower battery housing portion 92b is integrally formed to dissipate heat from the battery 74. A plurality of blades 92d. Behind the upper and lower battery packs 127 and 128, an inner casing (rear casing) 142 is provided which is covered from the rear of the vehicle body, and the inner casing 142 (outer casing member) is in the vehicle width direction. At both ends, an air vent 144 is formed. In the present configuration, when the scooter type vehicle 1 is driven, the air is guided by the plurality of blades 143a of -19-(17) 1290107, and flows into the legs through the intake port 143 as indicated by an arrow W. In the shield 129, the air passes through the outer surface of the lower battery housing portion 92b and the plurality of blades 92d, and the air around the lower tube 4 and the extending portion 91 is indicated by an arrow Z. It is taken in and exhausted through the exhaust port 144. In the present embodiment, the battery holder 90 is made of an aluminum alloy having excellent thermal conductivity, and is formed of the same material as the lower tube 4, and is integrally formed with the lower tube 4, so that the heat generated from the battery 74 can be The battery holder 90 and the lower tube 4 are efficiently radiated to the outside. The battery holder 90 has an extending portion 91 extending substantially in the vehicle width direction. The extending portion 91 is bent and extended to increase the area, and the heat dissipating area of the extending portion 91 is increased to more efficiently dissipate heat. Since the seat 90 is formed integrally with the lower tube 4, the battery tube 90 is fixed to the lower tube 4 via the connecting member, and the connecting member is connected between the lower tube 4 and the connecting member, or the connecting member and the battery. There is no excess clearance between the seats 90, and the effect of suppressing the enlargement of the front portion of the vehicle body is obtained. In order to cover the battery holder 90, the leg shield 129 and the inner casing 142 are disposed in front and rear, so that the battery 74 can be protected. Further, an intake port 143 is formed in the leg shield 129, an exhaust port 144 is formed in the inner casing 142, and a vane 92d is provided on the surface of the battery holder 90 opposed to the intake port 143, so that it can be further improved. The cooling effect of the battery. Fig. 12 (a) and Fig. 12 (b) show other embodiments. In this embodiment, the extension portion 91 of the battery holder 90 is extended to a position where the -20-(18) 1290107 is located closer to the lower tube 4 than at the front of the vehicle body. The rib 95 is integrally provided with the same material as the extension portion 9.1. The rib portion 95 extends between the lower tube 4 and the battery housing portion 92, and is a front rib portion 95a that protrudes toward the front of the extending portion 91, and a rear rib portion 95b that protrudes toward the rear of the extending portion 91. Composition. The height Η of the rib 95 is formed such that the height Η on the lower tube 4 side is the highest from the height 包含 including the extending portion 91, and is gradually lowered toward the battery housing portion 92. The ribs 95 are formed to extend in the horizontal plane, and as shown in Fig. 12b, a plurality of them are formed in parallel with each other with an appropriate interval L therebetween. The ribs 95 are provided in a plurality of rows as viewed from the side of the vehicle body. In the present configuration, the rib portion 95 can increase the heat dissipation area, and the heat dissipation effect can be expected more, and the rib portion 95 is provided in the extending portion 91, so that the rigidity of the lower tube 4 can be further improved, and the entire frame can be improved. Rigidity. In the present configuration, by extending the extending portion 91 to the front of the vehicle body at a position closer to the lower tube 4, the length of the extending portion 91 is lengthened by the extending portion 91 having a length that is long. By providing the ribs 95, the area of the ribs 95 can be increased, and this portion can improve the heat dissipation efficiency. The present invention has been described above based on an embodiment, and the present invention is not limited thereto. For example, in the above-described embodiment, the present invention is applied to a Scooter type locomotive, and the present invention is not limited thereto, as long as it has a frame member extending from the head pipe toward the rear and rear of the vehicle body (corresponding to the member of the lower pipe) ) The vehicle is also suitable for three- or four-wheel vehicles. It is not limited to the hybrid electric vehicle. The electric vehicle that uses only the electric motor to drive the wheels is also available. -21 - (19) 1290107 is applicable. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of an electric vehicle according to an embodiment of the present invention. Fig. 2 is a functional block diagram showing the structure of the system of the vehicle shown in Fig. 1. Fig. 3 is a cross-sectional view showing the power unit of the vehicle shown in Fig. 1. Fig. 4 is a partial enlarged view of Fig. 3. Fig. 5 is a perspective view showing the main portion of the front portion of the vehicle body as viewed from the left rear. Figure 6 is a side view of the front of the vehicle body. Fig. 7 is a cross-sectional view taken along line B-B of Fig. 1. Figure 8 is a front view from the front of the vehicle body. Figure 9 is a rear view from the rear of the vehicle body. Figure 10 is a cross-sectional view taken along line A - A of Figure 9. Fig. 11 is a rear elevational view showing the front portion of the vehicle body in a state in which the outer casings are removed. Fig. 1 (a) is a cross-sectional view of a front portion of a vehicle body according to a modification, and Fig. 1 (2) is a cross-sectional view of the extending portion. [Main component symbol description] 1 : Scooter type vehicle 3 : Head tube - 22 (20) (20) 1290107 4 : Lower tube 7 4 : Battery 9 0 : Battery holder 91 : Extension portion 9 2 : Battery housing portion 92a : upper battery accommodating portion 92b : lower battery accommodating portion 9 5 : rib portion 129 : leg shield (housing member) 142 · internal sill (outer member) 143 : intake port 144 : exhaust port
-23--twenty three-