Power unit and manufacturing method for power unit

Abstract

To provide a power unit for a two-wheeled vehicle that is suitable for use on a street or on a road with many slopes and improves comfort when riding, and to provide a method for mounting the power unit on a conventional product.SOLUTION: A power unit includes: an electric motor 1; a drive unit 2 having a clutch mechanism 23; and a transmission unit 4 that constantly increases a speed of an output of the electric motor 1 and transmits the output to the clutch mechanism. A method for mounting a connection device X includes: a support step of mounting a bracket 3 for holding the electric motor 1, on the drive unit 2; and a transmission-unit mounting step of connecting the transmission unit 4 for transmitting power output from the electric motor 1 to the drive unit 2, to a drive mechanism D in the drive unit 2 so as to constantly increase the speed.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a module that is attached to a power unit of a vehicle to electrify the power unit, and a method for attaching the module to the vehicle. In this case, the vehicle is particularly assumed to be a motorcycle. [Background technology]

[0002] Most motorcycles, including motorbikes and mopeds, are powered by thermal engines, but there are also quite a few that are powered by electric motors. For example, Patent Documents 1 and 2 describe motorcycles that use electric motors. Motorcycles powered by electric motors have advantages over those powered by heat engines in that they are quieter in operation, have a simpler structure, are relatively cheaper to run, and do not directly produce exhaust gases. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2000-38184 A [Patent Document 2] Japanese Unexamined Patent Publication No. 4-90979 Summary of the Invention [Problem to be solved by the invention]

[0004] However, electric motors have weaker torque than normal prime movers, making it difficult to start. In addition, they do not idle. In this regard, Patent Documents 1 and 2 solve this problem by slowing down the output from the electric motor and increasing the torque instead of reducing the rotation speed. In particular, the power unit described in Patent Document 1 employs a continuously variable transmission mechanism that significantly reduces the speed when the motor is rotating slowly, and reduces the reduction ratio as the motor rotates faster, thereby improving driving performance. However, the above method makes it difficult to accelerate smoothly, making it inconvenient for driving around town with many stops or on roads with many hills.

[0005] In view of the above problems, the present invention aims to provide a power unit for a motorcycle that is suitable for use in city riding or on hilly roads and enhances riding comfort, and to provide a method for attaching the power unit to a conventional product. [Means for solving the problem]

[0006] The present invention, which solves the above-mentioned problems, provides a power unit including an electric motor, a drive section having a clutch mechanism, and a transmission section that constantly accelerates and transmits the output of the electric motor to the clutch mechanism. In this way, by transmitting the increased output of the motor to the drive unit via the clutch, the burden on the output section can be reduced and at the same time the output of the motor can be quickly transmitted to the clutch, allowing for smooth acceleration even at low speeds.

[0007] In a preferred form of the present invention, the electric motor has an electric output shaft that outputs rotational power, the drive unit has a drive input shaft to which rotational power is input, and the transmission unit connects a drive transmission body provided at an end of the electric output shaft and a driven transmission body provided at an end of the drive input shaft, and the diameter of the drive transmission body is smaller than the diameter of the driven transmission body. In this manner, by adjusting the diameters of the drive transmission body and the driven transmission body, a speed increasing mechanism can be reliably provided with a simple configuration.

[0008] In a preferred embodiment of the present invention, the transmission portion is a wrap-type transmission device provided between the drive transmission body and the driven transmission body. This increases the degree of freedom in designing the transmission section and makes repairs and installation easier.

[0009] In a preferred embodiment of the present invention, a connection device is provided for connecting the electric motor and the drive unit, the connection device having a bracket for holding the electric motor and the transmission unit, the bracket being provided on the drive unit. By providing the bracket in this manner, installation and repair of the transmission part can be facilitated.

[0010] In a preferred embodiment of the invention, the electric output shaft and the drive input shaft extend vertically through the same plane. With this configuration, the two rotation axes are positioned on the same plane, making it possible to easily connect the transmission section.

[0011] In a preferred embodiment of the present invention, the drive portion supports the bracket in a cantilever manner. Here, the term "cantilever support" refers to a state in which the bracket and the motor are free ends at a point other than the connection point with the drive unit, which improves the degree of freedom in mounting the bracket and makes mounting easier.

[0012] The bracket is provided by connecting a retaining plate that holds the electric motor and a support plate that is attached and supported by the drive unit, and has ribs that connect the retaining plate and the support plate, the ribs being arranged to contact multiple surfaces of the retaining plate. This increased surface area of ​​the ribs and the retaining plate facilitates positioning and strong connection of the ribs, thereby increasing the strength of the bracket.

[0013] The present invention is a method for manufacturing a power unit, which includes a support process for attaching a bracket that holds an electric motor to a drive unit, and a transmission unit attachment process for connecting a transmission unit that transmits the power output from the electric motor to the drive unit to a clutch mechanism possessed by the drive unit so as to always accelerate the power. With this configuration, the drive source of the power unit can be changed to an electric motor with a simple configuration and by a simple method.

[0014] In a preferred embodiment of the present invention, the method includes a cutting step of cutting away a part of the drive unit to provide an opening through which the inside of the drive unit is exposed. With this configuration, the bracket can be easily attached to power units having various shapes. Effect of the Invention

[0015] The present invention, which solves the above-mentioned problems, can provide a connection device that can easily and simply change the driving source to an electric motor for two-wheeled vehicles or their power units of various shapes, and a power unit using the connection device, as well as a connection method for the connection device. [Brief description of the drawings]

[0016] [Figure 1] 1 is a side view showing a motorcycle to which a power unit according to a first embodiment of the present invention is attached. [Diagram 2] 1A and 1B are a cross-sectional view and a side view of a power unit taken along the line AA' according to a first embodiment of the present invention. [Diagram 3] 1 is an exploded perspective view of a connection device attached to a power unit according to a first embodiment of the present invention; [Figure 4] 1 is a perspective view of a connection device attached to a power unit according to a first embodiment of the present invention, in an assembled state. FIG. [Diagram 5] 1 is a perspective view showing a state in which a connection device attached to a power unit according to a first embodiment of the present invention holds an electric motor. FIG. [Figure 6] FIG. 2 is a perspective view illustrating a state in which an oil-tight portion is being connected in a connection device attached to a power unit according to a first embodiment of the present invention. [Figure 7] FIG. 4 is a cross-sectional view of a power unit according to a second embodiment of the present invention. [Figure 8] FIG. 11 is a cross-sectional view of a power unit according to a third embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Hereinafter, the power unit and the connection device according to each embodiment of the present invention will be described with reference to the drawings. The description will be made in detail in the order of the configuration of the embodiment, the method of implementation, and other examples. In the present embodiment, the symbol B represents the motorcycle, the symbol P represents the power unit, and the symbol X represents the connection device. The following embodiment is an example of the present invention, and the present invention is not limited to the following embodiment. In addition, the word "substantially" in the application documents is a concept that means that the shape that follows is chamfered or rounded, and that the elements that make up the shape are deformed or changed in length within a range that does not impair the function of the configuration. In addition, the two-wheeled vehicle means a so-called saddle-riding vehicle, and may be a vehicle with three or more wheels.

[0018] FIG. 1 shows a two-wheeled vehicle B to which a power unit P according to the present embodiment of the invention is attached. The motorcycle B is a motorcycle that is configured by attaching various parts to a frame B1 that constitutes the vehicle body. A front wheel B2 is provided in front of the frame B1 via a front fork B3, and can be operated by a handle B4. A seat B5 is provided above the frame B1, on which a person can straddle and ride. Furthermore, a rear wheel B6 is provided behind the frame B1, and is supported by a side cover B7 fixed to the frame B1 and a swing arm B8 that extends downward from the rear of the seat B5. A power unit P and a step B9 on which a user places their feet are fixed to the side of the frame B1. Appropriate rotational power generated in the power unit P is transmitted to a sprocket of the rear wheel B6 by a drive chain inside the side cover B7, thereby driving the two-wheeled vehicle B.

[0019] The power unit P is a power engine that generates an appropriate rotational power, and is composed of an electric motor 1 that generates rotational power electrically, a drive unit 2 that adjusts the rotational power generated by the electric motor 1 to a power of appropriate torque and rotation speed for driving, and a connection device X that connects the electric motor 1 and the drive unit 2.

[0020] The electric motor 1 has an electric motor body 11 that generates rotational power, an electric output shaft 12 that outputs the rotational power, and a heat dissipation section 13 that dissipates generated heat.

[0021] An electric output shaft 12 passes through the electric motor body 11 while being supported by a bearing 111, and is engaged with a core 112 that generates electromagnetic force by a key groove or the like so as to rotate together. A coil 113 is appropriately wound around the core 112, and a stator 114 made of a magnetic material is provided to surround the periphery of the core 112. Furthermore, the motor body 11 is provided with a commutator 115 that supplies power in a predetermined direction when the coil 113 is in a predetermined position. When the commutator 115 passes a current through the coil 113, the core 112 becomes an electromagnet, and the interaction with the stator 114 generates rotational power continuously.

[0022] The electric output shaft 12 is a member that functions as a shaft that outputs the rotational power from the electric motor body 11 to the outside, and is provided so as to protrude outward. In addition, it is connected to an adjuster 412 (described later) to rotate the drive sprocket 41.

[0023] The heat dissipation section 13 is a metal heat sink that is attached to the motor body 11 to increase its surface area, and is surrounded by a mesh-like protective part. The heat dissipation section 13 may be configured to release the generated heat to the outside using a fan, or may be configured to cool the heat by utilizing the aerodynamic force generated when the motorcycle is traveling.

[0024] The connection part 14 is a member for connecting the electric motor 1 and the bracket 3, and is provided with a plurality of fixing holes 313 for mounting into which bolts, screws, etc. can be inserted, and also has a hole in the center through which the electric output shaft 12 passes.

[0025] The drive unit 2 is made up of a drive mechanism D that converts input rotational power into rotational power appropriate for traveling, and a housing 21 that houses the mechanism D. The drive mechanism D in this embodiment has a drive input shaft 22 that inputs rotational power to the drive mechanism D, a clutch mechanism 23 that enables control of the transmission of rotation by clutch operation, a reduction mechanism 24 that converts the input rotational power into an appropriate rotation speed and increases the torque, and a drive output shaft 25 that transmits the adjusted rotational power to a power sprocket 26.

[0026] The housing 21 is a portion that houses the drive mechanism D, and is made of metal and formed into a roughly rectangular box shape. As shown in the figure, it has projections and grooves in appropriate positions to which components such as bearings can be attached, and furthermore, by providing a partition wall 211, the degree of freedom in attaching components is increased. In addition, the inside of the housing 21 is filled with a lubricant such as gear oil to improve transmission and cooling properties.

[0027] The drive input shaft 22 is a part that inputs the rotational power transmitted from the transmission unit 4 to the drive mechanism D, and is supported by the partition wall 211 and a bearing attached to the partition wall 211, and is connected to the clutch mechanism 23. Although it is possible to utilize the original crankshaft for the drive input shaft 22, it is preferable to use a cylindrical shaft whose end shape on the side inserted into the drive mechanism D is the same as that of the crankshaft.

[0028] The clutch mechanism 23 is a part of the drive mechanism D. It is connected to the drive input shaft 22 and the reduction mechanism 24, and is configured to transmit the drive to the reduction mechanism 24 by frictional force or the like when a predetermined rotational power is input from the drive input shaft. In addition, in terms of its positional relationship with the transmission unit 4, it is provided in a separate room via a partition wall 211. Furthermore, the clutch mechanism 23 may be operable by a clutch operating section provided on the two-wheeled vehicle B, or may be a centrifugal clutch capable of automatically switching connection at a predetermined rotation speed.

[0029] The reduction mechanism 24 is a part of the drive mechanism D that is composed of a plurality of reduction gears and reduces the rotational power input from the drive input shaft 22. The reduction gear is configured to reduce the speed by using a small reduction gear 241 as a drive gear and a large reduction gear 242, which has a larger number of teeth than the small reduction gear 241, as a driven gear, and a high reduction ratio is achieved by arranging these configurations in succession. Furthermore, as shown in FIG. 2, a continuously variable transmission (CVT) may be provided using a pulley 243 and a reduction belt 244, and a mechanism may be provided that can change the reduction gear connected when power is not being transmitted from the clutch mechanism 23 to one with a different number of teeth. Note that FIG. 2(a) shows a cross-sectional view at A-A' cross section, and FIG. 2(b) shows a side view in which parts other than a transmission unit 4, which will be described later, are indicated by dashed lines.

[0030] The drive output shaft 25 is connected to the reduction gear mechanism 24 and is a metallic shaft member that transmits the rotational power from the reduction gear mechanism 24 to the outside of the power unit P. One end of the drive output shaft 25 is journaled inside the housing 21, and the other end protrudes from the housing 21 and is connected to a power sprocket 26 provided outside the housing 21.

[0031] The connection device X is a component that connects the electric motor 1 and the drive unit 2 to transmit power, and is composed of a bracket 3 that holds the electric motor 1 and is connected to the drive unit 2, a transmission unit 4 that transmits the rotational power generated by the electric motor 1 to the drive unit 2, and an oil-tight part 5 that makes the periphery of the transmission unit 4 oil-tight.

[0032] As shown in Figures 3 and 4, the bracket 3 is composed of a retaining plate 31 that holds the electric motor 1, a support plate 32, and a rib 33 that supports the retaining plate 31 and the support plate 32 by sandwiching them from above and below. Here, Figure 3(a) shows an exploded perspective view of bracket 3, Figure 3(b) shows a view of rib 33 attached below at a different angle, and Figure 4 is a perspective view showing bracket 3 in an assembled state.

[0033] The retaining plate 31 is a flat member that retains the motor 1, and is provided integrally with a motor supporting portion 311 that retains the motor 1 in close contact with the motor 1, and a protruding portion 312 that protrudes from the motor supporting portion 311 and connects to the support plate 32 and the rib 33. The boundary between them is indicated by a dashed line in Fig. 3.

[0034] The motor support portion 311 is a generally octagonal portion having one surface with generally the same area as the connection portion 14, and is fixed to the motor 1 in generally intimate contact with that surface. In addition, fixing holes 313 for inserting bolts or screws to fix the electric motor 1 are provided at multiple locations, and a large diameter hole 314 is provided in the center to allow the electric output shaft 12 to be inserted therein.

[0035] The protruding portion 312 is a rectangular parallelepiped portion protruding from one side surface of the motor support portion 311. Here, the length of the side shared by the motor support portion 311 and the protruding portion 312 is shorter than the length of the side of the motor support portion 311 on which the protruding portion 312 is provided. As a result, exposed surfaces 315, part of which are exposed, are generated above and below the surface of the motor support portion 311 on which the protruding portion 312 is provided. The top and bottom surfaces of the protruding portion 312 are formed as flat surfaces on which a rib support surface 333 (described later) can be placed, and further provided with a rib hole 316 for attaching the rib 33 with a bolt or the like.

[0036] The support plate 32 is a roughly rectangular flat plate-shaped member, and has a transmission hole 321 for inserting the transmission part 4 on the surface that is actually attached to the drive part 2, and also has a rib hole 316 on the upper surface.

[0037] The rib 33 is a member having a trapezoidal shape in a plan view that has enough rigidity not to bend when in use, and is integrally formed with a rib main body portion 331 and a raised portion 332 formed by raising a part of the top surface or bottom surface of the rib main body portion 331. In Fig. 3, the boundary between the two portions is indicated by a dashed line.

[0038] The rib main body portion 331 is a substantially trapezoidal columnar member with one corner of a rectangular parallelepiped chamfered. On the upper surface of the rib main body portion 331, a rib support surface 333 where the raised portion 332 is not provided is L-shaped with a width substantially equal to the thickness of the protruding portion 312 and the support plate 32, and a plurality of rib holes 316 are provided therein. The thickness of the rib main body portion 331 is configured to be substantially equal to the height of the exposed surface 315, and one of the side surfaces including the side whose length has been shortened by the chamfering becomes a first contact surface 334 that comes into contact with the exposed surface 315.

[0039] As shown in FIG. 3(b), the raised portion 332 is a portion that rises vertically on the upper surface of the rib main body portion 331, includes chamfered sides, and has a generally trapezoidal columnar shape in plan view. On the rib support surface 333, two surfaces exposed by the raised portion 332 become a second contact surface 335 and a third contact surface 336, which come into contact with the support plate 32 and the retaining plate 31, respectively. The raised portion 332 may be provided at a location other than the rib main body portion 331 as long as the rib support surface 333 is provided, and in particular, positioning accuracy and strength are improved by providing the raised portion 332 so as to sandwich the rib support surface 333. Note that the raised portion 332 is preferably provided by cutting processing using a CNC or the like.

[0040] Also, the support plate 32 may be attached to the holding plate 31 so as to be T-shaped in a plan view. In this case, the rib 33 is provided with a raised portion 332 and a rib support surface 333 in accordance with the T-shape.

[0041] The transmission section 4 is a part that accelerates and transmits the rotational power generated by the electric motor 1 to the drive section 2, and is configured as a wrap-around transmission device that always accelerates, by using a drive sprocket 41 as a drive transmission body 4A that rotates in cooperation with the electric output shaft 12, a driven sprocket 42 as a driven transmission body 4B that rotates in cooperation with the drive input shaft 22, and a belt section 43 that connects the drive sprocket 41 and the driven sprocket 42. Fig. 5 shows the state in which the electric motor 1 and the driving sprocket 41 are connected to the bracket 3, and further the chain-type belt part 43 is attached. Fig. 6 shows the state in which the oil-tight part 5 is attached. Note that the driving part 2 and the driven sprocket 42 are omitted from the drawing.

[0042] The drive sprocket 41 is configured to be rotatable in cooperation with the electric output shaft 12 by a key groove or the like, and is composed of a drive sprocket body 411 having teeth that mesh with the belt portion 43, and an adjuster 412 that adjusts the position of the electric output shaft 12 and the drive sprocket 41.

[0043] The driving sprocket body 411 is a gear member that meshes with the belt portion 43, and the tip of the adjuster 412 penetrates into the center of the driving sprocket body 411, making it possible to transmit rotational power via a groove. In addition, disk members for attachment are provided on both sides of the drive sprocket body 411. Each disk member has a slightly large hole in the center through which the adjuster 412 passes, and also has two holes facing each other at positions spaced apart from the center. Holes corresponding to these holes are also provided in the drive sprocket body 411, and by passing bolts through each of them, the center of gravity during rotation can be stabilized and the rotational power can be transmitted to the drive sprocket body 411 more firmly.

[0044] The adjuster 412 is a substantially cylindrical member that is axially connected to the drive sprocket 41 and rotates in cooperation with the electric output shaft 12 via an internal key groove or the like. The tip of the adjuster 412 has a small diameter and is provided with multiple grooves that mesh with and connect to the center of the drive sprocket body 411. In this way, by using the adjuster 412, the driving sprocket 41 and the driven sprocket 42 can be adjusted so as to be on the same plane. The adjuster 412 is constructed by surrounding the electric output shaft 12 with a double cylindrical member and providing a bearing between the two cylindrical members so that only the inner core rotates, and this rotation is transmitted to the drive sprocket. A packing is provided between the bearing and the cylindrical member to make it oil-tight. This can prevent the user from getting entangled when he or she accidentally touches the adjuster 412. Furthermore, the adjuster 412 is provided with a size that allows it to pass through the large diameter hole 314, which makes attachment easy. The adjuster 412 may be provided on the driven sprocket 42.

[0045] 2, the driven sprocket 42 is a gear member that meshes with the belt portion 43, and is configured to have the same module diameter as the driving sprocket body 411. Here, the reduction ratio is adjusted by making the number of teeth different from that of the driving sprocket body 411. In this embodiment, the number of teeth of the driving sprocket body 411 is configured to be 1.5 times the number of teeth of the driven sprocket 42. This allows the power of the driving sprocket to be transmitted to the driven sprocket at an increased speed, making it easier for the clutch mechanism 23 to operate.

[0046] Also, instead of the driven sprocket 42, a mechanism (CVT) that can adjust the reduction ratio by changing the interval between the pulleys around which the belt is passed may be provided, in which case the diameter of the drive pulley (drive transmission body 4A) is made larger than the diameter of the driven pulley (driven transmission body 4B), and the minimum winding diameter of the drive pulley is made larger than the minimum winding diameter of the driven pulley. Preferably, the minimum winding diameter of the drive pulley is made larger than the diameter of the driven pulley (driven transmission body 4B). The driven sprocket 42 may be connected via an adjuster that adjusts the height at which the rotational power is transmitted.

[0047] As shown in FIG. 5, the belt portion 43 is a circular winding member made of a metal chain, and has a gap at an interval where it meshes with the teeth of the driving sprocket body 411 and the driven sprocket 42. On the other hand, the belt portion 43 may be formed of a timing belt, which can suppress noise during meshing and make the belt portion 43 easier to replace.

[0048] The oil-tight portion 5 is a portion filled with lubricating oil such as gear oil or a component for achieving this, and houses the transmission portion 4. This makes it possible to suppress wear on the sprockets and chains and reduce noise. The oiltight section 5 is composed of an oiltight box 51 that stores the drive sprocket body 411 and the belt section 43, an oiltight support section 52 that connects the oiltight box 51 and the bracket 3, an oiltight lid 53 for making the inside of the drive section 2 oiltight, a gasket 54 that fills the gaps between the components to make them oiltight, and a packing 55 that fills the gap between the oiltight box 51 and the adjuster 412 that is inserted into the oiltight box 51.

[0049] The oiltight box 51 is a component that stores the drive sprocket body 411 and the belt portion 43 in an assembled state inside, and the box body is formed by aligning predetermined surfaces of the first oiltight box 511 and the second oiltight box 512 and attaching bolts or screws to oiltight holes 513 provided at predetermined positions. A gasket 54 is inserted between the first oiltight box 511 and the second oiltight box 512 to make the inside oiltight. It is preferable that the direction in which the first oil-tight box 511 and the second oil-tight box 512 are separated is parallel to a plane perpendicular to the electric output shaft 12, so that when the oil-tight box 51 is disassembled, the entire drive sprocket body 411 is exposed, making installation easier. In addition, the oil-tight box 51 in the assembled state has an opening on one side that has approximately the same shape as the transmission hole 321, and when assembled and supported on the support plate 32, the opening is connected to the transmission hole 321.

[0050] The oiltight support part 52 is provided so as to protrude from one surface of the retaining plate 31, and supports the oiltight box 51 at its end. The method of support is assumed to be, for example, screwing or bonding by inserting bolts or screws into the oiltight holes 513, but is not limited to this. Alternatively, the oiltight support part 52 may be fixed to the rib 33. The oiltight support part 52 may be formed integrally with the second oiltight box 512.

[0051] The oil-tight lid 53 is a plate-like member provided on the side surface of the drive unit 2 and is fixed to the drive unit 2 via a gasket 54, thereby making the inside of the drive unit 2 oil-tight.

[0052] The gasket 54 is a thin plate-like sealing material cut into a predetermined shape to prevent oil leakage from inside the oil-tight portion. It is made of silicon or rubber, and is sandwiched between the components to make the gap between the components oil-tight. In this embodiment, the gaskets are provided between the first oil-tight box 511 and the second oil-tight box 512, between the support plate 32 and the drive unit 2, between the oil-tight cover 53 and the drive unit 2, and between the oil-tight box 51 and the support plate 32.

[0053] Packing 55 is a ring-shaped elastic member provided so as to surround the periphery of adjuster 412, and prevents oil from leaking from adjuster 412.

[0054] 2 to 6, a method of attaching the connection device X of the present invention to a power unit P operated by a heat engine so as to be operated by an electric motor 1 will be described below. The present invention is implemented by a manufacturer who performs the installation with the above object in mind. The implementation method shown below is an example, and the order of the steps may be changed.

[0055] (excision process) First, the manufacturer removes the parts related to the heat engine from the housing 21 of the power unit P to which the heat engine is attached, to expose a part of the drive mechanism D. This provides an opening surface, which is a planar part having an opening large enough to include the transmission hole 321, at an appropriate position for the supporting process described below, and makes a part of the drive input shaft 22 visible through the opening. Specific parts to be removed include the cylinder head, cylinder, air funnel, fuel injection, carburetor, etc., while parts to be left without being removed include the drive mechanism D, such as the clutch mechanism 23 and the reduction mechanism 24. When the housing 21 is configured such that the containers for the components can be disassembled, it is preferable to disassemble them accordingly. If cutting is required for the removal, the cutting is performed using a jigsaw or disc grinder.

[0056] (Driven sprocket installation process) Next, the manufacturer attaches the driven sprocket 42 to the drive input shaft 22. Incidentally, the drive input shaft 22 is assumed to be a shaft having an end with the same shape as the crankshaft, and fitted into a hole in which the crankshaft is fitted, but the shaft portion of the crankshaft may also be used. After the manufacturer connects the drive input shaft 22 to the drive mechanism D, the driven sprocket 42 is mated and connected to the end of the drive input shaft 22 .

[0057] (Support process) Next, the manufacturer attaches the support plate 32 by aligning the transmission hole 321 with the opening of the housing 21. The attachment is performed so that at least a part, and preferably the entirety, of the driven sprocket 42 is visible when the transmission hole 321 is viewed from above. The attachment is performed by inserting bolts or screws into the attachment holes 322.

[0058] (Bracket assembly process) Next, the manufacturer assembles the bracket 3 . The manufacturer brings the retaining plate 31 and the supporting plate 32 into contact at a right angle, attaches the ribs 33 from above and below in this state, and connects the retaining plate 31 and the supporting plate 32 by inserting bolts or screws into the rib holes 316. At this time, the upper surfaces of the retaining plate 31 and the support plate 32 come into contact with the rib support surface 333, the exposed surface 315 comes into contact with the first contact surface 334, the surface of the support plate 32 comes into contact with the second contact surface 335, and the surface of the retaining plate 31 comes into contact with the third contact surface 336. In this way, by increasing the surface area of ​​contact between the rib 33 and other members, positioning can be ensured and the bracket 3 can be firmly fixed. In particular, the first contact surface 334 and the second contact surface 335 are positioned parallel to each other and come into contact with different members, generating a pressing force against each other, so positioning can be ensured more reliably.

[0059] (Motor installation process) Next, the manufacturer attaches the electric motor 1 to the holding plate 31 so that the electric output shaft 12 penetrates the center of the large diameter hole 314. The manufacturer attaches the electric motor 1 by bringing the connection portion 14 into contact with the surface of the holding plate 31 and then inserting bolts and nuts into each of a plurality of fixing holes 313 provided at corresponding positions on the two components.

[0060] (Transmission part installation process) Next, the manufacturer attaches the transmission part 4 . The manufacturer attaches the adjuster 412 to the end of the electric output shaft 12 by fitting it thereto, and then oil-tightly inserts the adjuster 412 into the second oil-tight box 512 connected to the oil-tight support part 52. The manufacturer then attaches the drive sprocket body 411 to the tip of the adjuster 412 so that it can transmit rotational power. At this time, both sides of the drive sprocket body 411 are sandwiched between disk members, and it is fixed in place with two bolts installed at the center and opposite each other. This ensures that the rotational power is transmitted reliably. Next, the manufacturer connects the driving sprocket body 411 and the driven sprocket 42 with the belt portion 43 .

[0061] (oil tight process) Finally, the manufacturer attaches the oil-tight section 5. The manufacturer forms the oil-tight box 51 by oil-tightly attaching the first oil-tight box 511 to the second oil-tight box 512. The oil-tight box 51 is fixed to the support plate 32 and the housing 21 by inserting bolts or screws into the attachment holes 322. Next, the manufacturer attaches oil-tight caps 53 to the locations of the holes in the housing 21 created during the cutting process, thereby making the inside of the housing 21 oil-tight. The manufacturer then fills the inside of the oil-tight portion 5 with gear oil, thereby covering the transmission portion 4 with lubricating oil.

[0062] By combining the above steps, it becomes possible to change heat engines of various shapes of power units P into electric motors 1. That is, by simply changing the shape of the support plate 32 and the lengths of the adjuster 412 and the oil-tight support part 52, it becomes possible to attach the electric motor 1 to any drive part 2 exposed to the outside. The drive input shaft 22 may be connected to the transmission unit 4 via a bevel gear or the like to appropriately change the angle at which the rotation is transmitted. For example, a bracket may be provided so as to protrude forward in the plane of the paper in FIG.

[0063] Preferably, the bracket 3 is mounted where the cylinder head was. Usually, the cylinder head is constructed so as to be removable, and the removed surface becomes a flat opening surface. Furthermore, since the crankshaft, which corresponds to the drive input shaft 22, is provided near the cylinder head, by attaching the support plate 32 at this position, it is possible to easily attach the transmission unit 4 and the like thereafter.

[0064] Preferably, the housing 21 is cut out so as to have an open surface parallel to a surface perpendicular to the transmission hole 321. This makes it easy to attach the driven sprocket 42.

[0065] Preferably, the electric motor 1 and the bracket 3 are provided so as not to come into contact with the two-wheeled vehicle B. In other words, the electric motor 1 and the bracket 3 are cantilever-supported on the housing 21 by not providing any fixing parts between them and the two-wheeled vehicle B. With the above-mentioned configuration, the connection device X can be adapted to various two-wheeled vehicles B.

[0066] Also, the power unit P may be housed in a box that covers the entire unit, which can reduce noise and improve the appearance. In this case, it is preferable to configure the box body and the bracket 3 so that they can be connected.

[0067] Second Embodiment Hereinafter, the second embodiment of the present invention will be described in detail with reference to Fig. 7. The same components as those in the first embodiment will be denoted by the same reference numerals and the description thereof will be omitted. The power unit P of this embodiment includes an electric motor 1, a drive section 2 having a drive mechanism D stored in a housing 21, and a connection device X that connects the electric motor 1 and the drive section 2, and the connection device X has a transmission section 4 that transmits the power of the electric motor 1 to the drive section 2.

[0068] The electric motor 1 is attached to the outside of the housing 21 via a hollow bracket 3 so that the electric output shaft 12 penetrates into the inside of the housing 21, and the extension line of the electric output shaft 12 is arranged to intersect with the extension line of the drive input shaft 22 of the drive mechanism D, and more preferably, to be perpendicular to it.

[0069] The transmission section 4 has a drive bevel gear 44 as a drive transmission body 4A that is provided at the tip end of the electric output shaft 12 and rotates in cooperation with the electric output shaft 12, and a driven bevel gear 45 as a driven transmission body 4B that is provided at the tip end of the drive input shaft 22 and rotates in cooperation with the drive input shaft 22.

[0070] The driving bevel gear 44 and the driven bevel gear 45 are bevel gears with the same module diameter, and power is transmitted by contacting each other. Here, when each gear is viewed in a plan view, the diameter of the driving bevel gear 44 is set to be larger than the diameter of the driven bevel gear 45. By using bevel gears in this way, the degree of freedom in design can be increased.

[0071] Third Embodiment Hereinafter, the third embodiment of the present invention will be described in detail with reference to Fig. 8. Hereinafter, the same components as those in the first embodiment will be denoted by the same reference numerals and the description thereof will be omitted. The power unit P of this embodiment includes an electric motor 1, a drive section 2 having a drive mechanism D stored in a housing 21, and a connection device X that connects the electric motor 1 and the drive section 2, and the connection device X has a transmission section 4 that transmits the power of the electric motor 1 to the drive section 2.

[0072] The electric motor 1 is attached to the outside of the housing 21 via a hollow bracket 3 so that the electric output shaft 12 passes through the inside of the housing 21, and the electric output shaft 12 and the drive input shaft 22 of the drive mechanism D are arranged in parallel, more preferably on a plane parallel to one surface of the housing 21.

[0073] The transmission section 4 has a drive gear 46 as a drive transmission body 4A that is provided on the electric output shaft 12 and rotates in cooperation with the electric output shaft 12, and a driven gear 47 as a driven transmission body 4B that is provided on the drive input shaft 22 and rotates in cooperation with the drive input shaft 22, on the same plane.

[0074] The drive gear 46 and the driven gear 47 are spur gears that are provided to have the same module diameter, and power is transmitted when they come into contact with each other. Here, the number of teeth of the drive gear 46 is greater than the number of teeth of the driven gear 47, and the diameter of the drive gear 46 is larger. By using gears in this way, the structure can be made more compact. [Explanation of symbols]

[0075] B Motorcycle B1 Frame B2 front wheel B3 Front Fork B4 Handle B5 sheet B6 rear wheel B7 Side cover B8 Swingarm B9 Step P Power Unit 1 electric motor 11 Motor body 111 Bearings 112 cores 113 Coil 114 Stator 115 Commitator 12 Electric output shaft 13 Heat radiation part 14 Connection 2 Drive unit 21 Housing 211 Bulkhead D Drive mechanism 22 Drive input shaft 23 Clutch mechanism 24 Reduction mechanism 241 Small Reduction Gear 242 Large Reduction Gear 25 Drive output shaft 26 Power sprocket X-connected devices 3 Bracket 31 Holding plate 311 Motor support part 312 Projecting part 313 Fixed hole 314 Large diameter hole 315 Exposed surface 316 Rib hole 32 Support plate 321 Transmission hole 322 Mounting hole 33 Ribs 331 Rib body part 332 Raised part 333 Rib Support Surface 334 First contact surface 335 Second contact surface 336 Third contact surface 4 Transmission section 41 Drive sprocket 411 Drive sprocket body 412 Adjuster 42 Driven sprocket 43 Belt section 4A Drive transmission body 4B Driven transmission body 5 Oil seal area 51 Oiltight box 511 First oiltight box 512 Second oiltight box 513 Oil-tight hole 52 Oiltight support part 53 Oiltight lid 54 Gasket 55 Gasket

Claims

1. The present invention includes an electric motor, a drive unit having a clutch mechanism, and a connection device that connects the electric motor and the drive unit, The connection device includes a bracket for holding the electric motor and a transmission unit. The bracket is provided to the drive unit, The transmission portion is a power unit that constantly accelerates and transmits the output of the electric motor to the clutch mechanism.

2. The power unit according to claim 1 , wherein the drive portion supports the bracket in a cantilever manner.

3. The bracket is A holding plate for holding the electric motor; a support plate that is attached and supported by the drive unit; A rib is provided connecting the retaining plate and the supporting plate, The power unit according to claim 1 , wherein the rib is provided so as to contact a plurality of surfaces of the retaining plate.

4. The electric motor has an electric output shaft that outputs rotational power, The drive unit has a drive input shaft to which rotational power is input, the transmission unit connects a drive transmission body provided on the electric output shaft and a driven transmission body provided on the drive input shaft, The power unit according to claim 1 , wherein the drive transmission body abuts against the driven transmission body.

5. A power unit as described in Claim 4, wherein a portion of the electric output shaft penetrates into the inside of the drive unit.

6. The electric motor has an electric output shaft that outputs rotational power, The drive unit has a drive input shaft to which rotational power is input, the transmission unit connects a drive transmission body provided on the electric output shaft and a driven transmission body provided on the drive input shaft, The diameter of the drive transmission body is larger than the diameter of the driven transmission body, 2. The power unit according to claim 1, wherein said electric output shaft and said drive input shaft extend vertically through the same plane.

7. The power unit according to claim 6 , wherein the transmission portion is a wrap-type transmission device provided between the drive transmission body and the driven transmission body.

8. A motorcycle having a power unit described in any one of claims 1 to 5.

9. A method for manufacturing a power unit in which an electric motor and a drive unit having a clutch mechanism are connected via a connection device, comprising: the connection device includes a bracket for holding the electric motor and a transmission unit for transmitting power output from the electric motor to the drive unit, a supporting step of attaching the bracket to the driving part; A method for manufacturing a power unit, comprising the step of attaching the transmission part to the clutch mechanism so as to always increase the speed.

10. The method for manufacturing a power unit according to claim 9, further comprising a cutting step of cutting away a part of the drive portion to provide an opening surface through which an inside of the drive portion is exposed.

Images