Title of Invention	DISCHARGE CONTROL DEVICE
Abstract	[Problem] To provide a discharge control device which enables a discharge of a smoothing capacitor of an inverter circuit for driving an electrically-driven vehicle using the existing constitution of the electrically-driven vehicle without providing a discharge load exclusively used for discharge. [Means for Resolution] In an electrically-driven vehicle which includes: a high-voltage battery 31; an electrically-operated motor 50 which is drivable based on a voltage supplied from the high-voltage battery 31 when a main switch 110 is turned on; a drive part 35 which includes an inverter circuit 350 which converts a DC voltage supplied from the battery 31 into an AC voltage and drives the electrically-operated motor 50; an MGU (control device) 34 which performs a control of the drive part 35; and a smoothing capacitor 36 which is connected to the inverter circuit 350 and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery 31 and the inverter circuit 350, when the main switch 110 is turned off, a headlight 91 to which a charge stored in the smoothing capacitor 36 is supplied is connected to the smoothing capacitor 36 via a power converter 32 so that the stored charge is discharged to the headlight 91. [Selected Drawing] Fig. 5

Title of Invention

DISCHARGE CONTROL DEVICE

Abstract

[Problem] To provide a discharge control device which enables a discharge of a smoothing capacitor of an inverter circuit for driving an electrically-driven vehicle using the existing constitution of the electrically-driven vehicle without providing a discharge load exclusively used for discharge. [Means for Resolution] In an electrically-driven vehicle which includes: a high-voltage battery 31; an electrically-operated motor 50 which is drivable based on a voltage supplied from the high-voltage battery 31 when a main switch 110 is turned on; a drive part 35 which includes an inverter circuit 350 which converts a DC voltage supplied from the battery 31 into an AC voltage and drives the electrically-operated motor 50; an MGU (control device) 34 which performs a control of the drive part 35; and a smoothing capacitor 36 which is connected to the inverter circuit 350 and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery 31 and the inverter circuit 350, when the main switch 110 is turned off, a headlight 91 to which a charge stored in the smoothing capacitor 36 is supplied is connected to the smoothing capacitor 36 via a power converter 32 so that the stored charge is discharged to the headlight 91. [Selected Drawing] Fig. 5

Full Text	[Designation of Document] Specification [Title of the Invention] Discharge Control Device [Technical Field] [0001] The present invention relates to a discharge control device of an electrically-driven vehicle, and more particularly to a discharge control device which discharges a charge stored in a smoothing capacitor connected to an inverter circuit for driving a traveling-use electrically-operated motor of an electrically-driven motorcycle. [Background Art] [0002] In an electrically-driven vehicle, a rated voltage (for example, 72V) of a battery for driving an electrically-operated motor and a rated voltage (for example, 12V) for operating control equipment such as an ECU (Electronic Control Unit) or a motor controller largely differ from each other. Accordingly, the electrically-driven vehicle includes a main battery (high-voltage battery) which generates a high voltage (72V) for a drive motor as well as a sub battery (low-voltage battery) which generates a low voltage (12V) for control equipment. Further, general-use electrical equipment such as a headlight mounted on the electrically-driven vehicle is usually constituted of an ordinary part (a part used in a motorcycle which mounts an internal combustion engine thereon) driven by a low-voltage battery from a viewpoint of general-use property. [0003] In the electrically-driven vehicle, the electrically-operated motor is driven by converting a DC voltage from the high-voltage battery into a three.-phase AC voltage by an inverter circuit. A smoothing capacitor (a charge storing means) of large capacity which mainly aims at the absorption of fluctuation of power source voltage is connected to an input side of the inverter circuit, and the smoothing capacitor is charged when the traveling of the electrically-driven vehicle starts. [0004] On the other hand, when the traveling of the electrically-driven vehicle in a state where the smoothing capacitor is charged is not expected, the smoothing capacitor is left for a long time in a charged state thus giving rise to a drawback that a lifetime of the smoothing capacitor is shortened. [0005] To overcome such a drawback, there has been proposed an idea where a drive control device of an electrically-driven vehicle includes a discharge circuit for discharging a charge stored in a smoothing capacitor (see patent document 1). [Prior art literature] [Patent Document] [0006] [Patent Document 1] JP-A-2008-289304 [Summary of the Invention] [Problems to be solved by the Invention] [0007] However, with respect to the above-mentioned constitution of patent document 1, it is necessary to newly provide a discharge circuit which has discharge resistance in a power source circuit for driving an electrically-operated motor of the electrically-driven vehicle thus giving rise to a drawback that the number of parts is increased and a cost is pushed up due to the increase of the number of parts. [0008] The present invention has been made in view of such circumstances, and it is an object of the present invention to provide a discharge control device of an electrically-driven vehicle which enables a discharge of a smoothing capacitor of an inverter circuit for driving an electrically-operated motor using the existing constitution of an electrically-driven vehicle without providing a discharge load exclusively used for discharge or the like. [Means for solving the problem] [0009] To achieve the above-mentioned object, the invention in claim 1 is firstly characterized in that, in a discharge control device of an electrically-driven vehicle which includes a battery (main battery 31), an electrically-operated motor (50) which is drivable based on a voltage supplied from the battery (main battery 31) when a main switch (110) is turned on, a drive part (35) which includes an inverter circuit (350) which converts a DC voltage supplied from the battery (main battery 31) into an AC voltage and drives the electrically-operated motor (50), a control device (34) which performs a control of the drive part (35), and a smoothing capacitor (36) which is connected to the inverter circuit (350) and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery (main battery 31) and the inverter circuit (350), a circuit means (100) which supplies a charge stored in the smoothing capacitor (36) to a lighting equipment (90) mounted on the electrically-driven vehicle when the main switch (110) is turned off is connected to the smoothing capacitor (36). [0010] The invention in claim 2 is secondly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 1, the circuit means (100) includes a power converter (32) which converts a voltage which the smoothing capacitor (36) generates into a voltage supplied to an electrical equipment load of the electrically-driven vehicle. [0011] The invention in claim 3 is thirdly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 1 or claim 2, the lighting equipment (90) is at least a headlight (91) which is always lit when the main switch (110) is turned on. [0012] The invention in claim 4 is fourthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 3, a switch means (120) which is turned on or off in response to the main switch (110) is provided between the battery (main battery 31) and the drive part (35), and the power converter (32) is connected between the switch means (120) and the drive part (35) by a line, the power converter (32) drops a voltage of discharge power of the smoothing capacitor (36) and supplies the dropped voltage to the headlight (91) when the switch means (120) is turned off, and the power converter (32) drops a voltage of electricity of the battery (main ) battery 31) and supplies the dropped power source electricity to the drive part (35) and the control device (34) when the switch means (120) is turned on. [0013] The invention in claim 5 is fifthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 4, the electrically-driven vehicle includes a sub battery (30) for an electrical equipment load of the vehicle, and the power converter (32) receives the supply of electricity from the sub battery (30) and is operated by the electricity, and the power converter (32) supplies electricity to the drive part (35) and the control device (34) as an auxiliary power source for the drive part (35) and the control device (34). [0014] The invention in claim 6 is sixthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 2, the electrically-driven vehicle includes a step floor portion (9a) in front of a seat (14), the electrically-operated motor (50) is provided behind a swing arm (12) which supports a rear wheel (WR) and in the vicinity of a rear-wheel axle (19), the battery (main battery 31) is arranged on the step floor portion (9a), the smoothing capacitor (36) is provided behind the battery (main battery 31) and in front of the swing arm (12), and the power converter (32) is provided below the seat (14) between the battery (main battery 31) and the smoothing capacitor (36). [Advantage of the Invention] [0015] According to the constitution called for in claim 1 having the first feature, a charge stored in the smoothing capacitor (36) can be discharged by way of the lighting equipment (90) mounted on the electrically-driven vehicle and hence, it is possible to realize the discharge control device without providing a particular discharge load or the like. Accordingly, it is possible to prevent the increase of the number of parts. [0016] According to the constitution called for In claim 2 having the second feature, the lighting equipment (90) is connected to the smoothing capacitor (36) by way of the circuit means (100) which includes the power converter (32) for converting a voltage generated by the smoothing capacitor (36) into a voltage supplied to the electrical equipment load of the electrically-driven vehicle. Accordingly, it is possible to use lighting equipment of a usually-used standard (rated voltage: 12V) and hence, in manufacturing the discharge control device, it is possible to suppress the increase of a manufacturing cost. [0017] According to the constitution called for in claim 3 having the third feature, by adopting the headlight (91) having large load resistance as the lighting equipment (90), a discharge of the smoothing capacitor (36) can be completed readily. Further, the lighting equipment (90) is in a lit state during traveling and hence, a rider feels no discomfort even when the lighting equipment (90) is continuously lit for a short period after the main switch (110) is turned off. [0018] According to the constitution called for in claim 4 having the fourth feature, there is provided the switch means (relay switch 120) which is turned on or off in response to an operation of the main switch (110). Accordingly, when the switch means (relay switch 120) is turned off, the voltage of the discharge electricity of the smoothing capacitor (36) is dropped by the power converter (32) and the dropped voltage is supplied to the headlight (91) . On the other hand, when the switch means (relay switch 120) is turned on, the voltage of the electricity of the battery (main battery 31) is dropped by the power converter (32) and the dropped power source electricity is supplied to the drive part (35) and the control device (34). [0019] According to the invention called for in claim 5 having the fifth feature, the sub battery (30) is provided for the electrical equipment load (general-use electrical equipment 150) of the electrically-driven vehicle. Accordingly/ the power converter (32) is operated by receiving the supply of electricity from the sub battery(30) . Further, the power converter (32) supplies electricity to the drive part (35) and the control device(34) and hence, the power converter (32) functions as the auxiliary power source of the drive part (35) and the auxiliary power source of the control device (34). [0020] According to the constitution called for in claim 6 having the sixth feature, in the electrically-driven vehicle having the step floor portion (9a) in front of the seat (14), the electrically-operated motor (50), the battery (main battery 31), the smoothing capacitor (36) and the power converter (32) are arranged below an approximately center portion of the vehicle and hence, wiring lines can be wired from the center of the electrically-driven vehicle whereby wiring of harnesses is facilitated. [Brief Description of the Drawings] [0021] [Fig. 1] An explanatory side view showing the appearance of an electrically-driven vehicle on which a discharge control device of the present invention is mounted. [Fig. 2] An explanatory perspective view of the electrically-driven vehicle. [Fig. 3] An explanatory side view of a swing arm. [Fig. 4] An explanatory cross-sectional view of the swing arm. [Fig. 5] A block diagram of a drive control device including a discharge control device according to one embodiment of the present invention with a main switch in a closed state. [Fig. 6] A block diagram of the drive control device shown in Fig. 5 with the main switch in an open state. [Fig. 7] A state explanatory view showing output states or operation states or the like of respective parts of the discharge control device in a traveling state, a stopping state and the like of the electrically-driven vehicle. [Mode for Carrying Out the Invention] [0022] Hereinafter, a preferred embodiment of the present invention is explained in detail in conjunction with drawings. Fig. 1 is a side view of an electrically-driven vehicle 1 according to one embodiment of the present invention. Further, Fig. 2 is a perspective view of a rear side of the electrically-driven vehicle 1 in a state where exterior parts are removed from the electrically-driven vehicle 1. The electrically-driven vehicle 1 is a scooter-type motorcycle which includes a low floor and is configured such that a rear wheel WR is driven by a rotational drive force of an electrically-operated motor 50 which is installed in a swing arm 12. Here, a high-voltage battery (main battery) 31 which supplies electricity to the electrically-operated motor 50 is charged by connecting an external power source to a charging inlet not shown in the drawing which is formed on a vehicle body. [0023] To a front end portion of a main frame 2, a head pipe 3 which rotatably and pivotally supports a steering stem 7a is connected. A steering handle 7 is mounted on an upper portion of the steering stem 7a, while a pair of left and right front forks 4 is mounted on a lower portion of the steering stem 7a. A front wheel WF is rotatably and pivotally supported on a lower end portion of the front forks 4. Further, a cylindrical handle grip is mounted on both end portions of the steering handle 7 in the vehicle width direction. The right handle grip in the vehicle width direction is constituted as a rotary throttle device for adjusting a driving force of the vehicle, and a throttle opening sensor 341 is provided in the vicinity of the steering handle 7. On a peripheral position of the head pipe 3, a main switch 110 for supplying electricity to respective devices mounted on the electrically-driven vehicle 1 so as to drive the respective devices is mounted. [0024] A pair of left and right side frames 5 is connected to a lower portion of the main frame 2, and the high-voltage battery (main battery) 31 which supplies electricity (for example, 72V) to the electrically-operated motor 50 is arranged in a state where the high-voltage battery 31 is sandwiched between the left and right side frames 5. The side frames 5 have rear portions thereof bent in the direction toward an upper side of the vehicle body, and are connected to a rear frame 6 which supports a luggage chamber 17 and the like thereon. [0025] A pivot plate 20 on which a swing arm pivot 11 is formed is mounted on rear portions of the side frames 5. A front end portion of the cantilever-type swing arm 12 which supports the rear wheel WR only by an arm arranged on a left side in the vehicle width direction is pivotally supported on the swing arm pivots 11 in a swingable manner. The rear wheel WR is rotatably and pivotally supported on a rear portion of the swing arm 12 by means of an axle 19, and a rear end portion of the swing arm 12 is suspended from the rear frame 6 by way of a rear shock unit 13, [0026] A drive part 35 is mounted on a lower portion of the swing arm 12. The drive part 35 constitutes a motor driver (or PDU: power drive unit) which converts a DC supplied from the high-voltage battery (main battery) 31 into an AC and supplies the AC to the electrically-operated motor 50. The electricity supplied from the drive part (motor driver) 35 is supplied to the electrically-operated motor 50 via three electricity supply lines L. A first speed-reduction gear 46 and a second speed-reduction gear 47 of a speed-reduction mechanism described later are arranged behind the electrically-operated motor 50, and the rear wheel WR is driven by the rear wheel axle 19. Further, a smoothing capacitor 36 is arranged in the vicinity of the drive part (motor driver) 35. [0027] A front cowl 9 which constitutes an exterior part is arranged in front of the steering handle 7 in the longitudinal direction of the vehicle body, and a meter unit 8 including a speedometer and the like is mounted on an upper portion of the front cowl 9. A headlight 10 is mounted on a front side of the front cowl 9 in the longitudinal direction of the vehicle body. A switch 92 which changes over a lighting mode of the headlight 10 between a high-beam mode and a low-beam mode is mounted on a proximal portion of the handle grip on a left side of the steering handle 7. Further, a step floor portion (low floor) 9a on which a rider puts his feet is formed on an upper portion of the high-voltage battery (main battery) 31, and a seat cowl 15 is arranged outside the rear frame 6. A seat 14 which is opened and closed by a hinge arranged on a front side of the vehicle body is mounted on an upper portion of the seat cowl 15. A seat switch 343 which recognizes whether or not the rider rides on the vehicle is arranged in the inside of the seat 14. Further, a taillight device 16 is mounted on a rear end portion of the seat cowl 15. A center stand 18 which has two leg portions arranged in a spaced-apart manner from each other in the vehicle width direction and includes a stand switch 342 which detects a lifted/lowered state of the center stand 18 is mounted on the pivot plate 20, [0028] A low-voltage battery (sub battery) 30 which supplies electricity (for example, 12 V) to accessories such as the headlight 10, a control device and the like is arranged on a right side of the head pipe 3 in the vehicle width direction. The low-voltage battery (sub battery) 30 may be charged by supplying electricity from the high-voltage battery (main battery) 31. A power converter (DC-DC converter: down converter) 32 which converts a high voltage (72V) of the high-voltage battery (main battery) 31 into a low voltage (12V) and a contactor box 33 which accommodates fuses, relays and the like therein are arranged inside the seat cowl 15 and in front of the luggage chamber 17. Further, a control device (MGU: managing unit) 34 which controls the drive part (motor driver) 35 and the like is mounted on an outer side of a right rear frame 6 in the vehicle width direction by way of a mounting stay 34a. [0029] Fig. 3 is a side view of the swing arm 12. Symbols equal to the symbols used above indicate identical or similar parts. The drive part (motor driver) 35 is housed in a housing space which is formed on a lower surface side of the swing arm 12, The housing space is formed so as to define a closed space by mounting a cover member 21 from below the vehicle body using bolts or the like. In a lower portion of the cover member 21, a water drain port 21a for discharging moisture to a rear side of the vehicle body is formed. [0030] The electrically-operated motor 50 overlaps with a projection area of the rear wheel WR as viewed in a side view of the vehicle body. That is, the electrically-operated motor 50 is arranged in a space defined in the swing arm 12 such that the motor 50 overlaps with the rear wheel WR. A U-phase line 27, a V-phase line 28 and a W-phase line 29 which constitute the electricity supply line L are wired between the drive part (motor driver) 35 and the electrically-operated motor 50. The first speed reduction gear 46 and the second speed reduction gear 47 of the speed-reduction mechanism are arranged behind the electrically-operated motor 50, and the rear wheel WR is driven by the rear wheel axle 19 (see Fig. 1) which constitutes a rotary shaft of a speed reduction gear 24. Here, a rear shock unit mounting portion 25 which swingably and pivotally supports a lower end potion of the rear shock unit 13 is mounted on a rear end portion of the swing arm 12. [0031] Here, the smoothing capacitor 36 which eliminates oscillations in a voltage waveform is mounted on a side portion of the drive part (motor driver) 35. The smoothing capacitor 36 is fixed to an inner wall surface of the swing arm 12 by way of a mounting stay 26. [0032] Fig. 4 is a cross-sectional view of the swing arm 12 as viewed from above the vehicle body. Further, Fig. 5 is a partially enlarged view of the swing arm 12 shown in Fig. 4. Symbols equal to the symbols used above indicate identical or similar parts. The swing arm 12 is swingably and pivotally supported on the pair of left and right pivot plates 20 by way of the swing arm pivot (pivot shaft) 11. The pivot shaft 11 is an elongated bolt including a threaded head 64. The pivot shaft 11 is inserted and fitted into cylindrical collars 63 which are supported on bosses 61 on a swing arm 12 side by way of bushings 62, and is fixed by a nut 65 arranged on a right side in the vehicle-width direction. [0033] A large-width casing portion 86 which houses the drive part (motor driver) 35 therein is formed on a vehicle-body front side of the swig arm X2. The cover member 21 (see Fig. 3) is mounted on a vehicle-body lower-surface side of the large-width casing portion 86. A plurality of heat-radiation fins 87 for cooling the motor driver 35 are formed on a vehicle-body-side upper portion of the large-width casing portion 86, and an electrically-operated fan 88 for enhancing a cooling effect by a forced air flow is arranged on a vehicle-body upper-portion side of the heat-radiation fins 87. [0034] The swing arm 12 of this embodiment is a cantilever-type swing arm which pivotally supports the rear wheel WR using only a left arm portion. The electrically-operated motor 50, a centrifugal clutch 40 which constitutes an engagement/disengagement mechanism of a rotational driving force, and a speed reduction mechanism 70 are arranged in a concentrated manner at a position behind the arm portion in the longitudinal direction of the vehicle body. [0035] The electrically-operated motor 50 is an inner-rotor type motor which is constituted of a stator 51 which is fixed to the inner wall of the swing arm 12 and includes a stator coil 71, and a rotor 52 which is fixed to a motor drive shaft 53. In the drawing, a portion of the cylindrical motor drive shaft 53 shown on a left side is pivotally supported on a bearing 59 of a stator cover 58 which is mounted on the inner wall of the swing arm 12 so as to cover the electrically-operated motor 50. Further, on a right end portion of the motor drive shaft 53 in the drawing, a cylindrical collar 54 which supports a magnetic body 55 constituting an element to be detected by a motor rotational speed sensor 72 is mounted. The motor rotational speed sensor 72 which includes a detection part 73 is fixed to the inner wall surface of the swing arm 12 using mounting bolts 74. [0036] An output shaft 43 is supported on a bearing 60 which is fitted in a power transmission casing 68 of the swing arm 12 on a right side of the electrically-operated motor 50 in the drawing. Further, as described above, the motor drive shaft 53 is supported on the bearing 59 on a left side of the electrically-operated motor 50 in the drawing. Accordingly, the motor drive shaft 53 and the output shaft 43 are supported at two points, that is, on left and right sides of the electrically-operated motor 50 in the vehicle width direction and hence, for example, compared to the structure in which the respective shafts are supported at only one point on one side, it is possible to miniaturize the bearings 59, 60. Here, an oil seal 77 is arranged on a left side of the bearing 60 in the drawing. [0037] The centrifugal clutch 40 is constituted of a drive plate 42 on which a clutch shoe 44 is mounted, and a clutch outer 41 which is rotated by a frictional resistance force of the clutch shoe 44. The drive plate 42 is fixed to a left end portion of the motor drive shaft 53 in the drawing, while the clutch outer 41 is fixed to the output shaft 43 which is rotatably inserted into the motor drive shaft 53 using a nut 66. Here, the motor drive shaft 53 and the output shaft 43 are constituted so as to allow the relative rotation therebetween using two needle roller bearings 75, 76. [0038] The centrifugal clutch 40 is constituted such that, when the motor drive shaft 53 is rotated at a predetermined rotational speed or more, that is, when the drive plate 42 is rotated at a predetermined rotational speed or more, the clutch shoe 44 is moved radially outward thus generating a frictional resistance force so that the clutch outer 41 is rotated. Due to such a constitution, a rotational drive force of the electrically-operated motor 50 is transmitted to the output shaft 43. [0039] The rotational drive force transmitted to the output shaft 43 is transmitted to a final output shaft 48 (axle 19) by way of the speed reduction mechanism 70. To be more in detail, the rotational drive force transmitted to the output shaft 43 is transmitted to the final output shaft 48 which is fixed to the second speed-reduction gear 47 and is rotatably and pivotally supported on a bearing 80 fitted in the power transmission casing 68 and a bearing 82 fitted in a speed-reduction-gear casing 67 by way of the first speed-reduction gear 46 which is meshed with a speed-reduction gear 43a formed on a right end portion of the output shaft 43 in the drawing, a first speed-reduction shaft 45 which is fixed to the first speed-reduction gear 46 and is rotatably and pivotally supported on a bearing 79 fitted in the speed-reduction-gear casing 67 and a bearing 78 fitted in the power transmission casing 68, and the second speed-reduction gear 47 which is meshed with a speed reduction gear 45a formed on the first speed-reduction shaft 45. [0040] A wheel 56 of the rear wheel WR is fixed to a right end portion of the final output shaft 48 in the drawing by way of a collar 69 using a nut 72. A brake drum which includes a liner 85 is formed on a radially inner side of the wheel 56, and a pair of upper and lower brake shoes 83 which is driven by a brake cam 49 using an anchor pin 84 as an axis is housed in the brake drum. Here, an oil seal 81 is arranged on a left side of the bearing 82 in the drawing. Further, a swing arm casing 12a which is formed as an integral body is arranged outside the smoothing capacitor 3 6 and the centrifugal clutch 40 in the vehicle width direction. [0041] Next/ the drive control device of the electrically-driven vehicle which includes a discharge control device of the present invention is explained in conjunction with block diagrams shown in Fig. 5 and Fig. 6 respectively. Fig. 5 is the block diagram of the drive control device when the main switch 110 is in a closed state, and Fig. 6 is the block diagram of the drive control device when the main switch 110 is in an open state. [0042] The drive control device is constituted of the low-voltage battery (sub battery) 30 which generates a low voltage (12V) for the control equipments, the high-voltage battery (main battery) 31 which generates a high-voltage(72V) for the drive motor, the electrically-operated motor 50 which is driven based on a voltage supplied from the high-voltage battery (main battery) 31, the drive part (motor driver) 35 which includes an inverter circuit 350 which converts a DC voltage supplied from the high-voltage battery (main battery) 31 into an AC voltage and drives the electrically-operated motor 50, and the MGU (control device) 34 which performs a control of the drive part (motor driver) 35. [0043] A high voltage (72V) is supplied to the inverter circuit 350 of the drive part (motor driver) 35 from the high-voltage battery (main battery) 31 and, at the same time, the smoothing capacitor 36 which absorbs voltage fluctuation by smoothing a DC voltage which flows between the high-voltage battery (main battery) 31 and the inverter circuit 350 is connected to the inverter circuit 350. [0044] The electrically-operated motor 50 is driven by a three-phase AC voltage (U-phase line 27, V-phase line 28, W-phase line 29) which is obtained by converting a DC voltage supplied from the high-voltage battery (main battery) 31 by the inverter circuit 350. [0045] The high-voltage battery (main battery) 31 is connected to a circuit means 100 which is constituted of the power converter (DC-DC converter: down converter) 32 and a lighting equipment 90 by way of a relay switch (switch means) 120 which is turned on or off in response to a contactor operation based on an ON/OFF operation of the main switch 110. Further, the power converter (DC-DC converter; down converter) 32 is connected to the drive part (motor driver) 35 and the MGU (control device) 34. The relay switch (switch means) 120 is controlled such that the relay switch 120 assumes a closed state when the main switch 110 is turned on so that the contactor operation is turned on/ and the relay switch 120 assumes an open state when the main switch 110 is turned off so that the contactor operation is turned off. In the power converter (DC-DC converter: down converter) 32, an output voltage (72V) of the high-voltage battery (main battery) 31 is dropped to 12V using a DC/DC converter and the dropped voltage is supplied to the MGU (control device) 34 and the drive part (motor driver) 35 and, at the same time, the dropped voltage is applied to the low-voltage battery (sub battery) 30 thus charging the low-voltage battery (sub battery) 30. [0046] The high-voltage battery (main battery) 31 is connected to a charger 310. By connecting the charger 310 to a household-use commercial power source (external power source) or the like via a plug socket 320, it is possible to charge the high-voltage battery (main battery) 31. [0047] Further, the high-voltage battery (main battery) 31 includes a battery management substrate (BMU) 330 so that the high-voltage battery (main battery) 31 monitors a charging state of the battery charged by the charger 310 and, at the same time, monitors a charging state of the low-voltage battery (sub battery) 30 by receiving a signal from the MGU (control device) 34 through CAN communication. [0048] The low-voltage battery (sub battery) 30 is connected to general-use electrical equipment 150 which is constituted of a blinker, a stop lamp, a horn, meters and the like via the main switch 110. The respective equipment are configured to be operated (lit) when the main switch 110 is turned on so that a voltage of 12V is supplied to the respective equipment. Further, the low-voltage battery (sub battery) 30 operates the power converter (DC-DC converter: down converter) 32 by supplying a voltage of 12V to the power converter (DC-DC converter: down converter) 32 and, at the same time, is also connected to the drive part (motor driver) 35 and the MGU (control device) 34 so as to supply a voltage of ;12V to the drive part (motor driver) 35 and the MGU (control device) 34 as an auxiliary power source. [0049] To the smoothing capacitor 36 which is connected to the inverter circuit 350 of the drive part (motor driver) 35, the circuit means 100 which is constituted of the 12V-use lighting equipment 90 consisting of the headlight 10 and the taillight device 16 and the power converter (DC-DC converter: down converter) 32 is connected. By connecting the power converter (DC-DC converter: down converter) 32 to the smoothing capacitor 36, a voltage generated by the smoothing capacitor 36 can be converted into a voltage to be supplied to the above-mentioned electrical equipment load of the electrically-driven vehicle. The 12V-use lighting equipment 90 is constituted of a headlight 91 which allows the selection of a high-beam light 91a or a low beam light 91b by the switch 92 and is mounted on a front side of the electrically-driven motorcycle, a taillight 93 which is mounted on a rear side of the electrically-driven motorcycle, and a position light 94 which is arranged in the vicinity of the headlight. The high beam light 91(a and the low beam light 91b which constitute the headlight (91) of the lighting equipment (90) are configured such that either one of the high beam light 91a and the low beam light 91b is always lit when the main switch (110) is turned on. A light emitting diode 95 which is connected in parallel to the high beam light 91a of the headlight 91 is an indicator lamp which is lit in the meter unit 8 when a high beam mode is selected. The headlight 91 requires the high illuminance compared to the taillight 93 and hence, a light having a large resistance value (load) is used as the headlight 91. [0050] Further, to the smoothing capacitor 36 which is connected to the inverter circuit 350 of the drive part (motor driver) 35, the lighting equipment 90 is connected via the power converter (DC-DC converter; down converter) 32 and hence, a charge stored in the smoothing capacitor 36 can be discharged via the power converter (DC-DC converter: down converter) 32. Here, a voltage which is supplied to the lighting equipment 90 is dropped to a low voltage (12V) from a high voltage (72V) by the power converter (DC-DC converter: down converter) 32 and hence, it is possible to use lighting equipment manufactured based on a usually-used standard (rated voltage 12V). [0051] The MGU (control device) 34 performs monitoring of a voltage level of the high-voltage battery (main battery) 31 or the like by receiving inputting of a control signal from the TH sensor (throttle opening sensor) 341 which detects throttle opening, a control signal from the stand switch 342 which detects a lifting/lowering state of the center stand 18, and a control signal from the seat switch 343 which recognizes whether or not the rider rides on the vehicle. The MGU 34 also controls driving of the electrically-operated motor 50 by performing an electricity supply control to the inverter circuit 350 of the drive part (motor driver) 35 corresponding to a detection value of the above-mentioned TH sensor (throttle opening sensor) 341 and a detection value of the motor rotational speed sensor 72 of the electrically-operated motor 50 thus controlling driving of the electrically-operated motor 50. [0052] Next, the manner of operation of the above-mentioned discharge control device is explained. When the main switch 110 is turned on and assumes the closed state shown in Fig. 5, the relay switch (switch means) 120 is turned on so that an electric current flows in a path indicated by a dotted line in Fig. 5 from the high-voltage battery (main battery) 31. Accordingly, the 12V-use lighting equipment 90 is lit based on a voltage supplied via the power converter (DC-DC converter: down converter) 32 and, at the same time, the electrically-operated motor 50 assumes a driving ready state via the drive part (motor driver) 35. A voltage of 12V is supplied to the general-use electrical equipment 150 from the low-voltage battery (sub battery) 30 via the main switch 110 so as to operate (turn on) the respective electrical equipments. [0053] When a start switch (not shown in the drawing) is turned on in such a state, the electrically-operated motor 50 is started so that a DC voltage supplied from the high- voltage battery (main battery) 31 is converted into a three-phase AC voltage by the inverter circuit 350 whereby the electrically-operated motor 50 is driven. Here, a charge is stored in the smoothing capacitor (charge storing means) 36 which is connected to an input side of the inverter circuit 350 to absorb fluctuation of power supply voltage mainly. [0054] When the main switch 110 is turned off and assumes an open state as shown in Fig. 6, the relay switch (switch means) 120 is turned off so that the supply of electricity to the lighting equipment 90 from the high-voltage battery (main battery) 31 via the power converter (DC-DC converter: down converter) 32 and the supply of electricity to the electrically-operated motor 50 from the high-voltage battery (main battery) 31 via the drive part (motor driver) 35 are interrupted and, at the same time, charging of the smoothing capacitor 36 side is also interrupted. [0055] Further, a charge which is charged in the smoothing capacitor 36 flows into the lighting equipment (headlight 91, taillight 93 and position light 94) 90 side via the power converter (DC-DC converter; down converter) 32 along a path indicated by a dotted line in Fig. 6, and the charge is discharged when a dropped voltage is applied to the lighting equipment 90 so that the lighting equipment 90 is lit. [0056] Accordingly, at the time of "traveling" of the electrically-driven vehicle, at the time of stopping traveling" of the electrically-driven vehicle, at the time of "turning off the main switch" where the main switch 110 assumes an open state, at the time of "outputting a charge to the H/L (headlight)" where a charge of the smoothing capacitor 36 flows into the lighting equipment 90 side, and at the time of "system down" where a discharge by the discharge control device is completed, (1) a state of "output DownREG to H/L" which indicates the presence or the absence of an output from the power converter (DC-DC converter: down converter) 32, (2) a state of "output to general-use electrical equipment" which indicates the presence or the absence of the output to the general-use electrical equipment 150, (3) a state of "contactor operation" which indicates an operation state of the relay switch 120, and (4) a state of "system started or down" which indicates an activation state of the drive control device including the discharge control device become as shown in Fig. 7. [0057] That is, at the time of "traveling" of the electrically-driven vehicle 1, the main switch 110 and the relay switch (switch means) 120 assume a closed state and hence, the "output DownREG to H/L" is in an ^^ON" (present) state, the state "output to general-use electrical equipment" is in an "ON" (present) state. The relay switch (switch means) 120 assumes a closed state, accordingly, the "contactor operation" is in an "ON" state, and the "system started or down" is in a start state. At the time of "stopping traveling" of the electrically-driven vehicle where the traveling of the electrically-driven vehicle 1 is stopped, only the electrically-operated motor 50 is stopped and the above-mentioned states are maintained. [0058] At the time of "turning off the main switch" where the main switch 110 is turned off, the supply of voltage of 12V to the general-use electrical equipment 150 is interrupted based on the above-mentioned state. Accordingly, the "output to general-use electrical equipment" state assumes an "OFF" (absent) state and, at the same time, the "contactor operation" assumes an "OFF" state so that the relay switch (switch means) 120 assumes an open state whereby the supply of voltage from the high-voltage battery (main battery) 31 is interrupted. However, the "outputting a charge to the H/L (headlight)" state where the charge flows from the smoothing capacitor 36 assumes an ON state and hence, the "output DownREG to H/L" is maintained at an "ON" (present) state. At the time of ''system down" where the discharge of a charge stored in the smoothing capacitor 36 by the discharge control device is completed, all of the "output DownREG to H/L" state, the "output to general-use electrical equipment" state and the "contactor operation" state assume an OFF state. [0059] In the motorcycle, the lighting equipment (the headlight 91, the taillight 93 and the position light 94) 90 is lit during traveling even during the daytime and hence, a voltage of 12V is supplied to the lighting equipment 90 when the main switch 110 is turned on. According to the above-mentioned structure, when the main switch 110 is turned off, although the supply of voltage from the high-voltage battery (main battery) 31 is interrupted, a charge stored in the smoothing capacitor 36 flows via the power converter (DC-DC converter; down converter) 32 and hence, a voltage of 12V is supplied to the lighting equipment 90. [0060] In this example, an electric current flows into all lighting equipment 90 consisting of the headlight 91, the taillight 93 and the position light 94 at the time of discharging a charge stored in the smoothing capacitor 36. However, it may be possible to allow an electric current to flow into any one of the headlight 91, the taillight 93 and the position light 94. Further, by incorporating the headlight 91 into the lighting equipment 90 into which a discharged current flows, the resistance having a large load (a load which exhibits large power consumption) can be used and hence, it is possible to discharge a charge of the smoothing capacitor 36 readily. [0061] Further, to inform a rider who rides on the electrically-driven vehicle of discharging of a charge to the lighting equipment 90 such as the headlight 91, it may be possible to arrange an indicator (not shown in the drawing) which is lit at the time of discharging a charge to the lighting equipment 90 in the inside of the meter unit 8 of the electrically-driven vehicle 1. Due to such a constitution, the rider can recognize that the lighting of the lighting equipment 90 after the main switch 110 is turned off is generated by the discharge. [Description of Reference Numerals and Signs] [0062] 1: electrically-driven vehicle 9: front cowl 9a: step floor portion 10: headlight 12: swing arm 14: seat 16: taillight device 19: rear wheel axle 30: low-voltage battery (sub battery) 31: high-voltage battery (main battery) 32: power converter (PC-DC converter: down converter) 34: MGU (control device) 35: drive part (motor driver) 36: smoothing capacitor 50: electrically-operated motor 90: lighting equipment 91: headlight 93: taillight 94: position light 100: circuit means 110: main switch 120: relay switch (switch means) 150: general-use electrical equipment 310: charger 350: inverter circuit WR: rear wheel [Designation of Document] Claims [Claim 1] A discharge control device of an electrically-driven vehicle which includes: a battery (31); an electrically-operated motor (50) which is drivable based on a voltage supplied from the battery (31) when a main switch (110) is turned on/ a drive part (35) which includes an inverter circuit (350) which converts a DC voltage supplied from the battery (31) into an AC voltage and drives the electrically-operated motor (50); a control device (34) which performs a control of the drive part (35); and a smoothing capacitor (36) which is connected to the inverter circuit (350) and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery (31) and the inverter circuit (350), wherein a circuit means (100) which supplies a charge stored in the smoothing capacitor (36) to a lighting equipment (90) mounted on the electrically-driven vehicle when the main switch (110) is turned off is connected to the smoothing capacitor (36). [Claim 2] A discharge control device of an electrically-driven vehicle according to claim 1, wherein the circuit means (100) includes a power converter (32) which converts a voltage which the smoothing capacitor (36) generates into avoltage supplied to an electrical equipment load of the electrically-driven vehicle. [Claim 3] A discharge control device of an electrically-driven vehicle according to claim 1 or claim 2, wherein the lighting equipment (90) is at least a headlight (91) which is always lit when the main switch (110) is turned on. [Claim 4] A discharge control device of an electrically-driven vehicle according to claim 3, wherein a switch means (120) which is turned on or off in response to the main switch (110) is provided between the battery (31) and the drive part (35), and the power converter (32) is connected between the switch means (120) and the drive part (35) by a line, the power converter (32) drops a voltage of discharge electricity of the smoothing capacitor (36) and supplies the dropped voltage to the headlight (91) when the switch means (120) is turned off, and the power converter (32) drops a voltage of electricity of the battery (31) and supplies the dropped power source electricity to the drive part (35) and the control device (34) when the switch means (120) is turned,on. [Claim 5] A discharge control device of an electrically-driven vehicle according to claim 4, wherein the electrically-driven vehicle includes a sub battery (30) for an electrical equipment load of the vehicle, and the power converter (32) receives the supply of electricity from the sub battery (30) and is operated by the electricity, and the power converter (32) supplies electricity to the drive part (35) and the control device (34) as an auxiliary power source for the drive part (35) and the control device (34). [Claim 6] A discharge control device of an electrically-driven vehicle according to claim 2, wherein the electrically-driven vehicle includes a step floor portion (9a) in front of a seat (14), the electrically-operated motor (50) is provided behind a swing arm (12) which supports a rear wheel (WR) and in the vicinity of a rear-wheel axle (19), the battery (31) is arranged on the step floor portion (9a),the smoothing capacitor (36) is provided behind the battery (31) and in front of the swing arm (12), and the power converter (32) is provided below the seat (14) between the battery (31) and the smoothing capacitor (36).

Full Text

[Designation of Document] Specification
[Title of the Invention] Discharge Control Device
[Technical Field]
[0001]
The present invention relates to a discharge control device of an electrically-driven vehicle, and more particularly to a discharge control device which discharges a charge stored in a smoothing capacitor connected to an inverter circuit for driving a traveling-use electrically-operated motor of an electrically-driven motorcycle. [Background Art] [0002]
In an electrically-driven vehicle, a rated voltage (for example, 72V) of a battery for driving an electrically-operated motor and a rated voltage (for example, 12V) for operating control equipment such as an ECU (Electronic Control Unit) or a motor controller largely differ from each other. Accordingly, the electrically-driven vehicle includes a main battery (high-voltage battery) which generates a high voltage (72V) for a drive motor as well as a sub battery (low-voltage battery) which generates a low voltage (12V) for control equipment. Further, general-use electrical equipment such as a headlight mounted on the electrically-driven vehicle is usually constituted of an ordinary part (a part used in a motorcycle which mounts an internal combustion engine thereon) driven by a low-voltage battery from a viewpoint of general-use property.
[0003]
In the electrically-driven vehicle, the electrically-operated motor is driven by converting a DC voltage from the high-voltage battery into a three.-phase AC voltage by an inverter circuit. A smoothing capacitor (a charge storing means) of large capacity which mainly aims at the absorption of fluctuation of power source voltage is connected to an input side of the inverter circuit, and the smoothing capacitor is charged when the traveling of the electrically-driven vehicle starts.
[0004]
On the other hand, when the traveling of the electrically-driven vehicle in a state where the smoothing capacitor is charged is not expected, the smoothing capacitor is left for a long time in a charged state thus giving rise to a drawback that a lifetime of the smoothing capacitor is shortened.
[0005]
To overcome such a drawback, there has been proposed an idea where a drive control device of an electrically-driven vehicle includes a discharge circuit for discharging a charge stored in a smoothing capacitor (see patent document 1).
[Prior art literature]
[Patent Document]
[0006]
[Patent Document 1] JP-A-2008-289304 [Summary of the Invention] [Problems to be solved by the Invention]
[0007]
However, with respect to the above-mentioned constitution of patent document 1, it is necessary to newly provide a discharge circuit which has discharge resistance in a power source circuit for driving an electrically-operated motor of the electrically-driven vehicle thus giving rise to a drawback that the number of parts is increased and a cost is pushed up due to the increase of the number of parts.
[0008]
The present invention has been made in view of such circumstances, and it is an object of the present invention to provide a discharge control device of an electrically-driven vehicle which enables a discharge of a smoothing capacitor of an inverter circuit for driving an electrically-operated motor using the existing constitution of an electrically-driven vehicle without providing a discharge load exclusively used for discharge or the like.
[Means for solving the problem]
[0009]
To achieve the above-mentioned object, the invention in claim 1 is firstly characterized in that, in a discharge control device of an electrically-driven vehicle which includes a battery (main battery 31), an electrically-operated motor (50) which is drivable based on a voltage supplied from the battery (main battery 31) when a main switch (110) is turned on, a drive part (35) which includes an inverter circuit (350) which converts a DC voltage supplied from the battery (main battery 31) into an AC voltage and drives the electrically-operated motor (50), a control device (34) which performs a control of the drive part (35), and a smoothing capacitor (36) which is connected to the inverter circuit (350) and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery (main battery 31) and the inverter circuit (350), a circuit means (100) which supplies a charge stored in the smoothing capacitor (36) to a lighting equipment (90) mounted on the electrically-driven vehicle when the main switch (110) is turned off is connected to the smoothing capacitor (36).
[0010]
The invention in claim 2 is secondly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 1, the circuit means
(100) includes a power converter (32) which converts a voltage which the smoothing capacitor (36) generates into a voltage supplied to an electrical equipment load of the electrically-driven vehicle.
[0011]
The invention in claim 3 is thirdly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 1 or claim 2, the lighting equipment (90) is at least a headlight (91) which is always lit when the main switch (110) is turned on.
[0012]
The invention in claim 4 is fourthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 3, a switch means (120) which is turned on or off in response to the main switch
(110) is provided between the battery (main battery 31) and the drive part (35), and the power converter (32) is connected between the switch means (120) and the drive part
(35) by a line, the power converter (32) drops a voltage of discharge power of the smoothing capacitor (36) and supplies the dropped voltage to the headlight (91) when the switch means (120) is turned off, and the power converter
(32) drops a voltage of electricity of the battery (main ) battery 31) and supplies the dropped power source electricity to the drive part (35) and the control device
(34) when the switch means (120) is turned on.
[0013]
The invention in claim 5 is fifthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 4, the electrically-driven vehicle includes a sub battery (30) for an electrical equipment load of the vehicle, and the power converter (32) receives the supply of electricity from the sub battery (30) and is operated by the electricity, and the power converter (32) supplies electricity to the drive part (35) and the control device (34) as an auxiliary power source for the drive part (35) and the control device (34).
[0014]
The invention in claim 6 is sixthly characterized in that, in the discharge control device of the electrically-driven vehicle called for in claim 2, the electrically-driven vehicle includes a step floor portion (9a) in front of a seat (14), the electrically-operated motor (50) is provided behind a swing arm (12) which supports a rear wheel (WR) and in the vicinity of a rear-wheel axle (19), the battery (main battery 31) is arranged on the step floor portion (9a), the smoothing capacitor (36) is provided behind the battery (main battery 31) and in front of the swing arm (12), and the power converter (32) is provided
below the seat (14) between the battery (main battery 31) and the smoothing capacitor (36). [Advantage of the Invention]
[0015]
According to the constitution called for in claim 1 having the first feature, a charge stored in the smoothing capacitor (36) can be discharged by way of the lighting equipment (90) mounted on the electrically-driven vehicle and hence, it is possible to realize the discharge control device without providing a particular discharge load or the like. Accordingly, it is possible to prevent the increase of the number of parts.
[0016]
According to the constitution called for In claim 2 having the second feature, the lighting equipment (90) is connected to the smoothing capacitor (36) by way of the circuit means (100) which includes the power converter (32) for converting a voltage generated by the smoothing capacitor (36) into a voltage supplied to the electrical equipment load of the electrically-driven vehicle. Accordingly, it is possible to use lighting equipment of a usually-used standard (rated voltage: 12V) and hence, in manufacturing the discharge control device, it is possible to suppress the increase of a manufacturing cost. [0017]
According to the constitution called for in claim 3 having the third feature, by adopting the headlight (91) having large load resistance as the lighting equipment (90), a discharge of the smoothing capacitor (36) can be completed readily. Further, the lighting equipment (90) is in a lit state during traveling and hence, a rider feels no discomfort even when the lighting equipment (90) is continuously lit for a short period after the main switch (110) is turned off.
[0018]
According to the constitution called for in claim 4 having the fourth feature, there is provided the switch means (relay switch 120) which is turned on or off in response to an operation of the main switch (110). Accordingly, when the switch means (relay switch 120) is turned off, the voltage of the discharge electricity of the smoothing capacitor (36) is dropped by the power converter (32) and the dropped voltage is supplied to the headlight (91) . On the other hand, when the switch means (relay switch 120) is turned on, the voltage of the electricity of the battery (main battery 31) is dropped by the power converter (32) and the dropped power source electricity is supplied to the drive part (35) and the control device (34).
[0019]
According to the invention called for in claim 5 having the fifth feature, the sub battery (30) is provided for the electrical equipment load (general-use electrical equipment 150) of the electrically-driven vehicle. Accordingly/ the power converter (32) is operated by receiving the supply of electricity from the sub battery(30) .
Further, the power converter (32) supplies electricity to the drive part (35) and the control device(34) and hence, the power converter (32) functions as the auxiliary power source of the drive part (35) and the auxiliary power source of the control device (34).
[0020]
According to the constitution called for in claim 6 having the sixth feature, in the electrically-driven vehicle having the step floor portion (9a) in front of the seat (14), the electrically-operated motor (50), the battery (main battery 31), the smoothing capacitor (36) and the power converter (32) are arranged below an approximately center portion of the vehicle and hence, wiring lines can be wired from the center of the electrically-driven vehicle whereby wiring of harnesses is
facilitated.
[Brief Description of the Drawings]
[0021]
[Fig. 1]
An explanatory side view showing the appearance of an electrically-driven vehicle on which a discharge control device of the present invention is mounted. [Fig. 2]
An explanatory perspective view of the electrically-driven vehicle. [Fig. 3]
An explanatory side view of a swing arm. [Fig. 4]
An explanatory cross-sectional view of the swing arm. [Fig. 5]
A block diagram of a drive control device including a discharge control device according to one embodiment of the present invention with a main switch in a closed state. [Fig. 6]
A block diagram of the drive control device shown in Fig. 5 with the main switch in an open state. [Fig. 7]
A state explanatory view showing output states or operation states or the like of respective parts of the discharge control device in a traveling state, a stopping state and the like of the electrically-driven vehicle. [Mode for Carrying Out the Invention] [0022]
Hereinafter, a preferred embodiment of the present invention is explained in detail in conjunction with drawings.
Fig. 1 is a side view of an electrically-driven vehicle 1 according to one embodiment of the present invention.
Further, Fig. 2 is a perspective view of a rear side of the electrically-driven vehicle 1 in a state where exterior parts are removed from the electrically-driven vehicle 1. The electrically-driven vehicle 1 is a scooter-type motorcycle which includes a low floor and is configured such that a rear wheel WR is driven by a rotational drive force of an electrically-operated motor 50 which is installed in a swing arm 12.
Here, a high-voltage battery (main battery) 31 which supplies electricity to the electrically-operated motor 50 is charged by connecting an external power source to a charging inlet not shown in the drawing which is formed on a vehicle body. [0023]
To a front end portion of a main frame 2, a head pipe 3 which rotatably and pivotally supports a steering stem 7a is connected. A steering handle 7 is mounted on an upper portion of the steering stem 7a, while a pair of left and right front forks 4 is mounted on a lower portion of the steering stem 7a. A front wheel WF is rotatably and pivotally supported on a lower end portion of the front forks 4.
Further, a cylindrical handle grip is mounted on both end portions of the steering handle 7 in the vehicle width direction. The right handle grip in the vehicle width direction is constituted as a rotary throttle device for adjusting a driving force of the vehicle, and a throttle opening sensor 341 is provided in the vicinity of the steering handle 7.
On a peripheral position of the head pipe 3, a main switch 110 for supplying electricity to respective devices mounted on the electrically-driven vehicle 1 so as to drive the respective devices is mounted. [0024]
A pair of left and right side frames 5 is connected to a lower portion of the main frame 2, and the high-voltage battery (main battery) 31 which supplies electricity (for example, 72V) to the electrically-operated motor 50 is arranged in a state where the high-voltage battery 31 is sandwiched between the left and right side frames 5. The side frames 5 have rear portions thereof bent in the direction toward an upper side of the vehicle body, and are connected to a rear frame 6 which supports a luggage chamber 17 and the like thereon. [0025]
A pivot plate 20 on which a swing arm pivot 11 is formed is mounted on rear portions of the side frames 5. A front end portion of the cantilever-type swing arm 12 which supports the rear wheel WR only by an arm arranged on a left side in the vehicle width direction is pivotally supported on the swing arm pivots 11 in a swingable manner. The rear wheel WR is rotatably and pivotally supported on a rear portion of the swing arm 12 by means of an axle 19, and a rear end portion of the swing arm 12 is suspended from the rear frame 6 by way of a rear shock unit 13, [0026]
A drive part 35 is mounted on a lower portion of the swing arm 12. The drive part 35 constitutes a motor driver (or PDU: power drive unit) which converts a DC supplied from the high-voltage battery (main battery) 31 into an AC and supplies the AC to the electrically-operated motor 50. The electricity supplied from the drive part (motor driver) 35 is supplied to the electrically-operated motor 50 via three electricity supply lines L. A first speed-reduction gear 46 and a second speed-reduction gear 47 of a speed-reduction mechanism described later are arranged behind the electrically-operated motor 50, and the rear wheel WR is driven by the rear wheel axle 19. Further, a smoothing capacitor 36 is arranged in the vicinity of the drive part (motor driver) 35.
[0027]
A front cowl 9 which constitutes an exterior part is arranged in front of the steering handle 7 in the longitudinal direction of the vehicle body, and a meter unit 8 including a speedometer and the like is mounted on an upper portion of the front cowl 9. A headlight 10 is mounted on a front side of the front cowl 9 in the longitudinal direction of the vehicle body. A switch 92 which changes over a lighting mode of the headlight 10 between a high-beam mode and a low-beam mode is mounted on a proximal portion of the handle grip on a left side of the steering handle 7.
Further, a step floor portion (low floor) 9a on which a rider puts his feet is formed on an upper portion of the high-voltage battery (main battery) 31, and a seat cowl 15 is arranged outside the rear frame 6. A seat 14 which is opened and closed by a hinge arranged on a front side of the vehicle body is mounted on an upper portion of the seat cowl 15. A seat switch 343 which recognizes whether or not the rider rides on the vehicle is arranged in the inside of the seat 14.
Further, a taillight device 16 is mounted on a rear end portion of the seat cowl 15. A center stand 18 which has two leg portions arranged in a spaced-apart manner from each other in the vehicle width direction and includes a stand switch 342 which detects a lifted/lowered state of the center stand 18 is mounted on the pivot plate 20, [0028]
A low-voltage battery (sub battery) 30 which supplies electricity (for example, 12 V) to accessories such as the headlight 10, a control device and the like is arranged on a right side of the head pipe 3 in the vehicle width direction. The low-voltage battery (sub battery) 30 may be charged by supplying electricity from the high-voltage battery (main battery) 31. A power converter (DC-DC converter: down converter) 32 which converts a high voltage (72V) of the high-voltage battery (main battery) 31 into a low voltage (12V) and a contactor box 33 which accommodates fuses, relays and the like therein are arranged inside the seat cowl 15 and in front of the luggage chamber 17. Further, a control device (MGU: managing unit) 34 which controls the drive part (motor driver) 35 and the like is mounted on an outer side of a right rear frame 6 in the vehicle width direction by way of a mounting stay 34a. [0029]
Fig. 3 is a side view of the swing arm 12. Symbols equal to the symbols used above indicate identical or similar parts. The drive part (motor driver) 35 is housed in a housing space which is formed on a lower surface side of the swing arm 12, The housing space is formed so as to define a closed space by mounting a cover member 21 from below the vehicle body using bolts or the like. In a lower portion of the cover member 21, a water drain port 21a for discharging moisture to a rear side of the vehicle body is formed. [0030]
The electrically-operated motor 50 overlaps with a projection area of the rear wheel WR as viewed in a side view of the vehicle body. That is, the electrically-operated motor 50 is arranged in a space defined in the swing arm 12 such that the motor 50 overlaps with the rear wheel WR. A U-phase line 27, a V-phase line 28 and a W-phase line 29 which constitute the electricity supply line L are wired between the drive part (motor driver) 35 and the electrically-operated motor 50. The first speed reduction gear 46 and the second speed reduction gear 47 of the speed-reduction mechanism are arranged behind the electrically-operated motor 50, and the rear wheel WR is driven by the rear wheel axle 19 (see Fig. 1) which constitutes a rotary shaft of a speed reduction gear 24. Here, a rear shock unit mounting portion 25 which swingably and pivotally supports a lower end potion of the rear shock unit 13 is mounted on a rear end portion of the swing arm 12. [0031]
Here, the smoothing capacitor 36 which eliminates oscillations in a voltage waveform is mounted on a side portion of the drive part (motor driver) 35. The smoothing capacitor 36 is fixed to an inner wall surface of the swing arm 12 by way of a mounting stay 26. [0032]
Fig. 4 is a cross-sectional view of the swing arm 12 as viewed from above the vehicle body. Further, Fig. 5 is a partially enlarged view of the swing arm 12 shown in Fig. 4. Symbols equal to the symbols used above indicate identical or similar parts. The swing arm 12 is swingably and pivotally supported on the pair of left and right pivot plates 20 by way of the swing arm pivot (pivot shaft) 11. The pivot shaft 11 is an elongated bolt including a threaded head 64. The pivot shaft 11 is inserted and fitted into cylindrical collars 63 which are supported on bosses 61 on a swing arm 12 side by way of bushings 62, and is fixed by a nut 65 arranged on a right side in the vehicle-width direction. [0033]
A large-width casing portion 86 which houses the drive part (motor driver) 35 therein is formed on a vehicle-body front side of the swig arm X2. The cover member 21 (see Fig. 3) is mounted on a vehicle-body lower-surface side of the large-width casing portion 86. A plurality of heat-radiation fins 87 for cooling the motor driver 35 are formed on a vehicle-body-side upper portion of the large-width casing portion 86, and an electrically-operated fan 88 for enhancing a cooling effect by a forced air flow is arranged on a vehicle-body upper-portion side of the heat-radiation fins 87.
[0034]
The swing arm 12 of this embodiment is a cantilever-type swing arm which pivotally supports the rear wheel WR using only a left arm portion. The electrically-operated motor 50, a centrifugal clutch 40 which constitutes an engagement/disengagement mechanism of a rotational driving force, and a speed reduction mechanism 70 are arranged in a concentrated manner at a position behind the arm portion in the longitudinal direction of the vehicle body.
[0035]
The electrically-operated motor 50 is an inner-rotor type motor which is constituted of a stator 51 which is fixed to the inner wall of the swing arm 12 and includes a stator coil 71, and a rotor 52 which is fixed to a motor drive shaft 53. In the drawing, a portion of the cylindrical motor drive shaft 53 shown on a left side is pivotally supported on a bearing 59 of a stator cover 58 which is mounted on the inner wall of the swing arm 12 so as to cover the electrically-operated motor 50. Further, on a right end portion of the motor drive shaft 53 in the drawing, a cylindrical collar 54 which supports a magnetic body 55 constituting an element to be detected by a motor rotational speed sensor 72 is mounted. The motor rotational speed sensor 72 which includes a detection part 73 is fixed to the inner wall surface of the swing arm 12 using mounting bolts 74.
[0036]
An output shaft 43 is supported on a bearing 60 which is fitted in a power transmission casing 68 of the swing arm 12 on a right side of the electrically-operated motor 50 in the drawing. Further, as described above, the motor drive shaft 53 is supported on the bearing 59 on a left side of the electrically-operated motor 50 in the drawing. Accordingly, the motor drive shaft 53 and the output shaft 43 are supported at two points, that is, on left and right sides of the electrically-operated motor 50 in the vehicle width direction and hence, for example, compared to the structure in which the respective shafts are supported at only one point on one side, it is possible to miniaturize the bearings 59, 60. Here, an oil seal 77 is arranged on a left side of the bearing 60 in the drawing.
[0037]
The centrifugal clutch 40 is constituted of a drive plate 42 on which a clutch shoe 44 is mounted, and a clutch outer 41 which is rotated by a frictional resistance force of the clutch shoe 44. The drive plate 42 is fixed to a left end portion of the motor drive shaft 53 in the drawing, while the clutch outer 41 is fixed to the output shaft 43 which is rotatably inserted into the motor drive shaft 53 using a nut 66. Here, the motor drive shaft 53 and the output shaft 43 are constituted so as to allow the relative rotation therebetween using two needle roller bearings 75, 76.
[0038]
The centrifugal clutch 40 is constituted such that, when the motor drive shaft 53 is rotated at a predetermined rotational speed or more, that is, when the drive plate 42 is rotated at a predetermined rotational speed or more, the clutch shoe 44 is moved radially outward thus generating a frictional resistance force so that the clutch outer 41 is rotated. Due to such a constitution, a rotational drive force of the electrically-operated motor 50 is transmitted to the output shaft 43.
[0039]
The rotational drive force transmitted to the output shaft 43 is transmitted to a final output shaft 48 (axle 19) by way of the speed reduction mechanism 70. To be more in detail, the rotational drive force transmitted to the output shaft 43 is transmitted to the final output shaft 48 which is fixed to the second speed-reduction gear 47 and is rotatably and pivotally supported on a bearing 80 fitted in the power transmission casing 68 and a bearing 82 fitted in a speed-reduction-gear casing 67 by way of the first speed-reduction gear 46 which is meshed with a speed-reduction gear 43a formed on a right end portion of the output shaft 43 in the drawing, a first speed-reduction shaft 45 which is fixed to the first speed-reduction gear 46 and is rotatably and pivotally supported on a bearing 79 fitted in the speed-reduction-gear casing 67 and a bearing 78 fitted in the power transmission casing 68, and the second speed-reduction gear 47 which is meshed with a speed reduction gear 45a formed on the first speed-reduction shaft 45.
[0040]
A wheel 56 of the rear wheel WR is fixed to a right end portion of the final output shaft 48 in the drawing by way of a collar 69 using a nut 72. A brake drum which includes a liner 85 is formed on a radially inner side of the wheel 56, and a pair of upper and lower brake shoes 83 which is driven by a brake cam 49 using an anchor pin 84 as an axis is housed in the brake drum. Here, an oil seal 81 is arranged on a left side of the bearing 82 in the drawing. Further, a swing arm casing 12a which is formed as an integral body is arranged outside the smoothing capacitor 3 6 and the centrifugal clutch 40 in the vehicle width direction.
[0041]
Next/ the drive control device of the electrically-driven vehicle which includes a discharge control device of the present invention is explained in conjunction with block diagrams shown in Fig. 5 and Fig. 6 respectively. Fig. 5 is the block diagram of the drive control device when the main switch 110 is in a closed state, and Fig. 6 is the block diagram of the drive control device when the main switch 110 is in an open state.
[0042]
The drive control device is constituted of the low-voltage battery (sub battery) 30 which generates a low voltage (12V) for the control equipments, the high-voltage battery (main battery) 31 which generates a high-voltage(72V) for the drive motor, the electrically-operated motor 50 which is driven based on a voltage supplied from the high-voltage battery (main battery) 31, the drive part
(motor driver) 35 which includes an inverter circuit 350 which converts a DC voltage supplied from the high-voltage battery (main battery) 31 into an AC voltage and drives the electrically-operated motor 50, and the MGU (control device) 34 which performs a control of the drive part
(motor driver) 35.
[0043]
A high voltage (72V) is supplied to the inverter circuit 350 of the drive part (motor driver) 35 from the high-voltage battery (main battery) 31 and, at the same time, the smoothing capacitor 36 which absorbs voltage fluctuation by smoothing a DC voltage which flows between the high-voltage battery (main battery) 31 and the inverter circuit 350 is connected to the inverter circuit 350.
[0044]
The electrically-operated motor 50 is driven by a three-phase AC voltage (U-phase line 27, V-phase line 28, W-phase line 29) which is obtained by converting a DC voltage supplied from the high-voltage battery (main battery) 31 by the inverter circuit 350. [0045]
The high-voltage battery (main battery) 31 is connected to a circuit means 100 which is constituted of the power converter (DC-DC converter: down converter) 32 and a lighting equipment 90 by way of a relay switch (switch means) 120 which is turned on or off in response to a contactor operation based on an ON/OFF operation of the main switch 110. Further, the power converter (DC-DC converter; down converter) 32 is connected to the drive part (motor driver) 35 and the MGU (control device) 34.
The relay switch (switch means) 120 is controlled such that the relay switch 120 assumes a closed state when the main switch 110 is turned on so that the contactor operation is turned on/ and the relay switch 120 assumes an open state when the main switch 110 is turned off so that the contactor operation is turned off.
In the power converter (DC-DC converter: down converter) 32, an output voltage (72V) of the high-voltage battery (main battery) 31 is dropped to 12V using a DC/DC converter and the dropped voltage is supplied to the MGU (control device) 34 and the drive part (motor driver) 35 and, at the same time, the dropped voltage is applied to the low-voltage battery (sub battery) 30 thus charging the low-voltage battery (sub battery) 30.
[0046]
The high-voltage battery (main battery) 31 is connected to a charger 310. By connecting the charger 310 to a household-use commercial power source (external power source) or the like via a plug socket 320, it is possible to charge the high-voltage battery (main battery) 31.
[0047]
Further, the high-voltage battery (main battery) 31 includes a battery management substrate (BMU) 330 so that the high-voltage battery (main battery) 31 monitors a charging state of the battery charged by the charger 310 and, at the same time, monitors a charging state of the low-voltage battery (sub battery) 30 by receiving a signal
from the MGU (control device) 34 through CAN communication.
[0048]
The low-voltage battery (sub battery) 30 is connected to general-use electrical equipment 150 which is constituted of a blinker, a stop lamp, a horn, meters and the like via the main switch 110. The respective equipment are configured to be operated (lit) when the main switch 110 is turned on so that a voltage of 12V is supplied to the respective equipment. Further, the low-voltage battery (sub battery) 30 operates the power converter (DC-DC converter: down converter) 32 by supplying a voltage of 12V to the power converter (DC-DC converter: down converter) 32 and, at the same time, is also connected to the drive part (motor driver) 35 and the MGU (control device) 34 so as to supply a voltage of ;12V to the drive part (motor driver) 35 and the MGU (control device) 34 as an auxiliary power source.
[0049]
To the smoothing capacitor 36 which is connected to the inverter circuit 350 of the drive part (motor driver) 35, the circuit means 100 which is constituted of the 12V-use lighting equipment 90 consisting of the headlight 10 and the taillight device 16 and the power converter (DC-DC converter: down converter) 32 is connected. By connecting the power converter (DC-DC converter: down converter) 32 to the smoothing capacitor 36, a voltage generated by the smoothing capacitor 36 can be converted into a voltage to be supplied to the above-mentioned electrical equipment load of the electrically-driven vehicle.
The 12V-use lighting equipment 90 is constituted of a headlight 91 which allows the selection of a high-beam light 91a or a low beam light 91b by the switch 92 and is mounted on a front side of the electrically-driven motorcycle, a taillight 93 which is mounted on a rear side of the electrically-driven motorcycle, and a position light 94 which is arranged in the vicinity of the headlight. The high beam light 91(a and the low beam light 91b which constitute the headlight (91) of the lighting equipment
(90) are configured such that either one of the high beam light 91a and the low beam light 91b is always lit when the main switch (110) is turned on.
A light emitting diode 95 which is connected in parallel to the high beam light 91a of the headlight 91 is an indicator lamp which is lit in the meter unit 8 when a high beam mode is selected. The headlight 91 requires the high illuminance compared to the taillight 93 and hence, a light having a large resistance value (load) is used as the headlight 91.
[0050]
Further, to the smoothing capacitor 36 which is connected to the inverter circuit 350 of the drive part (motor driver) 35, the lighting equipment 90 is connected via the power converter (DC-DC converter; down converter) 32 and hence, a charge stored in the smoothing capacitor 36 can be discharged via the power converter (DC-DC converter: down converter) 32.
Here, a voltage which is supplied to the lighting equipment 90 is dropped to a low voltage (12V) from a high voltage (72V) by the power converter (DC-DC converter: down converter) 32 and hence, it is possible to use lighting equipment manufactured based on a usually-used standard (rated voltage 12V).
[0051]
The MGU (control device) 34 performs monitoring of a voltage level of the high-voltage battery (main battery) 31 or the like by receiving inputting of a control signal from the TH sensor (throttle opening sensor) 341 which detects throttle opening, a control signal from the stand switch 342 which detects a lifting/lowering state of the center stand 18, and a control signal from the seat switch 343 which recognizes whether or not the rider rides on the vehicle. The MGU 34 also controls driving of the electrically-operated motor 50 by performing an electricity supply control to the inverter circuit 350 of the drive part (motor driver) 35 corresponding to a detection value of the above-mentioned TH sensor (throttle opening sensor) 341 and a detection value of the motor rotational speed sensor 72 of the electrically-operated motor 50 thus controlling driving of the electrically-operated motor 50.
[0052]
Next, the manner of operation of the above-mentioned discharge control device is explained. When the main switch 110 is turned on and assumes the closed state shown in Fig. 5, the relay switch (switch means) 120 is turned on so that an electric current flows in a path indicated by a dotted line in Fig. 5 from the high-voltage battery (main battery) 31. Accordingly, the 12V-use lighting equipment 90 is lit based on a voltage supplied via the power converter (DC-DC converter: down converter) 32 and, at the same time, the electrically-operated motor 50 assumes a driving ready state via the drive part (motor driver) 35. A voltage of 12V is supplied to the general-use electrical equipment 150 from the low-voltage battery (sub battery) 30 via the main switch 110 so as to operate (turn on) the respective electrical equipments.
[0053]
When a start switch (not shown in the drawing) is turned on in such a state, the electrically-operated motor 50 is started so that a DC voltage supplied from the high-
voltage battery (main battery) 31 is converted into a three-phase AC voltage by the inverter circuit 350 whereby the electrically-operated motor 50 is driven. Here, a charge is stored in the smoothing capacitor (charge storing means) 36 which is connected to an input side of the inverter circuit 350 to absorb fluctuation of power supply voltage mainly.
[0054]
When the main switch 110 is turned off and assumes an open state as shown in Fig. 6, the relay switch (switch means) 120 is turned off so that the supply of electricity to the lighting equipment 90 from the high-voltage battery (main battery) 31 via the power converter (DC-DC converter: down converter) 32 and the supply of electricity to the electrically-operated motor 50 from the high-voltage battery (main battery) 31 via the drive part (motor driver) 35 are interrupted and, at the same time, charging of the smoothing capacitor 36 side is also interrupted.
[0055]
Further, a charge which is charged in the smoothing capacitor 36 flows into the lighting equipment (headlight 91, taillight 93 and position light 94) 90 side via the power converter (DC-DC converter; down converter) 32 along a path indicated by a dotted line in Fig. 6, and the charge is discharged when a dropped voltage is applied to the
lighting equipment 90 so that the lighting equipment 90 is lit.
[0056]
Accordingly, at the time of "traveling" of the electrically-driven vehicle, at the time of stopping traveling" of the electrically-driven vehicle, at the time of "turning off the main switch" where the main switch 110 assumes an open state, at the time of "outputting a charge to the H/L (headlight)" where a charge of the smoothing capacitor 36 flows into the lighting equipment 90 side, and at the time of "system down" where a discharge by the discharge control device is completed, (1) a state of "output DownREG to H/L" which indicates the presence or the absence of an output from the power converter (DC-DC converter: down converter) 32, (2) a state of "output to general-use electrical equipment" which indicates the presence or the absence of the output to the general-use electrical equipment 150, (3) a state of "contactor operation" which indicates an operation state of the relay switch 120, and (4) a state of "system started or down" which indicates an activation state of the drive control device including the discharge control device become as shown in Fig. 7.
[0057]
That is, at the time of "traveling" of the electrically-driven vehicle 1, the main switch 110 and the relay switch (switch means) 120 assume a closed state and hence, the "output DownREG to H/L" is in an ^^ON" (present) state, the state "output to general-use electrical equipment" is in an "ON" (present) state. The relay switch (switch means) 120 assumes a closed state, accordingly, the "contactor operation" is in an "ON" state, and the "system started or down" is in a start state.
At the time of "stopping traveling" of the electrically-driven vehicle where the traveling of the electrically-driven vehicle 1 is stopped, only the electrically-operated motor 50 is stopped and the above-mentioned states are maintained.
[0058]
At the time of "turning off the main switch" where the main switch 110 is turned off, the supply of voltage of 12V to the general-use electrical equipment 150 is interrupted based on the above-mentioned state. Accordingly, the "output to general-use electrical equipment" state assumes an "OFF" (absent) state and, at the same time, the "contactor operation" assumes an "OFF" state so that the relay switch (switch means) 120 assumes an open state whereby the supply of voltage from the high-voltage battery (main battery) 31 is interrupted. However, the "outputting a charge to the H/L (headlight)" state
where the charge flows from the smoothing capacitor 36 assumes an ON state and hence, the "output DownREG to H/L" is maintained at an "ON" (present) state.
At the time of ''system down" where the discharge of a charge stored in the smoothing capacitor 36 by the discharge control device is completed, all of the "output DownREG to H/L" state, the "output to general-use electrical equipment" state and the "contactor operation" state assume an OFF state.
[0059]
In the motorcycle, the lighting equipment (the headlight 91, the taillight 93 and the position light 94) 90 is lit during traveling even during the daytime and hence, a voltage of 12V is supplied to the lighting equipment 90 when the main switch 110 is turned on. According to the above-mentioned structure, when the main switch 110 is turned off, although the supply of voltage from the high-voltage battery (main battery) 31 is interrupted, a charge stored in the smoothing capacitor 36 flows via the power converter (DC-DC converter; down converter) 32 and hence, a voltage of 12V is supplied to the lighting equipment 90.
[0060]
In this example, an electric current flows into all lighting equipment 90 consisting of the headlight 91, the taillight 93 and the position light 94 at the time of discharging a charge stored in the smoothing capacitor 36. However, it may be possible to allow an electric current to flow into any one of the headlight 91, the taillight 93 and the position light 94. Further, by incorporating the headlight 91 into the lighting equipment 90 into which a discharged current flows, the resistance having a large load (a load which exhibits large power consumption) can be used and hence, it is possible to discharge a charge of the smoothing capacitor 36 readily.
[0061]
Further, to inform a rider who rides on the electrically-driven vehicle of discharging of a charge to the lighting equipment 90 such as the headlight 91, it may be possible to arrange an indicator (not shown in the drawing) which is lit at the time of discharging a charge to the lighting equipment 90 in the inside of the meter unit 8 of the electrically-driven vehicle 1. Due to such a constitution, the rider can recognize that the lighting of the lighting equipment 90 after the main switch 110 is turned off is generated by the discharge. [Description of Reference Numerals and Signs] [0062]
1: electrically-driven vehicle
9: front cowl
9a: step floor portion
10: headlight
12: swing arm
14: seat
16: taillight device
19: rear wheel axle
30: low-voltage battery (sub battery)
31: high-voltage battery (main battery)
32: power converter (PC-DC converter: down converter)
34: MGU (control device)
35: drive part (motor driver)
36: smoothing capacitor
50: electrically-operated motor
90: lighting equipment
91: headlight
93: taillight
94: position light
100: circuit means
110: main switch
120: relay switch (switch means)
150: general-use electrical equipment
310: charger
350: inverter circuit
WR: rear wheel

[Designation of Document] Claims
[Claim 1]
A discharge control device of an electrically-driven vehicle which includes: a battery (31); an electrically-operated motor (50) which is drivable based on a voltage supplied from the battery (31) when a main switch (110) is turned on/ a drive part (35) which includes an inverter circuit (350) which converts a DC voltage supplied from the battery (31) into an AC voltage and drives the electrically-operated motor (50); a control device (34) which performs a control of the drive part (35); and a smoothing capacitor (36) which is connected to the inverter circuit (350) and absorbs the voltage fluctuation by smoothing the DC voltage which flows between the battery
(31) and the inverter circuit (350), wherein
a circuit means (100) which supplies a charge stored in the smoothing capacitor (36) to a lighting equipment
(90) mounted on the electrically-driven vehicle when the main switch (110) is turned off is connected to the smoothing capacitor (36).
[Claim 2]
A discharge control device of an electrically-driven vehicle according to claim 1, wherein the circuit means
(100) includes a power converter (32) which converts a voltage which the smoothing capacitor (36) generates into avoltage supplied to an electrical equipment load of the electrically-driven vehicle.
[Claim 3]
A discharge control device of an electrically-driven vehicle according to claim 1 or claim 2, wherein the lighting equipment (90) is at least a headlight (91) which is always lit when the main switch (110) is turned on.
[Claim 4]
A discharge control device of an electrically-driven vehicle according to claim 3, wherein a switch means (120) which is turned on or off in response to the main switch (110) is provided between the battery (31) and the drive part (35), and the power converter (32) is connected between the switch means (120) and the drive part (35) by a line, the power converter (32) drops a voltage of discharge electricity of the smoothing capacitor (36) and supplies the dropped voltage to the headlight (91) when the switch means (120) is turned off, and the power converter (32) drops a voltage of electricity of the battery (31) and supplies the dropped power source electricity to the drive part (35) and the control device (34) when the switch means (120) is turned,on.
[Claim 5]
A discharge control device of an electrically-driven vehicle according to claim 4, wherein the electrically-driven vehicle includes a sub battery (30) for an electrical equipment load of the vehicle, and
the power converter (32) receives the supply of electricity from the sub battery (30) and is operated by the electricity, and the power converter (32) supplies electricity to the drive part (35) and the control device (34) as an auxiliary power source for the drive part (35) and the control device (34).
[Claim 6]
A discharge control device of an electrically-driven vehicle according to claim 2, wherein the electrically-driven vehicle includes a step floor portion (9a) in front of a seat (14),
the electrically-operated motor (50) is provided behind a swing arm (12) which supports a rear wheel (WR) and in the vicinity of a rear-wheel axle (19), the battery (31) is arranged on the step floor portion (9a),the smoothing capacitor (36) is provided behind the battery (31) and in front of the swing arm (12), and the power converter (32) is provided below the seat (14) between the battery (31) and the smoothing capacitor (36).

Documents:

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Patent Number

279676

Indian Patent Application Number

649/CHE/2010

PG Journal Number

05/2017

Publication Date

03-Feb-2017

Grant Date

28-Jan-2017

Date of Filing

11-Mar-2010

Name of Patentee

HONDA MOTOR CO., LTD

Applicant Address

1-1,MINAMI-AOYAMA 2-CHOME, MINATO-KU, 107-8556, TOKYO

Inventors:

#	Inventor's Name	Inventor's Address
1	SHOKAKU, ISAO	C/O HONDA R&D CO., LTD., 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA-351-0193
2	TAMAKI, KENJI	C/O HONDA R&D CO., LTD., 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA-351-0193
3	KAWASAKI, YUICHI	C/O HONDA R&D CO., LTD., 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA-351-0193

PCT International Classification Number

B60L 11/18 ; B60L 15/20

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	2009-079220	2009-03-27	Japan