JP2022075885A - Saddle-riding type electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a saddle-riding type electric vehicle which can obtain large driving force while inhibiting enlargement of a motor.

SOLUTION: An two-wheeled electric vehicle includes a master motor 11 and a slave motor 12. The master motor 11 and the slave motor 12 are attached to both ends of a shaft member 13. The two-wheeled electric vehicle includes a transmission mechanism which transmits rotation of the shaft member 13 to a rear wheel.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to a saddle-mounted electric vehicle.

As a saddle-type vehicle such as a motorcycle, a saddle-type electric vehicle powered by a motor has been developed in recent years instead of an internal combustion engine such as an engine. As this type of saddle-type electric vehicle, a saddle-type electric vehicle in which a rear wheel, which is a drive wheel, is driven by an electric motor is disclosed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2013-129338

The saddle-mounted electric vehicle is unlikely to have an excessive load weight due to carrying a large load or riding with a large number of people. Therefore, in the saddle-mounted electric vehicle disclosed in Patent Document 1, although the driving force obtained by the motor is limited, it can sufficiently withstand practical use if the load weight is not excessive. ..

However, it has been difficult to obtain sufficient driving force when a large load is loaded on a saddle-mounted electric vehicle or when a large number of people are allowed to ride. In this respect, it is conceivable to increase the size of the motor to increase the driving force, but the development cost of a large motor is often high. Further, when the size of the motor is increased, there is a problem that the installation place of the motor in the vehicle is limited and the weight of the vehicle is increased.

In particular, in Southeast Asian countries, saddle-mounted electric vehicles often carry large luggage or are used by a large number of people. Therefore, there has been a great demand for an increase in the driving force of a saddle-mounted electric vehicle.

Therefore, an object to be solved by the present invention is to provide a saddle-type electric vehicle capable of obtaining a large driving force while suppressing an increase in the size of a motor.

In the saddle-mounted electric vehicle according to the embodiment of the present invention in which the above problems are solved, a pair of motors, a shaft member to which the pair of motors are attached to both ends, and rotation of the shaft member are used as driving wheels. It is characterized by having a transmission mechanism for transmission.

With this configuration, the pair of motors supply the driving force to the shaft member. The driving force supplied to the shaft member is transmitted to the drive wheels via the transmission mechanism. In this way, since the driving force is supplied to the driving wheels by the pair of motors, it is possible to obtain a large driving force while suppressing the increase in size of the motors. Further, the pair of motors are attached to both ends of the shaft member. Therefore, it is possible to prevent the installation space of the motor from being excessively wide.

Further, in the saddle-mounted electric vehicle, the pair of motors may be an outer rotor type brushless motor.

With this configuration, the wheels can be driven by a motor having a large driving force.

Further, in the saddle-mounted electric vehicle, the rotation control of the pair of motors is based on the rotation angle detecting means for detecting the rotation angle of one of the pair of motors and the rotation angle detected by the rotation angle detecting means. It may be equipped with a controller that performs the above.

With this configuration, one controller can be used to drive two motors. When driving two motors, it is often necessary to detect the rotation angle of each motor. In this respect, in the above-mentioned saddle-mounted electric vehicle, two motors are attached to both ends of the shaft member, so that the two motors always rotate in the same phase. Therefore, by detecting the rotation angle of one motor, the rotation angles of both motors can be detected, so that one controller can easily drive two motors.

Further, in the saddle-mounted electric vehicle, the pair of motors may be arranged symmetrically with respect to the center of the vehicle body.

With this configuration, the stability of the saddle-mounted vehicle can be improved.

Further, in the saddle-mounted electric vehicle, a deceleration mechanism may be interposed between the shaft member and the drive wheel.

With this configuration, it is possible to increase or decrease the driving force applied to the wheels without significantly changing the output of the motor.

According to the saddle-mounted electric vehicle according to the present invention, a large driving force can be obtained while suppressing the increase in size of the motor.

It is a side view of the electric motorcycle which concerns on one Embodiment of this invention. It is a partially broken side view of a power unit. It is a perspective view of a motor. It is an exploded perspective view of a motor. It is a block block diagram of an electric motorcycle. (A) is a partially broken side sectional view of the power generator to which the internal combustion engine is attached, (B) is a partially broken side sectional view of the power generator to which the internal combustion engine of (A) is removed, (C). ) Is a partially broken side sectional view of the power generator in which the internal combustion engine is replaced with a motor.

Hereinafter, the electric motorcycle according to the embodiment of the present invention will be specifically described with reference to the drawings. In the following description, the front side refers to the forward direction of the vehicle, and the right side and the left side refer to the right side and the left side toward the forward direction of the vehicle.

FIG. 1 is a side view of an electric motorcycle. As shown in FIG. 1, the electric two-wheeled vehicle 80, which is an example of the saddle-type electric vehicle of the present invention, is a commercial motorcycle equipped with a motor as a drive source. The electric motorcycle 80 includes a power unit 10. The power unit 10 is arranged to the left of the front wheels 84 and the rear wheels 91 in the center of the vehicle body, and supplies power to the rear wheels 91. The electric motorcycle 80 is a so-called rear-wheel drive vehicle.

In the electric motorcycle (small vehicle) 80 shown in FIG. 1, the vehicle body frame 82 is formed by integrally joining a plurality of types of steel materials by welding or the like. The vehicle body frame 82 extends a single main tube 88 downward and rearward from the head pipe 83 that operably supports the front wheel suspension system, and easily straddles between the head pipe 83 and the seat 89 for occupant seating as a low portion. It is a so-called backbone type with improved quality.

A pivot bracket 90 extends below the rear end of the main tube 88, and the pivot bracket 90 supports the front end of the swing arm 92 of the rear wheel suspension system so as to be swingable up and down. A seat frame 93 extends above and behind the rear end of the main tube 88, a seat 89 is arranged on the seat frame 93, and a rear wheel suspension system rear cushion is placed between the seat frame 93 and the swing arm 92. 94 is arranged. In the figure, reference numeral 85 indicates a front fork, reference numeral 86 indicates a steering stem, and reference numeral 87 indicates a steering handle. Below the main tube 88, a power unit 10 which is a prime mover of the electric motorcycle 80 is supported.

FIG. 2 is a partially broken side view of the power unit. As shown in FIG. 2, the power unit 10 includes a master motor 11 and a slave motor 12 as a pair of motors. The master motor 11 and the slave motor 12 are both outer rotor type brushless motors, and each includes a stator 21, a stator holding member 23, and a rotor 25, respectively. The master motor 11 and the slave motor 12 are arranged on both sides of the crankcase 50, respectively. Further, the rotor 25 of the master motor 11 and the rotor 25 of the slave motor 12 are connected via a shaft member 13. The shaft member 13 is arranged through the inside of the crankcase 50. A driving force is supplied to the shaft member 13 by a master motor 11 and a slave motor 12 attached to both ends thereof.

The shaft member 13 is rotatably supported by bearings 30 and 30 arranged in the crankcase 50. The master motor 11 and the slave motor 12 have substantially the same configuration except whether or not a rotor position detection sensor (hereinafter referred to as “position sensor”) 35 is attached. Hereinafter, the configuration of the master motor 11 among the master motor 11 and the slave motor 12 will be described with reference to FIGS. 2 to 4. Further, in FIG. 2, among the slave motors 12, the same components of the master motor 11 are designated by the same reference numerals.

FIG. 3 is a perspective view of the master motor, and FIG. 4 is an exploded perspective view of the master motor. As shown in FIGS. 2 and 3, the stator 21 has a coil 22. Further, the stator 21 includes a stator core 28. As shown in FIG. 4, the stator core 28 has a plurality of teeth 28a projecting in the radial direction, and an insulator 29 which is an insulating member is attached to each of the teeth 28a. The coil 22 is wound around the teeth 28a of the stator core 28 from above the insulator 29.

The stator 21 is fixed to the stator holding member 23 by the stator mounting bolts 27 shown in FIG. The stator holding member 23 includes a holding portion 23A formed entirely of an iron material or an aluminum material in a substantially cylindrical shape, and a disk-shaped flange portion 23B extending from the inner outer peripheral edge portion of the holding portion 23A. Further, the crankcase 50 is provided with a boss portion 51, and the flange portion 23B is fastened to the boss portion 51 by a mounting bolt 23C. As a result, the holding portion 23A is in a state of projecting outward in the axial direction. Then, the stator 21 is fixed to the holding portion 23A. That is, the stator 21 is fixed to the boss portion 51 via the stator holding member 23. Further, the bearing 30 is supported by the boss portion 51.

The rotor 25 includes a bottomed cylindrical rotor yoke 31. A plurality of magnets 32 ... Are arranged and attached to the inner surface of the rotor yoke 31 so as to be separated from each other along the circumferential direction. Further, a shaft connecting portion 34 projecting inward is formed in the center of the side wall portion 33 which is the bottom portion of the rotor yoke 31. The shaft member 13 is inserted into the shaft connecting portion 34 and fixed by bolts B. The magnet 32 of the rotor 25 is assembled so as to face the outer peripheral surface of the stator 21.

Further, a position sensor 35, which is an example of the rotation angle detecting means, is attached to the flange portion 23B of the stator holding member 23 via a mounting plate 36. As shown in FIG. 2, the position sensor 35 is arranged at a position along the inner surface of the magnet 32 of the rotor 25 so as to be separated from the magnet 32. The position sensor 35 detects a change in the magnetic flux of the magnet 32. The detected change in magnetic flux is output as a signal to the controller 60 described later. The controller 60 obtains the rotation position (rotation angle) of the rotor 25 based on the detected change in the magnetic flux (details will be described later). The slave motor 12 is not provided with the position sensor 35 and the mounting plate 36.

Further, as shown in FIG. 2, a primary drive gear 40a is rotatably provided on the shaft member 13 at a substantially central position in the longitudinal direction of the shaft member 13. The primary drive gear 40a meshes with the primary driven gear 40b supported so as to be relatively rotatable on the right side portion of the main shaft 5.

A transmission 4 is provided behind the shaft member 13 (lower side in FIG. 2). The transmission 4 includes a main shaft 5 and a counter shaft 6. The main shaft 5 and the counter shaft 6 are arranged so that their respective rotation center axes are aligned in the left-right direction (parallel to the crank axis).

A multi-plate clutch 42 is coaxially supported at the right end of the main shaft 5. The multi-plate clutch 42 is a shifting clutch, and has a bottomed cylindrical shape that opens to the right and is supported on the right end of the main shaft 5 so as to be relatively rotatable, and on the inner peripheral side of the clutch outer 42a. It has a clutch inner 42b that is arranged and rotatably supported at the right end of the main shaft 5. A primary driven gear 40b is integrally rotatably supported on the left side of the bottom wall of the clutch outer 42a. The multi-plate clutch 42 temporarily releases the pressure welding of the clutch plate (not shown) in conjunction with the shift operation of the shift pedal (not shown), and makes the shift change of the transmission 4 smoother.

The transmission 4 includes a main shaft 5, a counter shaft 6, and a transmission gear group 7 supported across both shafts 5, 6. The rotational power of the shaft member 13 is transmitted from the main shaft 5 to the counter shaft 6 via an arbitrary gear of the transmission gear group 7. The left end portion of the counter shaft 6 becomes an engine output portion 41.

The speed change gear group 7 is composed of gears corresponding to the number of speed change stages supported by both shafts 5 and 6, respectively. The transmission 4 is of a constant meshing type in which the corresponding gears of the transmission gear group 7 are always meshed between the shafts 5 and 6. Each gear supported by both shafts 5 and 6 has a free gear that can rotate relative to the shaft that supports itself, a fixed gear that can rotate integrally with the shaft that supports itself, and a shaft that supports itself. It is classified into slide gears that fit splines. The transmission 4 moves the slide gear by the operation of a change mechanism (not shown), and selects a gear train according to the shift stage.

The rotational power of the shaft member 13 is output to the engine output unit 41 on the left side of the rear portion via the transmission 4. The engine output unit 41 is linked to the rear wheel 91, which is a drive wheel, via the chain type transmission mechanism 41a. In this way, the rotational power of the shaft member 13 is transmitted to the rear wheels 91 via the transmission 4 and the chain type transmission mechanism 41a. The primary drive gear 40a, the primary driven gear 40b, and the transmission gear group 7 constitute a reduction mechanism.

Next, the control of the master motor 11 and the slave motor 12 will be described. FIG. 5 is a block configuration diagram of an electric motorcycle. As shown in FIG. 5, the electric motorcycle 80 includes a controller 60 that controls a master motor 11 and a slave motor 12. Since the master motor 11 and the slave motor 12 are connected by a shaft member 13, the rotor of the master motor 11 and the rotor of the slave motor 12 rotate in synchronization with each other. Further, a position sensor 35 is attached to the master motor 11, and the position sensor 35 outputs the rotation position of the rotor 25 in the detected master motor 11 to the controller 60 as a rotation position signal.

Further, the electric motorcycle 80 includes a main switch 61 and an accelerator 62. The main switch 61 and the accelerator 62 are electrically connected to the controller 60 via the operation system control unit 63. The operation system control unit 63 controls the traveling of the electric motorcycle 80 based on the ON / OFF signal transmitted from the main switch 61, the accelerator signal transmitted from the accelerator 62, and the like.

Further, the electric motorcycle 80 includes a main battery 64, a molded case circuit breaker (hereinafter referred to as “MCB”) 65, a converter 66, and a load 67. The main battery 64 is, for example, a 96V battery, and supplies electric power to the master motor 11, the slave motor 12, the load 67, and the like based on the control signals of the controller 60 and the operation system control unit 63. The MCB65 loads by opening the electric circuit and cutting off the power supply from the main battery 64 when an abnormal overcurrent flows through the master motor 11, the slave motor 12, or the load 67 due to factors such as overload and short circuit. Protect circuits and wires from damage.

The converter 66 is a DC / DC converter and converts a high voltage supplied from the main battery 64 into a low voltage corresponding to the load 67, in this case 12V. The load 67 includes a light, a horn, and the like, and is turned on and off by being supplied with electricity having a voltage of 12 V.

The controller 60 converts the direct current supplied from the main battery 64 into three-phase (U-phase, V-phase, W-phase) AC voltage and supplies it to the coils of the master motor 11 and the slave motor 12. The controller 60 controls the rotation of the master motor 11 and the slave motor 12 based on the rotation position signal transmitted from the position sensor 35 provided in the master motor 11 and the rotation speed signal transmitted from the operation system control unit 63. .. The controller 60 controls the rotation of the master motor 11 and the slave motor 12 by appropriately adjusting the order of supplying the AC voltage of the three phases (U phase, V phase, W phase).

In the electric motorcycle 80 according to the present embodiment having the above configuration, the driving force is supplied to the shaft member 13 by two motors, the master motor 11 and the slave motor 12. The driving force supplied to the shaft member 13 is transmitted to the rear wheels 91 via a transmission mechanism including a primary drive gear 40a, a primary driven gear 40b, a transmission gear group 7, and the like. In this way, since the driving force is supplied to the rear wheels 91 by the two motors, the master motor 11 and the slave motor 12, it is possible to obtain a large driving force while suppressing the increase in size of the motor. Further, the master motor 11 and the slave motor 12 are attached to both ends of the shaft member 13. Therefore, the installation space of the master motor 11 and the slave motor 12 can be prevented from being excessively wide.

Further, both the master motor 11 and the slave motor 12 are composed of an outer rotor type brushless motor. Therefore, since the moment of inertia of the rotating shaft is larger than that of the inner rotor type motor, a stable driving force can be applied to the rear wheel 91.

Further, the position sensor 35 detects the rotation angle of the rotor 25 of only the master motor 11 which is one of the master motor 11 and the slave motor 12. The controller 60 controls the master motor 11 and the slave motor 12 based on the detection result. Normally, when controlling two brushless motors, it is necessary to control each brushless motor with a controller. In this respect, in the above-mentioned electric motorcycle 80, the master motor 11 and the slave motor 12 are connected by a shaft member 13 and rotate in the same phase. Therefore, even if the rotation angle of the slave motor 12 which is one of the motors is not detected, the rotation angle of the master motor 11 becomes the rotation angle of the slave motor 12 as it is. Therefore, by detecting the rotation angle of the master motor 11, the rotation angles of the master motor 11 and the slave motor 12 can be detected, so that one controller can easily drive two motors. Therefore, the number of controllers can be reduced.

Further, a reduction mechanism including a primary drive gear 40a, a primary driven gear 40b, a transmission gear group 7, and the like is interposed between the shaft member 13 and the rear wheel 91. Therefore, the driving force applied to the rear wheels 91 can be increased or decreased without significantly changing the output of the motor.

Further, in the above-mentioned electric motorcycle 80, a master motor 11 and a slave motor 12 are connected to both ends of the shaft member 13, and the shaft member 13 is rotated by the master motor 11 and the slave motor 12 to apply a driving force to the rear wheels 91. are doing. Therefore, even when the power engine of a motorcycle equipped with an internal combustion engine as a power engine is replaced from the internal combustion engine to a pair of motors, a shaft member, or the like, the replacement becomes easy.

Hereinafter, a motorcycle equipped with an internal combustion engine will be described, and subsequently, a procedure for transferring the power engine of the motorcycle equipped with an internal combustion engine from the internal combustion engine to a pair of motors will be specifically described. (A) is a partially broken side sectional view of the power generator to which the internal combustion engine is attached, (B) is a partially broken side sectional view of the power generator to which the internal combustion engine of (A) is removed, (C). ) Is a partially broken side sectional view of the power generator in which the internal combustion engine is replaced with a motor. As shown in FIG. 6A, the power unit 100 in a motorcycle using an internal combustion engine as a power unit includes an internal combustion engine 110 and a crankshaft 120 instead of including a master motor 11, a slave motor 12, a shaft member 13, and the like. ing.

The internal combustion engine 110 includes a cylinder 111 and a piston 112 inserted into the cylinder 111. A crankshaft 120 is connected to the piston 112. In the internal combustion engine 110 of a motorcycle, the fuel is burned in the cylinder 111, and the combustion gas generated by the combustion of the fuel pushes out the piston 112. When the piston 112 is pushed out, the crankshaft 120 rotates and the piston 112 reciprocates. In this way, the reciprocating motion of the piston 112 is converted into a rotary motion by the crankshaft 120, and axial power is obtained. Further, a primary drive gear 121 is attached to the crankshaft 120. The primary drive gear 121 meshes with the primary driven gear 40b.

Further, the power unit 100 is provided with a kick starter 130. The kick starter 130 includes a kick spindle 131 arranged along the left-right direction. A base end portion of the kick arm 132 is attached to the right end portion of the kick spindle 131. A kick drive gear 133 and a meshing mechanism 134 are coaxially supported on the left side portion of the kick spindle 131. The kick drive gear 133 rotates integrally with the kick spindle 131 via the meshing mechanism 134 only when the kick spindle 131 is rotated in one direction by stepping on the kick arm 132.

The kick drive gear 133 meshes with the driven gear of the transmission gear group 7. The kick drive gear 133 is connected to the centrifugal clutch 150 via a transmission gear group 7, a main shaft 5, a multi-plate clutch 42, a primary driven gear 40b, and a primary drive gear 121.

The power unit 10 according to the present embodiment shown in FIG. 2 is obtained by replacing the internal combustion engine 110, the crankshaft, the kick starter 130, the centrifugal clutch 150, etc. in the power unit 100 shown in FIG. 6A with a pair of motors and shaft members. , The power unit 10 shown in FIG. 2 can be used. In this case, first, the internal combustion engine 110 and the like in the power unit 100 shown in FIG. 6A are removed as shown in FIG. 6B. Specifically, the cylinder 111 and the piston 112 in the internal combustion engine 110, and the crankshaft 120 connected to the piston 112 are removed. At this time, the meshing between the primary drive gear 121 attached to the crankshaft 120 and the primary driven gear 40b is eliminated. The crankshaft 120 is supported by a bearing 30 or the like, and since the bearing 30 or the like is used as it is for supporting the shaft member 13, it is left unremoved.

Subsequently, as shown in FIG. 6C, the master motor 11, the slave motor 12, and the shaft member 13 are attached to the positions where the internal combustion engine 110 and the crankshaft 120 are removed. More specifically, the shaft member 13 is arranged coaxially with the position where the crankshaft 120 is provided, and the master motor 11 and the slave motor 12 are arranged at the positions of both ends of the shaft member 13. Therefore, nothing is provided at the position where the cylinder 111 of the internal combustion engine 110 is provided. Further, the primary drive gear 40a provided on the shaft member 13 is meshed with the primary driven gear 40b. In this way, the internal combustion engine is replaced with the motor.

As described above, when the power unit 100 including the internal combustion engine and the power unit 10 including the motor are compared, the crankshaft 120 is replaced with the shaft member 13, and instead of rotating the crankshaft 120 by the internal combustion engine 110, the master motor 11 and the slave are used. The shaft member 13 can be rotated by the motor 12. Therefore, even when the power engine of the motorcycle equipped with the internal combustion engine 110 is replaced with the master motor 11 and the slave motor 12 to form an electric motorcycle, the power engine can be easily replaced.

The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the above embodiment, a pair of motors may be provided, and a third motor may be provided at the center position of the pair of motors, or more motors may be provided. Further, although an outer rotor type brushless motor is used as the motor, an inner rotor type brushless motor may be used, or another motor may be used. Further, although a two-wheeled vehicle is used as a saddle-riding type vehicle, a tricycle or other saddle-riding type vehicle may be used.

7 ... Transmission gear group (transmission mechanism, reduction mechanism)
10 ... Power unit 11 ... Master motor (outer rotor type brushless motor)
12 ... Slave motor (outer rotor type brushless motor)
13 ... Shaft member 21 ... Stator 22 ... Coil 23 ... Stator holding member 23A ... Holding part 23B ... Flange part 23C ... Mounting bolt 25 ... Rotor 26 ... Case 27 ... Stator mounting bolt 28 ... Stator core 28a ... Teeth 29 ... Insulator 30 ... Bearing 31 ... Rotor yoke 32 ... Magnet 33 ... Side wall portion 34 ... Shaft connection portion 35 ... Position sensor (rotation angle detecting means)
36 ... Mounting plate 40a ... Primary drive gear (transmission mechanism, reduction mechanism)
40b ... Primary driven gear (transmission mechanism, reduction mechanism)
60 ... Controller 80 ... Electric motorcycle (saddle-type electric vehicle)
91 ... Rear wheel

A saddle-type electric vehicle or an electric two-wheeled vehicle according to an embodiment of the present invention that solves the above problems has a pair of motors, a shaft member to which the pair of motors are attached to both ends, and rotation of the shaft member. The shaft member is provided with a transmission mechanism for transmitting to the drive wheels, the shaft member is arranged at a position where the vehicle body is viewed from the side and does not overlap with the wheels, and the pair of motors are arranged so as to sandwich the center of the vehicle body on both sides of the case. It is characterized by being .
Further, in the saddle-mounted electric vehicle, the pair of motors may be arranged at symmetrical positions.
Further, in the saddle-mounted electric vehicle, the shaft member may be arranged between the front wheels and the rear wheels.
Further, in the saddle-mounted electric vehicle, the shaft member may be arranged below the seat for seating.
Further, in the saddle-mounted electric vehicle, the transmission mechanism is arranged side by side with the shaft member in the traveling direction, and a transmission that transmits the rotational force of the shaft member to the drive wheels and a shift change of the transmission are performed. It may be provided with a clutch mechanism for doing so.
Further, in the saddle-mounted electric vehicle, the transmission includes a main shaft and a counter shaft arranged parallel to the shaft member and parallel to the shaft member, and the shaft member is coaxial with the shaft member. A first spur gear provided above, a second spur gear provided on the main shaft and meshed with the first spur gear, and a third spur gear arranged coaxially with the second spur gear. A fourth spur gear provided on the counter shaft and meshed with the third spur gear, and a fifth spur gear arranged coaxially with the fourth spur gear and transmitting power to the drive wheels. , The clutch mechanism may be attached to the main shaft.
Further, in the saddle-mounted electric vehicle, the pair of motors may be replaced with the internal combustion engine housed in the case.
Further, in the saddle-mounted electric vehicle, the pair of motors may be mounted in place of the internal combustion engine housed in the case and arranged in the case.

Claims (5)

With a pair of motors,
A shaft member to which the pair of motors are attached to both ends, and
A transmission mechanism that transmits the rotation of the shaft member to the drive wheels,
A saddle-mounted electric vehicle characterized by being equipped with. The saddle-mounted electric vehicle according to claim 1, wherein the pair of motors is an outer rotor type brushless motor. A rotation angle detecting means for detecting the rotation angle of one of the pair of motors,
A controller that controls the rotation of the pair of motors based on the rotation angle detected by the rotation angle detecting means.
The saddle-type electric vehicle according to claim 1 or 2. The saddle-mounted electric vehicle according to any one of claims 1 to 3, wherein the pair of motors are arranged symmetrically with respect to the center of the vehicle body. The saddle-mounted electric vehicle according to any one of claims 1 to 4, wherein a reduction mechanism is interposed between the shaft member and the drive wheels.

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