JP2012106670A - Electric power-assisted bicycle and electric motorcycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a device compact that is configured to be provided with a speed reducer, an electric motor and a transmission mechanism along an axle in parallel.SOLUTION: Inside a rear hub 1, a transmission mechanism 11, a speed reducing mechanism 10, and a drive motor 8 are arranged in parallel in the axial direction of an axle 14. The transmission mechanism 11 includes a sun gear 11a for a transmission, a planetary gear 11b for the transmission that engages with the sun gear 11a, and a planetary carrier 11c for the transmission and transmits the pedal force to a drive wheel. The speed reducing mechanism 10 includes a sun gear 10a for a speed reducer and a planetary gear 10b for the speed reducer that engages the sun gear 10a, and transmits drive power from the drive motor 8 to a drive ring. The planetary gear 10b for the speed reducer is held by a planetary carrier 11c for the transmission. A transmission control mechanism 15 shifts speed by switching the sun gear 11a for the transmission to a rotatable state or to a non-rotatable state around the axle 14 through a clutch member 16a disposed between the sun gear 11a for the transmission and the axle 14 relative to the drive force due to the pedal force.

Description

  The present invention relates to a battery-assisted bicycle and an electric motorcycle in which an auxiliary force is applied to a human-powered drive system by an electric motor.

  There are various types of bicycle transmissions. Under such circumstances, generally, a multi-stage sprocket is provided on the same axis of either the crankshaft or the rear axle, or both, and the speed is changed by moving the chain between the sprockets by a derailleur (exterior gear shifting). And a system (internal transmission) that changes gears by switching gears provided in the rear hub of the rear wheel that is a driving wheel.

  The exterior transmission has a simple structure and is lightweight, but it causes wear of the sprocket and the chain, and also causes the chain to come off. On the other hand, internal transmissions are often used in city cycles because they have excellent dust and water resistance and are maintenance-free.

By the way, in an electrically assisted bicycle or an electric two-wheeled vehicle in which an auxiliary force is added to a human-powered drive system by an electric motor, a motor, a speed reducer, and a speed change mechanism are provided in a rear hub of a rear wheel that is a driving wheel of the bicycle. .
In addition, although the name of a motor-assisted bicycle and a motor-driven motorcycle is distinguished by law according to requirements such as an assist ratio, the following will be collectively referred to as a motor-assisted bicycle.

  Thus, the so-called hub motor type battery-assisted bicycle provided with a driving motor in the hub can use either the exterior transmission or the internal transmission when this is combined with the transmission.

  However, when an exterior transmission is used, the structure of the hub is mainly composed of a motor and a speed reducer, so that the structure is simple. However, there is a problem in maintenance due to the exterior transmission as described above. On the other hand, in the case of using an internal transmission, the structure of the hub is composed of a motor, a speed reducer, and a transmission mechanism, so the structure of the hub itself is complicated, but there are advantages due to the internal transmission as described above. This is advantageous.

  At present, battery-assisted bicycles are developed mainly in the city cycle, and most of them adopt an internal transmission. Therefore, it is considered that it is desirable to use an internal transmission mechanism even in a hub motor type battery-assisted bicycle.

  As a structure of a battery-assisted bicycle provided with this type of internal transmission mechanism, for example, there are those described in Patent Documents 1 and 2.

  In these structures, an electric motor (motor), a reduction gear, and a speed change mechanism are arranged in the hub. As a drive mechanism using an electric motor, a driving electric motor and a power system speed reducing mechanism for reducing the rotational speed of the electric motor are incorporated. As a human power input mechanism, an input sprocket is provided on the axle of the drive wheel, and a transmission and a speed reduction mechanism are arranged in that order from the axle toward the outer periphery.

  The hub includes a rotating casing and a fixed casing. The human-powered input mechanism is disposed on the rotating casing side, and the driving mechanism using the electric motor is mainly disposed on the fixed casing side.

  The human power given by the pedal is transmitted to the sprocket of the driving wheel by the chain, and after being shifted by the transmission, is transmitted to the reduction mechanism of the human power system to rotate the driving wheel through the rotating casing. In addition, the driving force by the electric motor is decelerated by a power-system decelerating mechanism provided separately from the above-described human-powered decelerating mechanism, and then the manpower driving force and the electric driving force are combined in the rotating casing, and the driving wheel Is transmitted to.

  At this time, the driving force by the human power converted into the electric signal and the electric signal of the running speed from the speed sensor are input to the control unit included in the battery-assisted bicycle, and the control unit is based on a predetermined condition. The drive signal is output to control the electric motor.

  However, in these structures, the electric motor is arranged at a position eccentric from the axis of the axle. For this reason, there exists a problem that the outer diameter of a hub becomes large. If the outer diameter of the hub is large, the weight balance tends to deteriorate.

  In this regard, according to the structures described in Patent Documents 3 and 4, since the reduction gear, the electric motor, and the speed change mechanism are provided on the axle, the increase in size of the hub can be suppressed.

  That is, in these structures, the reduction gear, the electric motor, and the speed change mechanism are arranged in parallel in the vehicle width direction in the hub of the rear wheel, which is the driving wheel, and the human power given by the pedal is transmitted through the chain. After being transmitted to the sprocket of the wheel and shifted by a transmission through a one-way clutch, the driving wheel is rotated through a rotating casing. Further, the driving force by the electric motor is decelerated by a speed reduction mechanism comprising a planetary gear mechanism provided around the axle, and then the human driving force and the electric driving force are combined in the rotating casing and transmitted to the driving wheel. It has become so.

JP-A-9-58568 JP 2000-043780 A JP 2002-293285 A JP 2003-160089 A

  However, according to the structures described in Patent Documents 3 and 4, the output from the electric motor is transmitted to the hub case (rotary casing) via the speed reducer, and the driving force from the pedal is transmitted to the hub case (rotating casing) via the speed change mechanism. ).

  For this reason, the three mechanisms of the speed reducer, the electric motor, and the speed change mechanism that are arranged in parallel along the axis of the axle have independent structures. That is, the transmission mechanism of the human driving force and the transmission mechanism of the electric driving force are interposed independently by different routes.

  Since the space in the axle direction of the drive wheels is limited, in such a structure, the space for the speed change mechanism is reduced, and it is difficult to increase the number of shift stages.

  Therefore, an object of the present invention is to make the device compact in a configuration in which three mechanisms of a speed reducer, an electric motor, and a speed change mechanism are provided in parallel along the axis of an axle in a hub of a drive wheel.

  In order to solve the above-described problems, the present invention has a speed change mechanism, a speed reduction mechanism, and a drive motor arranged in parallel in the axial direction of an axle inside a drive wheel hub, and the speed change mechanism is constituted by a planetary gear mechanism. A pedaling force from a pedal comprising at least one transmission sun gear, a transmission planetary gear that meshes with the transmission sun gear, and a transmission planet carrier that holds the transmission planetary gear. And the reduction mechanism includes at least one reduction gear sun gear and a reduction gear planet gear that meshes with the reduction gear sun gear. The reduction gear planetary gear is held by the transmission planetary carrier, transmits the driving force from the driving motor to the driving wheel, and the transmission sun gear is driven around both the axis of the axle with respect to the driving force. A shift control mechanism that performs a shift by switching to a rotatable or non-rotatable state, and the shift control mechanism is rotatable or non-rotatable via a clutch member provided between the transmission sun gear and the axle. A battery-assisted bicycle or an electric two-wheeled vehicle, which is characterized in that switching is performed.

  According to this configuration, in the configuration in which the speed change mechanism, the speed reduction mechanism, and the drive motor are arranged in parallel in the axle direction inside the hub of the drive wheel, the speed reducer planetary gear is the speed change planetary carrier or the speed change planetary carrier. And is held by a member that rotates integrally. That is, since the planetary carrier for the transmission and the planetary carrier for the reduction gear rotate integrally, the carrier can be shared and the device in the axle direction can be made compact. Further, the shift control mechanism can perform the switching between the rotatable and non-rotatable via a clutch member provided between the transmission sun gear and the axle.

In this configuration, the driving force generated by the pedaling force from the pedal is input to the speed change mechanism via a sprocket provided on one axial end side of the axle with respect to the hub, and the axial direction of the axle is within the hub. A configuration in which a speed change mechanism, a speed reduction mechanism, and a drive motor are provided in parallel from one end side to the other end side can be employed.
If the speed change mechanism and the speed reduction mechanism are provided between the sprocket on one end of the axle and the drive motor on the other end, the planetary carrier for the transmission and the planetary carrier for the speed reducer are close to each other. The structure for realizing the above can be further simplified.

  It should be noted that a regenerative mechanism can be added to the battery-assisted bicycle or the electric motorcycle having each of these configurations. That is, the transmission control mechanism can rotate or rotate the transmission sun gear around the axle with respect to the relative rotation in both directions around the transmission sun gear and the axle via the clutch member. By making the transmission sun gear and the axle unrotatable with respect to the reverse input from the drive wheel, the regenerative electric power generated by the reverse input is transmitted through the drive motor. It is the structure provided with the regeneration mechanism which returns to a secondary battery.

  That is, the transmission sun gear cannot be rotated around the axle not only for the driving force from the pedal but also for the reverse input from the driving wheel, and in this state, the driving motor is supplied to the driving motor from the driving wheel. If reverse input is transmitted, regenerative charging is possible. At this time, the reverse input from the drive wheel is always transmitted to the drive motor and the secondary battery is regeneratively charged. Whether or not to perform the regenerative charge can be controlled, for example, the operation of the brake lever By turning on the regenerative charging switch, it is possible to set so that regenerative charging is performed under optimum conditions only when necessary.

  Because the space inside the hub is limited, the length of the sun gear of the planetary gear mechanism in the axle direction must be shortened. According to this configuration, the clutch member is the same as the clutch for speed change and reverse input. By using this member, the mechanism can be simplified, and the axial length of the apparatus can be shortened. As this clutch member, for example, a ball, a key, or a ratchet can be used.

  Further, in each of these configurations, the clutch member is a ball that can move along the axial direction of the axle, and the ball can move or rotate by moving along the axial direction of the axle. It is possible to adopt a configuration for performing the impossible switching.

  In the configuration using the ball as the clutch member, the ball moves along the axial direction of the axle so that the ball faces a cam surface provided on the inner surface of the transmission sun gear, and the position facing the cam surface. If the ball moves to a position where the ball has been separated and the ball is in the facing position, the sun gear for transmission cannot be rotated around the axis of the axle with respect to the driving force, and the ball has been detached. If it exists in a position, the structure which the said sun gear for transmissions can rotate to the surroundings of the axis of the said axle with respect to a driving force is employable.

In each of these configurations, the shift control mechanism includes a control member between the axle and the transmission sun gear, and the control member intersects with the axis direction of the axle in an oblique direction. A longitudinal pocket is provided, the ball is held in the pocket, a ball groove is provided on the outer surface of the axle, and the ball shaft is rotated by the ball groove when the control member is rotated around the axle axis. A configuration that guides movement in a direction can be employed.
Since the longitudinal pocket intersects with the axial direction of the axle in an oblique direction, if the control member is rotated around the axis, the ball in the ball groove can be moved in the axial direction of the axle. .

  The ball groove can be configured to extend in parallel with the axial direction of the axle, for example. The ball groove extends in a direction obliquely intersecting the axial direction of the axle, the intersection direction of the ball groove with respect to the axial direction of the axle, and the intersecting direction of the pocket with respect to the axial direction of the axle. Can adopt a configuration opposite to the axial direction of the axle.

  Further, the pocket and the ball groove extend in a straight line, and if the intersection angle between the pocket and the ball groove is 30 degrees or more, the movement of the ball is smooth.

  In these configurations, it is possible to adopt a configuration in which the ball groove is provided with a relief groove for preventing the ball from interfering with the cam surface at a position separated from the position facing the cam surface. According to this configuration, the ball is prevented from erroneously interfering with the cam surface. In particular, when a plurality of sun gears are juxtaposed in the axial direction of the axle, the use of this relief groove is effective in preventing the adjacent sun gears from being engaged unexpectedly.

  Further, as another configuration of the clutch member, for example, the clutch member is a ball or key member fixed in the axial direction of the axle, and the ball or key member moves in the radial direction of the axle. It is possible to adopt a configuration for switching between rotation and non-rotation.

  The ball or key member moves in the radial direction of the axle so that it can be engaged with a cam surface provided on the inner surface of the transmission sun gear, and a position separated from the engageable position. If the ball or key member is in the engageable position, the transmission sun gear cannot rotate around the axle shaft with respect to the driving force, and the ball or key member If it is in the disengaged position, it is possible to employ a configuration in which the transmission sun gear can rotate around the axis of the axle with respect to the driving force.

  In this configuration, the shift control mechanism includes a control member between the axle and the transmission sun gear, and a hole is provided through the control member in the radial direction of the axle. It is possible to adopt a configuration that moves to the engageable position by entering the hole and moves to the disengaged position when coming out of the hole.

  The shift control mechanism may be configured to perform switching between the rotatable and the non-rotatable by moving the control member in the axial direction of the axle, and rotates the control member around the axle axis. Thereby, it can also be set as the structure which switches the said rotation possible or non-rotatable.

In each of these configurations, the number of the clutch members may be, for example, a configuration in which only one clutch member is disposed around the axle, but it is desirable that at least two clutch members be disposed around the axle shaft. .
Further, at that time, it is desirable that the clutch members are arranged at equal intervals around the axle.

Further, the planetary gear of the speed reduction mechanism is a two-stage gear, and an outer ring gear for a speed reducer provided on a motor housing holding a drive motor on one of the gears is provided on the motor output shaft of the drive motor on the other gear. If a configuration in which the reduction gear sun gears are engaged is adopted, a high reduction ratio can be achieved.
Of course, since the number of stages can be arbitrarily set according to the specifications required for the battery-assisted bicycle, for example, it can be one stage or can be three stages or more.

Further, it is possible to adopt a configuration in which the motor output shaft of the drive motor and the axle are connected coaxially, and the motor output shaft and the axle are supported by a bearing so as to be relatively rotatable. By supporting the motor output shaft of the axle and the drive motor so as to be relatively rotatable by a bearing, the rigidity of the axle and the drive motor is improved.

  According to the present invention, the apparatus can be made compact in a configuration in which three mechanisms of a speed reducer, an electric motor, and a speed change mechanism are provided in parallel along the axis of the axle.

A longitudinal sectional view showing an embodiment of the present invention The principal part enlarged view which shows the effect | action of the clutch of the embodiment 2A is a cross-sectional view showing the state of engagement in the AA cross section of FIG. 2, and FIG. The principal part enlarged view which shows the effect | action of the clutch of other embodiment. Furthermore, the principal part enlarged view which shows the effect | action of the clutch of other embodiment. (A) is AA sectional drawing of FIG. 5, (b) is BB sectional drawing. Furthermore, the principal part enlarged view which shows the effect | action of the clutch of other embodiment. (A) is AA sectional drawing of FIG. 7, (b) is BB sectional drawing. Overall view of a battery-assisted bicycle

  Embodiments of the present invention will be described with reference to the drawings. The battery-assisted bicycle of this embodiment is a battery-assisted bicycle of the rear hub motor type in which a drive motor 8 is provided inside a hub 1 (hereinafter referred to as “rear hub 1”) of a rear wheel that is a drive wheel. In addition, since the structure of this embodiment can be employ | adopted also as an electric two-wheeled vehicle and both structures are the same, it demonstrates as a battery-assisted bicycle below.

  As shown in FIG. 1, the driving force by the pedaling force is changed through a sprocket 9 (hereinafter referred to as “rear sprocket 9”) of the rear wheel 2 provided on one axial end side of the axle 14 with respect to the rear hub 1. It is input to the mechanism 11. Further, in the hub case 12 provided coaxially with the axle 14 of the rear wheel 2, the speed change mechanism 11, the speed reduction mechanism 10, and the drive motor 8 are provided in parallel from one axial end side to the other end side of the axle 14. ing.

  During driving, when a driving force based on the pedaling force transmitted from the crankshaft is input through the pedal 3 shown in FIG. 9, the power transmission element 4 such as a chain connecting the front sprocket and the rear sprocket 9 and the speed change mechanism 11 are used. Thus, the driving force can be transmitted to the rear wheel 2. The rear sprocket 9 is attached to the planetary carrier 11c for transmission of the transmission mechanism 11 via the one-way clutch 27.

  The shift control mechanism 15 for switching the shift mechanism 11 is manually or electrically operated by a shift change switch (not shown) attached to the handle 5 or the frame 6 of the battery-assisted bicycle outside the rear hub 1. ing.

  Further, the driving force by the output of the driving motor 8 as an auxiliary force is transmitted to the planetary carrier 11c for transmission of the transmission mechanism 11 via the speed reduction mechanism 10 inside the rear hub 1, and the planetary gear 11b of the transmission mechanism 11 is transmitted. Through the hub case 12 and can be transmitted to the rear wheel 2.

  Further, during forward non-drive, reverse input from the rear wheel 2 is transmitted from the planetary gear 11b of the transmission mechanism 11 and the planetary carrier 11c for transmission of the transmission mechanism 11 to the speed reduction mechanism 10 (in the case of reverse input, the speed is increased). And a regenerative mechanism for reducing regenerative power generated by reverse input to the secondary battery 13 attached to the frame 6 and the like outside the rear hub 1.

  The transmission mechanism 11 is composed of a planetary gear mechanism that can increase the speed in three stages. The transmission mechanism 11 includes three transmission sun gears 11 a (11 a-1, 11 a-2, 11 a-3) provided on the outer periphery of the axle 14, and a transmission planetary gear that meshes with the transmission sun gear 3 a. 3b and a planetary gear carrier 11c for holding the transmission planetary gear 3b.

  In this embodiment, the transmission sun gear 11a includes three sun gears, that is, a first sun gear 11a-1, a second sun gear 11a-2, and a third sun gear 11a-3. The first sun gear 11a-1, the second sun gear 11a-2, and the third sun gear 11a-3 are connected so as to be rotatable around the axle 14 (transmission control mechanism 15).

  The transmission planetary gear 11b has three gears with different numbers of teeth meshing with the first sun gear 11a-1, the second sun gear 11a-2, and the third sun gear 11a-3. The planetary gear 11b is held by a transmission planet carrier 11c. The transmission outer ring gear 11d that meshes with the transmission planetary gear 11b is integrated with the hub case 12.

  In this embodiment, the outer ring gear 11d for transmission is formed integrally with the hub case 12, but the outer ring gear 11d for transmission and the hub case 12 are formed separately and rotate together. A meshing configuration is also conceivable.

  The number of transmission sun gears 11a can be set freely, and may be one, two, three, or four, for example, depending on the required gear. At this time, the number of gears of the planetary gear 11b for transmission is the same as the number of sun gears 11a for transmission.

  In this embodiment, the transmission outer ring gear 11d meshes with the gear having the second number of teeth of the transmission planetary gear 11b. Although it is possible to engage with other gears, this embodiment is desirable because the speed increasing ratio width between the three stages can be most earned.

  The speed reduction mechanism 10 includes a planetary gear mechanism, and includes one speed reducer sun gear 10a and a speed reducer planetary gear 10b that meshes with the speed reducer sun gear 10a.

  In this embodiment, the planetary gear 10b for reduction gears is a two-stage gear, and the outer ring gear 10d for reduction gears provided in the motor housing 8b holding the driving motor 8 is meshed with the gear having the smaller number of teeth. . The reduction gear sun gear 10 a provided on the motor output shaft 8 a of the drive motor 8 is meshed with the gear having the larger number of teeth. That is, the speed reduction mechanism 10 uses the motor output shaft 8a of the drive motor 8 as the speed reducer sun gear 10a, and the speed reducer outer gear 10d (fixed) integrated with the two-stage speed reducer planetary gear 10b and the motor housing 8b. ) And a planetary carrier 11c for transmission that is common to the transmission mechanism 11.

That is, the reduction planetary gear 10b is connected to the transmission planet carrier 11c and the transmission planetary gear 11b by the planetary gear shaft 11e. In other words, the planetary gear 10b for reduction gear is held by the planet carrier 11c for transmission and can rotate around the axle 14 integrally with the planet carrier 11c for transmission and the planet gear 11b for transmission.
Since the planetary gear 11b for transmission and the planetary gear 10b for reduction gear are supported by the planetary carrier 11c for transmission with a common planetary gear shaft 11e, the planetary carrier for the transmission mechanism 11 and the planetary carrier for the reduction mechanism 10 are used. By making it common, the axle direction is made compact.

  The transmission mechanism 11 includes three transmission sun gears 11a (a first sun gear 11a-1, a second sun gear 11a-2, and a third sun gear 11a-3) provided on the outer periphery of the axle 14 to perform shift control. By operating the mechanism 15, one of the transmission sun gears 11a can be selectively rotated around the axle 14 so as to be rotatable or non-rotatable for each of the driving force and the reverse input. Yes.

  The switching is performed via a clutch 16 (clutch member 16a) provided between the transmission sun gear 11a and the axle 14.

  The clutch 16 includes a clutch member 16a made of a ball that can move along the axial direction of the axle 14, and the ball moves along the axial direction of the axle 14 so that the transmission sun gear 11a and the axle 14 are moved. The transmission sun gear 11a is selectively switched to be non-rotatable about the axis of the axle 14 and the others are rotatable.

  In this embodiment, the shift control mechanism 15 moves the clutch member 16a along the axial direction of the axle 14 by rotating a control member 15a provided around the axle 14 around the axle 14. By movement, the transmission sun gear 11a and the axle 14 can be switched to be rotatable or non-rotatable with respect to relative rotation in both directions around the axis.

  Further, between the planetary carrier for transmission 11c and the control member 15a of the transmission control mechanism 15, between the control member 15a of the transmission control mechanism 15 and the axle 14, between the planetary carrier for transmission 11c and the hub case 12, and Bearing portions 21, 26, 22, 23, 24, and 25 are provided between the hub case 12 and the motor housing 8b, and between the planetary carrier 11c for transmission and the motor output shaft 8a, respectively. Around relative rotation is possible.

  For example, when the first sun gear 11a-1 cannot be rotated with respect to the axle 14, the rotational speed from the rear sprocket 9 is increased from the planetary carrier 11c for transmission, and the hub case 12 (the outer ring gear 11d for transmission). ).

At this time, the number of teeth of the first sun gear 11a-1 is a1, the number of teeth of the transmission planetary gear 11b meshed with the first sun gear 11a-1 is b1, and the transmission planetary gear meshed with the outer ring gear 11d for transmission. When the number of teeth of the gear 11b is b2 and the number of teeth of the outer ring gear 11d for transmission is d1, the speed increasing ratio from the planetary carrier 11c for transmission to the outer ring gear 11d for transmission is [(a1 × b2) / (b1 × d1)] + 1
It becomes. At this time, the second sun gear 11a-2 and the third sun gear 11a-3 are in an idle state and do not participate in torque transmission.

Further, when the second sun gear 11a-2 cannot be rotated about the axle 14, the number of teeth of the second sun gear 11a-2 is a2, and the number of teeth of the outer ring gear 11d for transmission is d1 as in the above example. Then, the speed increasing ratio from the planetary carrier 11c for transmission to the outer ring gear 11d for transmission is
[A2 / d1] +1
It becomes.

Further, when the third sun gear 11a-3 cannot be rotated on the axle 14, the number of teeth of the third sun gear 11a-3 is a3, and the teeth of the planetary gear 11b for transmission that meshes with the third sun gear 11a-3. If the number is b3, and the number of teeth of the transmission planetary gear 11b meshing with the transmission outer ring gear 11d is b2, and the number of teeth of the transmission outer ring gear 11d is d1 as in the above example, the planetary carrier for transmission is The speed increasing ratio from 11c to the outer ring gear 11d for transmission is
[(A3 × b2) / (b3 × d1)] + 1
It becomes.

The drive motor 8 is arranged in parallel in the axial direction of the speed change mechanism 11 and the axle 14, and the output of the drive motor 8 is transmitted to the planetary carrier for transmission via the speed reduction mechanism 10 using the planetary gear mechanism. 11c is decelerated and transmitted.
Further, the transmission planetary carrier 11 c is accelerated by the transmission mechanism 11 and transmitted to the hub case 12. The speed increase ratio at this time varies depending on which transmission sun gear 11 a cannot rotate with respect to the axle 14 by the shift control mechanism 15.

The output from the driving motor 8 is b4 for the number of teeth of the planetary gear 10b for the reduction gear meshing with the sun gear 10a for the reduction gear, d2 for the number of teeth of the outer ring gear 10d for the reduction gear, and the number of teeth for the sun gear 10a for the reduction gear. Is a4, and the number of teeth of the reduction gear planetary gear 10b meshing with the reduction gear outer ring gear 10d is b5, the reduction ratio from the reduction gear sun gear 10a to the transmission planet carrier 11c is [(d2 × b4) / (A4 x b5)] + 1
It becomes.

When the forward drive is not driven, the reverse input from the rear wheel 2 is transmitted from the hub case 12 to the planetary gear 11b for transmission. At this time, the clutch 16 provided between each transmission sun gear 11a and the axle 14 makes any one of the transmission sun gears 11a non-rotatable with respect to the axle 14 with respect to the reverse input. The others are rotatable.
As a result, the reverse input from the rear wheel 2 is decelerated via the speed change mechanism 11 and transmitted to the planetary carrier 11c for transmission, and further accelerated and transmitted to the drive motor 8 via the speed reduction mechanism 10. Regenerative charging is possible.

With these configurations, the driving force (stepping force) from the rear sprocket 9 is increased and transmitted to the rear wheel 2. The driving force from the drive motor 8 is decelerated via the speed reduction mechanism 10 and transmitted to the planetary carrier 11c for transmission, and then accelerated through the speed change mechanism 11 and transmitted to the rear wheel 2. .
On the other hand, the reverse input torque from the rear wheel 2 is decelerated by the speed change mechanism 11, accelerated by the speed reduction mechanism 10, and transmitted to the drive motor 8, so that regenerative charging is possible.

  In this embodiment, the motor output shaft 8a of the drive motor 8 and the axle 14 are arranged coaxially and are supported by the hub case 12 so as to be relatively rotatable around each other.

  Next, details of the shift control mechanism 15 will be described. As shown in FIGS. 1 and 2, the speed change control mechanism 15 includes three main members provided around the axle 14, that is, a control member 15a, a connecting member 15d, and an operation member 15e.

  The control member 15a, the connecting member 15d, and the operating member 15e are connected along the axial direction of the axle 14 by serration coupling so that they can rotate together as a unit. Further, the control member 15a is disposed so that a part thereof enters between the axle 14 and the transmission sun gear 11a.

In the control member 15a, pockets 15b for holding at least two or more balls are formed in an equally divided direction (equally spaced) around the axis.
The pocket 15b has a longitudinal shape and extends in a direction intersecting in an oblique direction with respect to the axial direction of the axle 14 while being twisted in the axial direction over the entire length thereof.

In this embodiment, four clutch members 16a are arranged around the axis of the axle 14, but the number thereof is arbitrary. However, for engagement stability, it is desirable to use two or more.
Further, when a plurality of the clutch members 16a are provided around the axis, it is desirable to arrange them in an equally divided direction around the axis of the axle 14.

  Further, the same number of ball grooves 14 a as pockets 15 b are formed on the outer surface of the axle 14. In this embodiment, the ball groove 14 a is formed linearly in parallel with the axial direction of the axle 14.

  A ball is held in each pocket 15b, and the ball is accommodated in the ball groove 14a.

A wire or the like (not shown) is connected to the operation member 15 e of the speed change control mechanism 15, and the wire is pulled by a signal from the above-described speed change switch, and the operation member 15 e is rotated around the axle 14. .
When the operation member 15e rotates around the axis of the axle 14, the control member 15a also rotates around the axis of the axle 14 via the connecting member 15d.

  By the rotation of the control member 15a, the ball moves in one direction along the axial direction of the axle 14 so as to be pushed out to the inner wall of the long pocket 15b. At this time, since the ball is accommodated in the ball groove 14a, the movement of the ball is guided in the direction in which the ball groove 14a extends. If the control member 15a rotates in the reverse direction, the ball moves in the other direction along the axial direction of the axle 14. The rotation of the control member 15a in the reverse direction automatically utilizes the urging force of an elastic member such as a spring, regardless of the operation of the wire, and when the pulling force of the wire is released or loosened. It may be performed.

  Each sun gear 11a for transmission is provided with a petal-like cam surface 11f having concavities and convexities along the circumferential direction on the inner surface thereof. By the above-described movement of the ball in the axial direction, the ball can move between a position facing the cam surface 11f of the transmission sun gear 11a and a position separated from the facing position in the axial direction. it can.

  If the ball is positioned so as to face the cam surface 11f of one transmission sun gear 11a by the movement, the cam surface 11f and the ball groove 14a of the axle 14 mesh with each other via the ball (FIG. 3 ( a)), the axle 14 and the transmission sun gear 11a become non-rotatable. At this time, the clutch 16 can be engaged with the relative rotation in both directions around the axis of the axle 14 and the transmission sun gear 11a, so that the transmission sun gear 11a is also capable of driving force. It is impossible to rotate against reverse input.

  Further, if the ball is at a position separated from the position facing the cam surface 11 f, the transmission sun gear 11 a can rotate around the axle 14. For this reason, the other two transmission sun gears 11a whose balls do not face the cam surface 11f can rotate about the axis of the axle 14 with respect to the driving force and the reverse input.

  Further, the ball groove 14a has a relief groove 14b for preventing the ball from interfering with the adjacent transmission sun gear 11a when the ball meshes with the cam surface 11f of one transmission sun gear 11a. Is provided. As shown in FIG. 2, the escape groove 14b is formed slightly deeper than the other part of the ball groove 14a at a position separated from the position facing the cam surface 11f in the axial direction.

  If the ball enters the escape groove 14b, the ball moves slightly toward the inner diameter side (see FIG. 3B), so that it does not interfere with the cam surface 11f of the transmission sun gear 11a. For this reason, when the engagement by the ball is switched from one transmission sun gear 11a to another transmission sun gear 11a, there is a neutral state that does not engage any of the transmission sun gears 11a. Therefore, smooth switching is possible.

  Another embodiment of the shift control mechanism 15 is shown in FIG. In this embodiment, the ball groove 14a of the axle 14 is formed in a twisted shape in the axial direction of the axle 14 over the entire length thereof. That is, the ball groove 14 a extends in a direction that intersects with the axial direction of the axle 14 in an oblique direction.

  Further, the intersecting direction of the ball groove 14 a with respect to the axial direction of the axle 14 and the intersecting direction of the pocket 15 b with respect to the axial direction of the axle 14 are opposite to the axial direction of the axle 14. That is, as it goes in the axial direction of the axle 14, the ball groove 14a is twisted in one direction around the axis of the axle 14, whereas the pocket 15b is twisted in the other direction around the axis.

Further, the pocket 15b and the ball groove 14a extend linearly, and the intersection angle between the pocket 15b and the ball groove 14a is 30 degrees or more. If this crossing angle (twisting angle) is 30 degrees or more, smooth axial movement of the ball is possible when the control member 15a is rotated.
It is desirable that the twist angle of the pocket 15b and the ball groove 14a with respect to the axial direction of the axle 14 is the same angle in the opposite direction with respect to the axial direction of the axle 14.

  Still another embodiment of the speed change control mechanism 15 is shown in FIGS. In this embodiment, the clutch member 16a is a ball, and the ball is attached to each transmission sun gear 11a so as not to move in the axial direction. Each ball is connected to a fixed element 14 d in the axle 14 by an elastic member 16 b accommodated in a radial hole 14 c provided in the axle 14. Each ball is urged in the outer diameter direction by the elastic force of the elastic member 16b.

  When the control member 15a of the speed change control mechanism 15 is rotated around the axis of the axle 14, when the ball faces the hole 15c provided in the control member 15a (the hole 15c penetrating in the radial direction of the axle 14), the ball Protrudes in the outer diameter direction through the hole 15c, and can be engaged with the cam surface 11f of the facing transmission sun gear 11a (see FIG. 6A). The ball not facing the hole 15c is prevented from engaging with the cam surface 11f of the transmission sun gear 11a because the protrusion in the outer diameter direction is suppressed by the control member 15a (FIG. 6B). reference).

  This hole 15c is a group of holes provided in the same number (four in this embodiment) as the number of balls arranged in the circumferential direction corresponding to one transmission sun gear 11a. The same number of transmission sun gears 11a are provided in parallel in the axial direction. The holes 15c arranged in parallel in the axial direction are provided at positions having different orientations around the axis.

  Therefore, among the transmission sun gears 11a, the holes 15c face all the balls arranged in the circumferential direction only with respect to the single transmission sun gear 11a, and the balls pass through the holes 15c in the outer diameter direction. Protrusively. As a result, the transmission sun gear 11a is made unrotatable about the axle in both rotational directions with respect to the axle 14.

  In this state, the positions of the holes 15c are set so that the holes 15c do not face the balls with respect to the other transmission sun gears 11a, and these balls do not protrude in the outer diameter direction. For this reason, the other transmission sun gear 11a can rotate in both directions of rotation around the axis with respect to the axle 14.

  That is, when the ball enters the hole 15c of the control member 15a, the ball moves to a position where it can engage with the cam surface 11f of the transmission sun gear 11a, and if the ball exits from the hole 15c (at a position where it does not enter the hole 15c). And the cam surface 11f is moved away from the position where it can be engaged. Moreover, the ball | bowl as the clutch member 16a can be engaged with the cam surface 11f only about one transmission sun gear 11a among the plurality of transmission sun gears 11a. The ball as the clutch member 16a cannot be engaged with the cam surface 11f.

  Still another embodiment of the speed change control mechanism 15 is shown in FIGS. In this embodiment, a key member is used instead of the ball as the clutch member 16a in the above-described embodiment.

  The key member is attached to each transmission sun gear 11a so as not to move in the axial direction. Each key member is connected to a fixed element 14 d in the axle 14 by an elastic member 16 b accommodated in a radial hole 14 c provided in the axle 14. Each ball is urged in the outer diameter direction by the elastic force of the elastic member 16b. About the effect | action, it is the same as that of the above-mentioned embodiment using a ball | bowl.

1 Rear hub (hub)
2 Rear wheels (drive wheels)
3 Pedal 4 Driving force transmission element (chain)
5 Handle 6 Frame 7 Hub flange 8 Drive motor 8a Motor output shaft 8b Motor housing 9 Rear sprocket (sprocket)
DESCRIPTION OF SYMBOLS 10 Reduction mechanism 10a Reduction gear sun gear 10b Reduction gear planetary gear 10d Reduction gear outer ring gear 11 Transmission mechanism 11a Transmission sun gear 11a-1 First sun gear 11a-2 Second sun gear 11a-3 Third sun Gear 11b planetary gear 11c for transmission planetary carrier 11d for transmission gear outer ring gear 11e for transmission planet gear shaft 11f cam surface 12 hub case 14 axle 15 gear shift control mechanism 15a control member 15b pocket 15c hole 15d connecting member 15e operating member 16 clutch 16a Clutch members 21, 22, 23, 24, 25, 26

Claims (17)

  A transmission mechanism (11), a speed reduction mechanism (10), and a drive motor (8) are arranged in parallel in the axial direction of the axle (14) inside the hub (1) of the drive wheel, and the transmission mechanism (11) A planetary gear mechanism and at least one transmission sun gear (11a), a transmission planetary gear (11b) meshing with the transmission sun gear (11a), and a transmission planetary gear (11b). ) Holding the transmission planet carrier (11c), and transmitting the driving force by the pedaling force from the pedal to the driving wheel. The speed reduction mechanism (10) is constituted by a planetary gear mechanism and is at least one speed reducer. A reduction gear planetary gear (10b) meshing with the reduction gear sun gear (10a), the reduction gear planetary gear (10b) being the transmission planet carrier (11c). Keep Then, the driving force from the driving motor (8) is transmitted to the driving wheel, and the transmission sun gear (11a) can be rotated or rotated in both directions around the axle (14) with respect to the driving force. A shift control mechanism (15) for performing a shift by switching to disabled is provided, and the shift control mechanism (15) is a clutch member (16a) provided between the transmission sun gear (11a) and the axle (14). The motor-assisted bicycle or the electric two-wheeled vehicle, wherein the rotation or non-rotation switching is performed via a).   A driving force by a pedaling force from the pedal is input to the speed change mechanism (11) via a sprocket (9) provided on one end side in the axial direction of the axle (14) with respect to the hub (1). In (1), the transmission mechanism (11), the speed reduction mechanism (10), and the drive motor (8) are provided in parallel from one axial end side to the other end side of the axle (14). The battery-assisted bicycle or the electric motorcycle according to claim 1.   The transmission control mechanism (15) is configured for the transmission with respect to relative rotation in both directions around the axis between the transmission sun gear (11a) and the axle (14) via the clutch member (16a). The sun gear (11a) can be switched to be rotatable or non-rotatable on the axle (14), and the transmission sun gear (11a) and the axle (14) A regenerative mechanism is provided for reducing regenerative power generated by reverse input to the secondary battery (13) through the drive motor (8) by making the battery non-rotatable. Electric assisted bicycle or electric motorcycle.   The clutch member (16a) is a ball that is movable along the axial direction of the axle (14), and the ball is movable along the axial direction of the axle (14), so that the clutch member (16a) is rotatable or 4. The battery-assisted bicycle or electric motorcycle according to claim 3, wherein switching is performed so that rotation is impossible.   The ball moves from the position facing the cam surface (11f) provided on the inner surface of the transmission sun gear (11a) and the position facing the ball by moving along the axial direction of the axle (14). The transmission sun gear (11a) is unable to rotate around the axis of the axle (14) with respect to the driving force if the ball moves between the separated position and the ball is in the facing position. The electric motor according to claim 4, wherein when the ball is in the detached position, the sun gear for transmission (11a) can rotate about the axis of the axle (14) with respect to the driving force. Auxiliary bicycle or electric motorcycle.   The shift control mechanism (15) includes a control member (15a) between the axle (14) and the transmission sun gear (11a), and the control member (15a) includes the axle (14). A longitudinal pocket (15b) intersecting obliquely with respect to the axial direction is provided, the ball is held in the pocket (15b), a ball groove (14a) is provided on the outer surface of the axle (14), and the control 6. The axial movement of the ball is guided by the ball groove (14a) when the member (15a) is rotated around the axle (14). The electric assistance bicycle or electric motorcycle according to any one of the above.   The battery-assisted bicycle or electric motorcycle according to claim 6, wherein the ball groove (14a) extends in parallel with the axial direction of the axle (14).   The ball groove (14a) extends in a direction intersecting obliquely with respect to the axial direction of the axle (14), and the intersecting direction of the ball groove (14a) with respect to the axial direction of the axle (14); The battery-assisted bicycle according to claim 6, wherein the crossing direction of the pocket (15b) with respect to the axial direction of the axle (14) is opposite to the axial direction of the axle (14). Electric motorcycle.   The pocket (15b) and the ball groove (14a) each extend in a straight line, and an intersection angle between the pocket (15b) and the ball groove (14a) is 30 degrees or more. The battery-assisted bicycle or the electric motorcycle according to 8.   The ball groove (14a) includes a clearance groove (14b) for preventing the ball from interfering with the cam surface (11f) at a position separated from the position facing the cam surface (11f). The battery-assisted bicycle or electric motorcycle according to any one of claims 6 to 9.   The clutch member (16a) is a ball or key member fixed in the axial direction of the axle (14), and the ball or key member moves in the radial direction of the axle (14) to move the rotation. 4. The battery-assisted bicycle or electric two-wheeled vehicle according to claim 3, wherein switching is possible or non-rotatable.   The ball or the key member moves in the radial direction of the axle (14), and can engage with a cam surface (11f) provided on the inner surface of the transmission sun gear (11a). If the ball or the key member is in the engageable position, the transmission sun gear (11a) is driven by the axle (14 If the ball or key member is in the disengaged position, the transmission sun gear (11a) can rotate around the axle (14) with respect to the driving force. The battery-assisted bicycle or the electric motorcycle according to claim 11.   The speed change control mechanism (15) includes a control member (15a) between the axle (14) and the transmission sun gear (11a), and the control member (15a) is provided with a radius of the axle (14). A hole (15c) penetrating in the direction is provided, and the ball or key member moves to the engageable position by entering the hole (15c), and if the ball or key member exits from the hole (15c), the detached position The battery-assisted bicycle or the electric motorcycle according to claim 12, wherein the electric auxiliary bicycle or the electric motorcycle is moved.   The shift control mechanism (15) switches the rotation or non-rotation by rotating the control member (15a) around the axle (14). Electric assisted bicycle or electric motorcycle.   15. The battery-assisted bicycle or electric motorcycle according to claim 1, wherein at least two clutch members (16 a) are arranged around an axis of the axle (14).   16. The battery-assisted bicycle or electric motorcycle according to claim 15, wherein the clutch members (16a) are arranged at equal intervals around the axle (14).   The planetary gear (10b) of the speed reduction mechanism (10) is a two-stage gear, and an outer ring gear (10d) for a speed reducer provided in a motor housing (8b) holding a drive motor (8) in one of the gears, The reduction gear sun gear (10a) provided on the motor output shaft (8a) of the drive motor (8) is engaged with the other gear, according to any one of claims 1 to 16. Electric assist bicycle or electric motorcycle.

Images