JP2012201355A - Power assist device on vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power assist device by which vehicles are made smaller and lighter.SOLUTION: The outer end of a spring 55 is fixed to a spring case 103 attached to the swing arm 102, 102 and the inner end thereof is fixed to a spring boss 104 placed at the center of a driving wheel 12. One end of the spring boss 104 is inserted into a hub 13 and the spring boss 104 is tied to the hub 13 by means of a one-way clutch 70. A follower bevel gear 56 engaging with a bevel gear 53 is formed integrally with the spring boss 104, and the spring boss 104 is rotatably supported by the spring case 103 through a bearing 105. The spring is disposed on a side of the driving wheel and the input shaft of the spring is combined with the axle of the driving wheel. The power assist device is therefore disposed integrally around the driving wheel, so that vehicles as well as the power assist device are made smaller and lighter.

Description

  The present invention relates to a power assist device for a vehicle using a splay.

Energy saving technology that reduces fuel consumption by storing kinetic energy generated when a vehicle decelerates and applying it to acceleration energy has been put to practical use.
Kinetic energy is often collected by a regenerative motor and stored in a battery. However, it is necessary to install a regenerative motor and increase the size of the battery, which increases the weight of a small vehicle such as a motorcycle. Improvement is required because it is directly connected.

Therefore, a vehicle power assist device using a streak has been proposed (see, for example, Patent Document 1 (FIGS. 1 and 4)).
As shown in FIG. 1 of Patent Document 1, the output shaft (101) and the drive shaft (400) are transmitted from the transmission (100) (the numbers in parentheses indicate the reference numerals described in Patent Document 1. The same applies hereinafter). The striation device (200) and the planetary gear mechanism (300) are interposed between the output shaft (101) and the drive shaft (400).

  Referring also to FIG. 4 of Patent Document 1, in FIG. 1 of Patent Document 1, when energy is recovered, the outer ring of the planetary gear mechanism (300) is braked by the friction materials B1 and B1, and the clutch C1 is disengaged. To do. Next, at the time of assist, the friction materials B1 and B1 are released, the clutch C1 is connected, and the energy stored in the stroking device (200) is supplied to the drive wheels.

  In addition to the stroking device (200), the planetary gear mechanism (300), the friction materials B1, B1 and the clutch C1 are essential, and in addition, a moving mechanism for the friction materials B1, B1 and a connection / disconnection control mechanism for the clutch C1 are provided. It becomes necessary and the apparatus becomes complicated and large. As a result, it becomes difficult to reduce the size and weight of the vehicle.

JP 2010-202167 A

  It is an object of the present invention to provide a power assist device that can reduce the size and weight of a vehicle.

The invention according to claim 1 is attached to a vehicle in which the output of the internal combustion engine is transmitted to the drive wheels via the transmission, stores the power in the starting when decelerating, and outputs the output of the internal combustion engine in the starting or acceleration. A power auxiliary device for a vehicle provided with a stroking device capable of applying stored power,
The striation device has a striation output shaft that transmits the power to the crankshaft of the internal combustion engine, and a striation input shaft that winds the striation,
The transmission has a transmission input shaft that is rotated by the crankshaft, and a transmission output shaft that drives the drive wheels,
The striping output shaft is arranged coaxially with the crankshaft, and the striping input shaft is arranged coaxially with the transmission input shaft.

  In the invention according to claim 2, the splaying output shaft is connected when the rotational speed of the splaying output shaft is greater than that of the crankshaft, and power is transmitted from the splaying output shaft to the crankshaft. It is characterized in that it is connected to the crankshaft through a one-way clutch that is separated when the rotational speed is low.

The invention according to claim 3 is attached to a vehicle in which the output of the internal combustion engine is transmitted to the drive wheels via the transmission, stores the power in the starting when decelerating, and outputs the output of the internal combustion engine in the starting or acceleration. A power auxiliary device for a vehicle provided with a stroking device capable of applying stored power,
The ridge is arranged on the side of the drive wheel and is connected to the hub of the drive wheel so as to be connectable and disconnectable.
A striation input shaft for inputting power to the striations during deceleration also serves as an axle of the drive wheels.

In the invention according to claim 4, the outer end is stopped at the starting case fixed to the vehicle body side, and the inner end is stopped at the starting boss arranged at the rotation center of the drive wheel.
One end of the strip boss is inserted into the hub of the drive wheel,
One end of the strip boss is in a connected state when the rotational speed of the strip boss is larger than that of the hub, and power is transmitted to the hub radially outward from the strip boss, and is separated when the rotational speed of the strip boss is smaller than the hub. It is connected to the hub of the drive wheel through a one-way clutch.

  The invention according to claim 5 is characterized in that the striation input shaft is provided with a torque limiter that slips after the striation is wound up to a predetermined level and stops transmission of power during deceleration.

  In the invention which concerns on Claim 6, it is provided with the stop mechanism which prevents that a striation output shaft or a hub rotates when a striation is wound up, and this stop mechanism is an accelerator operation element which a driver operates. It is characterized by being released in conjunction with the start or acceleration operation.

In the invention according to claim 7, the power at the time of deceleration is transmitted to the striations through a meshing clutch mechanism that is coupled when the striations are wound up,
The transmission input shaft or the driven sprocket is moved between the transmission input shaft and the striation input shaft or between the driven sprocket driven by the internal combustion engine and the striation input shaft due to the deceleration operation of the internal combustion engine. It has a shaft slide mechanism that decelerates, but moves the striation input shaft in the axial direction due to the difference in motion that the rotation of the striation input shaft is maintained by inertial force, and brings the meshing clutch mechanism into a meshing state. It is characterized by.

  The invention according to claim 8 is characterized in that the shaft slide mechanism is housed in the hub of the drive wheel.

In the invention according to claim 1, the striation output shaft is disposed coaxially with the crankshaft, and the striation input shaft is disposed coaxially with the transmission input shaft.
The striation device can be built in the internal combustion engine by disposing the striation output shaft coaxially with the crankshaft and disposing the striation input shaft coaxial with the transmission input shaft. When the crankshaft extends in the vehicle width direction, the stroking device can be built in the internal combustion engine without changing the length of the internal combustion engine in the vehicle length direction.
Since the casing for the stroking device can be omitted, according to the present invention, the vehicle can be made smaller and lighter than when the stroking device is arranged separately from the internal combustion engine.

  In the invention according to claim 2, by providing the one-way clutch, the transmission device can be separated from the crankshaft after the transmission of power by the striping is completed, and the mechanical loss during the normal operation is increased. Can be prevented.

  In the invention according to claim 3, the striation is arranged on the side of the drive wheel, and the striation input shaft also serves as the axle of the drive wheel. The vehicle power assist device can be arranged around the drive wheels, and the vehicle power assist device can be reduced in size and weight, and the vehicle can be reduced in size and weight.

In the invention according to claim 4, one end of the strip boss is inserted into the hub of the drive wheel and is connected to the hub of the drive wheel via a one-way clutch so as to be connectable / disconnectable.
If the strip boss is coaxially disposed on the hub of the drive wheel, the width of the drive wheel in the vehicle width direction increases. In this respect, in the present invention, since one end of the stub boss is inserted into the hub of the drive wheel, the width of the drive wheel in the vehicle width direction can be reduced.

  In the invention according to claim 5, a torque limiter that slips after the squirting is wound up to a predetermined value is provided on the squirting input shaft. With the torque limiter, excessive winding of the ridge can be prevented, and the life of the ridge can be extended.

In the invention which concerns on Claim 6, it is provided with the stop mechanism which prevents that a striation output shaft or a hub rotates when a striation is wound up, and this stop mechanism is an accelerator operation element which a driver operates. Canceled in conjunction with start or acceleration.
Power can be transmitted from the stroking device to the drive wheels at the same timing as the driver's axle operation. Compared with the case where a stop mechanism operation lever is provided separately, according to the present invention, the stop mechanism operation lever is not required, and the number of operation items of the driver can be reduced.

In the invention which concerns on Claim 7, a spring is wound up only at the time of deceleration by a shaft slide mechanism. Since the striation input shaft is separated from the transmission input shaft or the transmission output shaft except when decelerating, it is possible to prevent the occurrence of mechanical loss caused by the rotation of the striation input shaft.
In addition, when the clutch mechanism is electrically controlled, electrical energy is required. However, in the present invention, the clutch mechanism is mechanically connected and disconnected by the shaft slide mechanism, so that no electrical energy is required and the battery load is reduced. Can alleviate

In the invention which concerns on Claim 8, a shaft slide mechanism is accommodated in the hub of a driving wheel.
By incorporating the shaft slide mechanism in the hub of the drive wheel, the vehicle power assist device can be further reduced in size, and the vehicle can be further reduced in size.

1 is a plan view of a motorcycle including a power assist device according to a first embodiment. 1 is a configuration diagram of a power assist device according to a first embodiment. FIG. 3 is a view taken in the direction of arrow 3 in FIG. 2. FIG. 4 is a view taken in the direction of arrow 4 in FIG. FIG. 5 is a view taken in the direction of arrow 5 in FIG. 2. FIG. 6 is a view taken in the direction of arrow 6 in FIG. 2. It is a principle diagram of a torque limiter. It is a principle diagram of a shaft slide mechanism. FIG. 6 is an operation diagram during normal operation in the first embodiment. It is an effect | action figure at the time of the deceleration start. It is an effect | action figure during deceleration. It is an effect | action figure at the time of power assistance. FIG. 6 is a plan view of a main part of a motorcycle including a power assist device according to a second embodiment. FIG. 6 is a configuration diagram of a power assist device according to a second embodiment. FIG. 15 is a cross-sectional view taken along line 15-15 in FIG. 14. It is the 16-16 sectional view taken on the line of FIG. FIG. 6 is an operation diagram during normal operation in Example 2. It is an effect | action figure during deceleration. It is an effect | action figure at the time of power assistance.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

First, Embodiment 1 of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the vehicle 10 includes a front wheel 11 and a driving wheel 12 that is a rear wheel. The vehicle 10 includes an internal combustion engine 20 between the front wheel 11 and the driving wheel 12, and a handle 14 is placed on the front wheel 11. The motorcycle 14 includes an accelerator operating element 15 on the handle 14, a fuel tank 16 on the internal combustion engine 20, and a seat 17 on the driving wheel 12. The internal combustion engine 20 includes a stroking device. The accelerator operating element 15 may be an accelerator pedal operated by a foot in addition to an accelerator lever operated by a hand.

Next, the structure of the internal combustion engine 20 will be described.
As shown in FIG. 2, the internal combustion engine 20 includes a cylinder 21, a piston 22 slidably accommodated in the cylinder 21, a connecting rod 23 extending from the piston 22, and a crankshaft 24 rotated by the connecting rod 23. The AC generator 25 provided at one end of the crankshaft and the drive gear 26 provided at the other end of the crankshaft 24 are main elements.

The transmission 30 includes a transmission input shaft 32 that supports the gear group 31, a transmission output shaft 34 that supports the gear group 33 that is arranged in parallel with the transmission input shaft 32 and selectively meshes with the gear group 31, and the speed change. A drive sprocket 35 provided on the machine output shaft 34 is a main element.
The transmission input shaft 32 includes a clutch inner 37 at one end. A clutch outer 38 that meshes with the clutch inner 37 includes a driven gear 39, and is connected to the drive gear 26 via the driven gear 39 and the intermediate gear 41.

  A vehicle power assist device 50 is attached to the internal combustion engine 20 and the transmission 30. The vehicle power assist device 50 includes a striking device 51, a stop mechanism 60, a one-way clutch 70, a torque limiter 75, a shaft slide mechanism 80, and a meshing clutch mechanism 87.

  The striation device 51 includes a striation input shaft 52 connected to the clutch outer 38 via a shaft slide mechanism 80, a drive bevel gear 53 attached to the tip of the strut input shaft 52 via a torque limiter 75, and a striation input shaft. 52, a splaying output shaft 54 arranged in parallel to the splaying output shaft 54; And an intermediate bevel gear 57 disposed in the middle. The spring 55 is also called a spring or a spiral spring.

The striation output shaft 54 is disposed coaxially with the crankshaft 24, and the striation input shaft 52 is disposed coaxially with the transmission input shaft 32, whereby the striation device 51 is built in (or attached to) the crankcase of the internal combustion engine 20. Can do. In a motorcycle, the crankshaft 24 generally extends in the vehicle width direction. In this case, the striking device 51 can be built into (or attached to) the internal combustion engine 20 without changing the length of the internal combustion engine 20 in the vehicle length direction.
By incorporating the crankcase into the crankcase, it is possible to omit a casing or the like for placing the striping device 51. Compared with the case where the stroking device 51 is separately provided at a position away from the internal combustion engine 20, according to the present invention, the vehicle can be reduced in size and weight.

  As shown in FIG. 3, the stop mechanism 60 includes a saw-like plate 61 provided on the splaying output shaft 54, a pin 63 fitted into one of a plurality of recesses 62 formed on the saw-like plate 61, It consists of an elastic member 64 that urges the pin 63 toward the meshing side, and an accelerator wire 65 that pulls the pin 63 in a direction to disengage the mesh. When the pin 63 is fitted into the recess 62, the splaying output shaft 54 cannot be rotated, and when the pin 63 is removed from the recess 62, the splaying output shaft 54 is rotatable. The elastic member 64 biases the pin 63 with the crankcase 27 as a starting point.

  As shown in FIG. 4, the inner end portion of the ridge 55 is locked to the ridge output shaft 54, and the outer end portion is locked to the driven bevel gear 56. When the driven bevel gear 56 is rotated counterclockwise in the drawing, the ridge 55 is caught and energy is stored in the ridge 55.

As shown in FIG. 5, the driven bevel gear 56 is limited in rotation by the idling prevention mechanism 66. The idling prevention mechanism 66 includes, for example, a ratchet tooth 67 provided on the driven bevel gear 56 side, a swinging claw 68 provided on the crankcase 27, and a torsion spring 69 that urges the swinging claw 68 toward the meshing side. Such a mechanism is called a ratchet mechanism.
The driven bevel gear 56 does not rotate clockwise in the drawing because the swinging claw 68 meshes with the ratchet teeth 67.
On the other hand, when the driven bevel gear 56 attempts to rotate counterclockwise in the drawing, the swinging claw 68 rotates in the clockwise direction in the drawing to disengage from the ratchet teeth 67 and can rotate.

The one-way clutch 70 includes an inner ring, an outer ring, and a piece (rectangular cross-section part). During forward rotation, the piece engages with the inner ring and the outer ring to transmit power, and during reverse rotation, the piece slips between the inner ring and the outer ring to generate power. It becomes impossible to communicate.
Since the principle is the same as the ratchet mechanism, the description is substituted by the ratchet mechanism. That is, as shown in FIG. 6, the one-way clutch 70 includes a ratchet tooth 71 provided on the splaying output shaft 54 side, a swinging claw 73 provided swingably on a cup 72 provided on the crankshaft end, It comprises a torsion spring 74 that urges the moving claw 73 toward the meshing side.

  When the splaying output shaft 54 rotates faster than the cup 72 in the counterclockwise direction in the drawing, the swinging claw 73 engages with the ratchet teeth 71, and the cup 72 is rotated by the splaying output shaft 54. On the other hand, when the cup 72 rotates counterclockwise in the drawing earlier than the striated output shaft 54, only the cup 72 rotates.

  As shown in FIG. 7, the torque limiter 75 includes a disc 77 that is fixed to the shaft end of the swaying input shaft 52 with a bolt 76, a conical spring 78 that presses the drive bevel gear 53 against the disc 77, and the conical spring 78. And a torque adjustment nut 79 that stops the sag on the sag input shaft 52. By rotating the torque adjusting nut 79 and moving in the axial direction, the frictional force generated between the drive bevel gear 53 and the disc 77 and between the drive bevel gear 53 and the conical spring 78 can be adjusted.

  The frictional force multiplied by the radius becomes the frictional torque. When a torque equal to or less than this frictional torque is applied, torque (power) is transmitted from the striking input shaft 52 to the drive bevel gear 53. When a large torque exceeding the friction torque is applied, the drive bevel gear 53 rotates idly, and no excessive torque (power) is transmitted from the ridge input shaft 52 to the drive bevel gear 53.

Next, the structure of the shaft slide mechanism and the meshing clutch mechanism will be described.
As shown in FIG. 8A, the shaft slide mechanism 80 includes a first member 82 that is connected to the clutch outer 38 and has a triangular tooth 81 having a right triangle shape, and a triangular tooth 83 that meshes with the triangular tooth 81. It consists of a second member 84 provided on the cage input shaft 52 and an elastic member 85 that urges the second member 84 in the meshing direction with the crankcase 27 as a base point.

The meshing clutch mechanism 87 includes an intermediate bevel gear 57 that does not move in the axial direction and a drive bevel gear 53 that moves in the axial direction.
In (a), the meshing clutch mechanism 87 is meshed, and the first and second members 83 and 84 rotate at the same speed in the direction of the arrow, but the drive bevel gear 53 is separated from the intermediate bevel gear 57. Therefore, the mesh clutch mechanism 87 does not transmit power.
Next, when the rotation of the first member 82 is stopped or decelerated, the second member 84 rotates, and the triangular tooth 83 competes against the triangular tooth 81.

  As a result, as shown in (b), the splay input shaft 52 moves, the drive bevel gear 53 meshes with the intermediate bevel gear 53, and power is transmitted by the mesh clutch mechanism 87. The second member 84 is separated from the first member 82 and rotates at a higher speed than the first member 82.

Next, the operation of the vehicle power assist device described above will be described.
FIG. 9 illustrates a normal operation state, FIG. 10 illustrates a deceleration start state of the internal combustion engine, FIG. 11 illustrates an energy storage state, and FIG. 12 illustrates a power assist state.

  In a normal operation, as shown in FIG. 9, the clutch outer 38 is rotated by the crankshaft 24 via the drive gear 26 and the intermediate gear 41, the drive sprocket 35 is rotated via the transmission 30, and the chain 88 and The drive wheel 12 is rotated via the driven sprocket 89. The rotational direction of the drive wheel 12 matches the forward direction of the motorcycle. The striation input shaft 52 idles and the striation output shaft 54 does not rotate.

When the internal combustion engine 20 is decelerated, the first member 82 is decelerated and the second member 84 maintains its rotation as shown in FIG. As a result, the second member 84 moves in the axial direction as indicated by the arrow (1), and the drive bevel gear 53 meshes with the intermediate bevel gear 57.
Then, as shown in FIG. 11, the driven bevel gear 56 is rotated, and the ridge 55 is caught.

As shown in FIG. 12, when the internal combustion engine 20 is started, the first member 82 is rotated by the crankshaft 24, the second member 84 is engaged with the first member 82, and the drive bevel gear 53 is separated from the intermediate bevel gear 57. During start-up or acceleration, when the driver operates the accelerator operating member 15 and removes the pin 63 from the saw-like plate 61, the splaying output shaft 54 is rotated by the splaying 55, and power is applied to the crankshaft 24. The
As described above, the power stored in the striations when starting or accelerating can be added to the output of the internal combustion engine.

  Next, a second embodiment of the present invention will be described with reference to the drawings. In addition, although a name is common, B is attached | subjected to a code | symbol about the element which has a change in an aspect etc.

As shown in FIG. 13, the output of the internal combustion engine 20 is transmitted to the drive wheels 12 via the transmission 30.
A vehicle power assist device 50B is provided around the drive wheel 12 so that power can be stored in the shoot 55 during deceleration and the power stored in the shoot 55 can be added to the output of the internal combustion engine 20 when starting or accelerating. . Elements common to the first embodiment are denoted by reference numerals, and detailed description thereof is omitted.

The ridges 55 are disposed on the sides of the drive wheels 12 and are connected to the hub 13 of the drive wheels 12 so as to be connectable and disconnectable as shown in FIG. The stalk input shaft 52 that inputs power to the sway 55 during deceleration also serves as the axle of the drive wheels 12.
That is, the second input member 84 of the shaft slide mechanism 80 is integrally formed with the ridge input shaft 52, and the second member 84 is connected to the hub 13 by the spline 91 so as to be movable in the axle direction. The first member 82 of the shaft slide mechanism 80 is rotatably supported by the ridge input shaft 52 via a bearing 92, and a driven sprocket 85 is fixed to a side surface.

  The striation input shaft 52 includes a reverse rotation mechanism 93 in the middle of the axial direction. The reversing mechanism 93 is housed in a housing recess 94 provided in the hub 13, engages with a normal rotation plate 95, a conical surface of the normal rotation plate 95, and rotates around a shaft 96 orthogonal to the ridge input shaft 52. , 97 and a reverse plate 98 rotated in reverse by these intermediate frames 97, 97. The forward rotation plate 95 and the reverse rotation plate 98 are urged by neutral springs 99 and 99 and are held at a neutral position in the vehicle width direction when no axial force is applied.

  The ridge 55 is disposed on the side of the drive wheel 12 (on the right side in the drawing), and the ridge input shaft 52 is also used as the axle of the drive wheel 12. The vehicular power assist device 50B can be arranged around the drive wheels 12 together, and the vehicular power assist device 50B can be reduced in size and weight, and the vehicle can be reduced in size and weight.

  The hub 13 is rotatably supported on the splaying input shaft 52 through the bearings 101 and 101. A drive bevel gear 53 is attached to the end of the swaying input shaft 52 via a torque limiter 75.

  The outer end of the sleeving 55 is fixed to a splaying case 103 fixed to the swing arm 102 which is a member on the vehicle body side, and the inner end is stopped to a splaying boss 104 arranged at the rotation center of the drive wheel 12. One end of the strip boss 104 is inserted into the hub 13. A one-way clutch 70 </ b> B is interposed between the strip boss 104 and the hub 13.

  If the strip bosses 104 are arranged coaxially on the hub 13 of the drive wheel 12 (arranged in series in the vehicle width direction), the width of the drive wheel 12 in the vehicle width direction increases. In this regard, in the present invention, since one end of the stub boss 104 is inserted into the hub 13 of the drive wheel 12, the width of the drive wheel 12 in the vehicle width direction can be reduced.

A driven bevel gear 56 that meshes with the drive bevel gear 53 is integrally formed on the stub boss 104.
The strip boss 104 is rotatably supported by the strip case 103 via a bearing 105.
The rolling boss 104 is prevented from rotating by a stop mechanism 60B (details will be described later).

  As shown in FIG. 15A, the inner end portion of the ridge 55 is stopped by the boss boss 104, and the outer end portion of the ridge 55 is stopped by the ridge case 103. The stripping case 103 is a non-rotating member, and the stripping boss 104 is a rotating member.

Further, ratchet teeth 106 are provided on the splaying boss 104, and a swinging claw 107 is swingably provided on the splaying case 103. The swinging claw 107 is urged by the torsion spring 108 in the meshing direction. By pulling the swinging claw 107 with the wire 109, the meshing is released.
That is, the ratchet teeth 106, the swinging claw 107, the torsion spring 108, and the wire 109 constitute a stop mechanism 60B.

The wire 109 may be an accelerator wire connected to an accelerator grip operated by the driver. Alternatively, the wire 109 may be provided separately from the accelerator grip and connected to a stop mechanism operation lever operated by the driver.
When the strip boss 104 is rotated counterclockwise in the drawing, the strip 55 is wound up.
At this time, the swinging claw 107 plays a role of preventing the reverse rotation of the ridge boss 104.

  As shown in (b), the ridge 55 is wound up to a predetermined level. When the wire 109 is pulled and the swinging claw 17 is removed from the ratchet teeth 106, the ridge boss 104 is rotated clockwise in the drawing by the ridge 55.

As shown in FIG. 16, a one-way clutch 70 </ b> B is interposed between the strip boss 104 and the hub 13.
As described with reference to FIG. 6, the one-way clutch 70B is composed of an inner ring, an outer ring, and a piece (rectangular cross-section part). The piece engages with the inner ring and the outer ring during forward rotation, and enters a power transmission state. Slips between the inner ring and the outer ring, and power cannot be transmitted.
Since the principle is the same as the ratchet mechanism, the description is substituted by the ratchet mechanism. That is, the one-way clutch 70B includes a ratchet tooth 71 provided on the side of the boss boss 104, a swinging pawl 73 swingably provided on the hub 13, and a torsion spring 74 that biases the swinging pawl 73 toward the meshing side. Become.

  The strip boss 104 is connected when the rotational speed in the clockwise direction of the drawing is greater than that of the hub 13, and power is transmitted from the strip boss 104 to the hub 13 radially outward. The rotational speed of the strip boss 104 is lower than that of the hub 13. Sometimes separated.

Next, the operation of the power assist device described above will be described.
FIG. 17 illustrates the normal operation state, FIG. 18 illustrates the internal combustion engine deceleration state, and FIG. 19 illustrates the power assist state.

  In normal operation, in FIG. 17, when the driven sprocket 89 is rotated to the vehicle forward side, the shaft slide mechanism 80 is engaged and the hub 13 is rotated via the second member 84. Since the driving bevel gear 53 is separated from the driven bevel gear 56, the ridge 55 is not wound up.

  When the internal combustion engine is decelerated, as shown in FIG. 18, the second member 84 continues to rotate with respect to the decelerating first member 82, and the second member 84 is separated from the first member 82. The striation input shaft 52 and the drive bevel gear 53 are moved to the right in the drawing (the direction in which the drive bevel gear 53 approaches the driven bevel gear 56) together with the drive bevel gear 53.

The mass obtained by adding the driving wheel to the second member 84 continues to rotate. The direction of this rotation is changed by the reverse rotation mechanism 93. Then, as shown in FIGS. 15A and 15B, the spur 55 is wound up by the inertial force based on the mass obtained by adding the drive wheel 12 to the second member 84.
When the winding exceeds a predetermined amount, the torque limiter 75 shown in FIG. 18 slips and excessive winding is prevented.

When the driven sprocket 98 is turned to the vehicle forward side by the internal combustion engine for starting or acceleration, the first member 82 is engaged with the second member 84 as shown in FIG. 19, and as a result, the neutral springs 99 and 99 are actuated by the neutral action. The input shaft 52 is returned, and the drive bevel gear 53 is disengaged from the driven bevel gear 56. The wire 109 is pulled at this timing. Then, the hub 13 is rotated by the strip 55 via the strip boss 104 and the one-way clutch 70B.
As described above, the power stored in the striations when starting or accelerating can be added to the output of the internal combustion engine.

  Note that the power assist device of the present invention is suitable for a motorcycle having a large limitation on a vehicle-mounted space. However, it can also be applied to tricycles and four-wheel vehicles, and can be applied to ordinary vehicles.

  The power assist device of the present invention is suitable for a motorcycle.

  DESCRIPTION OF SYMBOLS 10 ... Wheel, 12 ... Drive wheel, 13 ... Drive wheel hub, 15 ... Accelerator operator, 20 ... Internal combustion engine, 24 ... Crankshaft, 30 ... Transmission, 32 ... Transmission input shaft, 34 ... Transmission output shaft , 50, 50B ... Vehicle power assist device, 51 ... Spring device, 52 ... Spring input shaft, 54 ... Spring output shaft, 55 ... Spring, 60, 60B ... Stop mechanism, 70, 70B ... One-way clutch, 75 ... Torque Limiter, 80 ... shaft slide mechanism, 87 ... meshing clutch mechanism, 89 ... driven sprocket, 103 ... strip case, 104 ... strip boss.

Claims (8)

The output of the internal combustion engine (20) is attached to the vehicle (10) that is transmitted to the drive wheels (12) via the transmission (30), and the power is stored in the starting line (55) at the time of deceleration, and the internal combustion engine at the time of start or acceleration A vehicular power assisting device (50) comprising a stroking device (51) capable of applying the power stored in the strut (55) to the output of the engine (20),
The striation device (51) has a striation output shaft (54) for transmitting the power to the crankshaft (24) of the internal combustion engine (20) and a strut input shaft (52) for winding the striation (55). And
The transmission (30) has a transmission input shaft (32) rotated by the crankshaft (24), and a transmission output shaft (34) for driving the drive wheels (12),
The rolling output shaft (54) is disposed coaxially with the crankshaft (24), and the rolling input shaft (52) is disposed coaxially with the transmission input shaft (32). Power assist device.   The splaying output shaft (54) is connected when the rotational speed of the splaying output shaft (54) is higher than that of the crankshaft (24) to the crankshaft (24) from the splaying output shaft (54). It is connected to the crankshaft (24) via a one-way clutch (70) that is separated when power is transmitted and the rotational speed of the splaying output shaft (54) is lower than the crankshaft (24). The power auxiliary device for a vehicle according to claim 1. The output of the internal combustion engine (20) is attached to the vehicle (10) that is transmitted to the drive wheels (12) via the transmission (30), and the power is stored in the starting line (55) at the time of deceleration, and the internal combustion engine at the time of start or acceleration A vehicle power auxiliary device (50B) comprising a stroking device (51) capable of applying the power stored in the strut (55) to the output of the engine (20),
The strip (55) is disposed on the side of the drive wheel (12) and is connected to the hub (13) of the drive wheel (12) so as to be connectable and disconnectable.
The power input device for a vehicle according to claim 1, wherein a gear input shaft (52) for inputting power to the gear strip (55) during deceleration also serves as an axle of the drive wheel (12). The outer end portion of the ridge (55) is fixed to a ridge case (103) fixed to the vehicle body side, and the inner end portion is stopped to a ridge boss (104) disposed at the rotation center of the drive wheel (12). And
One end of the strip boss (104) is inserted into the hub (13) of the drive wheel (12),
One end of the strip boss (104) is connected when the rotational speed of the strip boss (104) is higher than that of the hub (13), and the hub (13) is radially outward from the strip boss (104). Power is transmitted to the hub and the hub (13) is connected to and disconnected from the hub (13) of the drive wheel (12) via a one-way clutch (70B) that is separated when the rotational speed of the strip boss (104) is lower than that of the hub (13). The power auxiliary device for a vehicle according to claim 3, wherein the power auxiliary device is connected in a possible manner.   The torque input shaft (52) is provided with a torque limiter (75) that slips after the winding (55) is wound up to a predetermined level and stops transmission of power during deceleration. The vehicle power assist device according to any one of claims 1 to 4.   The striping device (51) includes a stop mechanism (60, 60B) for preventing the stripping output shaft (54) or the hub (13) from rotating when the striping (55) is wound up, The stop mechanism (60, 60B) is released in conjunction with the start or acceleration operation of the accelerator operation element (15) operated by the driver. The vehicle power auxiliary device according to claim. Power to the deceleration (55) is transmitted through a meshing clutch mechanism (87) that is connected when the elongation (55) is wound up,
Between the transmission input shaft (32) and the strip input shaft (52) or between a driven sprocket (89) driven by the internal combustion engine (20) and the strip input shaft (52), The transmission input shaft (32) or the driven sprocket (89) is decelerated due to the decelerating operation of the internal combustion engine (20), but the swaying input shaft (52) maintains its rotation by inertial force. A shaft slide mechanism (80) is provided, which moves the sway input shaft (52) in the axial direction due to a difference in movement of the engagement clutch mechanism (87) to engage the engagement clutch mechanism (87). Item 7. The vehicle power auxiliary device according to any one of Items 1 to 6.   The power assist device for a vehicle according to claim 7, wherein the shaft slide mechanism (80) is housed in a hub (13) of the drive wheel (12).

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