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WO2012026325A1 - Bicyclette à assistance électrique - Google Patents

Bicyclette à assistance électrique Download PDF

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Publication number
WO2012026325A1
WO2012026325A1 PCT/JP2011/068134 JP2011068134W WO2012026325A1 WO 2012026325 A1 WO2012026325 A1 WO 2012026325A1 JP 2011068134 W JP2011068134 W JP 2011068134W WO 2012026325 A1 WO2012026325 A1 WO 2012026325A1
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WO
WIPO (PCT)
Prior art keywords
clutch
shifting
shift
sun gear
axle
Prior art date
Application number
PCT/JP2011/068134
Other languages
English (en)
Japanese (ja)
Inventor
潔洋 伊藤
大場　浩量
Original Assignee
Ntn株式会社
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Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2012026325A1 publication Critical patent/WO2012026325A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub

Definitions

  • This invention relates to a battery-assisted bicycle that adds an auxiliary force to a human-powered drive system by an electric motor.
  • a battery is mounted on a motor-assisted bicycle that adds an assisting force to a human-powered driving system by an electric motor as a motor power source for applying the assisting force. Since it is desirable for this battery to be able to run for a long time with a single charge, a battery-assisted bicycle having a function of effectively using running energy and charging the battery by regenerative power generation has been developed.
  • Patent Literature 1 discloses a technology of a regeneration control device that detects an operation of a brake lever and commands a regeneration operation to the regeneration device (see, for example, Patent Literature 1). ).
  • Patent Document 2 When this type of power regeneration function is installed, for example, as shown in Patent Document 2, in the case of a battery-assisted bicycle (hub motor system) in which a motor and a transmission are provided around the axle, a drive wheel, an output shaft of the motor, By direct connection, power regeneration can be realized relatively easily (see, for example, Patent Document 2).
  • Patent Document 4 discloses a battery-assisted bicycle that is a center motor type and has a power regeneration function.
  • a first one-way clutch is provided between the output shaft of the motor and the drive-side sprocket
  • a second one-way clutch is provided between the crankshaft to which the pedaling force is input from the pedal and the drive-side sprocket.
  • power regeneration during braking is realized.
  • the rear hub and the rear sprocket are directly connected so that reverse input torque from the rear wheel can be transmitted to the motor during regeneration (see, for example, Patent Document 4).
  • Patent Document 5 discloses a battery-assisted bicycle equipped with a power regeneration function.
  • a two-way clutch capable of switching the lock direction in conjunction with the brake operation is provided on the output shaft of the motor in the center motor unit to realize power regeneration during braking.
  • the motor output can be transmitted to the rear wheels by locking the two-way clutch in the forward rotation direction, and motor assist becomes possible.
  • the two-way clutch lock direction is switched in conjunction with the occupant's brake operation and the two-way clutch is locked in the reverse rotation direction, the reverse input torque (forward rotation direction) from the rear wheel side can be transmitted to the motor.
  • the rear hub and the rear sprocket are directly connected (for example, see Patent Document 5).
  • a general bicycle speed change mechanism is a system in which a multistage sprocket is provided on the same axis of one or both of a crankshaft and a rear axle, and a chain is moved between sprockets by a derailleur (external gear change). Machine) and a system (internal transmission) that changes gears by changing gears provided inside the rear hub.
  • the exterior transmission has a simple structure and is lightweight, but it causes wear of the sprocket and chain and also causes the chain to come off.
  • internal transmissions are often used for city cycling because they are dustproof and waterproof and maintenance-free. At present, battery-assisted bicycles are developed mainly in the city cycle, and most of them adopt an internal transmission.
  • a one-way clutch is usually provided in the internal transmission to cope with inertial running. For this reason, even if the structure is applied as it is to a battery-assisted bicycle having a regeneration mechanism, the reverse input from the rear wheel is not transmitted from the rear hub to the rear sprocket. That is, since the one-way clutch rotates idly, the center motor cannot be rotated and regenerated by reverse input from the rear wheels.
  • Patent Document 6 in a center-motor-type battery-assisted bicycle equipped with an internal transmission, a reverse mechanism from a rear wheel is connected to a chain by a reverse mechanism by providing a transmission mechanism and a reverse input clutch on a rear hub. Regenerative power generation is possible by being transmitted to the motor via
  • the speed change mechanism uses a planetary gear mechanism and is a speed increasing type in which the input is transmitted at a constant speed or higher, or a speed reducing type in which the input is transmitted at a constant speed or lower.
  • the planetary carrier can be used as an input, and a direct connection state in which the driving force is transmitted to the wheels (hub case) via the driving one-way clutch provided between the planet carrier and the hub case can be achieved.
  • planetary gears having a plurality of gear portions with different numbers of teeth are engaged with sun gears provided around the axles, respectively, and transmission clutches provided between the sun gears and the axles that are engaged with the respective gear portions are provided. By switching, a plurality of speed increasing states are switched.
  • reverse input transmission clutch (hereinafter referred to as “reverse input clutch”) is provided between the sun gear fixed to the axle and the axle when the speed ratio is the highest.
  • JP-A-8-140212 JP 2003-166563 A Japanese Patent Laid-Open No. 10-250673 JP 2001-213383 A JP 2004-268843 A JP 2010-095203 A
  • the mechanism for releasing (not engaging) the reverse input clutch (hereinafter referred to as the reverse input clutch release mechanism) is the rotation direction of the hub case relative to the fixed axle.
  • the reverse input clutch is released by converting the rotational motion of the hub case into the axial motion by utilizing the fact that the rotational direction is reverse to the driving direction only during the backward movement.
  • Patent Document 6 a mechanism for manually releasing the engagement of the reverse input clutch at the time of reverse operation is described, but it is inconvenient to switch at every reverse operation.
  • an object of the present invention is to simplify a mechanism for preventing the clutches from interfering with each other and locking when reversing in a center motor type battery-assisted bicycle equipped with a regeneration mechanism.
  • the present invention attaches a secondary battery and an auxiliary drive motor to a frame connecting the front wheel and the rear wheel, and applies a pedaling force transmitted from the crankshaft or a driving force based on the output of the motor. It is possible to transmit to the driving wheel via the driving force transmission element, and when driving forward, it has a regenerative mechanism that reduces the regenerative power generated by the reverse input from the driving wheel to the motor output shaft to the secondary battery.
  • a transmission mechanism and a transmission control mechanism are provided inside the provided hub, and the transmission mechanism is constituted by a planetary gear mechanism, and a planetary gear meshing with the sun gear provided around the axle of the drive wheel, And a planet carrier for holding the planet gear, and the hub case rotates integrally with the outer ring gear meshing with the planet gear.
  • the driving force generated by the motor is input to the planetary carrier from the driving force transmitting element and transmitted from the planetary carrier to the driving wheel at a constant speed or higher.
  • the speed change mechanism is controlled by the speed change control mechanism. , Having a function of shifting by switching the sun gear to be rotatable relative to the axle around the axle or not to rotate relative to the driving force and the reverse input through the clutch.
  • the reverse input is transmitted in the reverse direction to the driving force transmission path at the time of forward drive at any gear stage of the transmission mechanism.
  • the gear shift control mechanism can switch the sun gear relative to the driving force and the reverse input so that the sun gear can be rotated relative to the axle or cannot be rotated relative to each other.
  • the clutch When the clutch is in a state where it can be engaged, the clutch at another place can be brought into a state where it cannot be engaged by the shift control mechanism. For this reason, there is no interference between the clutches, and it is possible to reverse at any speed. That is, since a reverse input clutch release mechanism using a tapered member as in the prior art is not required, the structure is simple, and the mechanism that prevents the clutches from interfering with each other and locking when reversing can be simplified.
  • the reverse input from the drive wheels can be transmitted to the motor without performing an external operation during regeneration.
  • the speed change mechanism is a deceleration type
  • the reverse input clutch release mechanism may be unnecessary regardless of this configuration, but in this case, the structure of the speed change mechanism itself becomes complicated, and thus the speed increase It is desirable to use a mold.
  • the planetary gear has a plurality of gear portions having different numbers of teeth, the sun gear is provided in the same number as the gear portion, and each sun gear meshes with the gear portion.
  • a first shifting clutch is provided between each sun gear and the axle, and the shift control mechanism switches each shifting first clutch between an engageable state and an unengageable state.
  • each sun gear can be switched to be rotatable relative to the axle or not rotatable relative to the driving force and the reverse input.
  • each shift first clutch may have a structure in which one engagement element can be engaged with both the driving force and the reverse input.
  • one engaging element can be engaged with each other with respect to the relative rotation in both directions of the driving force and the reverse input.
  • the first clutch for shifting it is possible to adopt a configuration such as a sprag clutch provided with a sprag as an engaging member, a roller clutch provided with a roller, a ratchet clutch provided with a ratchet pawl, and the like.
  • Each of the first shift clutches has a plurality of engagement elements, at least one engagement element is engageable with a driving force, and at least one engagement element is engaged with a reverse input. It can also be a possible structure. In each of these configurations, a configuration such as a sprag clutch or a roller clutch may be employed as the first shifting clutch, but a configuration including a ratchet clutch may be employed. When the ratchet clutch is employed, for example, the following configuration can be employed.
  • the first clutch for shifting is provided with at least two first clutch claws for swinging on the outer surface of the axle so that the first clutch pawls for shifting mesh with each other.
  • the at least two first shift clutch claws can swing in opposite directions, and the first shift clutch cam surface swings in the opposite direction.
  • One of the shifting first clutch pawls has a shape that can be engaged with a driving force and the other with a reverse input.
  • the ratchet clutch has a ratchet pawl and a cam surface that are reversed inside, that is, the shift first clutch has at least two shift first clutch pawls swingably provided on the inner surface of the sun gear.
  • a first clutch cam surface for shifting which meshes with the first clutch pawl for shifting, is provided on the outer surface of the axle, and the at least two first clutch claws for shifting can swing in opposite directions.
  • the shift first clutch cam surface has a configuration in which one of the shift first clutch claws swinging in the opposite direction can be engaged with the driving force and the other can be engaged with the reverse input. It can also be adopted.
  • the clutch pawl for shifting is provided on the outer surface of the axle and the clutch cam surface for shifting is provided on the inner surface of the sun gear as in the former, it is possible to arrange a large number of grooves on each cam surface along the circumferential direction. Is desirable. That is, since it becomes easy to secure the number of engagement grooves on the clutch cam surface of the first gear for shifting, the free angle of the clutch (time lag until engagement) can be reduced. On the contrary, when the clutch pawl for shifting is provided on the inner surface of the sun gear and the clutch cam surface for shifting is provided on the outer surface of the axle as in the latter, the number of grooves on each cam surface is reduced, but the structure of the axle. The cost can be reduced because it can be simplified.
  • a second gear for shifting is provided between the planet carrier and any one of the sun gears, and the shift control mechanism can engage each second clutch for shifting.
  • the planetary carrier can be switched relative to or unrotatable around any one of the sun gears for each of the driving force and reverse input. Can be adopted.
  • a configuration such as a sprag clutch or a roller clutch may be employed as the second clutch for shifting, but a configuration including a ratchet clutch may be employed.
  • a configuration including a ratchet clutch may be employed.
  • the ratchet clutch for example, the following configuration can be employed.
  • the second clutch for shifting is provided with at least two second clutch pawls for shifting on the outer surface of the sun gear so that the second clutch pawls for shifting mesh with each other.
  • a surface is provided on the inner surface of the planet carrier, the at least two shifting second clutch pawls can swing in opposite directions, and the shifting second clutch cam surface swings in the opposite direction. It is possible to adopt a configuration in which one of the shifting second clutch pawls that moves can be engaged with the driving force and the other with respect to the reverse input.
  • the shift control mechanism is configured such that one of the sun gears is relatively non-rotatable around the axle and the other is relatively rotatable. And a speed-up state in which the planetary carrier is relatively rotatable around any one of the sun gears, all the sun gears are relatively rotatable around the axle, and the planetary carrier is any of the above-mentioned planetary carriers. It is possible to adopt a configuration in which the speed can be changed to a constant speed state where relative rotation is impossible around one sun gear. According to this configuration, it is possible to provide a speed change structure by switching between a direct connection (constant speed) state and a plurality of speed increasing states different from that.
  • the shift control mechanism has an operation unit that is pulled out through the axle, and a configuration in which a shift is performed by moving the operation unit can be employed.
  • the shift clutch can be switched from the outside by a simple mechanism.
  • a ratchet clutch is employed as the structure of the first gear for shifting
  • one end of the first clutch pawl for shifting is respectively provided by an elastic member. It is urged in the direction of rising to the first clutch cam surface side for shifting, and the other end can come into contact with a shifting sleeve provided on the outer periphery of the axle.
  • the notch portion provided in the speed change sleeve moves between the position of the speed change first clutch pawl and the position retracted from the speed change first clutch pawl, whereby the speed change first clutch. Can be adopted.
  • the outer diameter of the notch increases toward the axially outer end.
  • the structure which provided the taper surface which approaches the side can be employ
  • each of the second clutch pawls for shifting is each one end thereof by an elastic member. Is urged in the direction to rise toward the second clutch cam surface, and the other end can be in contact with the second clutch switching portion provided on the outer periphery of the axle.
  • the second clutch switching unit moves between the position of the second clutch pawl for shifting and the position retracted from the second clutch pawl for shifting, whereby the second gear for shifting is moved.
  • a configuration in which the clutch can be switched can be employed.
  • the shift second clutch switching unit moves along the axial direction of the axle by moving the operation unit, and the position of the second clutch pawl for shifting is determined by the movement in the axial direction. And a position retracted from the second clutch pawl for shifting.
  • a tapered portion may be provided at the circumferential edge of the second clutch switching portion.
  • the sun gear can be switched to be rotatable relative to the axle or not rotatable relative to each of the driving force and the reverse input by the shift control mechanism, so that the clutch selected by the shift control mechanism When in the engageable state, the clutches at other locations can be brought into an unengageable state by the shift control mechanism. For this reason, there is no interference between the clutches, and it is possible to reverse at any speed.
  • the conventional reverse input clutch release mechanism is unnecessary, the structure is simple, and the mechanism for preventing the clutches from interfering with each other and locking when reversing can be simplified.
  • the speed increasing type speed change mechanism is provided, it is possible to achieve a multi-stage speed change with a simple structure, and it is possible to transmit the reverse input from the drive wheels to the motor without performing an external operation during regeneration. .
  • the longitudinal cross-sectional view of the hub which shows the 1st speed change stage (direct connection state) of one Embodiment of this invention (A) is a cross-sectional view taken along the line AA in FIG. 1, (b) is a cross-sectional view taken along the line BB, and (c) is a cross-sectional view taken along the line CC.
  • the longitudinal cross-sectional view of the hub which shows the 2nd speed change stage of one Embodiment of this invention 3A is a cross-sectional view taken along the line AA in FIG. 3
  • FIG. 3B is a cross-sectional view taken along the line BB, and FIG.
  • the longitudinal cross-sectional view of the hub which shows the 3rd speed change stage of one Embodiment of this invention 5A is a cross-sectional view taken along line AA of FIG. 5
  • FIG. 5B is a cross-sectional view taken along line BB
  • FIG. 5C is a cross-sectional view taken along line CC.
  • the longitudinal cross-sectional view of the hub which shows the time of forward drive (regenerative state by the 2nd speed change stage) of one Embodiment of this invention 7A is a cross-sectional view taken along the line AA in FIG. 7
  • FIG. 7B is a cross-sectional view taken along the line BB
  • the longitudinal cross-sectional view of the hub which shows the time of forward drive (1st speed change) of other embodiment of this invention 9A is a cross-sectional view taken along the line AA in FIG. 9
  • FIG. 9B is a cross-sectional view taken along the line BB
  • FIG. 9C is a cross-sectional view taken along the line CC in FIG.
  • the battery-assisted bicycle of this embodiment is a center motor unit in which a secondary battery and an auxiliary drive motor are built in a frame F connecting the front wheel 22 and the rear wheel 25 in the vicinity of the center between the front wheel 22 and the rear wheel 25.
  • the driving force can be transmitted to the rear wheel 25 via a power transmission element such as a chain 23 connecting the rear sprocket 4 ”.
  • a reverse input is transmitted from the hub 1 of the rear wheel 25 (hereinafter referred to as “rear hub 1”) to the output shaft of the motor, and the regenerative electric power generated by the reverse input is used as the center motor unit.
  • a regenerative mechanism is provided that returns to the C secondary battery.
  • the regeneration mechanism is attached to the frame F around the case 26 that houses the center motor unit C and the secondary battery.
  • the rear hub 1 is provided with a speed change mechanism 3 and a speed change control mechanism 10 constituted by a planetary gear mechanism in a hub case 7 provided coaxially with the axle 5 of the rear wheel 25.
  • the axle 5 is fixed to the frame F so as not to rotate.
  • the speed change mechanism 3 is a speed increasing type constituted by a planetary gear mechanism capable of a total of three speeds including direct connection and two speeds.
  • a speed change mechanism 3 is connected to a sun gear 3a provided on the outer periphery of an axle 5 via a speed change first clutch 3e.
  • the planetary gear 3b has two gear portions having different numbers of teeth, and two sun gears 3a are provided in the same manner, and each sun gear 3a meshes with a corresponding gear portion.
  • the two sun gears 3a are referred to as a first sun gear 3a-1 and a second sun gear 3a-2.
  • a first clutch 3 e for shifting is provided between the first sun gear 3 a-1 and the axle 5 and between the second sun gear 3 a-2 and the axle 5, a first clutch 3 e for shifting is provided.
  • the first clutch 3e for shifting between the first sun gear 3a-1 and the axle 5 is hereinafter referred to as a first clutch portion 3e-1 for shifting.
  • the first clutch 3e for shifting between the second sun gear 3a-2 and the axle 5 is hereinafter referred to as a second clutch portion 3e-2 for shifting.
  • the second sun gear 3a-2 and the planet carrier 3c are connected through a second clutch for shifting 3h.
  • a ratchet clutch (ratchet mechanism) is employed as each of the first shift clutch portion 3e-1, the second shift clutch portion 3e-2, and the second shift clutch 3h of the first shift clutch 3e. ing.
  • the transmission mechanism 3 includes a planetary gear 3b having a two-stage gear portion meshed with the first sun gear 3a-1 and the second sun gear 3a-2, a planet carrier 3c that holds the planet gear 3b, and a planet gear.
  • An outer ring gear 3d that meshes with 3b and rotates integrally with the hub case 7 is provided.
  • the hub case 7 and the outer ring gear 3d are integrally formed, but the hub case 7 and the outer ring gear 3d may be formed separately and joined so as to rotate integrally.
  • bearings 13 and 13 are provided between the planet carrier 3c and the axle 5 and between the hub case 7 and the axle 5, respectively, and are supported so as to be rotatable relative to each other.
  • a bearing portion 14 is also provided between the planet carrier 3c and the hub case 7 so that they can rotate relative to each other.
  • the first shifting clutch portion 3e-1 of the first shifting clutch 3e has two swingable first shifting clutch claws 3f around an axis of a swinging shaft (clutch pawl shaft) 3k fixed to the axle 5.
  • the first shifting claw portion 3f-1 is provided on the outer surface of the axle 5, and the first shifting clutch clutch surface 3g (hereinafter referred to as shifting gear) with which the first shifting claw portion 3f-1 meshes.
  • shifting gear for the first sun gear 3a-1) (refer to FIG. 2C).
  • the two first shifting claw portions 3f-1 can swing in opposite directions, and the upper first shifting claw portion 3f-1 shown in FIG. 2C swings the swing shaft 3k.
  • the first shifting claw portion 3f-1 moves closer to the engaging side by swinging counterclockwise and swings in the counterclockwise direction. Yes.
  • first cam surface portion 3g-1 for shifting has a shape in which irregularities are continuous along the circumferential direction, and this is because one of the first claw portions 3f-1 for shifting that is swung in the opposite direction is driven. With respect to the force, the other can be engaged with the reverse input.
  • the first claw portion 3f-1 for shifting is composed of two claws that can swing in opposite directions, but the number of first claw portions 3f-1 for shifting is at least The number is not limited as long as two things that can swing in opposite directions are included.
  • two first shifting claw portions 3f-1 that approach the engagement side by swinging clockwise and two first pawl portions for shifting that approach the engagement side by swinging counterclockwise There may be two 3f-1.
  • the second clutch portion 3e-2 for shifting of the first clutch 3e for shifting also has two swingable first clutch claws 3f (hereinafter referred to as "shifting clutch clutch shafts 3f") around the swing shaft (clutch pawl shaft) 3k. , which is referred to as a second shifting claw portion 3f-2) is provided on the outer surface of the axle 5, and the first clutch cam surface 3g for shifting (hereinafter referred to as a shifting second clutch portion 3f-2).
  • a two-cam surface portion 3g-2) is provided on the inner surface of the first sun gear 3a-1 (see FIG. 2B).
  • the second shift clutch portion 3e-2 can swing in the opposite direction to the two second shift claw portions 3f-2.
  • the upper shifting second pawl portion 3f-2 shown in FIG. 2 (b) approaches the engagement side by swinging clockwise around the swinging shaft 3k, and the lower shifting second pawl portion 3f-2.
  • the two claw portions 3f-2 come closer to the engagement side by swinging counterclockwise.
  • the shift second cam surface portion 3g-2 has a shape in which irregularities are continuous along the circumferential direction. This is because one of the shift second claw portions 3f-2 swinging in the opposite direction is driven. With respect to the force, the other can be engaged with the reverse input.
  • the second shifting claw portion 3f-2 is composed of two claws that can swing in opposite directions, but the number of the second shifting claw portions 3f-2 is at least The number is not limited as long as two things that can swing in opposite directions are included.
  • two second claw portions 3f-2 for shifting approaching the engagement side by swinging in the clockwise direction, and two second claw portions for shifting approaching the engagement side by swinging in the counterclockwise direction Two 3f-2s may be provided.
  • the planetary gear 3b is not shown in FIGS.
  • the second shifting gear clutch 3h has two swingable second clutch pawls 3i around the swing shaft 3n fixed to the second sun gear 3a-2.
  • a second clutch cam surface 3j for shifting with which the second clutch pawl 3i for shifting engages is provided on the inner surface of the planet carrier 3c (see FIG. 2A).
  • the second shift clutch claw 3i can swing in the opposite direction to the second shift clutch 3h, as shown in FIG. 2 (a).
  • the upper shift second clutch pawl 3i moves closer to the engagement side by swinging clockwise about the swing shaft 3n, and the lower shift second clutch pawl 3i is counterclockwise. It is designed to come closer to the engagement side by swinging.
  • the second clutch cam surface 3j for shifting has a shape in which irregularities are continuous along the circumferential direction. This is because one of the second clutch pawls 3i swinging in the opposite direction is against the driving force. The other has a shape that can be engaged with the reverse input.
  • the second clutch pawl 3i for shifting is composed of two pawls that can swing in opposite directions, but the number of the second clutch claws 3i for shifting is at least opposite to each other.
  • the number is not limited as long as two swingable ones are included.
  • FIG. 2A and the like the illustration of the axle 5 and the like located on the inner diameter side of the sun gear 3a is omitted.
  • the speed change control mechanism 10 includes an operating portion 10a drawn out through an axially extending hole 5a provided at the center of the axle 5 and two speed change gears connected to the operating portion 10a and provided outside the axle 5.
  • a sleeve 10b is provided.
  • the shifting sleeve 10b moves in the axial direction, and the shifting causes the shifting first clutch portion 3e-1 of the shifting first clutch 3e and the shifting second clutch portion 3e-1.
  • the clutch part 3e-2 is switched to an engaged state or an unengageable state with respect to each of the driving force and the reverse input. That is, the first sun gear 3a-1 and the second sun gear 3a-2 can be switched to be rotatable relative to the axle 5 or not rotatable relative to the driving force and the reverse input, respectively.
  • the first shifting claw portion 3f-1 and the second shifting claw portion 3f- 2 includes clutch claws in which the swing direction from the non-engaged state to the engaged state is opposite to the corresponding cam surface around the swing shaft 3k.
  • Each clutch pawl in the opposite direction has an end (one end) on the cam surface engaging side with an elastic member (not shown), and the cam surface (the first cam surface portion 3g-1 for shifting or the second cam for shifting) A load is applied in the direction of rising to the surface 3g-2) side.
  • the end (other end) opposite to the engagement side is in contact with the speed change sleeve 10b in the speed change control mechanism 10, and the speed change first cam surface portion 3g against the elastic force of the elastic member. 1 or the second cam surface portion 3g-2 for shifting is suppressed from rising (see, for example, FIGS. 2B and 2C).
  • the shift sleeve 10b is provided with two notches 10d along the axial direction of the axle 5.
  • the shifting sleeve 10b is also moved in the axial direction, and the notch portion of the shifting sleeve 10b is moved. 10d moves to the position of the first claw portion 3f-1 for shifting or the second claw portion 3f-2 for shifting, or to a position deviated from the position.
  • FIGS. 4B and 4C show that only the first shifting claw portion 3f-1 is engageable among the first shifting claw portion 3f-1 and the second shifting claw portion 3f-2.
  • FIGS. 6B and 6C show a state where the first shifting claw portion 3f-1 is actually raised and engaged, and FIGS.
  • FIG. 6B and 6C show the first shifting claw portion 3f-1 and the shifting first claw portion 3f-1. Of the two claw portions 3f-2, only the second shifting claw portion 3f-2 is engageable, and the second shifting claw portion 3f-2 is actually raised and engaged. Yes. 2 (b) (c) and 8 (b) (c), the first claw portion 3f-1 for shifting and the second claw portion 3f-2 for shifting are both restrained and engaged. It is shown that it is in a state incapable of being engaged (hereinafter referred to as an “unengageable state”).
  • a tapered surface 10e is provided at one axial end of the notch 10d of the speed change sleeve 10b.
  • the taper surface 10e is such that the first shifting claw portion 3f-1 and the second shifting claw portion 3f-2 are engaged with the first shifting cam surface portion 3g-1 and the second shifting cam surface portion 3g-2.
  • the engagement is released smoothly by the taper surface 10e being in contact with the other ends of the claw portions 3f-1 and 3f-2. That is, the inclined surface of the tapered surface 10e can increase the force for removing the claw portions 3f-1, 3f-2 from the cam surface portions 3g-1, 3g-2.
  • the clutches corresponding to the same sun gear 3a that is, the two first shifting claw portions 3f-1 provided at the same position in the axial direction, or the two second shifting claw portions 3f-2.
  • the swinging directions are arranged to be opposite to each other, even in the engageable state, one of the opposite claw portions with respect to the driving force is provided. Only the first shifting claw portion 3f-1 and the second shifting claw portion 3f-2 are engaged, and the other shifting first claw portion 3f-1, the second shifting claw portion 3f-1, Only the portion 3f-2 is engaged.
  • the second shift clutch switching unit 10i moves in the axial direction, and as a result, the second shift clutch 3h moves to both the driving force and the reverse input.
  • the state is switched to the engageable state or the disengageable state.
  • the planet carrier 3c can be switched between relative rotation and non-rotation around the second sun gear 3a-2 for each of the driving force and the reverse input.
  • the two second shift clutch claws 3i swing from the non-engaged state to the engaged state with respect to the cam surface. Is in the opposite direction around the swing axis 3n.
  • Each shift second clutch pawl 3i in the opposite direction has an end (one end) on the engagement side with the shift second clutch cam surface 3j, and the shift second clutch cam surface by an elastic member (not shown).
  • a load is applied in the direction of rising to the 3j side.
  • the end (other end) opposite to the engagement side is in contact with the second clutch switching unit 10i in the transmission control mechanism 10, and the second clutch for transmission is resisted against the elastic force of the elastic member. It is suppressed that it gets up to the cam surface 3j side (for example, refer Fig.2 (a)).
  • the shifting second clutch switching portion 10i is also moved in the axial direction together with the shifting sleeve 10b, and the shifting second clutch switching is performed.
  • the part 10i moves to the position of the second clutch pawl 3i for shifting or a position deviated from the position.
  • the second clutch pawl 3i for shifting facing the second clutch switching unit 10i is restrained by the second clutch switching unit 10i for shifting, and one end thereof does not rise to the second clutch cam surface 3j side for shifting. , The driving force and the reverse input are not engaged. Further, when the second clutch switching portion 10i is disengaged from the position of the second clutch pawl 3i for shifting, the restraint by the second clutch switching portion 10i is released, and one end of the second clutch switching portion 10i faces the shifting second clutch cam surface 3j side. It is possible to get up and engage with each of the driving force and the reverse input.
  • FIG. 2A shows a state where both of the two second clutch claws 3i for shifting can be engaged, and one of them is raised and actually engaged.
  • FIG. 6 (a), and FIG. 8 (a) have shown that the 2nd clutch nail
  • the two shifting second clutch pawls 3i are arranged so that their swinging directions are opposite to each other as described above, even if the engagement is possible, Of the reverse shifting second clutch pawl 3i, only one shifting second clutch pawl 3i is engaged, and only the other shifting second clutch pawl 3i is engaged for reverse input. Will be combined.
  • the operation portion 10a has a shaft shape, is inserted into a hole 5a provided in the axle 5 so as to be able to advance and retreat, and is urged outward in the axial direction by an elastic member 10g. For this reason, the movement operation in the axial direction of the speed change operation portion 10a is performed against the biasing force of the elastic member 10g when the operation portion 10a is pushed into the hub 1. The operation unit 10a automatically returns to the original state by the biasing force.
  • the transmission sleeve 10b is fixed to the axle 5 by a pin 10f inserted into a lateral hole 10h provided in the axle 5.
  • the shifting sleeve 10b can be moved in the axial direction by moving the pin 10f in the axial direction within the lateral hole 10c by the shifting operation portion 10a.
  • the shift control mechanism 10 performs the first shift clutch 3e-1 and the first shift clutch for the first shift clutch 3e for each of the driving force and the reverse input.
  • the two-clutch portion 3e-2 has a function of switching between the engageable state and the disengageable state. By this switching, the first sun gear 3a-1 and the second sun gear 3a-2 can be switched to be rotatable relative to the axle 5 or not rotatable relative to the driving force and the reverse input, respectively.
  • the shift control mechanism 10 has a function of switching the second shift clutch 3h to the engageable state or the disengageable state for each of the driving force and the reverse input. is doing. By this switching, the planet carrier 3c can be switched to be rotatable relative to the second sun gear 3a-2 or not rotatable relative to the driving force and the reverse input.
  • the second sun gear 3a-2 cannot be rotated relative to the planetary carrier 3c by the speed change second clutch 3h, and the speed change of the speed change first clutch 3e.
  • the first sun gear 3a-1 and the second sun gear 3a-2 can be rotated relative to the axle 5 by the first clutch portion 3e-1 and the second clutch portion 3e-2 for speed change.
  • the driving force is transmitted to the planetary gear 3b via the planet carrier 3c.
  • the second sun gear 3a-2 rotates integrally with the planet carrier 3c, the driving force is transmitted from the planet gear 3b to the outer ring gear 3d and the hub case 7 at a constant speed (direct connection).
  • the second sun gear 3a-2 can be rotated relative to the planet carrier 3c by the second clutch 3h for speed change, and the first clutch part 3e-1 for speed change and the second clutch part for speed change of the first clutch 3e for speed change.
  • the first sun gear 3a-1 is not rotatable relative to the axle 5 and the second sun gear 3a-2 is rotatable relative to the axle 5 by 3e-2
  • the number of teeth of the first sun gear 3a-1 Is a and the number of teeth of the outer ring gear 3d is d
  • the speed increasing ratio from the planet carrier 3c to the outer ring gear 3d is (a + d) / d It becomes.
  • the second sun gear 3a-2 is idle with respect to the axle 5, and is not involved in torque transmission. Further, the second shift clutch 3h is forcibly brought into a state in which the second shift clutch pawl 3i is not engaged with the second shift clutch cam surface 3j by the second shift clutch switching unit 10i in the shift control mechanism 10. It is.
  • the second sun gear 3a-2 can be rotated relative to the planet carrier 3c by the second clutch 3h for speed change, and the first clutch part 3e-1 for speed change and the second clutch part for speed change of the first clutch 3e for speed change.
  • the number of teeth of the second sun gear 3a-2 is set to a, If the number of teeth of the planetary gear 3b meshing with the first sun gear 3a-1 is b, the number of teeth of the planetary gear 3b meshing with the second sun gear 3a-2 is c, and the number of teeth of the outer ring gear 3d is d, the planet carrier 3c The speed increase ratio from the outer ring gear 3d to [(a ⁇ b) / (c ⁇ d)] + 1 It becomes. At this time, the first sun gear 3a-1 is idling and does not participate in torque transmission.
  • the first sun gear 3a-1 and the second sun gear 3a-2 have different numbers of teeth, and are all free (relatively rotatable) with respect to the axle 5 so that the second sun gear 3a-2 and the planet carrier 3c
  • the speed increase ratio can be changed by fixing the second sun gear 3a-2 and the planetary carrier 3c, and fixing one sun gear 3a to the axle 5 (relative rotation impossible). it can.
  • the shift control mechanism 10 enables the shift second clutch 3h to be engaged, and the shift first clutch portion 3e-1 and the shift second clutch portion 3e-2 of the shift first clutch 3e are engaged. If it is in an impossible state (constant speed state), the reverse input from the drive wheel is transmitted from the hub case 7 to the rear sprocket 4 at a constant speed during forward non-drive.
  • the shift control mechanism 10 enables the shift second clutch 3h to be engaged, and among the shift first clutch portion 3e-1 and the shift second clutch portion 3e-2 of the shift first clutch 3e.
  • the first sun gear 3a-1 is fixed to the axle 5 (relative rotation is impossible). Therefore, when reverse input from the drive wheel is transmitted from the hub case 7 to the rear sprocket 4, when the number of teeth of the first sun gear 3a-1 is a and the number of teeth of the outer ring gear 3d is d, the reduction ratio is (A + d) / d It becomes.
  • the shift control mechanism 10 enables the shift second clutch 3h to be engaged, and among the shift first clutch portion 3e-1 and the shift second clutch portion 3e-2 of the shift first clutch 3e,
  • the second sun gear 3a-2 is fixed to the axle 5 (not capable of relative rotation) when only the second clutch portion 3e-2 for shifting is in an engagement impossible state. Therefore, when the reverse input from the drive wheel is transmitted from the hub case 7 to the rear sprocket 4, the number of teeth of the second sun gear 3a-2 is a, and the number of teeth of the planetary gear 3b meshing with the first sun gear 3a-1.
  • the reduction ratio is [(A ⁇ b) / (c ⁇ d)] + 1 It becomes. That is, the reverse input from the drive wheel is transmitted in the reverse direction along the same route as the drive force is transmitted in accordance with the shift speed selected by the shift control mechanism 10.
  • Fig. 1 and Fig. 2 show the state of the first shift (direct connection).
  • the operation part 10a of the speed change control mechanism 10 is arranged on the side where the rear sprocket 4 is provided in both axial ends of the axle 5, but this may be arranged in the opposite direction.
  • the first shift claw portion 3f-1 and the second shift claw portion 3f-2 are moved as shown in FIGS. 2B and 2C by the shift sleeve 10b in the shift control mechanism 10.
  • the other end is restrained by the speed change sleeve 10b, and the engagement is impossible. Therefore, the first sun gear 3 a-1 and the second sun gear 3 a-2 are relatively rotatable around the axle 5.
  • the second clutch pawl 3i of the second shift clutch 3h is in an engageable state with the restraint of the second shift clutch switching portion 10i in the shift control mechanism 10 being released. It has become. For this reason, the planet carrier 3c and the second sun gear 3a-2 cannot be rotated relative to each other.
  • the driving force is transmitted from the rear sprocket 4 at a constant speed in the order of the planetary carrier 3c, the planetary gear 3b, and the hub case 7 (outer ring gear 3d).
  • the second clutch claw 3i for shifting engages with the second clutch cam surface 3j for shifting, and is opposite to the driving force transmission path during forward drive.
  • a direction path, that is, the hub case 7 (outer ring gear 3d), the planetary gear 3b, the planet carrier 3c, and the rear sprocket 4 are transmitted at a constant speed in this order.
  • the first pawl portion 3f-1 for shifting is brought into an engageable state with the first cam surface portion 3g-1 for shifting, and the first sun gear 3a-1 receives the axle 5 for each of the driving force and the reverse input.
  • the relative rotation is impossible.
  • the disengageable state with respect to each of the driving force and the reverse input of the second claw portion 3g-2 for shifting is maintained.
  • the second clutch pawl 3i for shifting is separated from the second clutch cam surface 3j for shifting of the planetary carrier 3c along the tapered portion 10j of the second clutch switching portion 10i for shifting. For this reason, the planet carrier 3c and the second sun gear 3a-2 can rotate relative to the driving force and the reverse input, respectively.
  • the driving force from the rear sprocket 4 is the speed increasing ratio, where a is the number of teeth of the first sun gear 3a-1 and d is the number of teeth of the outer ring gear 3d.
  • the reverse input from the drive wheel is the reduction ratio (a + d) / d Is transmitted to the rear sprocket 4.
  • FIG. 5 and FIG. 6 show the state of the third speed change (speed increase 2).
  • the shift operation unit 10a of the shift control mechanism 10 is further pushed into a certain position in the axial direction in the direction of the arrow shown in FIG. 5 from the second shift stage state, the shift sleeve 10b slides in the axial direction. Then, the notch 10d of the speed change sleeve 10b moves to the position of the speed change second claw portion 3f-2.
  • the speed change second claw portion 3f-2 becomes engageable with the speed change second cam surface portion 3g-2, and the second sun gear 3a-2 rotates relative to the axle 5 with respect to each of the driving force and the reverse input. It becomes impossible.
  • the notch 10d of the speed change sleeve 10b located at the position of the speed change first claw portion 3f-1 is detached from the position of the speed change first claw portion 3f-1.
  • the other end of the first claw portion 3f-1 for shifting is constrained, and shifts to an unengageable state with respect to each of the driving force and the reverse input.
  • the planet carrier 3c and the second sun gear 3a-2 are maintained in a state in which they can rotate relative to the driving force and the reverse input, respectively.
  • the driving force from the rear sprocket 4 is such that the number of teeth of the second sun gear 3a-2 is a, the number of teeth of the planetary gear 3b meshing with the first sun gear 3a-1 is b, and the second sun gear 3a- Speed ratio [(a ⁇ b) / (c ⁇ d)] + 1 where c is the number of teeth of the planetary gear 3b meshing with 2 and d is the number of teeth of the outer ring gear 3d.
  • the reverse input from the drive wheel is the reduction ratio [(a ⁇ b) / (c ⁇ d)] + 1 Is transmitted to the rear sprocket 4.
  • the second speed change clutch 3h is also engaged with the second speed change clutch cam surface 3j by the tapered portion 10j provided at the axial end of the second speed change clutch switching portion 10i. Since the force for pushing up the other end of the clutch becomes strong and the shifting sleeve 10b is easily returned, smooth switching is possible.
  • Fig. 7 and Fig. 8 show the state when forward non-drive (during reverse input from the drive wheel).
  • the state of the second gear stage is shown as an example.
  • only the first clutch portion 3e-1 for shifting is in an engageable state by the shift control mechanism 10.
  • the first sun gear 3a-1 tries to rotate in the direction opposite to the driving direction with respect to the axle 5, but the two shifting gears provided so that the swing directions are opposite to each other.
  • the first claw portion 3f-1 makes the first sun gear 3a-1 non-rotatable around the axle 5.
  • the other clutch, that is, the second shift clutch portion 3e-2 of the first shift clutch 3e is restrained by the shift control mechanism 10 so that it does not engage, and therefore does not interfere. Therefore, the reverse input from the drive wheel is the reduction ratio (a + d) / d Is transmitted to the rear sprocket 4.
  • the shift control mechanism 10 causes only one clutch at any gear stage (the first clutch portion 3e- for shifting of the first clutch 3e for shifting). 1, only one of the three clutches, the second clutch for shifting 3e-2 and the second clutch for shifting 3h) is in an engageable state, so there is no interference with other clutches Retreat is possible.
  • first shifting claw portion 3f-1 and the second shifting claw portion 3f-1 in the first shifting clutch portion 3e-1 and the second shifting clutch portion 3e-2 of the shifting first clutch 3e. 2 is provided on the inner surfaces of the first sun gear 3a-1 and the second sun gear 3a-2, respectively, and the first cam surface portion 3g-1 for shifting and the second cam surface portion 3g-2 for shifting are provided on the outer surface of the axle 5. It is a thing.
  • Two first claw portions 3f-1 for transmission and second claw portions 3f-2 for transmission are provided on the inner surfaces of the first sun gear 3a-1 and the second sun gear 3a-2, respectively.
  • the two first shifting claw portions 3f-1 and the second shifting claw portion 3f-2 are arranged such that their swinging directions are opposite to each other.
  • the number of grooves of the first clutch cam surface 3g for shifting is six along the circumferential direction on the outer surface of the axle 5 at positions facing the first sun gear 3a-1 and the second sun gear 3a-2, Shifting sleeves 10b in which the directions of the notch portions 10d are different from each other are alternately arranged in the groove portion along the circumferential direction.
  • the number of grooves into which the first shifting claw portion 3f-1 and the shifting second claw portion 3f-2 can be engaged is three.
  • the second clutch 3h for speed change is provided between the second sun gear 3a-2 and the planet carrier 3c, but these are connected between the first sun gear 3a-1 and the axle 5. It may be provided between them.
  • the speed change control mechanism 10 a method of switching by moving in the axial direction through the axle 5 is adopted, but a method of switching by rotating (swinging) the operating portion around the axle 5 is known.
  • the bicycle transmission mechanism can be adopted.
  • the planetary gear 3b has two stages, a planetary gear having one stage or three or more stages may be used.
  • the axle 5 has a hole 5a extending along the axial direction, which is formed from one end in the axial direction and the other end is solid, but this may be a through-hole connecting both ends.
  • the engagement of each clutch pawl of the ratchet clutch with the clutch cam surface is performed by the shifting sleeve 10b or A method of switching between a state that can be engaged and a state that cannot be engaged is adopted by the second clutch switching unit 10i for shifting, but a clutch between the axle 5 and the sun gear 3a, or between the planet carrier 3c and the sun gear 3a.
  • a configuration other than the speed change sleeve 10b and the speed change second clutch switching portion 10i of these embodiments may be employed.
  • first clutch 3e for shifting and the second clutch 3h for shifting are configured by ratchet clutches, but clutches having other configurations such as a roller clutch and a sprag clutch may be employed. .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention porte sur une bicyclette à assistance électrique du type à moteur monté au centre, équipée d'un mécanisme de récupération et qui est configurée de sorte que des embrayages n'interfèrent pas entre eux lorsqu'on conduit la bicyclette en marche arrière. Un mécanisme de changement (3) et un mécanisme de commande de changement (10) sont agencés dans le moyeu (1) de la roue motrice. Le mécanisme de changement (3) est formé d'un mécanisme épicycloïdal et il comprend un planétaire (3a), des satellites (3b) et un porte-satellites (3c). Un carter de moyeu (7) tourne solidairement avec une couronne à denture extérieure (3d) qui engrène avec les pignons satellites (3b). Le mécanisme de changement (3) est conçu de sorte que, lorsque la bicyclette soit conduite en marche avant, la force d'entraînement résultant de la force de pédalage ou de la sortie du moteur est appliquée au porte-satellites (3c) et transmise à la roue motrice à une vitesse égale ou supérieure. Pour chacune d'une force d'entraînement et d'une entrée de marche arrière, le mécanisme de changement (3) effectue le changement par commutation, au moyen du mécanisme de commande de changement (10) par l'intermédiaire des embrayages, du planétaire (3a) entre un état dans lequel le planétaire (3a) peut tourner autour de et par rapport à l'essieu (5) et un état dans lequel le planétaire (3a) ne peut pas tourner autour de et par rapport à l'essieu. Dans chaque position de changement du mécanisme de changement (3), une entrée de marche arrière en provenance de la roue motrice lorsque la bicyclette n'est pas conduite en marche avant est transmise dans le sens de la marche arrière par l'intermédiaire du trajet dans lequel la force d'entraînement est transmise lorsque la bicyclette est conduite en marche avant.
PCT/JP2011/068134 2010-08-25 2011-08-09 Bicyclette à assistance électrique WO2012026325A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010188442A JP2012046007A (ja) 2010-08-25 2010-08-25 電動補助自転車
JP2010-188442 2010-08-25

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WO2012026325A1 true WO2012026325A1 (fr) 2012-03-01

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WO (1) WO2012026325A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018009020A (ja) * 2012-03-05 2018-01-18 大塚製薬株式会社 日焼け止め用組成物
CN112984077A (zh) * 2021-02-04 2021-06-18 杭州筝友户外用品有限公司 一种变速装置及其带有变速装置的风筝轮、渔轮
DE102016113871B4 (de) 2015-07-31 2022-03-10 GM Global Technology Operations LLC Produkt
WO2024252383A1 (fr) * 2023-06-08 2024-12-12 Chargebike Ltd Vélo électrique à entraînement intermédiaire

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001213383A (ja) * 2000-02-02 2001-08-07 Honda Motor Co Ltd 電動補助自転車
JP2010095203A (ja) * 2008-10-20 2010-04-30 Panasonic Corp 電動自転車

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001213383A (ja) * 2000-02-02 2001-08-07 Honda Motor Co Ltd 電動補助自転車
JP2010095203A (ja) * 2008-10-20 2010-04-30 Panasonic Corp 電動自転車

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018009020A (ja) * 2012-03-05 2018-01-18 大塚製薬株式会社 日焼け止め用組成物
US10925813B2 (en) 2012-03-05 2021-02-23 Otsuka Pharmaceutical Co., Ltd. Sunscreen composition
DE102016113871B4 (de) 2015-07-31 2022-03-10 GM Global Technology Operations LLC Produkt
CN112984077A (zh) * 2021-02-04 2021-06-18 杭州筝友户外用品有限公司 一种变速装置及其带有变速装置的风筝轮、渔轮
WO2024252383A1 (fr) * 2023-06-08 2024-12-12 Chargebike Ltd Vélo électrique à entraînement intermédiaire

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