JP2000053069A - Vehicle with auxiliary power unit and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify constitution of manual and auxiliary power driving parts without lowering a feeling of use and to accurately detect manual driving force by connecting a power transmission member to a cylindrical hollow member provided at the outer peripheral part of a crankshaft, through a unidirectional force transmission member, fitting the manual driving part, and providing a manual driving force detecting part on the outer periphery of the hollow member. SOLUTION: A cylindrical hollow member 14 with one end connected to a crankshaft 7 is provided at the outer periphery of the crankshaft 7 stored in a first casing 13. A power transmission member 16 is integrally fitted to a drive sprocket 11 through a ratchet 15 fixed to the other end of the hollow member 14. A manual driving force detecting part 5 formed of a contactless torque sensor is provided on the outer peripheral surface of the hollow member 14. An auxiliary power driving part is constituted independently of the drive sprocket 11, and a second casing storing an auxiliary power sprocket, an auxiliary power transmission mechanism part and a motor shaft is provided to simplify constitution.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle with an auxiliary power unit, which is driven using human power and auxiliary power of an auxiliary power unit, and a control method therefor.

[0002]

2. Description of the Related Art In recent years, a known driving device such as a motor (electric motor) is provided as an auxiliary power device, and the auxiliary power of the auxiliary power device is based on human power of an operator or a user (hereinafter, referred to as "human power driving force"). In addition, a vehicle with an auxiliary power unit that drives the vehicle in addition to the above is known. Specifically, for example, an auxiliary power generated by driving a motor is added to a pedaling force (rotational force) generated by an operator depressing a pedal or a rotational force generated by turning a hand rim, and a wheel is added. There is a motor-equipped bicycle, a motor-equipped wheelchair, a luggage carrier, or the like that rotates while traveling. In such a vehicle with an auxiliary power unit, it is common to detect a human-powered driving force and control the motor based on the detected human-powered driving force.

As a first prior art vehicle with an auxiliary power device, there is a bicycle with an auxiliary power device disclosed in Japanese Patent Application Laid-Open No. 9-95289. The vehicle with the auxiliary power unit of the first conventional example is a crankshaft having a pedal arm mounted on both ends, a tubular or a shaft provided on the outer periphery of the crankshaft and having one end connected to the crankshaft via a pedaling one-way clutch. A hollow torque transmitting member having a cylindrical shape, and a drive sprocket fitted to the other end of the hollow torque transmitting member for applying power to driving wheels via a chain are provided. Further, in the vehicle with the auxiliary power unit of the first conventional example, a magnetostrictive torque sensor is disposed on the outer periphery of the hollow torque transmitting member in order to detect a manual driving force. As described above, in the vehicle with the auxiliary power device of the first conventional example, the power is transmitted to the drive wheels using the chain, so that the power is transmitted to the drive wheels using the drive shaft. The weight of the vehicle was reduced as compared with a vehicle with an auxiliary power unit.

As a second conventional vehicle with an auxiliary power device, there is a vehicle using a bicycle torque detecting device disclosed in Japanese Patent Application Laid-Open No. H8-297059. In this second conventional vehicle with an auxiliary power unit, one end is connected to a crankshaft, and the other end is a hollow cylindrical drive shell fixed to a drive sprocket, and mounted on the outer peripheral surface of the drive shell. A torque detector having a magnetic material and a coil unit enclosing the magnetic material is provided in a hanger of a frame (vehicle body). As a result, the vehicle with the auxiliary power unit of the second conventional example detects the human-powered driving force by using a torque detector that is smaller and lighter than a conventional mechanical torque detector. Further, in the vehicle with the auxiliary power unit of the second conventional example, the motor is mounted on the drive wheel (rear wheel), whereby the auxiliary power from the motor is directly transmitted to the drive wheel, thereby simplifying the configuration of the vehicle. Had been transformed.

A third prior art vehicle with an auxiliary power unit uses a drive unit disclosed in Japanese Patent Application Laid-Open No. H10-81292. In this third conventional vehicle with an auxiliary power unit, a small-diameter drive sprocket is provided below and below the drive sprocket, and auxiliary power from a motor is transmitted to the drive sprocket to the chain. Thus, in the third conventional vehicle with an auxiliary power unit, the reduction gear ratio can be reduced, and the number of reduction stages in the reduction mechanism has been reduced. Further, in the third conventional vehicle with an auxiliary power unit, a sufficient winding angle of the chain with respect to the driving sprocket is obtained by winding the driving sprocket around the loose side of the chain.

[0006]

In the vehicle with the auxiliary power unit of the first prior art as described above, the magnetostrictive torque sensor is provided near the motor, and the magnetostrictive torque sensor is further provided at the tip of the motor shaft. Together with the auxiliary power unit casing. For this reason, in the vehicle with the auxiliary power unit of the first conventional example, there is a problem that the magnetostrictive torque sensor is easily affected by the magnetism from the motor and cannot accurately detect the manual driving force. Further, in the vehicle with the auxiliary power unit of the first conventional example, a power transmission mechanism such as a motor one-way clutch and a speed reduction mechanism is arranged in the auxiliary power unit casing, and the shaft of the motor and the hollow torque transmission member are connected. . For this reason, in the vehicle with the auxiliary power unit of the first conventional example, the configuration of the power transmission mechanism is complicated and large, and the auxiliary power unit casing is also increased in size to reduce the size and weight of the vehicle. could not. Further, in the vehicle with the auxiliary power unit according to the first conventional example, the motor one-way clutch is mounted on the end of the hollow torque transmitting member on the side opposite to the pedaling one-way clutch, so that the mounting position of the magnetostrictive torque sensor is limited. The width of the magnetic film was also reduced. As a result, in the vehicle with the auxiliary power unit of the first conventional example, it is difficult to improve the detection sensitivity of the magnetostrictive torque sensor.

In the second conventional vehicle with an auxiliary power unit, one end of a drive shell is connected to a crankshaft, and the other end is fixed to a drive sprocket.
For this reason, in the second conventional vehicle with an auxiliary power unit,
The rotation of the crankshaft was transmitted directly to the drive sprocket via the drive shell. Therefore, in the vehicle with the auxiliary power unit of the second conventional example, when the operator reversely rotates the crankshaft during traveling, the reverse rotation is transmitted to the drive shell and the drive sprocket, and further transmitted to the motor via the chain. In some cases, the motor was rotated in reverse. As a result, in the vehicle with the auxiliary power unit of the second conventional example, the operator cannot enjoy the inertial running, for example, and the feeling of use as the vehicle is not comfortable. Further, in the vehicle with the auxiliary power unit of the second conventional example, since the motor is mounted on the driving wheel, the structure of the driving wheel becomes complicated, and it is necessary to adjust the weight balance of the vehicle. . Further, since the motor battery and the controller are provided near the crankshaft, the wiring connecting these members and the motor becomes longer, and it is necessary to consider the arrangement of the wiring.

In the third conventional vehicle with an auxiliary power unit, the torque detecting unit for detecting the manual driving force is constituted by a mechanical torque sensor using a displacement sensor, a coil spring or the like. For this reason, in the vehicle with the auxiliary power unit of the third conventional example, the structure of the torque detector is large,
In addition, it is difficult to reduce the weight of the torque detector.
Further, in the third conventional vehicle with an auxiliary power unit, the torque detecting unit, the manual power drive unit connected to the drive sprocket, and the auxiliary power drive unit connected to the drive sprocket are housed in a case. Therefore, in the third conventional vehicle with an auxiliary power unit, the structure of the case is also large, and the weight of the vehicle is also increased. In the third conventional vehicle with an auxiliary power unit, it is difficult to change the chain line and adjust the chain tension. That is, in order to change and adjust the chain line and the chain tension, it is necessary to change the positional relationship between the drive sprocket and the drive sprocket.
However, these sprockets are connected to a manual drive unit and an auxiliary power drive unit housed integrally in the case. Therefore, in order to change the above positional relationship,
The case was also required to change.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and has a simplified structure of a human-powered driving unit and an auxiliary power-driven driving unit without reducing the feeling of use. It is an object of the present invention to provide a vehicle with an auxiliary power unit and a control method therefor, which can be easily implemented. Also,
SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle with an auxiliary power unit capable of accurately detecting a human driving force and a control method thereof.

[0010]

A vehicle with an auxiliary power unit according to the present invention comprises a crankshaft having a pedal crank mounted on both ends thereof, a cylinder provided on an outer peripheral portion of the crankshaft, and having one end connected to the crankshaft. -Shaped hollow member, a power transmission member having one end connected to the other end of the hollow member via a one-way force transmission member, and integrally fitted to the other end of the power transmission member, and a chain. A human-powered driving unit having a drive sprocket to be engaged, a human-powered driving force detection unit provided on the outer periphery of the hollow member, for detecting a human-powered driving force applied to the crankshaft, and an assist for engaging with the chain A power sprocket; and an auxiliary power drive having a motor connected to the auxiliary power sprocket via a second one-way force transmitting member. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

According to another aspect of the invention, there is provided a vehicle with an auxiliary power unit, wherein a crankshaft having pedal cranks mounted on both ends thereof is provided on an outer peripheral portion of the crankshaft, and one end of the crankshaft is provided via a one-way force transmitting member. A human-powered drive unit having a cylindrical hollow member integrally connected to a drive sprocket, the other end of which is connected to a shaft, provided on the outer periphery of the hollow member, and provided to the crankshaft; A manual driving force detecting unit for detecting the applied manual driving force, an auxiliary power sprocket engaged with the chain, and a motor connected to the auxiliary power sprocket via a second one-way force transmitting member. An auxiliary power drive is provided. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

A vehicle with an auxiliary power unit according to another aspect of the present invention is provided with a crankshaft having pedal cranks mounted on both ends thereof, and provided on an outer peripheral portion of the crankshaft, one end of which is connected to the crankshaft, and the other end of which is provided. A manual drive unit having a cylindrical hollow member integrally fitted to a drive sprocket engaged with the chain via a one-way force transmitting member, provided on the outer periphery of the hollow member, and provided to the crankshaft. A manual driving force detecting unit for detecting the applied manual driving force, an auxiliary power sprocket engaged with the chain, and a motor connected to the auxiliary power sprocket via a second one-way force transmitting member. An auxiliary power drive is provided. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

In a vehicle with an auxiliary power unit according to another aspect of the invention, the human-powered driving force detecting unit is constituted by a magnetostrictive torque sensor. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

A vehicle with an auxiliary power unit according to another aspect of the invention has a separate structure in which the human power driving force detecting unit and the auxiliary power driving unit are housed in separate cases. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability. Further, it is possible to accurately detect the manual driving force.

In a vehicle with an auxiliary power unit according to another aspect of the invention, at least the drive sprocket of the drive sprocket and the auxiliary power sprocket is made of a non-magnetic material. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability. Further, it is possible to accurately detect the manual driving force.

In a vehicle with an auxiliary power unit according to another aspect of the invention, the crankshaft is made of a non-magnetic material. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability. Further, it is possible to accurately detect the manual driving force.

In a vehicle with an auxiliary power unit according to another aspect of the invention, the pedal crank and a fixing nut for fixing the pedal crank to the crankshaft are made of a non-magnetic material. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability. Further, it is possible to accurately detect the manual driving force.

According to another aspect of the invention, there is provided a vehicle with an auxiliary power unit, wherein the auxiliary power drive unit outputs in advance auxiliary power that does not rotate the drive wheels of the vehicle. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

A control method of a vehicle with an auxiliary power unit according to the present invention includes a vehicle running unit for running, a human power driving unit for applying a manual driving force based on human power to the vehicle running unit, and an auxiliary power for the vehicle running unit. A method of controlling a vehicle with an auxiliary power device provided with an auxiliary power drive unit that provides an auxiliary power drive unit that outputs in advance an auxiliary power that does not rotate the drive wheels of the vehicle. With this configuration, the configurations of the human power drive unit and the auxiliary power drive unit can be simplified, and the size and weight can be easily reduced without lowering the usability.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment showing a vehicle with an auxiliary power unit and a control method thereof according to the present invention will be described below with reference to the drawings. In the following description, as an example of a preferred embodiment of a vehicle with an auxiliary power device according to the present invention, an example will be described in which a bicycle that travels by combining leg power (pedal force) and auxiliary power is configured. Further, as another embodiment, a wheelchair (wheelchair) or a luggage carrier may be used.

<< First Embodiment >> FIG. 1 is a structural view showing a schematic structure of a vehicle with an auxiliary power unit according to a first embodiment of the present invention, and FIG. 2 is a diagram showing a vehicle with an auxiliary power unit shown in FIG. FIG. 2 is a block diagram illustrating a configuration of a vehicle. As shown in FIGS. 1 and 2, the vehicle with an auxiliary power device according to the present embodiment includes a vehicle traveling unit 1 for traveling the vehicle, a human-powered driving unit 2 for driving the vehicle traveling unit 1, and an auxiliary vehicle. A power drive unit 3 and a control unit 4 for controlling the auxiliary power drive unit 3 are provided.
The control unit 4 includes a human-powered driving force detection unit 5 that detects a power based on human power transmitted from the human-powered driving unit 2 to the vehicle traveling unit 1, that is, a human-powered driving force, and a human-powered driving force from the human-powered driving power detection unit 5. Is provided with an auxiliary power calculation unit 6 for calculating the auxiliary power of the vehicle based on the above data. The manual driving force detecting unit 5 detects the manual driving force at a predetermined sampling cycle (for example, 1 msec) and outputs data of the detected manual driving force to the auxiliary power calculating unit 6.

The vehicle traveling section 1 includes front and rear wheels 1a and 1b, and front and rear wheels 1a and 1b, which rotatably support the front and rear wheels 1a and 1b, respectively. , 1d. To the vehicle running unit 1, the manual driving force from the manual driving unit 2 and the auxiliary power from the auxiliary power driving unit 3 are supplied to the rear wheels 1b, which are the driving wheels, whereby the front wheels 1a and the rear wheels 1b are provided.
Rotates and the vehicle runs. The human power drive unit 2 includes a crankshaft 7, a pair of pedal cranks 8 attached to both ends of the crankshaft 7, and a pedal 9 attached to each pedal crank 8 for receiving human power such as an operator or a user. Have. Further, in order to transmit the manual driving force from the crankshaft 7 to the rear wheel 1b, the human driving unit 2 is connected to the manual driving force transmitting mechanism unit 10 (FIG. 3), which will be described later, via the human driving force transmitting mechanism unit 10. A drive sprocket 11 connected to the crankshaft 7 and a chain 12 engaged with the drive sprocket 11 are provided.

Here, the manual driving force transmitting mechanism 10 and the manual driving force detecting section 5 provided in the manual driving force transmitting mechanism 10 will be described in detail with reference to FIG. FIG.
FIG. 3 is a cross-sectional view illustrating a configuration of a human-powered driving force transmission mechanism and a human-powered driving force detection section taken along a line III-III in FIG. 1.
As shown in FIG. 3, inside the first cylindrical casing 13, there are provided a crankshaft 7, a human-powered driving force transmission mechanism 10 for transmitting a human-powered driving force from the crankshaft 7 to the drive sprocket 11, and a human-powered drive. The force detector 5 is housed. The above-described human-powered driving force transmission mechanism unit 10
A hollow cylindrical member 14 having one end connected to the crankshaft 7, a ratchet 15 fixed to the other end of the hollow member 14, and one end hollow through the ratchet 15. A power transmission member 16 is connected to the other end of the member 14 and the other end is integrally fitted to the drive sprocket 11.

The crankshaft 7 is made of a metal member containing iron, and is rotatably mounted on the first casing 13. A pedal crank 8 is provided at both ends of the crankshaft 7.
Are fixed by a fixing nut 17. As a result, human power (pedal force) applied to the pedal 9 (FIG. 1) from the operator or the like is converted into rotational force via the pedal crank 8 and transmitted to the crankshaft 7 as human power.
The first casing 13 is made of aluminum, stainless steel or similar non-magnetic material, and has a cylindrical portion 1.
3a and the first provided on both ends of the cylindrical portion 13a.
It has second ends 13b and 13c. By forming the first casing 13 from a non-magnetic material, it is possible to reduce the weight of the vehicle and to avoid the influence of the induction of the external magnetism on the manual driving force detecting unit 5 housed inside. The cylindrical portion 13a is fitted into a hole (not shown) provided in the vehicle body frame 1e (FIG. 1), and is fixed to the vehicle body frame 1e. Inside the first end 13b,
A ball bearing 18 is provided and rotatably supports the crankshaft 7.

The hollow member 14 is made of a metal member such as iron, and rotates integrally with the crankshaft 7. More specifically, a groove that engages with a plurality of blades 7a provided on the outer periphery of the crankshaft 7 is provided inside one end of the hollow member 14, and the hollow member 14 is connected to the crankshaft 7 and rotates together. I do. Outside the one end of the hollow member 14, a ball bearing 19 is provided between the hollow member 14 and the cylindrical portion 13a. As a result, the hollow member 14 is rotatably supported by the first casing 13. Ratchet 15
Is a one-way force transmitting member that transmits a force (manual driving force) from the hollow member 14 to the power transmitting member 16 in one direction, and is made of a strong metal member such as iron. By providing the ratchet 15, the power transmission member 16
The transmission of the rotational force (reaction force) in the opposite direction from the shaft 1 to the hollow member 14 is prevented.
4 can be prevented. The power transmission member 16 is made of a strong metal member such as iron.
The inner part of one end is fitted to the ratchet 15 and connected to the hollow member 14. A ball bearing 20 is provided on an outer portion of one end of the power transmission member 16 with a cylindrical portion 13a.
, And a ball bearing 21 is provided between the power transmission member 16 and the second end 13c at an outer portion of the other end. Thereby, the power transmission member 16
The first casing 13 is rotatably supported by the first casing 13.
Further, a needle bearing 2 is provided inside the other end.
2 is provided between the crankshaft 7 and rotatably supports the crankshaft 7 and the power transmission member 16 with each other.

The human-powered driving force detecting section 5 is constituted by a non-contact type torque sensor, for example, a magnetostrictive type torque sensor, and is provided on the outer peripheral surface of the hollow member 14. Here, the non-contact type torque sensor is not connected to the components of the human-powered driving unit 2 (FIG. 1) such as the crankshaft 7 and the human-powered driving force transmission mechanism 10 by a mechanical member, a conductor, or the like. In which the human-powered driving force from the human-powered driving unit 2 can be detected as a torque without any sliding contact. Specifically,
The human-powered driving force detecting unit 5 includes a magnetic film 23 made of an amorphous alloy fixed on the outer peripheral surface of the hollow member 14,
It comprises a resin-made cylindrical bobbin 24 rotatably provided on the magnetic film 23 with a predetermined gap from 3, and a pair of torque detecting coils 25 wound around the bobbin 24. . The magnetic film 23 has, for example, a slit (not shown) having a pattern of a character “ha-ha-ha” shape.
Is provided. The pair of torque detection coils 25 is
It is arranged facing the slit. This allows
When the crankshaft 7 rotates, torsional distortion occurs in each part of the magnetic film 23 in accordance with a change in the manual driving force applied to the pedal crank 8, thereby further causing a change in the magnetic permeability. The torque detecting coil 25 detects a change in the magnetic permeability and outputs the detected change to the auxiliary power calculating unit 6 (FIG. 2).

Returning to FIG. 1, the auxiliary power drive unit 3 includes an auxiliary power sprocket 26 for engaging with the chain 12 and applying auxiliary power, and an auxiliary power transmission mechanism unit described later connected to the auxiliary power sprocket 26. 27 (FIG. 4), and the second casing 2
8 and an idler 29 that contacts the chain 12. Further, a motor serving as an auxiliary power unit is integrally attached to the second casing 28 on the side opposite to the auxiliary power sprocket 26 (details will be described later). Battery 3 such as a secondary battery that constitutes a power source of the motor 3
0 is detachably attached to the body frame 1e. The idler 29 is configured by a roller member (rotary body), and is fixed to the second casing 28 near the auxiliary power sprocket 26. This idler 29
Is provided at such a position that the chain 12 orbits around the idler 29 substantially 120 degrees or more and comes into contact with the surface of the idler 29. Thus, the auxiliary power is efficiently provided to the chain 12 from the auxiliary power sprocket 26. Further, the second casing 27
It is formed separately from the first casing 13 (FIG. 3) and is attached to the vehicle body frame 1e. With this configuration, in the vehicle with the auxiliary power device according to the present embodiment, the installation positions of the auxiliary power sprocket 26 and the idler 29 with respect to the drive sprocket 11 can be easily changed. As a result, in the vehicle with the auxiliary power unit of the present embodiment, it is possible to easily change the chain line and adjust the chain tension. In FIG. 1, the blades of the drive sprocket 11 and the auxiliary power sprocket 26 are enlarged for clarity. For this reason, in FIG. 1, the blade portions are illustrated as meshing with each other, but actually, as shown in FIG. 7, the drive sprocket 11 and the auxiliary power sprocket 26 are fixed to each other so as to engage only with the chain 12. Are placed at a distance of

Here, the detailed configuration of the auxiliary power drive unit 3 will be described with reference to FIG. FIG. 4 is a cross-sectional view of FIG.
FIG. 4 is a cross-sectional view showing a configuration of an auxiliary power drive section taken along a line IV. In FIG. 4, the auxiliary power drive unit 3 includes a motor 3
1 and the motor 3 housed in the second casing 28.
1 is provided with an auxiliary power transmission mechanism 27 for transmitting the auxiliary power from 1 to the auxiliary power sprocket 26. The second casing 28 is made of an auxiliary power sprocket 2 made of aluminum, stainless steel or similar non-magnetic material.
The first container 28a on the sixth side and a second container 28b also made of a non-magnetic material and attached to the outer container 31a of the motor 31. Auxiliary power transmission mechanism 27
Is connected to the shaft 31b of the motor 31, and is rotatably mounted on the second container 28b.
2. A first auxiliary power transmission member 33 connected to the friction type planetary reduction mechanism 32 and rotatably mounted on the first container 28a; and a one-way clutch connected to the first auxiliary power transmission member 33. A second auxiliary power transmission member 34 connected to an output shaft 36 via 35 is provided. The output shaft 36 is rotatably mounted on the first and second containers 28a and 28b, and the auxiliary power sprocket 26 is fitted to one end of the output shaft 36.

The auxiliary power sprocket 26 is smaller in diameter than the drive sprocket 11 shown in FIG. 1, for example, about 30 to 40%. With this configuration, it is possible to reduce the number of reduction steps in the auxiliary power transmission mechanism 27, that is, the number of auxiliary power transmission members installed. As a result, it is possible to reduce the size and weight of the auxiliary power drive unit 3. The one-way clutch 35 is a one-way force transmitting member that transmits a force (auxiliary power) from the second auxiliary power transmitting member 34 to the output shaft 36 in one direction, and is made of a metal member such as iron. By providing this one-way clutch 35, transmission of a rotational force (reaction force) in the opposite direction from the output shaft 36 to the second auxiliary power transmission member 34 is prevented. As a result, for example, it is possible to prevent the influence of the disturbance generated in the chain 12 (FIG. 1) from being transmitted to the motor 31 via the auxiliary power transmission member 27. still,
In the above description, the case where the desired torque (auxiliary power) is obtained by reducing the rotation speed of the motor 31 by using the friction type planetary reduction mechanism 32 has been described. However, the embodiment is not limited to this, and the above-described rotational speed may be reduced by only the gear, or may be reduced by using a known hypoid gear.

The motor 31 sends information indicating the magnitude of the auxiliary power, such as the supplied current, to the auxiliary power calculator 6 of the controller 4.
(FIG. 2), and operates (rotates) based on the instruction signal from the auxiliary power calculation unit 6. Further, a third casing 37 that houses the above-described auxiliary power calculation unit 6 is fixed to the second casing 28. When a power switch (not shown) of the auxiliary power drive unit 3 is turned on, the auxiliary power drive unit 3 is configured to output in advance auxiliary power that does not rotate the rear wheel (drive wheel) 1b (FIG. 1). ing. With this configuration, it is possible to prevent deterioration in responsiveness in output control of auxiliary power that occurs when the drive sprocket 11 and the auxiliary power sprocket 26 are configured to apply the manual power and the auxiliary power to the chain 12, respectively. Becomes possible.

As described above, in the vehicle with the auxiliary power unit according to the present embodiment, the human-powered driving force transmission mechanism 10 is provided on the outer peripheral portion of the crankshaft 7, and is a hollow member having one end connected to the crankshaft 7. And a power transmission member 16 having one end connected to the other end of the hollow member 14 via a ratchet 15 and the other end integrally fitted to the drive sprocket 11 engaged with the chain 12. ing. Thus, in the vehicle with the auxiliary power unit according to the present embodiment, the configuration of the human power drive unit 2 can be simplified, and the vehicle can be reduced in size and weight. Further, in the vehicle with the auxiliary power unit of the present embodiment, the human-powered driving force detecting unit 5 is connected to the hollow member 14.
And is housed in the first casing 13 together with the manual driving force transmission mechanism 10. This allows
The influence of external magnetism acting on the manual driving force detection unit 5 can be prevented, and the human driving force can be accurately detected. Further, in the vehicle with an auxiliary power device according to the present embodiment, the auxiliary power drive unit 3 is configured independently of the drive sprocket 11 and is configured separately from the auxiliary power sprocket 26 that provides auxiliary power and the first casing 13. And a second casing 28 that houses the auxiliary power transmission mechanism 27 and the shaft 31b of the motor 31. With this configuration, in the vehicle with the auxiliary power device of the present embodiment, the configuration of the auxiliary power drive unit 3 can be simplified, and the vehicle can be reduced in size and weight. further,
The effect of magnetism from the motor 31 can be suppressed.

<< Second Embodiment >> FIG. 5 is a sectional view showing the configuration of a human-powered driving force transmission mechanism in a vehicle with an auxiliary power unit according to a second embodiment of the present invention. In this embodiment, in the configuration of the vehicle with the auxiliary power unit, one end of the hollow member is connected to the crankshaft via the one-way force transmitting member, and the other end of the hollow member is connected without providing the power transmitting member. Connected to drive sprocket. Other parts are the first
Since they are the same as those shown in the first embodiment, their duplicate description will be omitted. As shown in FIG. 5, in the vehicle with the auxiliary power unit of the present embodiment, a manual driving force is transmitted to the crankshaft 7 and the drive sprocket 11 from the crankshaft 7 to the inside of the cylindrical first casing 38. The human-powered driving force transmission mechanism 40 and the human-powered driving force detection unit 5 are housed. The first casing 38 is made of aluminum, stainless steel or a similar non-magnetic material, as in the first embodiment. First casing 38
Has a cylindrical portion 38a and a first end 38b provided at one end of the cylindrical portion 38a. By forming the first casing 38 from a non-magnetic material, it is possible to reduce the weight of the vehicle and to suppress the influence of external magnetism on the human-powered driving force detection unit 5 housed inside. The cylindrical portion 38a is fitted into a hole (not shown) provided in the body frame 1e (FIG. 1), and the body frame 1e
Fixed to A ball bearing 39a is provided inside the first end 38b, and rotatably supports the crankshaft 7.

The manual driving force transmission mechanism 40 is provided on the outer periphery of the crankshaft 7, one end is connected to the crankshaft 7 via a ratchet 41, and the other end is integrally fitted to the drive sprocket 11. It is constituted by a cylindrical hollow member 42. The ratchet 41 is made of a high-strength metal member such as iron, and is provided between the blade portion 7 a of the crankshaft 7 and an inner portion of one end of the hollow member 42. The ratchet 41 is connected to the hollow member 42 from the crankshaft 7.
This is a one-way force transmitting member that transmits a force (manual driving force) in one direction, and prevents transmission of a rotational force (reaction force) from the hollow member 42 to the crankshaft 7 in the opposite direction. As a result, for example, it is possible to prevent the influence of the disturbance generated in the chain 12 (FIG. 1) from being transmitted to the crankshaft 7. Hollow member 4
Reference numeral 2 is made of a metal member such as iron, and performs a rotational movement integrally with the crankshaft 7. More specifically, the hollow member 42
Needle bearings 43a, 43b are provided between the inner side of the crankshaft 7 and the outer periphery of the crankshaft 7. Thereby, the crankshaft 7 and the hollow member 42 are supported so as to be rotatable with respect to each other. In the outer portion of the other end of the hollow member 42,
A ball bearing 39b is provided between the ball bearing 39b and the cylindrical portion 38a. As a result, the hollow member 42 is rotatably supported by the first casing 38.

With the above-described configuration, the configuration of the human-powered driving force transmission mechanism 40 can be simplified in the vehicle with the auxiliary power unit according to the present embodiment as compared with the vehicle according to the first embodiment. Therefore, the size and weight of the vehicle can be easily reduced. Further, in the vehicle with the auxiliary power unit according to the present embodiment, the number of parts is reduced as compared with the vehicle according to the first embodiment, so that the assembling work of the vehicle can be facilitated. In addition, since the length dimension (axial dimension) of the outer peripheral surface of the hollow member 42 can be made larger than that of the first embodiment, an amorphous alloy fixed on the hollow member 42 can be used. By lengthening the size of the magnetic film 23, it is possible to easily improve the detection accuracy of the manual driving force detection unit 5.

<< Third Embodiment >> FIG. 6 is a sectional view showing the configuration of a human-powered driving force transmission mechanism in a vehicle with an auxiliary power unit according to a third embodiment of the present invention. In this embodiment, in the configuration of the vehicle with the auxiliary power unit, the hollow member is connected to the drive sprocket via the one-way force transmitting member without providing the power transmitting member. Other parts are the first
Since they are the same as those shown in the first embodiment, their duplicate description will be omitted. As shown in FIG. 6, in the vehicle with the auxiliary power unit according to the present embodiment, a manual driving force is transmitted from the crankshaft 7 to the drive sprocket 11 ′ from the crankshaft 7 inside the cylindrical first casing 44. The driving force transmitting mechanism 46 and the driving force detector 5 are stored. The drive sprocket 11 ′ is, as shown in FIG.
a ′. The first casing 44 is made of aluminum, stainless steel or similar non-magnetic material as in the second embodiment, and has a cylindrical portion 44.
a, a first end 44b provided at one end of the cylindrical portion 44a. By forming the first casing 44 from a non-magnetic material, the weight of the vehicle can be reduced,
In addition, it is possible to suppress the influence of external magnetism on the human-powered driving force detection unit 5 housed inside. The cylindrical portion 44a
It is fitted into a hole (not shown) provided in the body frame 1e (FIG. 1), and is fixed to the body frame 1e.
Inside the first end 44b, there is a ball bearing 45a.
And rotatably supports the crankshaft 7.

The human-powered driving force transmission mechanism 46 is provided on the outer periphery of the crankshaft 7, and has one end connected to the crankshaft 7 and the other end connected to the drive sprocket 11 ′ via a one-way clutch 48. Of the hollow member 47. The hollow member 47 is made of a metal member such as iron, and performs a rotary motion integrally with the crankshaft 7. More specifically, outside one end of the hollow member 47,
A ball bearing 49 is provided between the ball bearing 49 and the cylindrical portion 44a. As a result, the hollow member 47 is rotatably supported by the first casing 44. A groove is provided inside one end of the hollow member 47 so as to engage with the plurality of blades 7 a provided on the outer periphery of the crankshaft 7, and a needle bearing 50 is provided inside the other end of the hollow member 47. It is provided between them. Thereby, the hollow member 47 is connected to the crankshaft 7 and rotates together. The one-way clutch 48 is made of a high-strength metal member such as iron, and is provided between the cylindrical portion 11a 'of the drive sprocket 11' and the outside of the other end of the hollow member 47.
The one-way clutch 48 is a one-way force transmitting member that transmits force (manual driving force) in one direction from the hollow member 47 to the drive sprocket 11 ′, and a rotational force in the reverse direction from the drive sprocket 11 ′ to the hollow member 47. The transmission of (reaction force) is blocked. As a result, for example, it is possible to prevent the influence of the disturbance generated in the chain 12 (FIG. 1) from being transmitted to the crankshaft 7.

With the above-described configuration, the configuration of the human-powered driving force transmission mechanism 40 can be simplified in the vehicle with the auxiliary power unit of the present embodiment as compared with the vehicle of the first embodiment. Therefore, the size and weight of the vehicle can be easily reduced. Further, in the vehicle with the auxiliary power unit according to the present embodiment, the number of parts is reduced as compared with the vehicle according to the first embodiment, so that the assembling work of the vehicle can be facilitated.

In addition to the description of the first to third embodiments, the crankshaft 7 may be made of aluminum, stainless steel or similar non-magnetic material. With this configuration, it is possible to suppress the influence of the external magnetism transmitted through the crankshaft 7 on the human-powered driving force detection unit 5. Further, instead of forming the crankshaft 7 from a non-magnetic material, the pedal crank 8 and the fixing nut 1
7 may be made of a non-magnetic material. Further, of the drive sprockets 11, 11 'and the auxiliary power sprocket 26, at least the drive sprockets 11, 1'
1 ′ may be made of the above non-magnetic material.

[0039]

As described above, in the vehicle with the auxiliary power unit according to the present invention, the hollow member in which the human-powered driving force transmission mechanism is provided on the outer periphery of the crankshaft and one end is connected to the crankshaft; One end is connected to the other end of the hollow member via a ratchet, and the other end is constituted by a power transmission member integrally fitted to a drive sprocket engaged with the chain. Thereby, in the vehicle with the auxiliary power unit of the present invention, the configuration of the human power drive unit can be simplified,
The vehicle can be reduced in size and weight. Further, in the vehicle with the auxiliary power unit according to the present invention, a human-powered driving force detecting unit constituted by, for example, a magnetostrictive torque sensor is provided on the outer peripheral surface of the hollow member, and the first non-magnetic material is formed together with the human-powered driving force transmitting mechanism. It is stored in the casing. This allows
The influence of external magnetism acting on the manual driving force detection unit can be avoided, and the human driving force can be accurately detected.
Further, in the vehicle with the auxiliary power unit according to the present invention, the auxiliary power drive unit is formed independently of the drive sprocket, and the auxiliary power sprocket for providing the auxiliary power;
And a second casing that houses an auxiliary power transmission mechanism and a motor shaft. With such a configuration, in the vehicle with the auxiliary power device of the present embodiment, the configuration of the auxiliary power drive unit can be simplified, and the vehicle can be reduced in size and weight. Further, the influence of magnetism from the motor can be suppressed.

Further, in the vehicle with the auxiliary power unit and the control method therefor according to another aspect of the invention, the auxiliary power drive unit outputs in advance the auxiliary power that does not rotate the driving wheels. With this configuration, it is possible to prevent deterioration of the responsiveness in the output control of the auxiliary power, which is generated when the drive sprocket and the auxiliary power sprocket are configured to apply the manual driving force and the auxiliary power to the chain, respectively.

[Brief description of the drawings]

FIG. 1 is a structural diagram showing a schematic configuration of a vehicle with an auxiliary power unit according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of the vehicle with an auxiliary power unit shown in FIG. 1;

FIG. 3 is a cross-sectional view showing the configuration of a human-powered driving force transmission mechanism and a human-powered driving force detection unit taken along a line III-III in FIG. 1;

FIG. 4 is a cross-sectional view showing a configuration of an auxiliary power drive section taken along a line IV-IV in FIG. 1;

FIG. 5 is a sectional view showing the configuration of a human-powered driving force transmission mechanism in a vehicle with an auxiliary power unit according to a second embodiment of the present invention;

FIG. 6 is a sectional view showing a configuration of a human-powered driving force transmission mechanism in a vehicle with an auxiliary power device according to a third embodiment of the present invention.

FIG. 7 is an enlarged view showing a configuration of a drive sprocket and an auxiliary power sprocket shown in FIG. 1;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle running part 2 Human power drive part 3 Auxiliary power drive part 5 Human power drive force detection part 7 Crankshaft 8 Pedal crank 11, 11 'Drive sprocket 12 Chain 14, 42, 47 Hollow member 15, 41, 48 Unidirectional force transmission member Reference Signs List 16 power transmission member 17 fixing nut 26 auxiliary power sprocket 31 motor 35 second one-way force transmission member

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Masato Yata 1006 Kadoma Kadoma, Kadoma City, Osaka Prefecture Inside Matsushita Electric Industrial Co., Ltd.

Claims (10)

[Claims] 1. A crankshaft having a pedal crank mounted on both ends, a cylindrical hollow member provided on an outer peripheral portion of the crankshaft, one end of which is connected to the crankshaft, and one end of which is the other end of the hollow member. A power transmission member connected to the power transmission member via a one-way force transmission member, and a human-powered drive unit having a drive sprocket integrally fitted to the other end of the power transmission member and engaging with a chain; A human-powered driving force detecting unit provided on the outer periphery of the motor for detecting a human-powered driving force applied to the crankshaft; an auxiliary power sprocket engaging with the chain; and a second one-way A vehicle with an auxiliary power unit, comprising: an auxiliary power drive unit having a motor connected via a force transmission member. 2. A crankshaft having a pedal crank mounted on both ends thereof, and provided on an outer peripheral portion of the crankshaft. One end is connected to the crankshaft via a one-way force transmitting member, and the other end is connected to the chain. A human-powered drive unit having a cylindrical hollow member integrally fitted to a drive sprocket to be engaged, a human-powered unit provided on the outer periphery of the hollow member, and detecting a human-powered drive force applied to the crankshaft. A driving force detecting unit, an auxiliary power sprocket engaging with the chain, and an auxiliary power driving unit having a motor connected to the auxiliary power sprocket via a second one-way force transmitting member. Vehicle with auxiliary power unit. 3. A crankshaft having a pedal crank mounted on both ends thereof, and provided on an outer peripheral portion of the crankshaft, one end of which is connected to the crankshaft, and the other end of which is connected to the chain via a one-way force transmitting member. A human-powered drive unit having a cylindrical hollow member integrally fitted to a drive sprocket to be engaged, a human-powered unit provided on the outer periphery of the hollow member, and detecting a human-powered drive force applied to the crankshaft. A driving force detecting unit, an auxiliary power sprocket engaging with the chain, and an auxiliary power driving unit having a motor connected to the auxiliary power sprocket via a second one-way force transmitting member. Vehicle with auxiliary power unit. 4. The vehicle with an auxiliary power unit according to claim 1, wherein the human-powered driving force detection unit is constituted by a magnetostrictive torque sensor. 5. The vehicle with an auxiliary power unit according to claim 4, wherein the human power driving force detecting unit and the auxiliary power driving unit are housed in separate cases, respectively, to form a separate structure. 6. The vehicle with an auxiliary power unit according to claim 5, wherein at least one of the drive sprocket and the auxiliary power sprocket is made of a non-magnetic material. 7. The vehicle with an auxiliary power unit according to claim 5, wherein the crankshaft is made of a non-magnetic material. 8. The vehicle with an auxiliary power unit according to claim 5, wherein the pedal crank and a fixing nut for fixing the pedal crank to the crank shaft are made of a non-magnetic material. 9. An auxiliary device according to claim 1, wherein said auxiliary power drive portion is configured to output in advance an auxiliary power that does not rotate the drive wheels of the vehicle. Vehicle with power unit. 10. An auxiliary power having a vehicle running unit for running, a human power driving unit for applying a manual driving force based on human power to the vehicle running unit, and an auxiliary power driving unit for providing an auxiliary power to the vehicle running unit. A method for controlling a vehicle with an auxiliary power device, wherein the auxiliary power drive unit outputs in advance auxiliary power that does not rotate the drive wheels of the vehicle.