JP2011006046A - Power-assisted bicycle equipped with regeneration mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable regenerative charging in a central motor type power-assisted bicycle with an interior transmission without complicating the device.SOLUTION: A regeneration mechanism has a transmission mechanism 5, a two-way clutch 2, and rotational resistance applying means 30 disposed in a hub 1 provided on a drive wheel, the transmission mechanism 5 comprising a planetary gear mechanism shiftable to two or more gears; and a transmission control mechanism 40 which switches one of sun gears 5f, 5g, 5h non-rotatable to an axle 11 and the others rotatable thereto in response to driving force and reverse input, and has a capability of transmitting driving force caused by tread force or power of a motor to the drive wheel via a sprocket 7, wherein the two-way clutch 2 serves as a one-way clutch to transmit the rotation in the drive direction in drive mode, and has a capability of transmitting the reverse input from the drive wheel to the sprocket 7 in non-drive mode, and regenerated power generated by the reverse input power is reduced to a secondary battery.

Description

  The present 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 as a motor power source for applying an electric assisting force to an electric assisting bicycle that adds an assisting force to the human power drive system by an electric motor. Since it is desirable for this battery to be able to run for a long time with a single charge, a battery-assisted bicycle equipped with a function of charging the battery effectively by utilizing energy during self-running and regenerative power generation during the self-running Has been developed.

  As a battery charging device using regenerative power generation, for example, 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). ).

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, the axle and the rotor of the motor are directly connected. Thus, power regeneration can be realized relatively easily (see, for example, Patent Document 2).
However, in the case of this hub motor system, the distance from the motor to the secondary battery tends to be long, and the wiring of the secondary battery tends to be complicated. Further, when the motor is disposed on the front axle, the operability is deteriorated, and when the motor is disposed on the rear side, there is a problem that it is difficult to achieve compatibility with the transmission.

  For this reason, when a power regeneration function is installed, if operability and simplification of the structure are desired, for example, as in Patent Document 3, a manual drive system including a crankshaft and its bearings, and auxiliary power by a motor are provided. It is advantageous to adopt a structure (center motor system) provided with a drive device in which a drive system to be combined with the crankshaft is housed in a single housing, a so-called center motor unit (see, for example, Patent Document 3).

For example, Patent Document 4 discloses a battery-assisted bicycle that is a center motor type and has a power regeneration function.
In this battery-assisted bicycle, a first one-way clutch is provided between the motor output shaft and the drive sprocket, a second one-way clutch is provided between the pedal crankshaft to which the pedal force is input and the drive sprocket, and further for brake operation. Accordingly, by providing direct coupling means for locking the first one-way clutch, power regeneration during braking is realized. The rear hub and the rear sprocket are directly connected so that reverse input torque from the tire can be transmitted to the motor during regeneration.

Similarly, for example, Patent Document 5 discloses a battery-assisted bicycle equipped with a power regeneration function.
In this battery-assisted bicycle, 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.

  That is, at the time of motor assist, by locking the two-way clutch in the forward rotation direction, the output of the motor can be transmitted to the axle, and motor assist becomes possible. In addition, if 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 axle side can be transmitted to the motor, This enables regenerative power generation and brake assist. In this configuration, since the reverse input torque from the axle side needs to be transmitted to the motor side during regeneration, the rear hub and the rear sprocket are directly connected.

JP-A-8-140212 JP 2003-166563 A Japanese Patent Laid-Open No. 10-250673 JP 2001-213383 A JP 2004-268843 A

  As described above, the battery-assisted bicycle can be roughly divided into a center motor system in which the motor is provided around the crankshaft and a hub motor system in which the motor is built in the front hub or the rear hub.

  In the hub motor system, it is necessary to incorporate a reduction gear in addition to the motor into the rear hub, but there is a problem that it is difficult to obtain a high reduction ratio in terms of space and a large torque cannot be obtained. In addition, since heavy objects are arranged at positions away from the center of gravity of the bicycle, there is a problem that maneuverability is poor, and wiring is complicated when the motor and the battery are separated. Furthermore, since the impact from the tire is directly transmitted to the speed reducer and the motor, there is a drawback that failure is likely to occur. For this reason, the center motor system is currently the mainstream.

  In the center motor type drive system, when the power regeneration function is installed, the rear hub and the rear sprocket are directly connected in Patent Document 4 and Patent Document 5 in order to transmit reverse input torque from the wheels to the motor shaft.

In this regard, a general bicycle speed change mechanism is a method in which a multistage sprocket is provided on the same axis of either the crankshaft or the rear axle or both, and the chain is moved between sprockets by a derailleur (exterior) There is a system (internal transmission) that changes gears by switching between a transmission and a gear provided inside the rear hub. A one-way clutch is usually provided in the internal transmission, and the reverse input from the tire is not transmitted from the rear hub to the rear sprocket.
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. On the other hand, internal transmissions are often used for city cycling because they are dustproof and waterproof and maintenance-free. At present, power-assisted bicycles are developed mainly for city cycle bicycles, most of which employ internal transmissions.

However, when the internal transmission is employed as described above, the reverse input from the wheels is not transmitted from the rear hub to the rear sprocket as it is. For this reason, the center motor cannot be rotated and regenerated by reverse input from the wheels.
In order to support reverse input, for example, it is possible to connect the axle to the crankshaft and the axle to the motor shaft with separate power transmission elements, but using two transmission elements is costly in terms of layout. In particular, the product value is greatly reduced.

  Accordingly, an object of the present invention is to enable regenerative charging in a center motor-type battery-assisted bicycle equipped with an internal transmission, without complicating the device as much as possible.

  In order to solve the above-described problems, 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. In the battery-assisted bicycle having a regenerative mechanism that can transmit to the drive wheel and, when not driven, regenerative power generated by reverse input from the drive wheel to the output shaft of the motor to the secondary battery, the drive wheel The hub provided in the vehicle is provided with a speed change mechanism, a two-way clutch, and a rotation resistance imparting means, and the speed change mechanism is constituted by a planetary gear mechanism that can change speed in two or more stages. In contrast, a shift control mechanism that enables the shift to be switched by arbitrarily switching one of the sun gears to be non-rotatable and the other to be rotatable is provided. The two-way clutch is engaged during driving by the pedaling force or the output of the motor to transmit the driving force to the driving wheel and is not driven. Sometimes, it has a function of transmitting a reverse input from the drive wheel to the sprocket, and the rotation resistance applying means has a function of the two-way clutch with respect to a cage that holds the engagement element of the two-way clutch along the circumferential direction. A battery-assisted bicycle equipped with a regenerative mechanism having a function of imparting rotational resistance required for engagement is provided.

With the above configuration, when driving forward, the driving force is transmitted from the sprocket of the driving wheel to the hub via the two-way clutch, and the bicycle moves forward. Similarly, during non-drive forward, reverse input from the hub of the drive wheel is transmitted to the sprocket via the two-way clutch, and torque is transmitted from the sprocket to the motor drive sprocket through the power transmission element, enabling regenerative power generation. Become.
As described above, by adopting the two-way clutch, the transmission of the driving force and the transmission of the reverse input can be achieved by one clutch, so that the structure can be simplified.

In this configuration, the rotation resistance can be applied to the cage by the rotation resistance applying means in conjunction with a brake operation. Regenerative power generation is mainly required in the non-driven state, so it is effective by linking the brake operation frequently used in such a non-driven state with the application of rotational resistance to the cage. Regenerative power generation is possible.
In addition, it is also possible to employ a configuration in which the rotational resistance is applied to the cage by the rotational resistance applying means except during the brake operation. For example, when the input of the driving force by the stepping force or the motor is interrupted, the rotation resistance applying means may be provided with a function of detecting the interruption of the input and automatically applying the rotation resistance to the cage. Good. That is, it is conceivable that when a driving force is input, the rotation resistance is not applied, and when the driving force is not input, a function of automatically applying a rotation resistance is provided.

  In each of these configurations, the rotation resistance applying means includes an operation portion that is movable forward and backward in the axial direction with respect to the axle, and a friction portion that is provided so as to be movable forward and backward integrally with the operation portion. By making relative movement in one axial direction with respect to the axle together with the friction part, the friction part comes into contact with the cage and the rotation resistance is applied.

  In addition, as a structure of the rotation resistance provision means which has a function which provides rotation resistance with respect to a holder | retainer, the various structure which can be arrange | positioned in the hub inside and outside can be employ | adopted.

For example, if the cage of the two-way clutch is exposed outside the hub case, the rotation resistance can be obtained by applying (contacting) an appropriate member to the cage in the exposed portion. It is possible to relatively easily impart. As the addressing member, a member that can move in the axial direction with respect to the axle or a member that can move in the radial direction can be adopted outside the hub case.
However, when the two-way clutch retainer is housed in the hub case, the hub rotates as it travels, so there is a problem of how to apply rotation resistance or block the application. It becomes.

  Therefore, in particular, when the cage is housed inside the hub, as described above, an operation portion that extends in the axial direction together with the axle is provided, and the operation portion can be advanced and retracted in the axial direction with respect to the axle. The operation unit is pulled out of the hub together with the axle, so that stable rotation resistance can be applied to the cage while avoiding water and mud from entering the hub and causing damage and deformation to the cage. it can. Note that the configuration in which the operation portion can be moved back and forth in the axial direction with respect to the axle can also be adopted in a configuration in which the cage is exposed outside the hub case.

  As an aspect of this operation unit, for example, a configuration in which an operation unit formed of a cylindrical member is coaxially arranged on the outer peripheral side of the axle is conceivable, but other than that, for example, it extends in the axial direction inside the axle. A configuration is conceivable in which a hole is formed and an operation part formed of a shaft-like member is coaxially inserted in the hole. If the operation unit is located inside the axle, it is possible to prevent the operation unit from being damaged by a foreign object due to an unexpected accident or the like.

Furthermore, the structure provided with the said operation part WHEREIN: The said friction part can be made into the flange-shaped member which stands | starts up on the outer-diameter side rather than the outer peripheral surface of the said axle. Since the cage is located on the outer diameter side of the axle, the friction portion is in a position where it can contact the cage, that is, in a position facing the contact surface provided in the cage in the axial direction. There is a need. For this reason, as described above, it is effective to use a flange-like member that rises on the outer diameter side of the outer peripheral surface of the axle. If it is a flange-shaped member, the thickness of the member can be reduced in the axial direction, which can contribute to weight saving and space saving. In particular, when the cage is housed in the hub case, it is advantageous to have such a configuration of the friction portion.
In addition, when the limitation of weight, the problem of space, etc. can be overcome, the friction part is not limited to the flange-shaped member, for example, so as to be able to face the contact surface provided in the cage in the axial direction. A protrusion or a bulging portion that is formed at one end of the operation portion in the axial direction and protrudes in the outer diameter direction can be used.

Moreover, in each structure provided with the said operation part, the said holder | retainer has the annular part provided with two or more pocket parts along the circumferential direction which hold | maintains the said engaging element, and the end surface board part which stands | starts up radially from the annular part. It is possible to employ a configuration in which the friction portion is in contact with the end face plate portion.
In general, since the cage is composed of a thin member in the radial direction, there is a problem that it is difficult to ensure a large contact area when the rotational resistance is applied by the friction portion of the rotational resistance applying means.
Therefore, as described above, by providing the end face plate portion that rises in the radial direction from the annular portion, the contact surface can be expanded in the radial direction, and a stable frictional resistance can be generated between the two. The end face plate portion may rise from the annular portion in the outer diameter direction or may rise in the inner diameter direction, but the configuration of rising in the inner diameter direction provides a contact surface with the friction portion. Since it can be brought closer to the axle center of the axle, it is advantageous in terms of downsizing the members and devices.
Of course, when a predetermined rotational resistance can be applied between the friction portion and the cage, the friction portion is not brought into contact with the end face plate portion of the cage, but the axial end of the annular portion of the cage. It can also be set as the structure which makes a friction part contact with a part. At this time, the end face plate portion can be omitted.

Further, in the configuration in which the retainer is provided with an end face plate portion, the inner ring of the two-way clutch and the retainer are supported so as to be relatively rotatable via a bearing portion, and the bearing portion attaches the retainer to the end face plate portion. It can be set as the structure supported by.
Since the end face plate portion rises in the radial direction from the annular portion, when the friction portion of the rotation resistance applying means hits the end face plate portion, an axial force acts on the end face plate portion. For this reason, if a bearing portion is provided between the end face plate portion and the inner ring, the bearing portion functions as a bearing in a so-called thrust direction, and the end face plate portion counters the axial force received from the friction portion. can do. Thereby, the enlargement of a cage can be avoided.

As the two-way clutch, a configuration including a roller clutch in which a roller as an engagement member is held in a circumferential direction by an annular cage can be adopted.
Further, the two-way clutch may be configured by a sprag clutch in which a sprag as an engagement member is held in a circumferential direction by an annular cage.

  In each of these configurations, the shift control mechanism includes a snap key, and the shift of the shift mechanism is switched by moving the snap key in the axial direction through an operation from the outside through the axle. When the snap key is engaged with one of the sun gears, one of the sun gears can be rotated with respect to the axle so that the other can not rotate with respect to both the driving force and the reverse input from the tire. It is possible to adopt a configuration that switches arbitrarily.

In the center motor unit, the motor output shaft and the motor drive sprocket can be directly connected to transmit the driving force and the torque in both directions, and the crankshaft and the crank sprocket (manpower driven sprocket). ), A center one-way clutch that transmits only the driving force and idles during reverse input can be incorporated to prevent the pedal from forcibly rotating due to reverse input.
As this center one-way clutch, a roller clutch, a sprag clutch, a ratchet clutch, or the like can be employed.

According to the present invention, regenerative energy can be stored in the secondary battery, and the cruising distance per charge can be greatly extended as compared with the case where regenerative charging is not performed. Moreover, the current battery-assisted bicycle with a regenerative function has a heavy motor arranged in the front or rear hub, but according to the present invention, the motor can be arranged near the crankshaft near the center of gravity. Good maneuverability of the entire bicycle. In addition, since the speed change mechanism is provided, less pedaling force is required at the start, the balance is not easily lost, the assist power can be saved, and the cruising distance is further extended. If the operation of the first one-way clutch for reverse input transmission is linked with the brake operation, the braking force can be increased.
Further, by adopting the two-way clutch, the transmission of the driving force and the transmission of the reverse input can be achieved with a single clutch, so that the structure can be simplified.

1 shows a first embodiment, (a) is a side view, (b) is a front view. The state where rotation resistance was given to the cage of the embodiment is shown, (a) is a side view, (b) is a front view. Front view showing the second embodiment Front view showing the third embodiment Front view showing the fourth embodiment

(First embodiment)
1st Embodiment of this invention is described based on FIG.1 and FIG.2. The battery-assisted bicycle of this embodiment has a center motor system in which a secondary battery and an auxiliary drive motor (center motor unit) are attached to a frame connecting the front wheel and the rear wheel in the vicinity of the center between the front wheel and the rear wheel. It is.

  When driving, that is, when the pedaling force transmitted from the crankshaft through the pedal or the driving force due to the output of the motor is input, the crank sprocket of the center motor unit (not shown) and the rear sprocket of the rear wheel as the driving wheel ( The driving force can be transmitted to the rear wheel via a power transmission element such as a chain connecting the sprocket 7. In addition, a regenerative mechanism is provided that, when not driven, regenerates regenerative power generated by reverse input from the rear wheel rear hub 1 to the output shaft of the motor to the secondary battery of the center motor unit.

  As shown in FIG. 1, the rear hub 1 includes a speed change mechanism 5 and a speed change control mechanism 40, a driving force transmission and a reverse input transmission two-way clutch 2, in a hub case 12 provided coaxially with the rear axle 11. And a rotation resistance applying means 30 having a function of controlling engagement and disengagement of the two-way clutch 2. In addition, the code | symbol 8 in a figure has shown the hub flange.

As the configuration of the two-way clutch 2, a well-known engagement clutch can be used. In this embodiment, as shown in FIG. 1, a roller clutch is employed, and an inner ring 2c and an outer ring 2b arranged on the same axis are relatively rotatable about an axis, and an outer peripheral surface of the inner ring 2c and an outer ring A roller 2a is disposed in a wedge space extending between the circumferential direction both sides provided between the groove 2f of 2b.
In this embodiment, the groove 2f of the outer ring 2b is V-shaped in a side view that is convex in the outer diameter direction, and the wedge space is the bottom portion of the V-shaped groove 2f, that is, the center in the circumferential direction. The width in the radial direction is reduced as it goes in the forward and reverse rotational directions from the part.

  In addition, the roller 2a is held in the circumferential direction by an annular cage 4, and the elastic member 2e can transmit the driving force to the forward rotation direction (described later to the rear wheel) via the cage 4. The direction of the wedge is biased toward the narrowing side.

  In this embodiment, the retainer 4 has an annular portion 4b provided with a plurality of pocket portions along the circumferential direction for accommodating the roller 2a, and a flange-shaped end rising from the annular portion 4b in the inner diameter direction over the entire circumference. And a face plate portion 4a. A bearing portion 15 is provided between the inner surface of the end plate portion 4a of the cage 4 and the end surface of the inner ring 2c to support both in the axial direction. The cage 4 and the inner ring 2c are supported via the bearing portion 15 so as to be relatively rotatable around the axis.

  Between the hub case 12 and the axle 11, bearing portions 13 are provided at both ends in the axial direction, and are supported so as to be relatively rotatable around the axis. Further, the planet carrier 5 c provided so as to be rotatable integrally with the rear sprocket 7 and the hub case 12 are rotatable relative to each other via a bearing portion 14. The planet carrier 5 c constitutes a part of the speed change mechanism 5.

  As shown in FIG. 1, the speed change mechanism 5 is constituted by a planetary gear mechanism that switches between three speeds, and the speed change mechanism 5 includes three sun gears that are coaxially and rotatably supported on the outer periphery of the axle 11. 5f, 5g, 5h.

  Further, a planetary gear 5e having a three-stage gear meshing with each of the sun gears 5f, 5g, 5h, a planet carrier 5c holding the planetary gear 5e, and an outer ring gear 5d meshing with the planetary gear 5e are provided.

  Further, the two-way clutch 2 is incorporated between the outer ring gear 5 d and the hub case 12. The inner ring 2c of the two-way clutch 2 is formed integrally with the external gear 5d. The outer ring 2 b of the two-way clutch 2 is press-fitted and fixed to the inner diameter surface of the hub case 12.

The sun gears 5f, 5g, and 5h can be shifted by selectively making one of the sun gears 5f, 5g, and 5h non-rotatable with respect to the axle 11 by the shift control mechanism 40.
For example, when the sun gear 5h cannot be rotated with respect to the axle 11, assuming that the number of teeth of the sun gear 5h is a and the number of teeth of the outer ring gear 5d is d, the speed increasing ratio from the planet carrier 5c to the outer ring gear 5d is (A + d) / d. At this time, the sun gears 5f and 5g are idle and do not participate in torque transmission.

  That is, the sun gears 5f, 5g, and 5h have different numbers of teeth, and by making any one non-rotatable with respect to the axle 11, the speed increase ratio can be changed.

The speed change control mechanism 40 includes an operation shaft 40b inserted through an axial hole 11b provided in the axle 11, a snap key 40a provided on the operation shaft 40b, and an elastic member 40b. The snap key 40a protrudes radially outward from the outer surface of the operation shaft 40b, and the elastic member 40c is housed in the inner portion 11c of the axial hole 11b and is engaged with the locking portion 40d at one end of the operation shaft 40b. It has been stopped.
Further, the operation shaft 40b and the snap key 40a are urged by the elastic member 40c from the back part 11c of the axial hole 11b to the opening part 11d (from the right side to the left side shown in FIG. 1B). ing.

  The selection of the sun gears 5f, 5g, 5h with which the planetary gear 5e is engaged can be performed by operating the snap key 40a in the axial direction from the outside through the axle 11.

That is, the snap key 40a is moved in the axial direction by an operation from the outside through the operation shaft 40b and meshes with any one of the sun gears 5f, 5g, 5h, so that one meshed gear is selectively selected. It is impossible to rotate with respect to the axle 11.
Therefore, any one of the sun gears 5f, 5g, and 5h can be made non-rotatable with respect to the axle 11 with respect to both driving force and reverse input.

Now, when a driving force is input to the rear sprocket 7, torque is transmitted in the order of the planet carrier 5c, the planetary gear 5e, the outer ring gear 5d, and the inner ring 2c of the two-way clutch 2.
At this time, the input of the driving force from the rear sprocket 7 causes the inner ring 2c of the two-way clutch 2 to rotate in the normal rotation direction with respect to the outer ring 2b, that is, in the clockwise direction shown in FIG.

Since the roller 2a is biased in advance by the elastic member 2e toward the side where the wedge in the forward rotation direction shown on the right side in the drawing is narrowed, the roller 2a is wedged by relative rotation of the inner ring 2c in the forward rotation direction with respect to the outer ring 2b. The inner ring 2c and the outer ring 2b are engaged with the space and locked.
As a result, the driving force from the rear sprocket 7 is transmitted to the rear wheels, which are driving wheels.

  When the outer ring 2b and the hub case 12 rotate in the forward direction with respect to the rear sprocket 7, the outer ring gear 5d, the planetary gear 5e, the planet carrier 5c, and the inner ring 2c (when the forward movement is not driven), the roller 2a of the two-way clutch 2 Is moved in the direction of expanding the wedge space in the groove 2f, the coupling between the inner ring 2c and the outer ring 2b is released, and the lock is released.

  The state in which the outer ring 2b rotates in the reverse rotation direction with respect to the inner ring 2c is equal to the state in which the inner ring 2c rotates in the forward rotation direction with respect to the outer ring 2b. Accordingly, in both states, the two-way clutch 2 is locked and torque is transmitted.

  As a result, the two-way clutch 2 normally functions as a one-way clutch that transmits the driving force input to the rear sprocket 7.

  However, an external force, that is, a rotational resistance is applied to the cage 4 from the rotational resistance applying means 30 provided in the hub case 12, and the cage 4 overcomes the urging force of the elastic body 2e and moves backward with respect to the outer ring 2b. When the roller 2a is relatively rotated in the direction, as shown in FIG. 2A, the roller 2a enters a standby state at a shallow position of the wedge space on the narrower side of the wedge in the reverse rotation direction shown on the left side of the wedge space. At this time, if there is a reverse input from the tire side, the roller 2a is wedge-engaged between the inner ring 2c and the groove 2f of the outer ring 2b, and the inner ring 2c and the outer ring 2b of the two-way clutch 2 are coupled and locked.

  That is, the two-way clutch 2 transmits the driving force to the rear wheels during forward driving, and from the rotational resistance applying means 30 during forward non-driving (a situation where the bicycle is descended on a hill without striking the pedal). Under a state where rotational resistance is applied to the cage 4, reverse input torque from the tire can be transmitted to the rear sprocket 7.

In addition, about the structure of the rotation resistance provision means 30, it is set as the structure shown in FIG.1 and FIG.2 in this embodiment.
The configuration is such that a locking portion 33 is provided on the outer periphery of the axle 11, and a flange-like member that protrudes to the outer diameter side over the entire circumference at a predetermined distance from the locking portion 33 in the axial direction. A friction part 31a (hereinafter referred to as "friction plate 31a") is provided. In this embodiment, although the latching | locking part 33 is comprised by the step part, you may comprise by the flange which protrudes to an outer-diameter side other than that, for example.
An elastic member 32 is disposed between the locking portion 33 and the friction plate 31a. In this embodiment, the elastic member 32 employs a coil spring, and the coil spring is fitted on the outer periphery of the axle 11 and sandwiched between the locking portion 33 and the friction plate 31a. However, an elastic member 32 other than the coil spring is used. It is also possible to arrange in the hole 11a provided in the axle 11 along the axial direction. In addition, the friction plate 31a has a flange shape that protrudes to the outer diameter side over the entire circumference. However, if the rotational resistance that can overcome the urging force of the elastic body 2e can be given, the friction plate 31a may have a rod shape or the like. It is.

  The friction plate 31a is provided at one axial end portion of the shaft-like operation portion 31 that is inserted in the hole 11a provided along the axial direction inside the axle 11 so as to be movable back and forth in the axial direction. Although the friction plate 31a and the operation unit 31 are integrally formed, members formed separately may be fixed. It is desirable that the operation portion 31 is inserted into the hole portion 11 a without any backlash, and the axis of the operation portion 31 coincides with the axis of the axle 11.

  The operation portion 31 is controlled to advance and retract in the axial direction with respect to the axle 11 by an operation from a clutch switching device (not shown) provided outside the axle 11.

As the operating portion 31 moves in the axial direction with respect to the axle 11, the friction plate 31 a at one axial end of the operating portion 31 moves in a direction approaching the two-way clutch 2. When the end surface of the friction plate 31a comes into contact with the outer surface of the end surface plate portion 4a provided so as to protrude in the inner diameter direction from the annular portion 4b of the cage 4, as shown in FIG. The frictional resistance is applied to the cage 4 so as to suppress the rotation.
By applying this rotational resistance, the rotation of the cage 4 is suppressed, the cage 4 overcomes the bias of the elastic body 2e, and rotates relative to the outer ring 2b in the backward direction, so that the roller 2a is in the standby state. (Standing at a shallow position of the wedge space on the reverse rotation side).

  In this embodiment, the control of the axial movement of the operation unit 31 by the clutch switching device is performed in conjunction with the brake operation performed by the driver. When the brake is operated by pulling the brake lever or the like (when the brake is effective), a pressing force is applied to the operation unit 31 by the function of the clutch switching device, and the operation unit 31 and the friction plate 31a are It moves in the direction approaching the first one-way clutch 21, and the end surface of the friction plate 31 a comes into contact with the cage 4. When the brake operation is released (when the brake is not effective), the pressing force to the operation unit 31 is released, and the friction plate 31a is detached from the cage 4 by the elastic force of the elastic member 32. In other words, the state returns to a state where no frictional resistance is applied.

  Thus, as a clutch switching device that moves the operation unit 31 relative to the axle 11 in the axial direction, a pressing force in the axial direction is applied to the axial operation unit 31 inserted into the axle 11. Any known means that can be used can be employed.

For example, a shaft portion that protrudes in the outer diameter direction is provided in the operation portion 31, and a long hole that penetrates the outer periphery of the axle 11 and the space in the hole portion 11a in the radial direction is formed. The long hole is formed so as to extend along the axial direction.
If the shaft portion protruding in the outer diameter direction from the operation portion 31 is pulled out of the axle 11 through the long hole, the shaft portion is pressed in the axial direction against the axle 11 by an appropriate means, so that the shaft The part moves in the long hole, and the axial movement of the operation part 31 with respect to the axle 11 can be controlled. Further, if the pressing force is maintained, the contact between the cage 4 and the friction plate 31a is also maintained.
Further, when the pressing force is released, the operating portion 31 is moved in the axial direction in the direction of detachment from the cage 4 by the elastic force of the elastic member 32 described above.

  Further, as another configuration, the other axial end portion of the operation portion 31 is drawn further outward in the axial direction than the axial end portion of the axle 11, and the axial end portion of the extracted operation portion 31 is interposed therebetween. A pressing force necessary for the axial movement may be applied.

  In this embodiment, since the elastic member 32 is disposed between the locking portion 33 and the friction plate 31a, the elastic plate 32a can be detached from the cage 4 so that the elastic force can be used. However, the installation of the elastic member 32 may be omitted, and the above-described clutch switching device may be provided with a function of pressing the operation portion 31 in a direction in which the friction plate 31a is detached from the cage 4.

  With the above configuration, when driving force is input to the rear sprocket 7 during forward driving, the planet carrier 5c, the planetary gear 5e, the outer ring gear 5d, the two-way clutch 2 (inner ring 2c, roller 2a, outer ring 2b), hub case 12 Torque is transmitted in this order.

  When the rotation resistance applying means 30 is operated by a brake operation or the like during forward non-drive, the reverse input torque from the tire is converted to the hub case 12, the two-way clutch 2 (outer ring 2b, roller 2a, inner ring 2c), outer ring gear 5d, The planetary gear 5e, the planet carrier 5c, and the rear sprocket 7 can be transmitted in this order.

  When the two-way clutch 2 is locked at the time of forward non-drive, for example, when the sun gear 5h is fixed, the number of teeth of the sun gear 5h is a, and the number of teeth of the outer ring gear 5d is d, the planet carrier The reduction ratio to 5c is (a + d) / d. With this reduction ratio, rotation is transmitted from the hub case 12 to the outer ring gear 5d, the planetary gear 5e, the planet carrier 5c, and the rear sprocket 7.

  That is, the speed change mechanism 5 of this embodiment uses the planetary gear 5e and the planet carrier 5c as an input member, the outer ring gear 5d as an output member, and any one of the sun gears 5f, 5g, and 5h as a fixed member. This is a configuration of a speed increaser provided with a combination of gears in which the gear ratio becomes plural by meshing any one of 5f, 5g, and 5h with the three-stage planetary gear 5e.

  With this configuration, the driving force from the rear sprocket 7 is increased and transmitted to the tire. In addition, the reverse input torque from the tire is decelerated and transmitted from the rear sprocket 7 to the motor shaft through a power transmission element such as a chain, so that regenerative charging is possible.

  In this embodiment, the two-way clutch 2 functioning for driving force transmission and reverse input transmission is given rotation resistance to the cage 4 by the rotation resistance applying means 30 provided in the hub case 12, and the rotation of the two-way clutch 2 is rotated. Since engagement and disengagement are controlled by applying resistance, all devices are arranged in the hub case 12, and the clutch retainer 4 is corroded by external water or mud, or unnecessary input from the outside. Thus, the cage 4 is not damaged or deformed.

  Although not shown, a center one-way clutch is provided between the crankshaft and the crank sprocket that locks in the direction in which the driving force is transmitted and idles with respect to the reverse input. For this reason, the driving force is not transmitted to the crankshaft, the pedal, and the like by reverse input. As this center one-way clutch, a well-known one-way clutch such as a roller clutch, a sprag clutch or a ratchet clutch can be adopted.

  Further, when the vehicle is not driven backward (when the bicycle is dismounted and pulled backward), the absolute rotation direction is reversed, but the relationship between the relative rotation between the rear sprocket 7 and the hub case 12 is the same as that during forward driving. The same.

(Second embodiment)
A second embodiment of the present invention is shown in FIG. In the second embodiment, the speed change mechanism 5 is constituted by a planetary gear mechanism that switches between three speed reduction modes. Further, the two-way clutch 2 for driving force transmission and reverse input transmission is constituted by a roller clutch between the hub case 12 and the planet carrier 5c (rotated integrally with the inner ring 2c).
The two-way clutch 2 is the same as the first embodiment in that a two-way clutch having another structure such as a sprag clutch in addition to the roller clutch may be employed.

Moreover, the bearing part 13 is provided in the axial direction both ends between the hub case 12 and the axle 11, and the point which is supported so that relative rotation is mutually possible is the same as that of 1st embodiment.
However, here, unlike the first embodiment, the outer ring gear 5d provided so as to be rotatable integrally with the rear sprocket 7 and the hub case 12 can be rotated relative to each other via the bearing portion 14. The outer ring gear 5d constitutes a part of the speed change mechanism 5.

  The transmission mechanism 5 includes a planetary gear 5e having three gears meshed with the sun gears 5f, 5g, and 5h, the planet carrier 5c that holds the planetary gear 5e, and the outer ring gear that meshes with the planetary gear 5e. 5d.

  The sun gears 5f, 5g, and 5h can be shifted by selectively making one of the sun gears 5f, 5g, and 5h non-rotatable with respect to the axle 11 by the shift control mechanism 40. The configuration of the transmission control mechanism 40 is the same as that in the first embodiment.

  In this embodiment, the inner ring 2c of the two-way clutch 2 is rotatably provided integrally with the planet carrier 5c of the transmission mechanism 5, and the outer ring 2b is press-fitted and fixed to the inner diameter side of the hub case 12. It has been. The engagement element is constituted by the roller 2a disposed between the inner ring 2c and the outer ring 2b. Furthermore, in this embodiment, the planet carrier 5c and the inner ring 2c are an integral member.

  When driving force is input to the rear sprocket 7, torque is transmitted in the order of the outer ring gear 5 d, the planetary gear 5 e, the planet carrier 5 c, the two-way clutch 2 (inner ring 2 c, roller 2 a, outer ring 2 b), and the hub case 12.

  In addition, when resistance is applied to the cage 4 by the rotation resistance applying means 30 during non-driving, the roller 2a of the two-way clutch 2 moves in the groove 2f toward the narrowing side of the wedge in the reverse rotation direction in the wedge space. Thus, the inner ring 2c and the outer ring 2b are coupled and locked, and the reverse rotation input can be transmitted to the rear sprocket 7.

  In other words, the two-way clutch 2 has a function of transmitting the forward torque input to the rear sprocket 7 to the tire, and when resistance is applied to the cage 4 by the rotation resistance applying means 30, It has a function of transmitting torque (including reverse input torque during forward non-drive) to the rear sprocket 7.

  Since other main configurations and operations are the same as those in the first embodiment, the description thereof will be omitted.

(Third and fourth embodiments)
A third embodiment of the present invention is shown in FIG. 4, and a fourth embodiment is shown in FIG. In the third embodiment and the fourth embodiment, the main structures of the speed change mechanism 5, the two-way clutch 2, and the speed change control mechanism 40 are the same as those of the first embodiment and the second embodiment, respectively.

  The difference between the first embodiment and the second embodiment will be mainly described. In the third embodiment shown in FIG. 4, the inner ring 2c of the two-way clutch 2 for driving force transmission and reverse input transmission, The outer ring gear 5d of the transmission mechanism 5 is formed as a separate body and meshed with the gears so that they can rotate integrally. Further, in the fourth embodiment shown in FIG. 5, the inner ring 2c of the two-way clutch 2 for driving force transmission and reverse input transmission and the planet carrier 5c of the speed change mechanism 5 are formed separately, and these are formed by gears. By meshing, it can rotate as a unit.

  In the third and fourth embodiments, the inner ring 2 c of the two-way clutch 2 is supported relative to the hub case 12 by a bearing portion 16 disposed between the inner ring 2 c and the hub case 12.

  The retainer 4 for holding the engagement element 2a (roller or the like) of the two-way clutch 2 is pulled out so that its axial end is exposed outside the hub case 12, and is a bearing disposed between the inner ring 2c. The portion 15 is supported so as to be rotatable relative to the inner ring 2c.

  Since the cage 4 is exposed to the outside of the hub case 12, the rotational resistance applying means 30 (the friction portion 31 a and the like) that applies external force, that is, rotational resistance to the cage 4 is disposed outside the hub case 12. Can do. Reference numeral 2g shown in FIGS. 4 and 5 is a seal. In FIGS. 4 and 5, the rotation resistance applying means 30 can be brought into contact with and separated from the cage 4 by an external operation. In addition, about the structure of the clutch switching means which operates the rotation resistance provision means 30, the rotation resistance provision means 30 is moved to the holder | retainer 4 to radial direction or an axial direction, and it is a well-known contact by the movement Operating means can be employed. You may employ | adopt the thing similar to each above-mentioned embodiment.

  In these embodiments, as the external force (rotational resistance) applied to the cage 4, the frictional resistance between the friction plate and the cage 4 by the operation of the rotational resistance imparting means 30 is used, and the frictional resistance is imparted. Although it is linked to the brake operation performed by the driver, the application of the frictional force is not limited to the brake operation, and may be linked to other elements. For example, the application and release of frictional resistance may be linked to a dedicated manual operation other than the brake operation performed by the driver.

1 Rear hub 2 Two-way clutch 2a Roller (engagement element)
2b Outer ring 2c Inner ring 2e Elastic body 2f Groove 2g Seal 4 Cage 4a End face plate part 4b Annular part 5 Transmission mechanism 5c Planetary carrier 5d Outer ring gear 5e Planetary gears 5f, 5g, 5h Sun gear 7 Rear sprocket 8 Hub flange 11 Axle 11a Hole Part 12 Hub case 13, 14, 15, 16 Bearing part 30 Rotation resistance provision means 31 Operation part 31a Friction part (friction plate)
32 Elastic member 33 Locking portion 40 Shift control mechanism 40a Snap key 40b Operation shaft 40c Elastic member

Claims (14)

A secondary battery and an auxiliary drive motor are attached to the frame connecting the front wheel and the rear wheel, so that the pedaling force transmitted from the crankshaft or the driving force generated by the output of the motor can be transmitted to the driving wheel. In the battery-assisted bicycle provided with a regeneration mechanism that returns the regenerative power generated by the reverse input from the wheel to the output shaft of the motor to the secondary battery,
The hub (1) provided on the drive wheel is provided with a speed change mechanism (5), a two-way clutch (2), and a rotation resistance applying means (30), and the speed change mechanism (5) is a planetary gear that can be changed in two or more stages. It is constituted by a gear mechanism, and arbitrarily switches one of the sun gears (5f, 5g, 5h) to the axle (11) to be non-rotatable and the other to be rotatable with respect to both driving force and reverse input. A shift control mechanism (40) that enables switching of the shift according to the above, and has a function of transmitting a driving force by the pedal force or the output of the motor to the driving wheel through a sprocket (7), and the two-way clutch (2 ) Engages and transmits the driving force to the driving wheel when driven by the pedaling force or the output of the motor, and transmits the reverse input from the driving wheel to the sprocket (7) when not driven. The rotation resistance applying means (30) has an engagement of the two-way clutch (2) with respect to a retainer (4) that holds the engagement element (2a) of the two-way clutch (2) along the circumferential direction. A battery-assisted bicycle equipped with a regenerative mechanism characterized by having a function of imparting a rotational resistance required in the event of a combination.   The battery-assisted bicycle with a regenerative mechanism according to claim 1, wherein the rotation resistance is applied to the cage (4) by the rotation resistance applying means (30) in conjunction with a brake operation.   The rotation resistance applying means (30) includes an operation portion (31) that is movable forward and backward in the axial direction with respect to the axle (11), and a friction portion (31a) that is provided so as to be able to advance and retreat integrally with the operation portion (31). The operation portion (31) moves relative to the axle (11) in one axial direction together with the friction portion (31a), so that the friction portion (31a) comes into contact with the cage (4). 3. The battery-assisted bicycle provided with the regenerative mechanism according to claim 1 or 2, wherein the rotation resistance is applied.   The said operation part (31) was provided with the regeneration mechanism of Claim 3 coaxially penetrated by the hole (11a) extended in the axial direction formed in the said axle shaft (11). Electric assist bicycle.   The battery-assisted bicycle with a regenerative mechanism according to claim 3 or 4, wherein the friction portion (31a) is a flange-shaped member that rises to the outer diameter side of the outer peripheral surface of the axle (11). .   The retainer (4) includes an annular portion (4b) having a plurality of pocket portions along the circumferential direction for holding the engaging element (2a), and an end face plate portion (4a) rising from the annular portion (4b) in the radial direction. And the friction part (31a) is in contact with the end face plate part (4a). The battery-assisted bicycle equipped with the regeneration mechanism according to any one of claims 3 to 5.   The inner ring (2c) of the two-way clutch (2) and the cage (4) are supported through a bearing portion (15) so as to be relatively rotatable, and the bearing portion (15) is supported by the cage ( The battery-assisted bicycle provided with the regeneration mechanism according to any one of claims 3 to 6, wherein 4) is supported by the end face plate portion (4b).   The said two-way clutch (2) consists of a roller clutch which hold | maintained the roller (2a) as an engaging element in the circumferential direction with the cyclic | annular retainer (4). A battery-assisted bicycle equipped with the regeneration mechanism described in 1.   The said two-way clutch (2) consists of a sprag clutch which hold | maintained the sprag as an engaging element in the circumferential direction with the cyclic | annular retainer (4). A battery-assisted bicycle with a regenerative mechanism.   The shift control mechanism (40) includes a snap key (40a), and the shift of the shift mechanism (5) is switched by passing the inside of the axle (11) and operating the snap key (40a) from the outside. By moving in the axial direction, the snap key (40a) meshes with any one of the sun gears (5f, 5g, 5h), so that both the driving force and the reverse input from the tire, The regenerative mechanism according to any one of claims 1 to 9, characterized in that any one of the sun gears (5f, 5g, 5h) is arbitrarily switched so as to be non-rotatable and the other is rotatable relative to the axle (11). Electric assist bicycle.   A center one-way clutch is provided between the crankshaft and the crank sprocket, the center one-way clutch locking in a direction in which a driving force is transmitted to the driving wheel and idling in response to a reverse input from the driving wheel. A battery-assisted bicycle comprising the regeneration mechanism according to any one of 10 above.   The battery-assisted bicycle with a regenerative mechanism according to claim 11, wherein the center one-way clutch is a roller clutch.   12. The battery-assisted bicycle with a regenerative mechanism according to claim 11, wherein the center one-way clutch is a sprag clutch.   12. The battery-assisted bicycle with a regenerative mechanism according to claim 11, wherein the center one-way clutch is a ratchet clutch.

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