JP2011068278A - Motor-driven vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motor-driven vehicle capable of running on the power of a motor while having a pedal for manual running. <P>SOLUTION: A motor 4 is driven according to a pedalling force applied to a crankshaft 12. The shaft of the motor 4 is joined to a sun gear 25, and a ring gear 26 is integrated with an output shaft 14. A carrier 28 for supporting planetary gears 27 is interlocked with the crankshaft 12. The carrier 28 is supported on a unit case through a one-way clutch 32 which allows the forward rotation and restrains the reverse rotation. Forward and reverse rotations are input from the crankshaft 12 into the carrier 28. The motor 4 is driven in the reverse direction to act a torque on the carrier 28 in the reverse direction, and to rotate the carrier 28 in the forward direction by the rotation of the planetary gears 27. The torque of the motor 4 acts, as a reaction, on the crankshaft 12 through the carrier 28. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electric vehicle including a pedal for driving driving wheels by human power.

2. Description of the Related Art An electrically assisted bicycle that assists pedal operation with a motor in a situation where a driver's pedal operation load is large, such as when starting or running on a slope, is known (see Patent Document 1).
This electrically assisted bicycle is provided with a pedaling force detection sensor for detecting pedaling force, and the assisting force by the motor is adjusted according to a signal detected by the pedaling force detection sensor.

Japanese Patent No. 3230760

However, since this vehicle is a bicycle having an electric assist function, when the vehicle travels, it is necessary for the occupant to constantly rotate the crankshaft through the pedal, and electric travel using only the motor cannot be performed.
In recent years, there has been a demand for the development of an electric vehicle capable of running by a passenger's pedal operation and running by the power of a motor.

  Therefore, the present invention is intended to provide an electric vehicle capable of running with the power of a motor without having to continue to push the pedal while holding a pedal for manual running.

The invention according to claim 1, which solves the above problem, includes a crankshaft (for example, a crankshaft 12 in an embodiment described later) that is rotationally driven by a pedal operation by an occupant, and a motor that generates power by electricity (for example, A motor 4) in an embodiment described later, and an output shaft (for example, an output shaft 14 in an embodiment described later) that rotates in response to the torque of the crankshaft and the motor, and rotates the output shaft to drive wheels (for example, And a power transmission mechanism (for example, a power transmission mechanism 5 in an embodiment described later) that transmits to the rear wheel WR in an embodiment described later, and allows traveling by pedal operation of the occupant and traveling by the power of the motor. In the electric vehicle, a pedal force sensor (for example, a pedal force sensor 40 in an embodiment described later) that detects the pedal force applied to the crankshaft is provided. In addition, a sun gear (for example, a sun gear 25 in the embodiment described later) constituting the planetary gear mechanism is provided on the rotation shaft of the motor (for example, the rotation shaft 23 in the embodiment described later) so as to be integrally rotatable. A ring gear (for example, a ring gear 26 in an embodiment described later) constituting the planetary gear mechanism is provided on the output shaft so as to be integrally rotatable, and the crankshaft is a planetary gear (for example, meshed with the sun gear and the ring gear). Engageably engaged with a carrier of the planetary gear mechanism that supports a planetary gear 27 in an embodiment described later (for example, a carrier 28 in an embodiment described later), and the carrier moves the driving wheel forward by the carrier. A one-way club that allows rotation in the forward rotation direction and allows rotation in the reverse rotation direction. Supported by the casing of the power transmission mechanism (for example, the unit case 19 in the later-described embodiment) via a gear (for example, the one-way clutch 32 in the later-described embodiment), and the crankshaft is connected to the carrier by pedal operation. A torque in a rotating direction is applied, and the motor is rotationally driven to apply a torque in the reverse direction to the carrier via the sun gear and a planetary gear.
Thereby, for example, when a pedaling force is applied from the pedal to the crankshaft at the time of starting or the like, the pedaling force sensor detects the pedaling force and drives the motor. At this time, the motor is rotationally driven so as to apply torque in the reverse direction to the carrier, and the carrier is restricted from rotating in the reverse direction by the one-way clutch. Thereby, the planetary gear receives torque from the sun gear, rotates in the forward rotation direction opposite to the sun gear while the revolution around the sun gear is restricted, and the rotation is transmitted to the ring gear. As a result, the output shaft of the power transmission mechanism receives the power of the motor and rotates in the forward rotation direction, and the power is transmitted to the drive wheels. At this time, the reverse torque of the motor acting on the carrier acts as a reaction force on the pedal to rotate the crankshaft.

According to a second aspect of the present invention, in the electric vehicle according to the first aspect, a drive sprocket (for example, a drive sprocket 33 in an embodiment described later) is provided so as to be integrally rotatable with the crankshaft, and a driven sprocket (for example, A driven sprocket 30 in an embodiment described later is provided so as to rotate integrally with the carrier, and the drive sprocket and the driven sprocket are engaged with each other by a drive chain (for example, a drive chain 34 in the embodiment described later). It is characterized by being.
As a result, the crankshaft and the carrier are interlocked in both the forward and reverse directions through the drive chain.

  According to a third aspect of the present invention, in the electric vehicle according to the second aspect, the driven sprocket is formed integrally with the carrier.

  According to a fourth aspect of the present invention, in the electric vehicle according to any one of the first to third aspects, the rotation shaft of the motor and the output shaft of the power transmission mechanism are provided coaxially. Features.

According to a fifth aspect of the present invention, in the electric vehicle according to any one of the first to fourth aspects, a unit case (for example, described later) in which a crankcase that supports the crankshaft and a casing of the power transmission mechanism are integrated. In the embodiment, the pedal force sensor and the planetary gear mechanism are disposed on one side of the unit case across the center in the vehicle width direction, and the center in the vehicle body width direction is located inside the unit case. The motor is arranged on the other side sandwiched.
As a result, the pedal force sensor and the planetary gear mechanism are balanced in weight with the motor across the center in the vehicle body width direction.

According to a sixth aspect of the present invention, in the electric vehicle according to the fifth aspect, the drive sprocket is provided so as to be rotatable integrally with the crankshaft, and the driven sprocket is provided so as to be rotatable integrally with the carrier. A drive chain that engages the driven sprocket with each other so as to be interlocked is disposed at the center in the vehicle body width direction.
As a result, the drive chain is arranged at the center position in the vehicle body width direction so that a large space is not occupied by the pedal force sensor, the planetary gear mechanism, and the motor.

According to a seventh aspect of the present invention, in the electric vehicle according to any one of the first to sixth aspects, when the supply power is insufficient, a rotation regulating means (for example, described later) that regulates the rotation of the rotary shaft. A rotor brake mechanism 70) according to the embodiment is provided.
Thereby, when the rotation restricting means restricts the rotation of the rotating shaft of the motor when the supply power is insufficient, the rotation of the sun gear is restricted, and as a result, the rotation of the planetary gear is restricted. When a pedaling force in the forward direction is applied to the crankshaft from this state, the crankshaft rotates the carrier in the forward direction, and the rotation is transmitted to the drive wheel through the ring gear and the output shaft.

  According to the first aspect of the present invention, the motor is driven in the reverse direction according to the pedaling force detected by the pedal force sensor, and the motor power is controlled in a state where the rotation of the carrier in the reverse direction is restricted by the one-way clutch. Is transmitted to the drive wheel via the sun gear, planetary gear, ring gear, and output shaft, and the motor torque in the reverse direction acting on the carrier acts as a reaction force on the pedal, so the driver rotates the crankshaft. The driving wheel can be driven by the motor in accordance with the pedaling force applied to the pedal without continuing. Therefore, the driver can hold the position of the pedal with the reaction force of the motor in a state where a pedaling force is applied to the pedal, so that it is easy to hold the foot during traveling by the power of the motor.

  According to the second aspect of the present invention, the crankshaft and the carrier can be interlocked by the drive chain while having a simple structure. For this reason, the torque of the motor in the reverse direction acting on the carrier can be transmitted from the carrier to the crankshaft without loss.

  According to the invention described in claim 3, since the driven sprocket is integrally formed with the carrier, the number of parts can be reduced and the space can be saved.

  According to the invention described in claim 4, since the rotation shaft of the motor and the output shaft of the power transmission mechanism are provided coaxially, the number of parts can be reduced and the space can be saved.

  According to the fifth aspect of the present invention, the pedal force sensor and the planetary gear mechanism can be weight-balanced with the motor across the center in the vehicle body width direction, thereby facilitating adjustment of the weight balance of the vehicle. Can do.

  According to the sixth aspect of the present invention, since the drive chain is arranged at the center position in the vehicle body width direction where a large space is not occupied by the pedal force sensor, the planetary gear mechanism, and the motor, the space efficiency in the unit case is improved. The unit case can be downsized.

  According to the invention described in claim 7, since the rotation of the rotating shaft can be regulated by the rotation regulating means, when the power supply is insufficient, the pedal depression force is driven without loss by the rotation regulation of the rotating shaft by the rotation regulating means. Can be transmitted to the wheel.

It is a side view of the electric vehicle of one Embodiment of this invention. It is an expanded sectional view corresponding to the AA section of Drawing 1 of the electric vehicle of one embodiment of this invention. It is sectional drawing corresponding to the BB cross section of FIG. 2 of the electric vehicle of one Embodiment of this invention. 1 is a schematic side view of a power transmission mechanism for an electric vehicle according to an embodiment of the present invention. It is a typical side view for demonstrating the action | operation of the power transmission mechanism of the electric vehicle of one Embodiment of this invention. FIG. 3 is an enlarged cross-sectional view of a pedal force sensor portion of FIG. 2 of the electric vehicle according to the embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle unless otherwise specified. In the figure, the arrow FR indicates the front of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow UP indicates the upper side of the vehicle.
FIG. 1 shows an electric motorcycle 1 which is an embodiment of an electric vehicle.
In the motorcycle 1, a main frame 3 to which a head pipe 2 is coupled at a front end extends obliquely rearward, and a drive unit U including a motor 4 and a power transmission mechanism 5 described later is provided at a rear end of the main frame 3. It is fixedly installed. A front wheel WF is rotatably supported on the head pipe 2 via a front fork 6, and a steering handle 7 is attached to the top of the front fork 6.

  A seat pipe 8 extends upward at the rear of the main frame 3, and an occupant seat 9 is attached to the upper portion of the seat pipe 8. A rear frame 10 that extends toward the rear side of the vehicle body is coupled to the rear portion of the main frame 3, and an upper rear frame 11 that is inclined downward and extends toward the rear side of the vehicle body is coupled to the seat pipe 8. Yes. A rear wheel WR that is a drive wheel is rotatably supported on the extended ends of the rear frame 10 and the upper rear frame 11.

The motorcycle 1 includes a crankshaft 12 that is rotated by a driver's stepping force, and the crankshaft 12 is rotatably supported by a drive unit U. In FIG. 1, reference numeral 13 denotes a pedal for giving a pedaling force that is rotatably attached to the distal ends of the left and right arm portions 12 a of the crankshaft 12. The drive unit U outputs one of rotational torque generated by pedal operation of the crankshaft 12 and rotational torque of the motor 4 to the output shaft 14 of the power transmission mechanism 5. A drive sprocket 15 and a driven sprocket 16 are provided at each end of the axle of the output shaft 14 and the rear wheel WR, and a drive chain 17 is spanned between the sprockets 15 and 16. Therefore, the rotation of the output shaft 14 is finally transmitted to the rear wheel WR via the drive chain 17.
In FIG. 1, B1 and B2 are batteries for supplying electric power to the motor 4, and 18 is a control unit that is installed on the upper part of the drive unit U and controls the electric power supply and the like of the motor 4. .

2 and 3 show a cross section of the drive unit U. FIG.
In the drive unit U, a crankcase that accommodates the shaft portion of the crankshaft 12 and a casing that accommodates the motor 4 and the power transmission mechanism 5 are configured as an integral unit case 19. The unit case 19 has a three-dimensional shape that is substantially elliptical in side view and has a substantially rectangular cross section in the horizontal direction. The shaft portion of the crankshaft 12 has the bearing 20 at a position biased toward the front side of the vehicle body inside. The motor 4 and the power transmission mechanism 5 are coaxially arranged on the rear side of the crankshaft 12. The shaft portion of the crankshaft 12 and the shaft portions of the motor 4 and the power transmission mechanism 5 are installed in parallel with the axle of the rear wheel WR.

The motor 4 is an outer rotor type motor in which a substantially cylindrical stator 21 is fixed to the unit case 19 and the magnetic pole surface of the rotor 22 is disposed on the outer peripheral side of the stator 21. A connecting boss portion 22 a that is integrally coupled to the head 23 is integrally provided. The rotating shaft 23 is disposed at the axial center of the rotor 22, and one end thereof is rotatably supported on the inner wall of the unit case 19 via a bearing 24, and the other end protrudes toward the power transmission mechanism 5.
3, 38a, 38b, and 38c are U, V, and W three-phase power supply cables connected to the stator 21, and 39 is a signal cable for sending a rotation signal of the rotor 22 to the control unit 18. is there.

  The power transmission mechanism 5 uses a planetary gear mechanism as a main mechanism, a sun gear 25 is coupled to the rotary shaft 23 of the motor 4 so as to be integrally rotatable, and a ring gear 26 is provided integrally with the output shaft 14. A plurality of planetary gears 27 meshed with the ring gear 25 and the ring gear 26 are rotatably supported by the carrier 28.

  The output shaft 14 is rotatably supported by the unit case 19 via a bearing 29, and a receiving hole 14a for rotatably supporting the end of the rotating shaft 23 of the motor 4 is provided on the end surface on the ring gear 26 side. The drive sprocket 15 is attached to a portion projecting outward from the unit case 19 with an end opposite to the ring gear 26 passing through the unit case 19. Therefore, the output shaft 14 and the drive sprocket 15 are arranged coaxially with the rotating shaft 23 of the motor 4.

The carrier 28 has a boss portion 28 a on the inner side in the radial direction, and this boss portion 28 a can rotate to the outer peripheral side of the rotating shaft 23 of the motor 4 in the space between the sun gear 25 and the rotor 22 (connecting portion 22 a). It is supported by. A support wall 31 extending from the unit case 19 is disposed on the outer peripheral side of the boss portion 28a of the carrier 28, and a one-way clutch 32 is interposed between the support wall 31 and the boss portion 28a. The one-way clutch 32 allows rotation of the carrier 28 that can rotate the rear wheel WR in the forward direction in the forward rotation direction and restricts rotation of the carrier 28 in the reverse direction. That is, when the rotation direction of the output shaft 14 and the drive sprocket 15 when the rear wheel WR rotates in the forward direction is set to the normal rotation direction, the one-way clutch 32 allows the carrier 28 to rotate in the same direction as the reverse direction. The rotation of the carrier 28 in the direction is restricted.
A driven sprocket 30 is integrally formed on the outer peripheral edge of the carrier 28 so that the tooth surface protrudes radially outward. The driven sprocket 30 is disposed at a substantially central position in the width direction in the unit case 19.

  On the other hand, a sleeve 35 is integrally fixed to the outer periphery of the shaft portion of the crankshaft 12, and a drive sprocket 33 is attached to the outer periphery of the sleeve 35 via a torque transmission mechanism 36, which will be described later. The drive sprocket 33 is disposed at the center position in the vehicle width direction in the unit case 19 and is formed such that its tooth surface projects outward in the radial direction. A drive chain 34 is stretched between the drive sprocket 33 and the driven sprocket 30 on the power transmission mechanism 5 side. Accordingly, the rotational torque applied to the crankshaft 12 through the pedal 13 is transmitted to the carrier 28 through the drive chain 34.

FIG. 4 is a schematic side view showing the planetary gear mechanism used in the power transmission mechanism 5 together with the drive sprocket 33 on the crankshaft 12 side and the driven sprocket 30 on the carrier 28 side. FIG. 5B is a schematic side view of the power transmission mechanism 5 in which the transmission of torque is indicated by arrows during human power traveling and motor traveling.
In the planetary gear mechanism, the sun gear 25 and the carrier 28 are rotation input portions from the motor 4 and the crankshaft 12, respectively, and the ring gear 26 is a power output portion that outputs the input power to the rear wheel WR side. As shown in FIG. 5A, when torque in the forward direction is input from the crankshaft 12 to the carrier 28 via the drive chain 34, the torque rotates the carrier 28 in the forward direction and causes the ring gear 26 to rotate. Then, the drive sprocket 33 is rotated in the forward rotation direction. When the motor 4 is started and the sun gear 25 rotates in the reverse rotation direction together with the rotating shaft 23 as shown in FIG. 5B, the carrier 28 that supports the planetary gear 27 while rotating the planetary gear 27 in the normal rotation direction. To rotate in the reverse direction. However, since the carrier 28 is restricted from rotating in the reverse direction by the one-way clutch 32, the planetary gear 27 does not rotate in the reverse direction at this time, and the planetary gear 27 rotates in response to the rotation of the sun gear 25, and the rotation is caused by the ring gear 26. Communicate to. As a result, the driving force of the motor 4 rotates the drive sprocket 33 in the forward rotation direction via the ring gear 26.

Further, a pedal force sensor 40 that detects a pedal force (torque) applied to the crankshaft 12 through the pedal 13 is provided in the peripheral region of the crankshaft 12 in the unit case 19.
FIG. 6 is an enlarged view showing the pedal force sensor 40 in the unit case 19.
The drive sprocket 33 is fitted on the outer periphery of a sleeve 35 fixed to the crankshaft 12 so as to be relatively rotatable. The pedal force sensor 40 causes a slight deviation around the axis between the sleeve 35 and the drive sprocket 33 in accordance with the torque acting between the sleeve 35 (crankshaft 12) and the drive sprocket 33, and the deviation around the axis. A torque transmission mechanism 36 that generates a fastening force according to the pressure between the sleeve 35 and the drive sprocket 33, and a hydraulic pressure conversion pump 41 that generates a hydraulic pressure corresponding to the thrust force by a thrust force generated by the operation of the torque transmission mechanism 36. And a hydraulic pressure sensor 42 that detects the hydraulic pressure generated by the hydraulic pressure conversion pump 41 and outputs a detection signal to the control unit 18 as a torque acting between the sleeve 35 and the drive sprocket 33.

The hydraulic conversion pump 41 is disposed so that the pump block 43 surrounds the sleeve 35 and is fixed to the inner wall of the unit case 19 via a stay (not shown). If the hole portion of the pump block 43 through which the sleeve 35 is inserted is referred to as a sleeve insertion hole 43a, the inner peripheral edge of the sleeve insertion hole 43a on the drive sprocket 33 side is spaced apart in the circumferential direction. A plurality of cylinder holes 44 are provided along the axial direction (the axial direction of the crankshaft 12), and plungers 45 are accommodated in the cylinder holes 44 so as to be able to advance and retract. The head of each plunger 45 protrudes outside the cylinder hole 44, and a hydraulic chamber 46 that generates hydraulic pressure corresponding to the displacement of the plunger 45 is formed between the bottom of the cylinder hole 44 and the plunger 45. Further, a disc spring 47 that urges the plunger 45 in the protruding direction is interposed between the bottom of the cylinder hole 44 and the plunger 45. The hydraulic chambers 46 in each cylinder hole 44 are connected to each other by an annular passage 48, and the annular passage 48 is connected to a sensor chamber 49 in the pump block 43. A hydraulic sensor 42 is provided in the sensor chamber 49. The annular passage 48 is connected to a reservoir tank 51 on the pump block 43 via a check valve 50.
Therefore, in this hydraulic pressure conversion pump 41, when a thrust load is input from the outside to the end face of the plunger 45, the plunger 45 is displaced in the thrust direction according to the load, and the hydraulic pressure corresponding to the displacement acts on the sensor chamber 49. To do. The oil pressure in the sensor chamber 49 is detected by the oil pressure sensor 42.

  The torque transmission mechanism 36 includes a cam ring 52 that is spline-fitted to the outer peripheral surface of the sleeve 35 between the drive sprocket 33 and the pump block 43 so as to be axially displaceable, and an inner peripheral edge of the cam ring 52 on the drive sprocket 33 side. Between a plurality of plungers 45 on the pump block 43 and a load transmission ball 53 interposed between the cam ring 52 side of the drive sprocket 33 and the inner peripheral edge portion of the cam ring 52 on the pump block 43 side. And an intervening thrust bearing 54.

  The cam ring 52 has a cam groove 55 having an arc-shaped cross section whose bottom surface height continuously changes along the circumferential direction around the sleeve 35 at the inner peripheral edge of the drive sprocket 33 side. A guide groove 56 having an arcuate cross section is formed on the inner peripheral edge portion on the 52 side so as to face the cam groove 55. Between the cam groove 55 on the cam ring 52 side and the guide groove 56 on the drive sprocket 33 side, the load transmission ball 53 is accommodated so as to roll. Further, the reaction force of the disc spring 47 and the hydraulic pressure in the hydraulic chamber 46 act as an urging force in the thrust direction through the thrust bearing 54 and the plurality of plungers 45 on the cam ring 52.

In the case of this torque transmission mechanism 36, when a torque acts between the sleeve 35 (crankshaft 12) and the drive sprocket 33, a slight slip occurs between the sleeve 35 and the drive sprocket 33 due to the torque, and as a result, the load transmission. The ball 53 moves in the cam groove 55, and the cam ring 52 is pressed and moved in the direction of the pump block 43 according to the movement. Thus, when the cam ring 52 moves in the thrust direction, the plunger 45 on the pump block 43 is retracted in accordance with the movement, and at this time, the belleville spring 47 and the urging reaction force by the hydraulic pressure sandwich the load transmission ball 53 therebetween. It acts as a fastening force between the sleeve 35 and the drive sprocket 33.
Further, when the sleeve 35 (crankshaft 12) and the drive sprocket 33 are displaced in the circumferential direction according to the input torque by the torque transmission mechanism 36, the hydraulic conversion pump 41 of the hydraulic conversion pump 41 is varied in accordance with the circumferential displacement amount. The plunger 45 is pushed in. As a result, the pressure in the sensor chamber 49 increases, and the pressure is detected by the pressure sensor 42.

By the way, in this motorcycle 1, when the amount of charge of the batteries B1 and B2 is sufficient, the motor 4 is driven according to the operation of the crankshaft 12 through the pedal 13, and the driving force of the motor 4 drives the rear wheel WR. Rotate. That is, the control unit 18 monitors the output of the pedal force sensor 40 (hydraulic sensor 42) and drives the motor 4 in accordance with the output of the pedal force sensor 40. A specific operation at this time will be described in detail later.
When the amount of charge of the batteries B1 and B2 falls below the specified amount and it becomes difficult for the batteries B1 and B2 to travel, the motor 4 can be driven manually by locking the rotation of the motor 4. It is like that.

In this embodiment, the rotation restricting means for restricting the rotation of the motor 4 is constituted by a rotor brake mechanism 70 that mechanically stops the rotation of the rotor 22.
2 and 3, the rotor brake mechanism 70 includes a brake band 71 disposed so as to surround the outer peripheral side of the rotor 22, a friction material 72 attached to the inner peripheral surface of the brake band 71, and a brake band. An operating rod 73 for operating 71 in the diameter reducing direction and the expanding direction, and a brake lever 74 for operating the operating rod 73 from the outside of the unit case 19 are provided.

  One end of the brake band 71 is fixed to a boss 75 (see FIG. 3) that protrudes from the inner wall of the unit case 19, and the middle region is routed along the outer peripheral surface of the rotor 22. The eccentric cam 76 provided on the operation rod 73 is attached in a state of being wound around the outer peripheral surface. The eccentric cam 76 is formed in a cylindrical shape with a short axis, and is provided so that the axial center portion is offset from the axial center of the operation rod 73. When the operation rod 73 is appropriately rotated, the support position of the other end of the brake band 71 (the center of the eccentric cam 76) changes. Therefore, by rotating the operation rod 73, the friction material 72 can be pressed against the outer peripheral surface of the rotor 22 and released.

  The operation rod 73 is attached across the side walls on both sides of the unit case 19 and is rotatably supported by these side walls. A brake lever 71 is integrally fixed to an end portion penetrating the one side wall. In addition, as shown in FIG. 2, between the unit case 19 and the brake lever 74, the brake lever 71 rotates between the operation position for completely locking the rotor 22 and the release position for completely unlocking the rotor 22. Is provided with a lever stopper 80.

  In the case of this embodiment, the motor 4, the treading force sensor 40, and the power transmission mechanism 5 which are heavy and large components are accommodated in the unit case 19, but the largest and most gravitational motor 4 is the vehicle. The remaining pedal force sensor 40 and the power transmission mechanism 5 are disposed on the left side with respect to the center in the vehicle width direction. Further, the drive sprocket 33 on the crankshaft 12 side and the driven sprocket 30 on the power transmission mechanism 5 side are respectively arranged in the center in the vehicle body width direction, and the drive chain 34 spanned between both sprockets 33 and 30 is also in the center in the vehicle body width direction. Has been placed.

  In the above configuration, when the motorcycle 1 is started, if an occupant puts his or her foot on the pedal 13 and depresses the torque, a torque is generated between the crankshaft 12 (sleeve 35) and the drive sprocket 33, and the torque (stepping force) is the pedaling force. Detected by sensor 40. Thereby, the motor 4 is started and the sun gear 25 of the power transmission mechanism 5 is rotationally driven in the reverse direction.

  At this time, the rotational torque in the reverse direction of the sun gear 25 acts on the planetary gear 27, but the carrier 28 that supports the planetary gear 27 is restricted from rotating in the reverse direction by the one-way clutch 32. Therefore, as shown in FIG. 5 (B), the carrier 28 is not rotated (revolved) as the sun gear 25 rotates, and each planetary gear 27 remains in a fixed position and receives the rotation of the sun gear 25 in the forward rotation direction. Rotate. As a result, the ring gear 26 meshed with the planetary gear 27 and the output shaft 14 integrated with the gear 26 rotate in the forward direction, and the rotation in the forward direction causes the drive sprocket 15, drive chain 17, and driven sprocket 16 to rotate. It is sequentially transmitted to the rear wheel WR. As a result, the vehicle starts by the driving force of the motor 4.

When the driving force of the motor 4 is input to the planetary gear 27 through the sun gear 25 in this way, the carrier 28 is restricted from rotating in the reverse direction by the one-way clutch 32, but the reverse torque is input from the sun gear 25. Continue. For this reason, the torque in the reverse direction acting on the carrier 28 is applied to the driver's foot trying to rotate the crankshaft 12 through the pedal 13 through the driven sprocket 30, the drive chain 34, and the drive sprocket 33 in order. This acts as a dotted arrow in FIG.
When the driver further increases the pedaling force, the output of the motor 4 is increased according to the pedaling force, the rear wheel WR is driven by the increased output of the motor 4, and the motor 4 is placed on the driver's foot. The reaction force according to the output of will act.
Note that during normal running by the motor 4 described above, the brake lever 74 of the rotor brake mechanism 70 is in the unlocked position.

  Further, when the power of the batteries B1 and B2 is reduced and it is difficult for the motor 4 to travel, the occupant operates the brake lever 74 of the rotor brake mechanism 70 to the locked position, and the rotor by the brake band 71 and the friction material 72 Lock the rotation of 22. As a result, the rotation of the sun gear 25 of the power transmission mechanism 5 is fixed, and the rotation of the planetary gear 27 is restricted.

  Thus, a pedaling force is applied to the pedal 13 by the occupant while the rotation of the rotor 22 is locked, and the rotational torque of the crankshaft 12 passes through the drive sprocket 33, the drive chain 34, and the driven sprocket 30 as shown in FIG. When input to the carrier 28, the carrier 28 receives the rotational torque and rotates in the forward rotation direction. As a result, the ring gear 26 and the output shaft 14 rotate in the forward direction, and the rotation in the forward direction is transmitted to the rear wheel WR via the drive sprocket 15, the drive chain 17, and the driven sprocket 16 in sequence. As a result, the vehicle is driven only by the occupant's pedaling force.

As described above, in this electric motorcycle 1, the power transmission mechanism 5 is configured with the planetary gear mechanism as the main element, and the sun gear 25 and the carrier 28 are respectively connected to the power input portion from the motor 4 and the crankshaft 12. A structure in which the ring gear 26 is used as a power output unit and the carrier 28 is supported by the unit case 19 via a one-way clutch 32 that allows rotation in the forward rotation direction and restricts rotation in the reverse rotation direction. Therefore, when the pedal force of the pedal 13 is detected by the pedal force sensor 40 and the motor 4 is driven in the reverse direction, the driving force of the motor 4 can be transmitted to the rear wheel WR through the planetary gear mechanism. At this time, the torque of the motor 4 in the reverse direction acting on the carrier 25 can be applied to the pedal 13 as a reaction force.
Therefore, unlike the electrically assisted bicycle, the electric motorcycle 1 does not require the driver to always rotate the crankshaft 12 and controls the output of the motor 4 according to the pedaling force applied to the pedal 13. can do.

  In the electric motorcycle 1, when the power of the batteries B 1 and B 2 is reduced, the rotation of the motor 4 is locked by operating the brake lever 74, so that the carrier 28 is applied by the pedaling force applied from the pedal 13 to the crankshaft 12. The ring gear 26 can be rotated in the forward rotation direction to drive the rear wheel WR. Therefore, it is possible to perform manual driving by the pedal 13 in an emergency.

  Further, in the case of this embodiment, the drive sprocket 33 and the driven sprocket 30 are integrally provided on the crankshaft 12 and the carrier 28 of the power transmission mechanism 5, respectively, so that the drive sprocket 33 and the driven sprocket 30 can be interlocked by the drive chain 34. Since they are engaged, the crankshaft 12 and the carrier 28 can be interlocked in both the forward and reverse rotation directions with a simple structure. Therefore, the torque of the motor 4 in the reverse direction acting on the carrier 28 when the pedal force is applied to the pedal 13 can be transmitted from the carrier 28 to the crankshaft 12 without loss.

  Furthermore, in this embodiment, since the driven sprocket 30 is formed integrally with the carrier 28, the number of parts can be reduced and the space in the unit case 19 can be saved.

  In the case of this embodiment, since the rotating shaft 23 of the motor 4 and the output shaft 14 of the power transmission mechanism 5 are provided coaxially, it is possible to reduce the number of parts and save space in these portions. it can. In particular, in this embodiment, the receiving shaft 14a is provided in the output shaft 14, and the rotating shaft 23 of the motor 4 is rotatably supported in the receiving hole 14a. There is an advantage that you can.

  Further, in the motorcycle 1 of this embodiment, the largest and gravity motor 4 is arranged on the right side with respect to the center in the vehicle width direction, and the treading force sensor 40 and the power transmission mechanism 5 are located with respect to the center in the vehicle width direction. Therefore, the weight of the vehicle body can be easily balanced in the vehicle body width direction.

  Further, in the motorcycle 1 of this embodiment, the drive sprocket 33 on the crankshaft 12 side and the driven sprocket 30 on the power transmission mechanism 5 side are respectively arranged in the center in the vehicle body width direction, and the drive chain 34 spanned between them is also the vehicle body. Since the drive chain 34 is disposed in the center in the width direction, the drive chain 34 is efficiently disposed in a dead space formed in the center by being sandwiched between large parts, and as a result, the unit case (drive unit U) can be reduced in size. It becomes possible to plan.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in the above embodiment, the mechanical rotation restricting means (rotor brake mechanism 70) that stops the rotation of the rotor 22 by pressing the friction material 72 against the outer peripheral surface of the rotor 22 is employed. The braking force may be applied to the motor 4 by short-circuiting the connection wiring of the motor 4.

DESCRIPTION OF SYMBOLS 4 ... Motor 5 ... Power transmission mechanism 12 ... Crankshaft 14 ... Output shaft 19 ... Unit case (casing)
DESCRIPTION OF SYMBOLS 23 ... Rotating shaft 25 ... Sun gear 26 ... Ring gear 27 ... Planetary gear 28 ... Carrier 30 ... Driven sprocket 32 ... One-way clutch 33 ... Drive sprocket 34 ... Drive chain 40 ... Tread force sensor 70 ... Rotor brake mechanism (rotation restricting means)
WR ... Rear wheel (drive wheel)

Claims (7)

A crankshaft that is rotationally driven by a pedal operation by an occupant;
A motor that generates power by electricity;
A power transmission mechanism that has an output shaft that rotates in response to the torque of the crankshaft and the motor, and transmits the rotation of the output shaft to a drive wheel;
In an electric vehicle capable of traveling by pedal operation of an occupant and traveling by the power of the motor,
A pedal force sensor for detecting a pedal force applied to the crankshaft is provided;
A sun gear constituting a planetary gear mechanism is provided on the rotating shaft of the motor so as to be integrally rotatable,
A ring gear constituting the planetary gear mechanism is provided on the output shaft so as to be integrally rotatable,
The crankshaft is engaged with a carrier of the planetary gear mechanism supporting a planetary gear meshed with the sun gear and a ring gear,
The carrier is supported by the casing of the power transmission mechanism via a one-way clutch that allows rotation in the forward rotation direction that allows the drive wheel to rotate in the forward direction by the carrier and restricts rotation in the reverse rotation direction.
The crankshaft applies a torque in the forward direction to the carrier by a pedal operation,
The electric vehicle is driven to rotate so as to apply a reverse torque to the carrier via the sun gear and a planetary gear. A drive sprocket is provided to rotate integrally with the crankshaft;
A driven sprocket is provided to rotate integrally with the carrier,
The electric vehicle according to claim 1, wherein the drive sprocket and the driven sprocket are engaged with each other by a drive chain.   The electric vehicle according to claim 2, wherein the driven sprocket is formed integrally with the carrier.   The electric vehicle according to any one of claims 1 to 3, wherein a rotation shaft of the motor and an output shaft of the power transmission mechanism are provided coaxially.   The crankcase that supports the crankshaft and the transmission mechanism case of the power transmission mechanism are formed as an integral unit case, and the pedal force sensor and the planetary planet are arranged on one side of the unit case with the center in the vehicle width direction interposed therebetween. 5. The electric vehicle according to claim 1, wherein a gear mechanism is disposed and the motor is disposed on the other side across the center in the vehicle body width direction. A drive sprocket is provided to rotate integrally with the crankshaft;
A driven sprocket is provided to rotate integrally with the carrier,
The electric vehicle according to claim 5, wherein a drive chain that engages the drive sprocket and the driven sprocket so as to be interlocked is disposed at a center in a vehicle body width direction.   The electric vehicle according to any one of claims 1 to 6, further comprising a rotation restricting unit that restricts rotation of the rotating shaft when supply power is insufficient.

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