JP2019190887A - Rotation detector and rotation driving force detection system - Google Patents

Abstract

To provide a rotation detector and a rotation driving force detection system which can increase the convenience of a driving rotational body.SOLUTION: A rotation detector 230 is for detecting the rotation of a driving rotational body used for delivering a driving force input to a vehicle. The detector includes: a detection unit 232 for detecting rotational information on the rotation of a driving rotational body based on changes of the electric state associated with the rotation of the driving rotational body; and a control unit 234 for acquiring information on the rotation of the driving rotational body according to the result of detection by the detection unit 232.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a rotation detection device and a rotation driving force detection system.

  For a rotating body attached to a vehicle, a control device that detects the rotation of the rotating body based on rotation information detected by a detection unit is known. A conventional control device includes a detection unit, a detection target provided in the rotator, and a control unit that acquires information related to rotation of the rotator based on a detection result of the detection unit. The detection unit detects a detection target by rotating the rotating body, and outputs a signal reflecting information related to the rotation of the rotating body to the control unit. A control part acquires the traveling speed of a vehicle as information regarding rotation of a rotating body, for example based on the information obtained from the detection part. Patent document 1 is disclosing an example of the control apparatus which detects rotation of the conventional rotary body.

JP 2017-30395 A

  By the way, a vehicle has a drive rotating body used for transmission of driving force. It is desired to improve the convenience of the drive rotator.

  The present invention solves the above-described problems, and an object of the present invention is to provide a rotation detection device and a rotation driving force detection system that can improve the convenience of a driving rotating body.

  In order to solve the above-described problems and achieve the object, the rotation detection device according to the first aspect of the present invention is a rotation detection for detecting the rotation of a driving rotating body used for transmission of driving force input to a vehicle. The apparatus includes a detection unit that detects rotation information related to rotation of the drive rotator based on a change in an electrical state accompanying rotation of the drive rotator.

  According to the rotation detection device of the first side surface, the rotation information related to the rotation of the drive rotator can be acquired based on the rotation of the drive rotator, so that the convenience of the drive rotator can be improved.

  In the rotation detection device according to the second aspect of the present invention, the drive rotor includes a crankshaft in contrast to the rotation detection device according to the first aspect.

  According to the rotation detection device of the second side surface, the rotation of the crank assembly can be detected by the detection unit.

  In the rotation detection device according to the third aspect of the present invention, the crankshaft is rotatably supported by a travel assist device provided in the vehicle, with respect to the rotation detection device according to the second aspect. Arranged in the device.

  According to the rotation detection device of the third side surface, in the human-powered vehicle having the travel assist device, the rotation of the crank assembly can be detected by the detection unit.

  In the rotation detection device according to the fourth aspect of the present invention, the crankshaft is rotatably supported by a bearing device provided in the vehicle, and the detection unit is supported by the bearing device. Arranged.

  According to the rotation detection device of the fourth aspect, the rotation of the crank assembly can be detected by the detection unit even in a manpowered vehicle that does not have a travel assist device.

  In the rotation detection device according to the fifth aspect of the present invention, in contrast to the rotation detection device according to any one of the second to fourth side surfaces, at least one of a concave portion and a convex portion is formed on the crankshaft, and the detection is performed. The portion is configured to detect the rotation information based on at least one of the concave portion and the convex portion formed in the crankshaft.

  According to the rotation detection device of the fifth aspect, the rotation information related to the rotation of the drive rotating body is acquired based on at least one of the concave portion and the convex portion formed in the crankshaft, so that the convenience of the crankshaft is improved. Can do.

  The rotation detection device according to the sixth aspect of the present invention is different from the rotation detection device according to the fifth aspect in that a plurality of the recesses are formed in the crankshaft, and the plurality of recesses are formed from the bottom to the crank. The distance to the shaft center of the shaft is different, and the detection unit is configured to detect the rotation information based on the distance from the bottom of each of the plurality of recesses to the shaft center of the crankshaft.

  According to the rotation detection device of the sixth aspect, the rotation information related to the rotation of the drive rotor is acquired based on the distance from the bottom of each of the plurality of recesses to the axis of the crankshaft. Can be improved.

  In the rotation detection device according to the seventh aspect of the present invention, in contrast to the rotation detection device according to the fifth or sixth aspect, the crankshaft is formed with a plurality of convex portions, and the plurality of convex portions are respectively The distance from the top of the crankshaft to the axis of the crankshaft is different, and the detection unit detects the rotation information based on the distance from the top of each of the plurality of convex portions to the axis of the crankshaft. Composed.

  According to the rotation detection device of the seventh aspect, the rotation information related to the rotation of the drive rotator is acquired based on the distance from the top of each of the plurality of convex portions to the axis of the crankshaft. Can be improved.

  The rotation detection device according to the eighth aspect of the present invention is different from the rotation detection device according to the fifth aspect in that the crankshaft is formed with a single recess, and the crankshaft shaft of the single recess is formed. The length in the direction parallel to the center changes along the circumferential direction of the crankshaft, and the detection unit is based on the length of the single recess in the direction parallel to the axis of the crankshaft. , Configured to detect the rotation information.

  According to the rotation detection device of the eighth aspect, the rotation information related to the rotation of the drive rotor is acquired based on the length of the single recess in the direction parallel to the axis of the crankshaft. Can be improved.

  The rotation detection device according to the ninth aspect of the present invention is the rotation detection device according to the fifth or eighth aspect, wherein the crankshaft is formed with a single convex portion, and the single convex portion, A length in a direction parallel to the axis of the crankshaft varies along a circumferential direction of the crankshaft, and the detection unit is a direction of the single convex part in a direction parallel to the axis of the crankshaft. The rotation information is configured to be detected based on the length at.

  According to the rotation detection device of the ninth aspect, the rotation information related to the rotation of the drive rotor is acquired based on the length of the single convex portion in the direction parallel to the axis of the crankshaft. Convenience can be improved.

  The rotation detection device according to the tenth aspect of the present invention is the rotation detection device according to any one of the fifth to ninth aspects, wherein the detection unit includes a first detection unit and a second detection unit, The first detector and the second detector are arranged to be offset in a direction parallel to the axis of the crankshaft, and based on the detection result of the first detector and the detection result of the second detector, The rotation information is configured to be detected.

  According to the rotation detection device of the tenth aspect, the detection unit includes the first detection unit and the second detection unit, and the rotation information related to the rotation of the drive rotator is obtained from the detection result of the first detection unit and the second detection unit. Since it acquires based on a detection result, the convenience of a crankshaft can be improved.

  The rotation detection device according to the eleventh aspect of the present invention is the rotation detection device according to any one of the second to tenth aspects, wherein the crankshaft includes at least one attachment portion to which a crank arm is attached, The at least one attachment portion includes a defining portion that defines an attachment position of the crank arm with respect to a rotation direction of the crankshaft.

  According to the rotation detection device of the eleventh side surface, the rotation phase of the crank arm can be detected.

  In the rotation detection device according to the twelfth aspect of the present invention, in contrast to the rotation detection device according to any one of the first to eleventh aspects, the detection unit detects a change in impedance accompanying the rotation of the drive rotating body. .

  According to the rotation detection device of the twelfth side surface, an inductive proximity sensor can be adopted as the detection unit, so that the detection accuracy by the detection unit is improved.

  The rotation detection device according to a thirteenth aspect of the present invention is the rotation detection device according to any one of the first to eleventh side surfaces, wherein the detection unit includes the drive rotator and the rotation of the drive rotator. A change in capacitance with the detection unit is detected.

  According to the rotation detection device of the thirteenth side surface, since a capacitive proximity sensor can be adopted as the detection unit, the degree of freedom in selecting the material of the drive rotator is improved.

  In the rotation detection device according to the fourteenth aspect of the present invention, the detection unit is arranged so as to be separated from the drive rotator with respect to the rotation detection device according to any one of the first to thirteenth sides.

  According to the rotation detection device of the 14th side, resistance to a rotating body by contact with a detecting part can be reduced.

  In the rotation detection device according to the fifteenth aspect of the present invention, the vehicle is a human-powered vehicle compared to the rotation detection device according to any one of the first to fourteenth aspects.

  According to the rotation detection device of the fifteenth aspect, the rotation detection device can be applied to a manpower drive vehicle.

  According to a sixteenth aspect of the present invention, the rotation detection device according to the sixteenth aspect provides information on the rotation of the driving rotating body to the rotation detection device according to any one of the first to fifteenth sides based on the detection result of the detection unit. A control unit configured to acquire is further provided.

  According to the rotation detection device of the sixteenth aspect, the rotation information related to the rotation of the drive rotator can be acquired based on the rotation of the drive rotator, so that the convenience of the drive rotator can be improved.

  A rotational driving force detection system according to a seventeenth aspect of the present invention includes a driving force detection device that detects driving force information related to a driving force input to the vehicle, and a rotation detection device according to an eleventh aspect, and the driving force. Based on the detection result of the detection device and the detection result of the rotation detection device, the rotational driving force input to the vehicle is detected.

  According to the rotation detection device of the seventeenth aspect, the relationship between the rotation phase of the crank arm and the driving force can be detected.

  In the rotational driving force detection system according to the eighteenth aspect of the present invention, in contrast to the rotational driving force detection system according to the seventeenth aspect, the crank arm includes an opening into which a pedal shaft is fitted. The driving force in the tangential direction of the circle formed by the locus of the pedal shaft fitted in the opening centered on the axis is seen from the direction parallel to the axis.

  According to the rotation detection device of the eighteenth side surface, it is possible to detect a tangential force particularly related to the propulsive force of the manpowered vehicle.

  The rotational driving force detection system according to the nineteenth aspect of the present invention is different from the rotational driving force detection system according to the seventeenth or eighteenth aspect in that the driving force detection device is disposed on the crank arm.

  According to the rotation detection device on the nineteenth side surface, the driving force detection device can be easily arranged.

  According to the present invention, it is possible to improve the convenience of the drive rotating body.

FIG. 1 is a side view of a bicycle including the rotation detection device of the first embodiment. FIG. 2 is a cross-sectional view of the travel assist device of the first embodiment. FIG. 3 is a diagram schematically illustrating the configuration of the crankshaft and the rotation detection device of the first embodiment. FIG. 4A is a diagram schematically illustrating a configuration of a crankshaft and a detection unit according to the first embodiment. FIG. 4B is a diagram schematically illustrating the configuration of the crankshaft and the detection unit of the first embodiment. FIG. 5 is a diagram illustrating a configuration of a mounting portion of the crankshaft according to the first embodiment. FIG. 6A is a diagram schematically illustrating a configuration of a crankshaft and a detection unit according to the second embodiment. FIG. 6B is a diagram schematically illustrating a configuration of a crankshaft and a detection unit according to the second embodiment. FIG. 7 is a cross-sectional view showing the configuration of the crankshaft of the third embodiment. FIG. 8 is a cross-sectional view showing the configuration of the crankshaft of the fourth embodiment. FIG. 9A is a diagram schematically illustrating a configuration of a crankshaft and a detection unit according to the fifth embodiment. FIG. 9B is a diagram schematically illustrating the configuration of the crankshaft and the detection unit of the fifth embodiment. FIG. 10A is a diagram schematically illustrating a configuration of a crankshaft and a detection unit according to the sixth embodiment. FIG. 10B is a diagram schematically illustrating the configuration of the crankshaft and the detection unit of the sixth embodiment. FIG. 11 is a diagram schematically illustrating the configuration of the crankshaft and the detection unit of the seventh embodiment. FIG. 12 is a diagram illustrating a configuration of a crank assembly and a rotational driving force detection system according to the eighth embodiment. FIG. 13 is a view showing the inner surface side of the crank arm of the eighth embodiment. FIG. 14 is an external view showing the external appearance of the bearing device of the eighth embodiment.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In addition, this invention is not limited by this embodiment, and when there are two or more embodiments, what comprises combining each embodiment is also included.

(First embodiment)
FIG. 1 shows a vehicle B. The vehicle B includes a manpower driven vehicle that is a vehicle that uses human power at least in part as a driving force for traveling, and a vehicle that uses only a driving force other than human power. The driving force other than human power includes an internal combustion engine. In the present embodiment, the vehicle B is a human-powered vehicle. A bicycle is an example of a human-powered vehicle. Usually, a man-powered vehicle is assumed to be a small light vehicle and a vehicle that does not require a license for driving on a public road. In addition, the number of wheels is not limited in the man-powered vehicle, and includes, for example, a vehicle having one wheel and three or more wheels. An example of a manpowered vehicle is a bicycle, including, for example, mountain bikes, road bikes, city bikes, cargo bikes, and recumbents. In the present embodiment, the vehicle B is an electrically assisted bicycle to which a driving assistance device 100 described later is attached.

  The vehicle B includes a frame B1, a front fork B2, a seat post B3, a handle bar B4, a battery unit BT, a front wheel FW, and a rear wheel RW. The front fork B2 is rotatably supported by the frame B1. The front wheel FW is rotatably supported by the front fork B2. The rear wheel RW is rotatably supported at the rear part of the frame B1. The handle bar B4 is rotatably supported by the frame B1. The battery unit BT is attached to the frame B1 by being built in or externally mounted. The battery unit BT includes one or a plurality of battery cells. The battery unit BT supplies power to the travel assist device 100 described later.

  Vehicle B includes a drive mechanism DT. The vehicle B is a manpower driven vehicle that travels when manpower driving force is input to the drive mechanism DT. The drive mechanism DT includes a travel assist device 100, a crank assembly 110, a pair of pedals 120, a front sprocket assembly 130, a rear sprocket assembly 140, and a chain 150.

  FIG. 2 is a cross-sectional view of the travel assistance device 100. The travel assistance device 100 is attached to the lower part of the frame B1. The travel assist device 100 includes an electric motor 160, a speed reducer 170, an output member 180, a driver 190, and a housing 200. The electric motor 160 assists the propulsion of the vehicle B with the electric power supplied from the battery unit BT. The rotation of the electric motor 160 is decelerated and transmitted to the output member 180 via the speed reducer 170. The output member 180 is disposed coaxially with a crankshaft 110a of a crank assembly 110 described later. The driving force of the electric motor 160 transmitted to the output member 180 is transmitted to the front sprocket assembly 130. The driver 190 controls the electric motor 160 according to the detection result of the rotational driving force detection system 210 described later. The housing 200 accommodates at least a part of the electric motor 160, the speed reducer 170, the output member 180, and the driver 190.

  The crank assembly 110 includes a crankshaft 110a and a pair of crank arms 110b attached to both ends of the crankshaft 110a. The crankshaft 110a is rotatably supported by the driving assistance device 100 provided in the vehicle B. Each pedal 120 includes a pedal body 120a and a pedal shaft 120b. Each pedal shaft 120b is connected to each crank arm 110b. Each pedal body 120a is supported by each pedal shaft 120b so as to be rotatable with respect to each pedal shaft 120b.

  Front sprocket assembly 130 is coupled to output member 180. The rotational axis of the front sprocket assembly 130 is coaxial with the rotational axis of the crankshaft 110a. The rotation of the crankshaft 110 a is transmitted to the front sprocket assembly 130 via the output member 180. The front sprocket assembly 130 includes one or more front sprockets. In this embodiment, the front sprocket is single.

  The rear sprocket assembly 140 is coupled to the rear wheel RW so as to be rotatable about the rotation axis of the rear wheel RW. The rear sprocket assembly 140 includes one or more rear sprockets. In the present embodiment, the rear sprocket assembly 140 includes four rear sprockets.

  The chain 150 is wound around the front sprocket of the front sprocket assembly 130 and the rear sprocket of the rear sprocket assembly 140. When the front sprocket assembly 130 rotates forward by the human driving force applied to the pedal 120 and / or the auxiliary driving force of the traveling assist device 100, the driving force is transmitted through the chain 150 and the rear sprocket assembly 140, thereby RW rotates forward and vehicle B moves forward.

  The vehicle B includes a rotational driving force detection system 210. The rotational driving force detection system 210 includes a driving force detection device 220 and a rotation detection device 230. The rotational driving force detection system 210 detects the rotational driving force input to the vehicle based on the detection result of the driving force detection device 220 and the detection result of the rotation detection device 230. The driving force detection device 220 detects driving force information related to the driving force input to the vehicle B. In the present embodiment, the driving force detection device 220 is attached to the output member 180. The rotation detection device 230 is for detecting the rotation of the driving rotating body used for transmitting the driving force input to the vehicle B. The rotation detection device 230 includes a detection unit 232 that detects rotation information related to rotation of the rotation drive body based on a change in an electrical state accompanying rotation of the rotation drive body. In the present embodiment, the drive rotator includes a crankshaft 110a. That is, the rotation detection device 230 includes a detection unit 232 that detects rotation information related to rotation of the crankshaft 110a based on a change in electrical state accompanying rotation of the crankshaft 110a. The crankshaft 110a is rotatably supported by the driving assistance device 100 provided in the vehicle B. In the present embodiment, the rotation detection device 230 is provided in the travel assistance device 100. The rotation detection device 230 further includes a control unit 234 configured to acquire information related to the rotation of the drive rotator based on the detection result of the detection unit 232. In other words, in the present embodiment, the control unit 234 is configured to acquire information related to the rotation of the crankshaft 110 a based on the detection result of the detection unit 232.

  The detector 232 detects a change in impedance accompanying the rotation of the drive rotor DR. In the present embodiment, the detection unit 232 detects a change in impedance accompanying the rotation of the crankshaft 110a. In the present embodiment, an inductive proximity sensor capable of detecting a metal material is employed as the detection unit 232. Note that the detection unit 232 may detect a change in capacitance between the drive rotator DR and the detection unit 232 as the drive rotator DR rotates. That is, the detection unit 232 may be configured to detect a change in electrostatic capacitance between the crankshaft 110a and the detection unit 232 accompanying rotation of the crankshaft 110a. In this case, as the detection unit 232, A capacitive proximity sensor capable of detecting a metal material and a resin material is employed.

  The detection unit 232 is disposed so as to be separated from the drive rotor DR. In the present embodiment, the detection unit 232 is disposed so as to be separated from the crankshaft 110a. A detected portion 240 is provided on the crankshaft 110a. In the present embodiment, the detected portion 240 includes a concave portion 242 and a convex portion 244. More specifically, in the present embodiment, at least one of a concave portion 242 and a convex portion 244 is formed on the crankshaft 110a. The detection unit 232 is configured to detect rotation information based on at least one of the concave portion 242 and the convex portion 244 formed in the crankshaft 110a.

  In one example, at least one of the concave portion 242 and the convex portion 244 is formed on the surface of the crankshaft 110 a exposed in the internal space of the housing 200. In one example, the recess 242 is formed by digging a groove in the surface of the crankshaft 110a. In one example, the convex portion 244 is formed by stacking a metal material or a resin material on the surface of the crankshaft 110a.

  FIG. 3 is a diagram schematically showing the arrangement relationship between the rotation detection device 230 and the crankshaft 110a in which at least one of the concave portion 242 and the convex portion 244 is formed. The detection unit 232 is disposed in the housing 200, and is disposed on the inner surface of the housing 200 in one example. The control unit 234 is disposed in the housing 200, and is disposed on the inner surface of the housing 200 in one example. Note that the control unit 182 may be disposed at a place other than the housing 200.

  Here, the operation of the rotation detection device 230 when only one recess 242 is formed in the crankshaft 110a will be described. 4A and 4B are diagrams schematically showing the arrangement relationship between the crankshaft 110a and the detector 232. FIG. 4A and 4B, the housing 200 is omitted. 4A and 4B show positions where the rotation direction of the crankshaft 110a is different.

  As shown in FIG. 4A, when the crankshaft 110a rotates and the recess 242 and the detection unit 232 face each other, the distance from the bottom of the recess 242 to the detection unit 232 is L2. As shown in FIG. 4B, when the crankshaft 110a rotates and the recess 242 and the detection unit 232 do not face each other, the distance from the surface of the crankshaft 110a to the detection unit 232 is L4. Since the distance L2 and the distance L4 are different from each other, the detection value when the concave portion 242 is detected by the detection unit 232 is different from the detection value when the detection unit 232 detects a place where the concave portion 242 is not formed. .

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 110a per minute based on the change in the detection value detected by the detection unit 232. For example, the control unit 234 calculates the cadence as 90 (rpm) when the detection unit 232 detects the recess 242 90 times per minute.

  The control unit 234 calculates the rotational position (angle) of the crankshaft 110a. In one example, the right crank arm 110b is attached to the crankshaft 110a so that a recess 242 formed in the crankshaft 110a is located at the top dead center of the right crank arm 110b.

  The structure of the attaching part 110c of the crankshaft 110a to which the crank arm 110b is attached will be described. The crankshaft 110a includes at least one attachment portion 110c to which the crank arm 110b is attached. The at least one attachment portion 110c includes a defining portion 110d that defines the attachment position of the crank arm 110b with respect to the rotational direction of the crankshaft 110a.

  FIG. 5 is a view showing the attachment portion 110c of the crankshaft 110a. In one example, the attachment portion 110c is a spline. A spline having a different circumferential width (length) among the plurality of splines is the defining portion 110d. A concave portion 242 is formed in the crankshaft 110a on the horizontal line where the defining portion 110d is formed. In addition, when providing the part which does not form a spline, it is good also considering the part which does not form a spline as the prescription | regulation part 110d. In one example, the right crank arm 110b is attached to the crankshaft 110a so that the defining portion 110d of the crankshaft 110a is located at the top dead center of the right crank arm 110b.

  The controller 234 measures the time from when the crankshaft 110a rotates and first detects the recess 242 until the next detection of the recess 242. Based on the measured time, the control unit 234 calculates the rotational position (angle) of the crankshaft 110a based on the top dead center of the right crank arm 110b from the elapsed time after detecting the recess 242. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Second Embodiment)
The second embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the second embodiment, the configuration and operation of the rotation detection device 230 when only one convex portion 244 is formed on the crankshaft 410a will be described. 6A and 6B are diagrams schematically illustrating the positional relationship between the crankshaft 410a and the detection unit 232. FIG. 6A and 6B, the output member 180 is omitted. 6A and 6B show positions where the rotation direction of the crankshaft 410a is different.

  As shown in FIG. 6A, when the crankshaft 410a rotates and the convex portion 244 and the detection portion 232 face each other, the distance from the convex portion 244 to the detection portion 232 is L6. Further, as shown in FIG. 6B, when the crankshaft 410a rotates and the convex portion 244 and the detection portion 232 do not face each other, the distance from the surface of the crankshaft 410a to the detection portion 232 is L8. Here, since L6 and L8 are different distances, the detected value when the convex portion 244 is detected by the detecting portion 232 and the detected value when the detecting portion 232 detects a place where the convex portion 244 is not formed. Is different.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 410a per minute based on the change in the detection value detected by the detection unit 232. In one example, the control unit 234 calculates the cadence as 90 (rpm) when the detection unit 232 detects the convex portion 244 90 times per minute.

  Further, the control unit 234 calculates the rotational position (angle) of the crankshaft 410a. In one example, the right crank arm 110b is attached to the crankshaft 410a so that a convex portion 244 formed on the crankshaft 410a is located at the top dead center of the right crank arm 110b.

  The control unit 234 measures the time from when the crankshaft 410a rotates and first detects the convex portion 244 to when the convex portion 244 is detected next. Based on the measured time, the control unit 234 calculates the rotational position (angle) of the crankshaft 410a based on the top dead center of the right crank arm 110b from the elapsed time after detecting the convex portion 244. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Third embodiment)
A third embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  A plurality of recesses 242 are formed in the crankshaft 510a. The plurality of recesses 242 have different distances from the bottoms to the axis C of the crankshaft 510a. The detection unit 232 is configured to detect rotation information based on the distance from the bottom of each of the plurality of recesses 242 to the axis C of the crankshaft 510a.

  FIG. 7 is a cross-sectional view of a crankshaft 510a in which four recesses 242a to 242d are formed. The number of recesses 242 is not limited to four. The distance from the bottom of the recess 242a to the axis C of the crankshaft 510a is L10. The distance from the bottom of the recess 242b to the axis C of the crankshaft 510a is L12. The distance from the bottom of the recess 242c to the axis C of the crankshaft 510a is L14. The distance from the bottom of the recess 242d to the axis C of the crankshaft 510a is L16. The distance from the surface of the crankshaft 510a to the axial center C of the crankshaft 510a in a place where the recesses 242a to 242d are not formed is L18.

  Here, since L10, L12, L14, L16, and L18 are different distances, the detection value when the concave portion 242a is detected by the detection unit 232 and the detection value when the concave portion 242b is detected by the detection unit 232 The detection value, the detection value when the concave portion 242c is detected by the detection portion 232, the detection value when the concave portion 242d is detected by the detection portion 232, and the location where the concave portions 242a to 242d are not formed are detected by the detection portion 232 The detected values are different from each other.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 510a per minute based on the change in the detection value detected by the detection unit 232. In one example, the control unit 234 calculates the cadence as 90 (rpm) when the detection unit 232 detects the recess 242a 90 times per minute.

  The control unit 234 calculates the rotational position (angle) of the crankshaft 510a. In one example, the right crank arm 110b is attached to the crankshaft 510a so that a recess 242a formed in the crankshaft 510a is located at the top dead center of the right crank arm 110b.

  When the crankshaft 510a rotates and the detection unit 232 detects the recess 242d, the control unit 234 calculates the rotation position (angle) of the crankshaft 510a to be 90 degrees. The greater the number of recesses 242 formed in the crankshaft 510a, the more accurately the rotational position (angle) of the crankshaft 510a can be measured. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Fourth embodiment)
A fourth embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  A plurality of convex portions 244 are formed on the crankshaft 610a. The plurality of convex portions 244 have different distances from the respective top portions to the axis C of the crankshaft 610a. The detection unit 232 is configured to detect rotation information based on the distance from the top of each of the plurality of convex portions 244 to the axis C of the crankshaft 610a.

  FIG. 8 is a cross-sectional view of the crankshaft 610a on which the four convex portions 244a to 244d are formed. The number of convex portions 244 is not limited to four. The distance from the top of the convex portion 244a to the axis C of the crankshaft 610a is L20. The distance from the top of the convex portion 244b to the axis C of the crankshaft 610a is L22. The distance from the top of the convex portion 244c to the axis C of the crankshaft 610a is L24. The distance from the top of the convex portion 244d to the axis C of the crankshaft 610a is L26. The distance from the surface of the crankshaft 610a to the axis C of the crankshaft 610a in a place where the convex portions 244a to 244d are not formed is L28.

  Here, since L20, L22, L24, L26, and L28 are different distances, the detection value when the convex portion 244a is detected by the detecting portion 232 and the convex portion 244b are detected by the detecting portion 232. The detection value when the convex portion 244c is detected by the detection unit 232, the detection value when the convex portion 244d is detected by the detection unit 232, and a place where the convex portions 244a to 244d are not formed. The detection values when detected by the detection unit 232 are different from each other.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 610a per minute based on the change in the detection value detected by the detection unit 232. For example, the control unit 234 calculates the cadence as 90 (rpm) when the detection unit 232 detects the convex portion 244a 90 times per minute.

  Further, the control unit 234 calculates the rotational position (angle) of the crankshaft 610a. In one example, the right crank arm 110b is attached to the crankshaft 610a so that a convex portion 244a formed on the crankshaft 610a is located at the top dead center of the right crank arm 110b.

  When the crankshaft 610a rotates and the detection unit 232 detects the convex portion 244d, the control unit 234 calculates the rotation position (angle) of the crankshaft 610a as 90 degrees. The greater the number of convex portions 244 formed on the crankshaft 610a, the more accurately the rotational position (angle) of the crankshaft 610a can be measured.

  Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Fifth embodiment)
A fifth embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  A single recess 242 is formed in the crankshaft 710a. The length of the single recess 242 in the direction parallel to the axis C of the crankshaft 710aa varies along the circumferential direction of the crankshaft 710a. The detection unit 232 is configured to detect rotation information based on the length of the single recess 242 in a direction parallel to the axis C of the crankshaft 710a.

  9A and 9B are diagrams schematically showing a relationship between the crankshaft 710a in which the single recess 242 is formed and the detection unit 232. 9A and 9B show positions where the rotation direction of the crankshaft 710a is different. FIG. 9A is a diagram schematically illustrating a state where the detection unit 232 detects a portion where the length (width) L of the recess 242 is narrow. FIG. 9B is a diagram schematically illustrating a state where the detection unit 232 detects a portion where the length (width) L of the recess 242 is wide.

  When the length (width) L of the recess 242 changes according to the rotation of the crankshaft 710a, the detection unit 232 detects a detection value corresponding to this change. When the crankshaft 710a rotates n times, the detected value changes periodically n times. Note that n is an integer.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 710a per minute based on the number of periodic changes in the detection value detected by the detection unit 232. In one example, the control unit 234 calculates the cadence as 90 (rpm) when the detection value periodically changes 90 times per minute.

  Further, the control unit 234 calculates the rotational position (angle) of the crankshaft 710a. In one example, the right crank arm 110b is attached to the crankshaft 710a so that the place where the length (width) L of the recess 242 formed in the crankshaft 710a is the narrowest is located at the top dead center of the right crank arm 110b.

  In one example, the control unit 234 refers to a table in which the detection value and the rotation position (angle) are defined, and determines the rotation position (angle) of the crankshaft 710a based on the detection value of the detection unit 232 on the right crank arm. 110b is calculated based on the top dead center. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Sixth embodiment)
The sixth embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  A single protrusion 244 is formed on the crankshaft 810a. The length of the single convex portion 244 in the direction parallel to the axis C of the crankshaft 810a varies along the circumferential direction of the crankshaft 810a. The detection unit 232 is configured to detect rotation information based on the length of the single convex portion 244 in the direction parallel to the axis C of the crankshaft 810a.

  10A and 10B are diagrams schematically showing a relationship between the crankshaft 810a on which the single convex portion 244 is formed and the detection portion 232. 10A and 10B show positions where the rotation direction of the crankshaft 810a is different. FIG. 10A is a diagram schematically illustrating a state where the detection unit 232 detects a portion where the length (width) L of the convex portion 244 is narrow. FIG. 10B is a diagram schematically illustrating a state where the detection unit 232 detects a portion where the length (width) L of the convex portion 244 is wide.

  When the length (width) L of the convex portion 244 changes according to the rotation of the crankshaft 810a, the detection unit 232 detects a detection value corresponding to this change. When the crankshaft 810a rotates n times, the detected value changes periodically n times.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 810a per minute based on the number of periodic changes in the detection value detected by the detection unit 232. In one example, the control unit 234 calculates the cadence as 90 (rpm) when the detection value periodically changes 90 times per minute.

  Further, the control unit 234 calculates the rotational position (angle) of the crankshaft 810a. In one example, the right crank arm 110b is attached to the crankshaft 810a so that the place where the length (width) L of the convex portion 244 formed on the crankshaft 810a is the narrowest is located at the top dead center of the right crank arm 110b. .

  In one example, the control unit 234 refers to a table in which the detection value and the rotation position (angle) are defined, and determines the rotation position (angle) of the crankshaft 810a based on the detection value of the detection unit 232 on the right crank arm. 110b is calculated based on the top dead center. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Seventh embodiment)
A seventh embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  The detection unit 232 includes a first detection unit 232a and a second detection unit 232b. The first detector 232a and the second detector 232b are arranged so as to be offset in a direction parallel to the axis C of the crankshaft 910a. The rotation information is configured to be detected based on the detection result of the first detection unit 232a and the detection result of the second detection unit 232b.

  FIG. 11 is a diagram schematically showing the relationship between the crankshaft 910a in which a plurality of detected portions 240 are formed and the detecting portion 232. As shown in FIG. In the seventh embodiment, the crankshaft 910a is formed with a plurality of at least one of the concave portion 242 and the convex portion 244. In one example, the first detection unit 232a and the second detection unit 232b are disposed at a location separated from the axis C of the crankshaft 910a by a first distance D.

  A plurality of at least one of the concave portion 242 and the convex portion 244 are formed in the crankshaft 910a at different positions. A plurality of recesses 242 may be formed on the crankshaft 910a, only a plurality of projections 244 may be formed, or a combination of the recesses 242 and the projections 244 may be formed. In one example, a plurality of recesses 242 are formed in the crankshaft 910a so as to be different for each rotational position (angle) of the crankshaft 910a. Therefore, the total detection value obtained by combining the detection value of the first detection unit 232a and the detection value of the second detection unit 232b varies depending on the rotational position (angle) of the crankshaft 910a. When the crankshaft 910a rotates n times, the total detection value obtained by combining the detection value of the first detection unit 232a and the detection value of the second detection unit 232b changes periodically n times.

  The control unit 234 calculates the number of rotations (cadence) of the crankshaft 910a per minute based on the number of periodic changes in the total detection value. In one example, the control unit 234 calculates the cadence as 90 (rpm) when the total detection value periodically changes 90 times per minute.

  Further, the control unit 234 calculates the rotational position (angle) of the crankshaft 910a. In one example, the right crank arm 110b is attached to the crankshaft 910a so that the place where the length (width) L of the convex portion 244 formed on the crankshaft 910a is the narrowest is located at the top dead center of the right crank arm 110b. .

  In one example, the control unit 234 refers to a table that defines the total detection value and the rotation position (angle), and rotates the crankshaft 910a based on the detection values of the first detection unit 232a and the second detection unit 232b. The position (angle) is calculated based on the top dead center of the right crank arm 110b. Although the above description is based on the top dead center of the right crank arm 110b, the bottom dead center of the right crank arm 110b, the top dead center of the left crank arm 110b, or the bottom dead center of the left crank arm 110b. Or the like.

(Eighth embodiment)
The eighth embodiment will be described with reference to FIGS. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In 1st Embodiment-7th Embodiment, although the vehicle B demonstrated the structure which has an electric assist function, the structure which does not have an electric assist function may be sufficient.

  FIG. 12 is a view showing the crank assembly 110 and the rotational driving force detection system 310. A vehicle B according to the eighth embodiment includes a rotational driving force detection system 310. A vehicle B according to the eighth embodiment includes a bearing device SB that rotatably supports the crankshaft 110a. The rotational driving force detection system 310 includes a driving force detection device 320 and a rotation detection device 330. The rotational driving force detection system 310 detects the rotational driving force input to the vehicle based on the detection result of the driving force detection device 320 and the detection result of the rotation detection device 330. The driving force detection device 320 detects driving force information related to the driving force input to the vehicle B. In the present embodiment, the driving force detection device 320 is disposed on the crank arm 110b. The rotation detection device 330 calculates the rotation position (angle) of the crankshaft 110a. In the present embodiment, the rotation detection device 330 is disposed in the bearing device SB. The configuration of the rotation detection device 330 is the same as that of the rotation detection device 230 except for the position where the rotation detection device 330 is attached, and a detailed description thereof will be omitted.

  FIG. 13 is a view showing the inner surface side of the crank arm 110b. The crank arm 110b includes an opening 110i into which the pedal shaft 120b is fitted. The rotational driving force is the driving force in the tangential direction of the circle formed by the locus of the pedal shaft 120b fitted in the opening 110i centered on the axis C when viewed from the direction parallel to the axis C of the crankshaft 110a. Including. The crank arm 110b of the crankshaft 110a includes an engagement portion 110j that engages with the attachment portion 110c. The driving force detection device 320 includes a driving force detection unit 322 and a battery 324. The driving force detection unit 322 operates when a voltage from the battery 324 is applied. When the pedal 120 is depressed, the driving force detector 322 detects a driving force corresponding to the amount of depression.

  FIG. 14 is a diagram illustrating an appearance of the bearing device SB. The bearing device SB includes a first engagement portion SB1, a second engagement portion SB2, and a dust tube SB3. The first engaging portion SB1 and the second engaging portion SB2 are portions that engage with screws cut in the frame B1. The dust tube SB3 prevents moisture and foreign matter entering from the gap between the seat tube of the frame B1 and the seat post B3 from touching the crankshaft 110a. In the present embodiment, the rotation detection device 330 is disposed in the bearing device SB. In one example, the rotation detection device 330 is embedded and attached to the dust tube SB3.

  The rotational driving force detection system 310 determines which rotation of the crankshaft 110a based on the driving force detected by the driving force detector 320 and the rotational position (angle) of the crankshaft 110a calculated by the rotation detector 330. It is detected how much driving force is input at the position (angle).

  As mentioned above, although embodiment of this invention was described, embodiment is not limited by the content of this embodiment. In addition, the above-described constituent elements include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range. Furthermore, the above-described components can be appropriately combined. Furthermore, various omissions, substitutions, or changes of the components can be made without departing from the spirit of the above-described embodiment.

100 Travel assistance device 110 Crank assembly 110a, 410a, 510a, 610a, 710a, 810a, 910a Crank shaft 110b Crank arm 110c Mounting portion 110d Definition portion 120 Pedal 120a Pedal body 120b Pedal shaft 130 Front sprocket assembly 140 Rear sprocket assembly 150 Chain 160 Electric motor 170 Reducer 180 Output member 190 Driver 200 Housing 210, 310 Rotation driving force detection system 220, 320 Driving force detection device 230, 330 Rotation detection device 232 Detection unit 232a First detection unit 232b Second detection unit 234 Control unit 240 Detected parts 242, 242a, 242b, 242c, 242d Concavities 244, 244a, 244b, 244c, 244d Convex parts 322 Driving force detection Exit 324 Battery B Vehicle B1 Frame B2 Front fork B3 Seat post B4 Handlebar BT Battery unit DT Drive mechanism DR Drive rotor FW Front wheel RW Rear wheel SB Bearing device SB1 First engagement portion SB2 Second engagement portion SB3 Dust tube

Claims (19)

A rotation detection device for detecting the rotation of a driving rotating body used for transmission of driving force input to a vehicle,
A rotation detection apparatus comprising: a detection unit that detects rotation information related to rotation of the drive rotator based on a change in an electrical state accompanying rotation of the drive rotator.   The rotation detection device according to claim 1, wherein the drive rotator includes a crankshaft. The crankshaft is rotatably supported by a driving assistance device provided in the vehicle,
The rotation detection device according to claim 2, wherein the detection unit is arranged in the travel assistance device. The crankshaft is rotatably supported by a bearing device provided in the vehicle,
The rotation detection device according to claim 2, wherein the detection unit is arranged in the bearing device. The crankshaft is formed with at least one of a concave portion and a convex portion,
The rotation according to any one of claims 2 to 4, wherein the detection unit is configured to detect the rotation information based on at least one of the concave portion and the convex portion formed in the crankshaft. Detection device. A plurality of the recesses are formed in the crankshaft,
The plurality of recesses have different distances from the respective bottoms to the axis of the crankshaft,
The rotation detection device according to claim 5, wherein the detection unit is configured to detect the rotation information based on a distance from a bottom of each of the plurality of recesses to an axis of the crankshaft. A plurality of the convex portions are formed on the crankshaft,
The plurality of convex portions have different distances from the respective top portions to the axis of the crankshaft,
The rotation detection device according to claim 5 or 6, wherein the detection unit is configured to detect the rotation information based on a distance from a top of each of the plurality of convex portions to an axis of the crankshaft. . The crankshaft is formed with a single recess.
The length of the single recess in a direction parallel to the axis of the crankshaft varies along the circumferential direction of the crankshaft,
The rotation detection device according to claim 5, wherein the detection unit is configured to detect the rotation information based on a length of the single recess in a direction parallel to an axis of the crankshaft. The crankshaft is formed with a single convex portion,
The length of the single convex portion in the direction parallel to the axis of the crankshaft varies along the circumferential direction of the crankshaft,
The rotation according to claim 5 or 8, wherein the detection unit is configured to detect the rotation information based on a length of the single convex portion in a direction parallel to an axis of the crankshaft. Detection device. The detection unit includes a first detection unit and a second detection unit,
The first detector and the second detector are arranged to be offset in a direction parallel to the axis of the crankshaft,
The rotation detection device according to any one of claims 5 to 9, configured to detect the rotation information based on a detection result of the first detection unit and a detection result of the second detection unit. The crankshaft includes at least one attachment portion to which a crank arm is attached;
11. The rotation detection device according to claim 2, wherein the at least one attachment portion includes a defining portion that defines an attachment position of the crank arm with respect to a rotation direction of the crankshaft.   The rotation detection device according to any one of claims 1 to 11, wherein the detection unit detects a change in impedance accompanying rotation of the driving rotating body.   The rotation detection device according to any one of claims 1 to 11, wherein the detection unit detects a change in capacitance between the drive rotator and the detection unit accompanying rotation of the drive rotator. .   The rotation detection device according to any one of claims 1 to 13, wherein the detection unit is disposed so as to be separated from the driving rotating body.   The rotation detection device according to any one of claims 1 to 14, wherein the vehicle is a human-powered vehicle.   The rotation detection device according to any one of claims 1 to 15, further comprising a control unit configured to acquire information related to rotation of the drive rotator based on a detection result of the detection unit. A driving force detection device that detects driving force information related to the driving force input to the vehicle;
A rotation detecting device according to claim 11,
A rotational driving force detection system that detects a rotational driving force input to the vehicle based on a detection result of the driving force detection device and a detection result of the rotation detection device. The crank arm includes an opening into which a pedal shaft is fitted,
The rotational driving force is a driving force in a tangential direction of a circle formed by a locus of the pedal shaft fitted in the opening centered on the axis when viewed from a direction parallel to the axis of the crankshaft. The rotational driving force detection system according to claim 17, further comprising:   The rotational driving force detection system according to claim 17 or 18, wherein the driving force detection device is arranged on the crank arm.

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