JP3274226B2 - Driving force assist device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a vehicle driven by human power,
The present invention relates to a driving force assist device that assists human power in a vehicle such as a boat.

[0002]

2. Description of the Related Art There is an example of this type of driving force assisting device in which the load of a manual driving system is detected to control the output of a conductive motor (Japanese Patent Laid-Open No. 4-100790). Is transmitted to a drive shaft via a worm gear mechanism, and an electromagnetic clutch is interposed between the worm gear mechanism and the electric motor.

An example in which a chain is used as a power transmission means is disclosed in Japanese Patent Application Laid-Open No. 4-244496. In this example, the rotation of an auxiliary power motor is controlled based on the tension of the chain which is increased by human power. The tension of the chain is detected by an auxiliary sprocket pressed against the chain, and the auxiliary sprocket is driven by a motor as auxiliary power.

[0004]

However, in the former case, since the drive of the electric motor is transmitted to the drive shaft via the worm gear mechanism, the drive from the drive wheels cannot be transmitted to the motor. Therefore, it is not possible to use the electric motor as a brake or regenerate electric power using the electric motor as a generator.

[0005] In the latter case as well, the input from the rear wheel is considered to be provided with a freewheel (one-way clutch) for idling on the rear wheel side, and the rotation of the rear wheel is not transmitted to the electric motor. In both cases, the motor is largely exposed, which is not preferable in appearance.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object thereof is to provide a driving force assisting device that can regeneratively brake a motor and does not hinder the appearance of the motor.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention transmits a driving force of a pedal manual driving means to driving wheels via a driving transmission means and transmits a driving force of a motor to the driving transmission means. in a vehicle traveling to assist human power transmitted to the means, the one-way clutch motor which is viewed can be input set of the rotational drive of the motor to the drive transmitting means, and the motor in parallel with the one-way clutch for the motor drive An on-off clutch interposed between the transmission means, and a human-powered one-way clutch interposed on the upstream side of the drive transmission means from the on-off clutch ,
The motor, the one-way clutch for the motor and the intermittent clutch
The driving force assisting device accommodates the latch in a common case .

The driving force of the motor can be transmitted to the drive transmitting means via the motor one-way clutch to assist the human power. Also, a human-powered one-way clutch is arranged upstream of the drive transmitting means, and the downstream intermittent connection is provided. When the clutch is engaged, the rotational force of the drive wheel is transmitted to the motor via the intermittent clutch without being transmitted to the pedal, and the motor can be regeneratively braked. The motor is connected in parallel with the motor one-way clutch.
Intermittent clutch is interposed between the motor and the drive transmission means.
Motor, one-way clutch for motor and intermittent clutch.
Switches can be centrally arranged and housed in a common case
Regenerative braking of the motor via the intermittent clutch
The mechanism to make it compact is built into the driving force assist mechanism.
The size can be reduced.

By disposing the motor between the left and right pedal cranks, it is possible to prevent the motor from being largely exposed and hindering the appearance.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention shown in FIGS. 1 to 4 will be described below. FIG. 1 is a side view of a motorcycle 1 using the driving force assist device of the present embodiment.

[0011] The body frame is moved from the head pipe 2 to the rear wheel.
The main frame 3 extends substantially linearly obliquely downward over the ten pivots, and the sub-frame 4 extends substantially horizontally rearward.
The seat post 5 extends upward from the middle of the main frame 3 and is connected to the rear end of the sub-frame 4.

A front wheel 9 is rotatably supported at the lower end of a front fork 8 rotatably supported by the head pipe 2, and a rear wheel 10 is mounted on an axle case 21 mounted on a rear end of the main frame 3 by mounting bolts 25. Supported. An upper portion of the front fork 8 is connected to a handle 11, and a seat 12 is provided at an upper end of the seat post 5.

A pedal shaft case 14 is suspended from a connection portion of the main frame 3 with the seat post 5 via a bracket 13, and a pedal shaft 15 protruding right and left from the pedal shaft case 14.
At both ends of the pedal arm, a base end is fitted and a right angle is attached, and a pedal 17 is protruded from the tip of the pedal arm 16 in the left-right direction to constitute a pedal crank as a whole.

A drive shaft 19 extends rearward from a gear case 18 behind the pedal axle case 14 through a cylindrical cover 20 and is fitted into an axle case 21 of the rear wheel 10. A motor 22 is provided between the pedal cranks along the gear case 18. A cavity is formed inside the main frame 3,
In the cavity, a battery 23 and a control unit 24
Is built-in.

A human-powered drive system by the pedal 17 and a motor 22
The configuration of the motor drive system will be described with reference to FIGS. A bevel gear 31 is fitted to the pedal shaft 15 rotatably supported by a pedal shaft case 14 via a bearing 15a with a one-way clutch 30 interposed therebetween. 33a
Supported by the shaft half of the upstream shaft that is coaxial with the drive shaft 19.
33, the upstream shaft half 33 is connected to the downstream shaft half 34 via a magnetostrictive alloy 35, and constitutes a torque sensor 36 by detecting distortion of the magnetostrictive alloy 35. .

The downstream shaft half body 34 is supported by bearings 34 a and fits in the gear case 18, and is fitted coaxially with the drive shaft 19. That is, the rear half of the downstream shaft half is fitted and integrally fixed to the connecting portion 19a at the front end of the drive shaft 19.

The drive shaft 19 is fitted into the axle case 21 and a bevel gear 37 is fitted at an end thereof. The bevel gear 37 is rotatably supported by a bearing 37a. The rotating cylindrical shaft 39 rotatably supported by the bearing 39a in the axle case 21 is internally penetrated by the pivot 40 and supported via the needle bearing 45, and the bevel gear 38 fitted on the rotating cylindrical shaft 39 is Drive shaft
It is in mesh with the bevel gear 37 fitted to 19.

A bearing 39a for supporting the rotating cylindrical shaft 39 is fitted on the right outside of the bevel gear 38, and a cover member 41 is further covered on the outside. A nut 42 is attached to the right end threaded portion of the pivot 40 projecting outward from the cover member 41. It is screwed to prevent the bearing 39a from coming off. The wheel hub 43 of the rear wheel 10 is fitted into a spline groove in the left half of the rotating cylindrical shaft 39 and is fixed by a nut 44.

The rear portion of the main frame 3 is divided into left and right frames 3a and 3b. The right frame 3b is mounted on the axle case 21 by mounting bolts 25. The left frame 3a has a rear end 3c branched in a fork shape. Axis 40
The left end of the shaft is fitted to the flange 40a formed on the pivot 40 and the pivot.
The rear end 3c of the frame 3a is sandwiched between the nut 46 screwed to the left end thread portion of the frame 3a.

The above is a manual drive system, in which the driver operates the pedal.
When the pedal shaft 15 is rotationally driven by stepping on 17, the upstream shaft half 33 is rotated via the one-way clutch 30, bevel gears 31, 32, and further the downstream shaft half 34 and the drive shaft 19 via the magnetostrictive alloy 35. By rotating the rotating cylindrical shaft 39 with the rear wheel 10 via the bevel gears 37 and 38, the bicycle can be run as a bicycle.

At this time, when the load is large, such as when climbing a hill or at the start of traveling, the detected current value of the torque sensor 36 increases. If you do not depress the pedal while driving,
The rotation of 10 is transmitted to the front bevel gear 31 through the drive shaft 19, but is not transmitted to the pedal shaft 15 and the pedal 17 by the one-way clutch 30, so that the vehicle can travel with the same feeling as during normal bicycle traveling.

Next, a drive system using a motor 22 provided between the left and right pedal cranks behind the pedal shaft 15 will be described. The gear case 18 protrudes leftward from the portion that houses the downstream shaft half 34, and the motor 22 is fitted to the front opening of the protruding portion from the front.

A gear 50 is formed at the end of the drive shaft projecting rearward from the motor 22, and the gear 51 meshes with the gear 50.
A gear 52a is formed on a rotating shaft 52 that integrally supports the gear 51. A gear 53 meshes with the gear 52a, and a gear 54a is formed on a rotating shaft 54 integrated with the gear 53, thereby forming a reduction gear group. I have.

On the other hand, a one-way clutch is attached to the downstream shaft half 34.
A dog clutch movable member 55 is fitted to allow a slight sliding in the front-rear direction via 56, and a gear 55a on the outer periphery of the dog clutch movable member 55 is slidably engaged with the gear 54a of the rotary shaft 54. .

The rear end of the dog clutch movable member 55 is formed with a fitting tooth portion 55b which is opposed to a fitting tooth portion 19b formed on a front end connecting portion 19a of the drive shaft 19 and is capable of engaging with the dog clutch 57. Make up.

[0026] dog clutch movable member 55 slides forward dog clutch 57 is disengaged, the motor 22 in this state
Is driven, the speed is reduced by the engagement of the reduction gear group, the dog clutch movable member 55 is rotated, and the downstream shaft half body 34 and the drive shaft are further rotated via the one-way clutch 56.
The rotation transmitted to the rear wheel 19 can be assisted by human power.

When the dog clutch movable member 55 is in the above-mentioned state, the rotation of the rear wheel 10 is not transmitted to the reduction gear group and the motor 22 by the one-way clutch 56, and the reduction gear group and the motor 22 Is not a resistance.

The dog clutch movable member 55 slides rearward and engages with the front end connecting portion 19a of the drive shaft 19 to engage the dog.
When the clutch 57 is engaged, the rotation of the rear wheel 10 is transmitted from the drive shaft 19 to the reduction gear group via the dog clutch movable member 55, and finally transmitted to the motor 22.

Therefore, the reduction gear group and the motor 22 act as a brake and can be used when going down a hill. Also, when acting as a brake, the motor 22 functions as a generator, so that the generated power can be regenerated to the motor 22.

FIG. 4 shows a control unit circuit for the manual power assist control and the power regeneration control by the motor 22 described above. The load (torque) detection current by the torque sensor 36 is amplified by a current output type sensor amplifier 70, input to a current-voltage conversion circuit 71 in the control unit 24, converted into a voltage, and then converted to a voltage by a next voltage shift / amplification circuit. At 72, when the torque is 0, the voltage is adjusted to 0 volt and amplification is performed.

The next voltage holding circuit 73 follows the increase in the voltage as it is, and the voltage of the pedal is instantaneously reduced to zero, and the voltage suddenly drops at the top dead center and the bottom dead center of the pedal. Even if there is, the voltage is interposed in order to maintain the voltage to some extent to moderate the decrease and to operate smoothly, and the output is input to the + input terminal of the PWM voltage comparison circuit 74.

A triangular wave serving as a reference for comparison is separately input from a triangular wave generating circuit 75 to a negative input terminal of the PWM voltage comparing circuit 74. Therefore, the PWM voltage comparison circuit 74 outputs an H level while the output voltage of the voltage holding circuit 73 is higher than the triangular wave, and outputs an L level when the output voltage is lower than the triangular wave, and outputs a signal having a changed duty ratio.

The output of the PWM voltage comparison circuit 74 is input to one input terminal of an AND gate circuit 76,
Logic signals are input to the other two input terminals from the low load forced OFF circuit 77 and the voltage limiter circuit 78, respectively.

A low-load forced OFF circuit 77 receives the output of the voltage holding circuit 73, and when the voltage is lower than a predetermined reference voltage, sets the L level to an AND gate circuit so as to forcibly turn it off.
The voltage limiter circuit 78 outputs an L level when the current flowing through the motor 22 by the current sensor 81 described later becomes unnecessarily large.

Therefore, in the AND gate circuit 76, if the output of the voltage holding circuit 73 is equal to or higher than the predetermined voltage and the current flowing through the motor 22 is appropriate, the duty signal of the PWM voltage comparing circuit 74 is output as it is. It cuts off the duty signal and outputs L level. The output of the AND gate circuit 76 is amplified by a FET preamplifier and
The signal is input to the gate terminal of the FET 80 to control the ON / OFF of the MOS-FET 80.

The MOS-FET 80 has a drain terminal connected to the + terminal of the battery 23 via the main relay 83, and a source terminal connected to the + terminal of the motor 22 via the current sensor 81. The negative terminal of the battery 23 is connected to the negative terminal of the motor 22. A flywheel diode 82 is interposed at both terminals of the motor 22.

The relay coil of the main relay 83 and the main switch 84 are interposed in series between the + and-terminals of the battery 23. When the main switch 84 is turned on, the main relay 83 is turned on.
Are short-circuited. On the other hand, the motor 22 and the battery
A regeneration circuit 85 including a DC-DC converter and the like
Is interposed.

In the control circuit described above, when the dog clutch is disengaged during normal running, the main switch 84 is turned on and the main relay 83 is short-circuited.
To drive the rear wheel 10 so that the duty signal formed in accordance with the detected torque of
When the MOS-FET 80 is turned on and off by the input to the FET 80, the motor 22 is output from the battery 23 via the current sensor 81.
Current flows to drive the motor 21 to assist human power.

Particularly when the load on the pedal is large, such as when climbing a hill, the duty ratio is substantially 1 and the MOS-FET 80
Is always maintained in a conductive state, a large current flows to the motor 22, and a large auxiliary driving force can be obtained.On a flat road, a current flows to the motor 22 at an appropriate duty ratio according to the load to assist human power. You can run.

When the vehicle travels with a gentle slope or inertia without stepping on the pedal, the rotation of the rear wheel 10 is not transmitted to the motor deceleration mechanism by the one-way clutch 56 and receives no resistance if the dog clutch 57 is disengaged. In addition, the one-way clutch 30 allows the bicycle to run like an ordinary bicycle without being transmitted to the pedal 17.

When the vehicle is going down a steep slope, the main switch 84 is turned off to shut off the main relay 83. If the dog clutch 57 is engaged, the rotation of the rear wheel 10 is transmitted to the speed reduction mechanism and the motor 22 to receive resistance. The motor 22 acts as a generator while acting as a brake, and the generated power is supplied to the regenerative circuit 85.
Is regenerated by the motor 22 through the motor.

The motor 22 is disposed between the left and right pedal cranks and is not greatly exposed so as not to obstruct the appearance, so that the appearance can be improved.

In the above embodiment, the torque sensor 36 is provided on the downstream side of the bevel gears 31 and 32. However, as shown in a schematic configuration diagram in FIG. 5, a torque sensor may be provided on the pedal shaft 15. In the figure, the configuration of the other members is exactly the same. By arranging the torque sensor 90 on the pedal shaft 15, the load applied to the pedal can be detected more directly.

The present invention can also be applied to a vehicle that transmits the power of the driving wheels by using a chain so that the chain corresponds to the drive shaft. That is, as shown in the schematic configuration diagram of FIG. 6, a drive sprocket 103 is mounted on a crankshaft 101 of a pedal crank connecting left and right pedals 100 via a one-way clutch 102, and fitted to an axle 105 of a rear wheel 104. A chain 107 is bridged between the driven sprocket 106 and the drive sprocket 103.

The drive by depressing the pedal 100 is a chain.
The driving force from the rear wheel 104 is transmitted to the rear wheel 104 via the one-way clutch 102 via the one-way clutch 102.
Is not transmitted to

The auxiliary driving device 110 by the motor 111
Although not shown, it is swingably supported on the vehicle body via a load cell as a tension detecting device, and an idle sprocket 114 is fitted to an output shaft 112 of the auxiliary driving device 110 via a one-way clutch 113. The idle sprocket 114 is engaged with the chain 107 from above in a pressed state.

A clutch sliding member 115 is spline-fitted to the output shaft 112 so as to be movable in the axial direction, and a fitting biting portion 115a protruding from the periphery of the clutch sliding member 115 toward the idle sprocket 114 is provided. It is configured to be able to be fitted with the idle sprocket 114 to form an intermittent clutch.

Therefore, when the intermittent clutch is disengaged, the drive of the motor 111 can rotate the idle sprocket 114 via the one-way clutch 113 to transmit the power to the chain 107 and assist the human power. It is controlled according to the load detected by the device.

When the intermittent clutch is connected, the rear wheel 104
Driven by chain 107, idle sprocket 114
Thus, the regenerative braking can be performed by being transmitted to the motor 111 via the intermittent clutch. Note that a torque sensor may be provided on the crankshaft 101 instead of the tension detecting device.

[0050]

According to the first aspect of the present invention, the drive of the motor can be transmitted to the drive transmission means via the first one-way clutch to assist human power, and the intermittent clutch can be used when the auxiliary power by the motor is not required. Is connected, the rotational drive of the drive wheels is transmitted to the motor, so that the motor can be used for braking, a generator, and the like, and electric power can be regenerated.

According to the second aspect of the present invention, the motor can be arranged between the left and right pedal cranks to make the motor compact and improve the appearance.

[Brief description of the drawings]

FIG. 1 is a side view of a motorcycle to which a driving force assist device according to an embodiment of the present invention is applied.

FIG. 2 is a sectional view showing a configuration of a first half of a drive system.

FIG. 3 is a cross-sectional view illustrating a configuration of a rear half of a drive system.

FIG. 4 is a circuit diagram of a control system.

FIG. 5 is a schematic configuration diagram of a drive system according to another embodiment.

FIG. 6 is a schematic configuration diagram of a drive system according to still another embodiment.

[Explanation of symbols]

1 ... two-wheeled vehicle, 2 ... head pipe, 3 ... main frame,
4 ... Sub frame, 5 ... Seat post, 8 ... Front fork, 9 ... Front wheel, 10 ... Rear wheel, 11 ... Handle, 12 ... Seat, 13 ... Bracket, 14 ... Pedal shaft case, 15 ... Pedal shaft, 16 ... Pedal Arm, 17 ... pedal, 18 ... gear case,
19 ... drive shaft, 20 ... cylindrical cover, 21 ... axle case, 22 ... motor, 23 ... battery, 24 ... control unit, 25 ... mounting bolts, 30 ... one-way clutch, 31 ...
Bevel gear, 32 ... Bevel gear, 33 ... Half of upstream shaft, 34 ...
Downstream half shaft, 35… Magnetostrictive alloy, 36… Torque sensor, 37
… Bevel gear, 38… bevel gear, 39… rotating cylindrical shaft, 40…
Axis, 41 ... Lid member, 42 ... Nut, 43 ... Wheel hub, 44
… Nuts, 45… needle bearings, 46… nuts, 50…
Gear, 51… Gear, 52… Rotary axis, 53… Gear, 54… Rotary axis,
55: dog clutch movable member, 56: one-way clutch,
57: dog clutch, 70: sensor amplifier, 71: current-voltage conversion circuit, 72: voltage shift amplification circuit, 73: voltage holding circuit, 74: PWM voltage comparison circuit, 75: triangular wave generation circuit, 76
... AND gate circuit, 77 ... Low load forced OFF circuit, 78 ...
Voltage limiter circuit, 79 ... FET preamplifier, 80 ... MO
S-FET, 81: Current sensor, 82: Flywheel diode, 83: Main relay, 84: Main switch, 85
... regenerative circuit, 90 ... torque sensor, 100 ... pedal, 101 ...
Crankshaft, 102 ... one-way clutch, 103 ... drive sprocket, 104 ... rear wheel, 105 ... axle, 106 ... driven sprocket, 107 ... chain, 110 ... auxiliary drive, 111 ... motor, 112 ... output shaft, 113 ... one-way clutch , 114 ... idle sprocket, 115 ... clutch sliding member.

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) B62M 23/02 B62L 1/00

Claims (2)

(57) [Claims] 1. A vehicle that transmits a driving force of a pedal human-powered driving means to driving wheels via a driving transmission means and transmits a driving power of a motor to the driving transmission means to assist the human power, and the vehicle runs. A motor one-way clutch set so that driving can be input only to the drive transmission means; an on-off clutch interposed between the motor and the drive transmission means in parallel with the one-way clutch for the motor; and a upstream manpower for the one-way clutch interposed in the drive transmission means, wherein said motor and one-way clutch for the motor cross
Driving force assist device characterized in that continuation clutch is housed in a common case 2. The driving force assist device according to claim 1, wherein the motor is disposed between left and right pedal cranks.