JP3558688B2 - Motor bike - Google Patents

Description

[0001]
[Industrial applications]
The present invention relates to a motorized bicycle having a human-powered drive system and a power drive system.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there is a bicycle with a motor such as an electric motor or a small engine. In the conventional bicycle, the motor and its accessories are discretely mounted on a bicycle frame. For example, one that detects the treading force and changes the driving force of the prime mover in response to the change in the treading force has been considered. Batteries and fuel tanks were individually mounted on the body frame.
[0003]
[Problems of conventional technology]
In a bicycle, various frame shapes and designs are adopted according to the use, the physique of the driver, or the preference. In order to meet such demands, in the above-mentioned conventional vehicle, a bicycle having a different frame and a power drive system device to be mounted on the bicycle must be designed and manufactured again.
[0004]
Therefore, there is a problem that many man-hours are required for design and manufacture, which leads to an increase in the number of parts and an increase in manufacturing cost.
[0005]
In addition, since the devices of the power drive system are discretely arranged with respect to the vehicle body frame, there is also a problem that electric wiring for connecting the devices is long and complicated.
[0006]
[Object of the invention]
The present invention has been made in view of such circumstances, and can easily and inexpensively cope with a use, a physique and a preference of a driver, and shorten and simplify an electric wiring and the like for connecting a power drive system device. It is an object of the present invention to provide a motorized bicycle capable of performing the following.
[0007]
Configuration of the Invention
According to the present invention, an object of the present invention is to provide a motor-equipped bicycle in which both a human-powered drive system using a pedaling force and a power drive system using a prime mover can drive rear wheels, from a head pipe that rotatably holds a front wheel and a steering handle. A front frame having a down tube extending obliquely downward and rearward and a seat tube rising from the rear end of the down tube; and a front portion detachably connected to a lower portion of the down tube of the front frame near the lower portion of the seat tube to extend rearward. With a rear frame that holds the rear wheel at the rear end,
In the rear frame, a crankshaft of a manual drive system is rotatably held across a front portion thereof, and the prime mover is disposed behind the crankshaft, and a resultant force of the manual drive system and the power drive system is provided. Is provided with a transmission device for transmitting the driving force to the rear wheel .
[0008]
【Example】
1 is a side view of a first embodiment of the present invention, FIG. 2 is a development view taken along a line II-II, FIG. 3 is a cross-sectional view taken along a line III-III in FIG. 1, FIG. FIG. 6 is a block diagram showing the function of the controller, FIG. 6 is a diagram showing an example of the control characteristic of the auxiliary ratio, and FIG. 7 is an external view of this embodiment.
[0009]
In the bicycle of this embodiment, as shown in FIG. 1, a rear frame 12 is fixed to a substantially U-shaped front frame 10 from behind. The front frame 10 includes a head pipe 14, a down tube 16 extending obliquely downward and rearward therefrom, a seat tube 18 rising from the rear end of the down tube 16, a steering handle 20 rotatably held by the head pipe 14, and It has a front fork 22, a front wheel 24 held by the front fork 22, and a saddle 26 held at the upper end of the seat tube 18.
[0010]
The rear frame 12 is formed of a substantially box-shaped transmission case 30 made of aluminum and integrally formed with a cantilevered rear arm 28. The transmission case 30 includes a rear wheel 32 located at a rear end thereof, A pair of left and right crank arms 34, 34 (see FIG. 2) attached to the front of the case 30, an electric motor 36 (see FIG. 3) attached to the upper surface of the front of the case 30, and a top of the motor 36 The attached batteries 38, 38 are held.
[0011]
The rear frame 12 is bolted to the three brackets 40, 42, 44 fixed to the front frame 10 with bolts 40A, 42A, 44A. That is, the front portion of the transmission case 30 is fixed to the brackets 40 and 42, and the battery holding frame 46 that rises from the upper surface of the transmission case 30 and extends to the upper end of the motor 36 is fixed to the bracket 44. A controller 48 is also attached to the battery holding frame 46, as shown in FIG. The circle lock 50 and the brake 52 are attached to the transmission case 30.
[0012]
As shown in FIGS. 2 and 3, the transmission case 30 is formed in a box shape in which left and right halves 30a and 30b are put together, and a crank shaft 54 penetrates the case 30 and the crank arms 34 and 34 are provided at both ends thereof. Fixed. In the case 30, a resultant shaft 56 is rotatably held diagonally above and behind the crankshaft 54. The rotation of the crankshaft 54 is transmitted to the resultant shaft 56 by a toothed belt 58. A one-way clutch 62 is mounted on the pulley 60 on the crankshaft 54 side around which the belt 58 is wound, as shown in FIG. The clutch 62 transmits the rotation of the crankshaft 54 to the pulley 60 but does not transmit the rotation in the opposite direction.
[0013]
A treading force sensor 64 is attached to the tight side of the belt 58 as shown in FIG. The depression force sensor 64 is provided with an idle roller for absorbing the slack rolling contact with the belt 58, it detects the tension i.e. pedaling force F _L of the belt 58 from the displacement amount of the idle roller.
[0014]
A large reduction bevel gear 68 is attached to the resultant shaft 56 via a one-way clutch 66, and a small reduction bevel gear 70 driven by the motor 36 meshes with this gear 68. For this reason, the rotation of the motor 36 is transmitted to the resultant shaft 56 via the one-way clutch 66 and the reduction portion 72 including the gears 68 and 70. The rotation transmission from the resultant shaft 56 to the motor 36 is interrupted by the clutch 66.
[0015]
A driving sprocket 74 is integrally fixed to the left end of the resultant shaft 56, and a driven sprocket 80 is attached to a hub 76 of the rear wheel 32 via a one-way clutch 78. The one-way clutch 78 transmits the rotation of the resultant shaft 56 to the rear wheel 32, but does not transmit the rotation in the opposite direction. A chain 82 passing through the rear arm 28 of the case 30 is wound around these sprockets 74 and 80. The hub 76 may be provided with a transmission.
[0016]
In FIG. 4, reference numeral 84 denotes a vehicle speed sensor, which can be provided, for example, on the hub 86 of the front wheel 24 shown in FIG. The vehicle speed sensor 84 may be provided in the middle of the manual drive system (see the phantom line in FIG. 4). A pedal force F _L to the depression force sensor 64 detects, from the vehicle speed S that the vehicle speed sensor 84 detects is input to the controller 48. The controller 48 controls the motor current in response to changes in the pedal force F _L, and controls the output F _M of the motor 36.
[0017]
Here, since the reduction ratios of the manual drive system and the electric drive system are different, the drive force on the rear wheel 32 is different even if the pedal force applied to the crank arm 34 and the output of the motor 36 are the same. Here To unaffected by differences in the speed reduction ratio is each pedal force F _L and the motor output F _M is assumed to represent the driving force applied to the rear wheel 32.
[0018]
As shown in FIG. 5, the controller 48 includes a CPU 90, a memory 92, a motor power control unit 94, and various other devices. The CPU 90 has a travel control means 96, a start determination means 98, and various control means having other functions.
[0019]
Running control means 96 based on the pressing force F which is input from the crank arm 34, the motor output which changes in synchronization with the period of pedaling force F _L (torque) to output F M ₌ η · F _L. That outputs a PWM (pulse width control) signal which changes the duty ratio corresponding to the pedal force F _L to the motor power control unit 94. Here, the auxiliary ratio η changes as shown in FIG. 6, which will be described later. Motor power control unit 94 supplies the motor current to be turned on and off at the duty ratio to the motor 36 to generate a predetermined output F _M.
[0020]
The start determining means 98 determines a speed range from the start of the bicycle to a speed at which the bicycle can stably run independently as a low speed range. In this embodiment, based on the vehicle speed S output from the vehicle speed sensor 84, as shown in FIG. 6, a range during acceleration from S ≒ 0 to about 6 km / h (points a → b in the figure) is reduced to a low speed range (L). ). Note that only the low speed range (L) at the time of starting is determined, and it is not necessary to determine this low speed range (L) at the time of deceleration immediately before stopping. In FIG. 5, 100 is a main switch, and 102 is a brake switch.
[0021]
The travel control means 96 changes the auxiliary ratio η with respect to the vehicle speed S as shown in FIG. That is, when the start determining means 98 determines that the vehicle is in the low speed range (L) during starting, the traveling control means 96 sets the auxiliary rate η to the auxiliary rate η _M (for example, 1.0) in the medium speed area (M). Increase about 3 times. Here, the middle speed range (M) is in the range of about 6 to 15 km / h (point b → d in the figure), and the initial range (about 6 to 8 km / h) of the middle speed range (M) (point b in the figure). In (c), the auxiliary rate η smoothly changes from the low-speed auxiliary rate η _L ≒ 3.0 to the medium-speed auxiliary rate η _M ≒ 1.0.
[0022]
When the vehicle speed S becomes 15 km / h or more, the vehicle enters the high-speed region (H). In this speed region (points d → e in the drawing), the auxiliary ratio η _H gradually decreases as the vehicle speed S increases. The auxiliary rate η _H may be decreased linearly as shown in FIG. 6, or may be decreased nonlinearly.
[0023]
In this way, the start determining means 98 determines the low speed range (L, point a → b) at the time of starting, and the traveling control means 96 increases the auxiliary rate η _L approximately three times in this range. And quickly reaches a stable vehicle speed (for example, about 6 km / h) at which the vehicle can travel independently. Therefore, even when a person with weak leg strength gets on the vehicle or starts on a slope, the period during which the vehicle body fluctuates during starting is shortened, and the vehicle can start stably.
[0024]
Since the start determining means 98 does not determine the low speed range (L) at the time of deceleration, the traveling control means 96 maintains the auxiliary rate η _L0 at this time equal to the auxiliary rate η _{M in the} medium speed area (M) (FIG. 6). At point c → f). Therefore without subsidy rate η is increased when decelerating to stop unnecessarily motor output F _M no longer increases. This determination as to whether or not the vehicle is decelerating can be made by monitoring the vehicle speed S, but may be made based on the fact that the brake switch 102 has been turned on (braking operation).
[0025]
The bicycle configured as described above is covered with a vehicle body cover as shown in FIG. In FIGS. 1 and 7, reference numeral 104 denotes a front fender fixed to the front fork 22, and covers a front wheel 24. Reference numerals 106 and 108 are head pipe covers that cover the head pipe 14 from front and rear. The down tube 16 and the seat tube 18 are covered by a main cover 110 from above, and the front end of the main cover 110 is continuous with the head pipe covers 106 and 108.
[0026]
The rear frame 12 has a rear fender 112 that covers the rear wheel 32, and a front portion of the rear fender 112 is continuous with the front upper surface of the transmission case 30 while covering the motor 36 and the controller 48 from left and right. The batteries 38 are accommodated in a battery case 114 and are detachably fixed to the bracket 46 and the seat tube 18 together with the battery case 114.
[0027]
That is, the upper portion of the battery case 114 is locked by the seat tube 18 and the bottom portion is locked to the bracket 46 by the battery case lock 114a. A grip bar 114b is provided on the upper surface of the battery case 114 so as to extend between a pair of right and left standing walls. The grip bar 114b is used when attaching / detaching the battery case 114 and carrying the battery, and is also used when manipulating the vehicle body when the battery case 114 is fixed to the vehicle body.
[0028]
According to this embodiment, since the rear frame 12 is connected to the brackets 40, 42, and 44 provided on the front frame 10 with the bolts 40A, 42A, and 44A, by removing these bolts 40A, 42A, and 44A. The front frame 10 and the rear frame 12 can be easily separated. Therefore, by changing the rear frame 12 having all the driving systems by the crank arm 34 and the motor 36 to be common and changing only the front frame 10, it is possible to cope with a design change in a considerably wide range.
[0029]
The second embodiment shown in FIG. 8 is such that the different front frame 10A is combined with the rear frame 12 to provide a bicycle for commuting. Here, the front frame 10A has a luggage box 116 that can be opened and closed upward on the steering barrel cover 106A. In the third embodiment shown in FIG. 9, a different front frame 10B is similarly combined with the rear frame 12, and a shopping basket 118 is mounted between the steering handles 20B of the up-handle type.
[0030]
In the fourth embodiment shown in FIG. 10, a foldable front frame 10C is combined with a rear frame 12. That is, the rear end of the top tube 120 of the front frame 10C was axially mounted on the upper part of the seat tube 18C, and the front end was fixed to the upper part of the head pipe 14C with bolts. The lower end of the down tube 16C was pivotally mounted on the lower end of the seat tube 18C.
[0031]
Therefore, by separating the front end of the top tube 120 from the head pipe 14C, the down tube 16C, the front wheel 24 and the like can be integrally folded counterclockwise in FIG. Also, the top tube 120 can be folded in the same direction. As a result, it can be easily transported while being stored in the trunk of the automobile or the like.
[0032]
In the embodiment of FIG. 8, a large number of LEDs (light emitting diodes) 122 may be attached to the side of the head pipe cover 106A in parallel with the head pipe, and these may be turned on and off. The blinking of these LEDs 122 improves the visibility from the side especially at night, and improves the safety of night driving.
[0033]
Note that the LED 122 may blink in synchronization with the running of the vehicle. FIG. 11 shows an example of display using the afterimage effect of the human eye when blinking in synchronization with running. In this manner, the LED 122 is selectively turned on and off during running, and the lit LED appears to be continuously moving up and down due to the afterimage effect, so that a light band 124 that fluctuates, for example, in a wave shape during running can be expressed. Thus, a display that further attracts attention can be provided.
[0034]
FIG. 12 is a side view of the fifth embodiment, and FIG. 13 is a development view taken along the line XIII-XIII. In this embodiment, the electric motor 36A is mounted on the upper surface of the transmission case 30 in a horizontal direction. The rotation of the motor 30A is transmitted to the resultant shaft 56A by the toothed belt 150. A one-way clutch 154 is provided on the pulley 152 on the resultant shaft 56A side around which the belt 150 is wound. The one-way clutch 154 transmits the rotation of the motor 36A to the resultant shaft 56A, but does not transmit the rotation in the opposite direction. In FIGS. 12 and 13, the same reference numerals are given to the corresponding parts in FIGS. 1 and 2, and therefore, description thereof will not be repeated.
[0035]
According to the fifth embodiment, the position of the motor 36A is lower than that of the first embodiment, so that it is suitable for lowering the center of gravity. In particular, since the battery case 114 can be lowered by lowering the motor 36A, the center of gravity can be further reduced.
[0036]
FIG. 14 is a side view of the sixth embodiment, and FIG. 15 is an XV-XV line development view thereof. In this embodiment, the electric motor 36B is housed in the transmission case 30 with its rotating shaft in the front-rear direction. That is, the distance between the resultant shaft 56B and the rear wheel 32B is increased by reducing the diameter of the rear wheel 32B or increasing the wheelbase between the front and rear wheels as compared with the above-described embodiments, and It accommodates the motor 36B.
[0037]
The rotation of the motor 36B is transmitted to the resultant shaft 56B via the reduction bevel gear 70B (see FIG. 3), the reduction bevel gear 68B, and the one-way clutch 66B, as in the first embodiment. 14 and 15, corresponding portions in FIGS. 1 and 2 are denoted by the same reference numerals, and therefore description thereof will not be repeated.
[0038]
According to the sixth embodiment, the motor 36B is lower than the fifth embodiment, and the battery case 114 is also lower, so that the center of gravity can be further lowered.
[0039]
FIG. 16 is a side view of the seventh embodiment. This embodiment is different from the first embodiment shown in FIGS. 1 and 2 in that the battery case 114C is attached to the rear frame 12C and integrated with the rear frame 12C. That is, the rear carrier 156 is fixed to the battery holding bracket 46C rising from the transmission case 30 and the rear end of the transmission case 30, and the battery case 114C is attached to the lower surface of the rear carrier 156.
[0040]
According to this embodiment, if the rear frame 12C is detached from the front frame 10C, the battery case 114C can be detached at the same time. 1 is the same as FIG. 1 except for the rear loading platform 156 and the battery case 114C, the corresponding portions are denoted by the same reference characters, and description thereof will not be repeated.
[0041]
In the above embodiment, the electric motors 36, 36A, and 36B are used as the prime movers, and the motor driving force is changed according to the increase or decrease of the pedaling force. However, the present invention is not limited to this. For example, even if the motor is on / off controlled irrespective of the pedaling force, it is controlled by a manual accelerator lever, or the manpower drive system and the power drive system drive the rear wheels independently. Good.
[0042]
The battery may be provided on the rear frame.However, considering that the battery is to be removed and charged or replaced periodically, the battery is not limited to the rear frame but may be provided on the front frame or straddling both the front and rear frames. May be attached. Further, the prime mover may be a gasoline engine instead of the motor.
[0043]
【The invention's effect】
According to the first aspect of the present invention, the front frame and the rear frame can be divided, and the rear frame holds the rear wheels, the manual drive system, the power drive system, and the like. Can be coped with many design changes simply by changing variously. Therefore, a desired one can be easily obtained by selecting the front frame according to the use, the physique and the preference of the driver, and the cost is low.
[0044]
Further, since the power drive system is integrated in the rear frame, wiring and wires connecting various devices of the power drive system are shortened, and the configuration is simplified.
[Brief description of the drawings]
FIG. 1 is a side view of a first embodiment of the present invention. FIG. 2 is a development view taken along line II-II in FIG. 1 FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1 FIG. 5] characteristic diagram of a functional block diagram of the controller [6] subsidy rate [7] different views 9 showing a second embodiment in combination with different pre-frame external view 8 of this embodiment Figure 12 showing an LED display example in the third diagram showing an embodiment of FIG. 11 to FIG. 10 shows a fourth embodiment in combination with different pre-frame second embodiment in combination with the previous frame FIG. 13 is a side view of the fifth embodiment. FIG. 13 is a development view of the XIII-XIII line. FIG. 14 is a side view of the sixth embodiment. FIG. 15 is a development view of the XV-XV line. Example side view

Claims (2)

In a motorized bicycle in which a human-powered drive system by a treading force and a power drive system by a prime mover can drive rear wheels, a down tube extending diagonally downward and rearward from a head pipe that rotatably holds a front wheel and a steering wheel is provided. A front frame having a seat tube rising from the rear end of the down tube, and a front portion detachably coupled to a lower portion of the seat tube from a lower end of the down tube of the front frame to extend rearward and hold a rear wheel at a rear end. With a frame,
In the rear frame, a crankshaft of a manual drive system is rotatably held across a front portion thereof, and the prime mover is disposed behind the crankshaft, and a resultant force of the manual drive system and the power drive system is provided. A motorized bicycle provided with a transmission device for transmitting power to a rear wheel . The rear frame is formed of a substantially box-shaped case that is long in the front and back, and a transmission that transmits the driving force of the foot pedal and the prime mover to the rear wheel is housed in this case, and the rear wheel is held at the rear end of this case. The motorized bicycle of claim 1.

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