JP4612061B2 - Electric bicycle drive device - Google Patents

Electric bicycle drive device Download PDF

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JP4612061B2
JP4612061B2 JP2008000086A JP2008000086A JP4612061B2 JP 4612061 B2 JP4612061 B2 JP 4612061B2 JP 2008000086 A JP2008000086 A JP 2008000086A JP 2008000086 A JP2008000086 A JP 2008000086A JP 4612061 B2 JP4612061 B2 JP 4612061B2
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pedal crankshaft
intermediate shaft
motor
pedal
drive device
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JP2008114851A (en
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延男 原
正 高野
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Yamaha Motor Electronics Co Ltd
Yamaha Motor Co Ltd
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Yamaha Motor Electronics Co Ltd
Yamaha Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

本発明は、ペダルを踏み込む乗員の踏力を検出する磁歪式トルクセンサを備えた電動自転車用駆動装置に関するものである。   The present invention relates to a drive device for an electric bicycle provided with a magnetostrictive torque sensor that detects a pedaling force of an occupant who steps on a pedal.

従来、この種の駆動装置としては、例えば特許文献１に開示されたものがある。この特許文献１に示された電動自転車用駆動装置は、ペダルクランク軸を有する人力駆動系と、前記ペダルクランク軸に加えられた踏力に応じてモータ出力が増減するモータ駆動系とを、前記ペダルクランク軸と同一軸線上に回転自在に設けた筒状の合力軸に連結し、この合力軸から後輪へ動力を伝達する構造を採っている。   Conventionally, as this type of driving device, for example, there is one disclosed in Patent Document 1. The electric bicycle driving apparatus disclosed in Patent Document 1 includes a human-powered driving system having a pedal crankshaft and a motor driving system in which a motor output increases or decreases according to a pedaling force applied to the pedal crankshaft. It is connected to a cylindrical resultant force shaft that is rotatably provided on the same axis as the crankshaft, and has a structure for transmitting power from the resultant force shaft to the rear wheels.

また、この駆動装置においてペダルクランク軸に加えられた踏力を検出するには、ペダルクランク軸と合力軸との間に遊星歯車式増速機を介装し、この増速機中に生じる回転反力でポテンショメータを駆動することによって実施している。詳述すると、遊星歯車式増速機の遊星歯車支持用キャリアを前記ペダルクランク軸に一方向クラッチを介して連結するとともに外周歯車を合力軸に連結し、太陽歯車の回転をばねの弾発力によって規制するばね付勢式アームにポテンショメータの入力軸を結合させている。前記一方向クラッチは、ペダルクランク軸からキャリアへのみ動力を伝達する構成のものである。
特許第２５０６０４７号公報 特開平８−２９７０５９号公報 Further, in order to detect the pedal force applied to the pedal crankshaft in this drive device, a planetary gear type speed increaser is interposed between the pedal crankshaft and the resultant force shaft, and the rotational reaction generated in the speed increaser. This is done by driving the potentiometer with force. More specifically, the planetary gear support carrier of the planetary gear type gearbox is connected to the pedal crankshaft via a one-way clutch, the outer peripheral gear is connected to the resultant shaft, and the rotation of the sun gear is controlled by the spring force. The input shaft of the potentiometer is coupled to a spring-biased arm that is regulated by The one-way clutch is configured to transmit power only from the pedal crankshaft to the carrier.
Japanese Patent No. 25006047 JP-A-8-297059

しかるに、上述したように構成した電動自転車の駆動装置は、踏力を検出するために遊星歯車式増速機を用いており、ペダルクランク軸の周囲に前記増速機の大径な外周歯車が回転するスペースが必要であるから、小型化を図るにも限界があった。   However, the electric bicycle drive device configured as described above uses a planetary gear type gearbox to detect the pedaling force, and the large-diameter outer peripheral gear of the gearbox rotates around the pedal crankshaft. There is a limit to miniaturization because space is required.

電動自転車用駆動装置の小型化を図るためには、例えば特許文献２に開示された磁歪式トルクセンサを使用し、踏力検出機構の簡素化を図ればよい。この特許文献２に示された磁歪式トルクセンサは、踏力によって捻られる検出軸の外周面に傾斜溝を多数形成するとともに、この傾斜溝群の周囲に励磁・検出コイルを配設した構造を採っており、前記検出軸が捻られたときに傾斜溝群での透磁率が変化し、この透磁率の変化を検出コイルで電圧変化として検出することによって、踏力を求めるものである。   In order to reduce the size of the electric bicycle drive device, for example, a magnetostrictive torque sensor disclosed in Patent Document 2 may be used to simplify the pedaling force detection mechanism. The magnetostrictive torque sensor disclosed in Patent Document 2 employs a structure in which a large number of inclined grooves are formed on the outer peripheral surface of a detection shaft that is twisted by a stepping force, and an excitation / detection coil is disposed around the inclined groove group. When the detection shaft is twisted, the magnetic permeability in the inclined groove group changes, and the change in the magnetic permeability is detected as a voltage change by the detection coil, thereby obtaining the pedaling force.

前記検出軸は、円筒状に形成されており、車体フレームのハンガー部にペダルクランク軸と同一軸線上に位置付けられかつペダルクランク軸が貫通する状態で回転自在に支持させている。この検出軸の一端はペダルクランク軸にスプライン嵌合し、他端には、後輪駆動用チェーンを巻掛けるスプロケットが連結されている。前記励磁・検出コイルは、前記検出軸の両端の連結点の間となる部分の周囲に配設している。なお、この特許文献２に示された電動自転車用駆動装置は、補助動力となるモータを後輪のハブ部分に配設しており、前記検出軸を有する人力駆動系に前記ハンガー部でモータ駆動系を連結する構造ではない。   The detection shaft is formed in a cylindrical shape, is positioned on the same axis as the pedal crankshaft on the hanger portion of the vehicle body frame, and is rotatably supported with the pedal crankshaft penetrating therethrough. One end of the detection shaft is spline-fitted to the pedal crankshaft, and the other end is connected to a sprocket for winding the rear wheel drive chain. The excitation / detection coil is arranged around a portion between connecting points at both ends of the detection shaft. The electric bicycle drive device disclosed in Patent Document 2 has a motor serving as auxiliary power disposed in a hub portion of a rear wheel, and the hanger unit drives the motor by a human power drive system having the detection shaft. It is not a structure that connects systems.

このトルクセンサを採用すると、遊星歯車式増速機を用いる場合に較べて部品数は少なくなる。しかし、このトルクセンサを用いて電動自転車用駆動装置を構成するに当たっては、ペダルクランク軸と前記チェーン用スプロケットとの間の人力駆動系の途中に前記一方向クラッチを設けなければならず、この人力駆動用の一方向クラッチの位置如何によっては問題が生じる。すなわち、電動自転車用駆動装置が大型化することがないように、この駆動装置に人力駆動用の一方向クラッチを装備させなければならない。   When this torque sensor is employed, the number of parts is reduced as compared with the case where a planetary gear type speed increaser is used. However, in configuring an electric bicycle drive device using this torque sensor, the one-way clutch must be provided in the middle of a manual drive system between the pedal crankshaft and the chain sprocket. Problems arise depending on the position of the one-way clutch for driving. In other words, this drive device must be equipped with a one-way clutch for driving manpower so that the drive device for an electric bicycle does not increase in size.

本発明はこのような問題点を解消するためになされたもので、人力駆動系の途中に一方向クラッチを設ける構成を採りながら、磁歪式トルクセンサを使用して駆動装置の小型化を図ることを目的とする。   The present invention has been made to solve such a problem, and a drive device is miniaturized using a magnetostrictive torque sensor while adopting a configuration in which a one-way clutch is provided in the middle of a human-powered drive system. With the goal.

この目的を達成するために、本発明に係る電動自転車用駆動装置は、ペダルクランク軸と、このペダルクランク軸が貫通しかつこのペダルクランク軸に結合された一端部から他端部へ踏力を伝達する筒状の中間軸と、前記中間軸の前記他端部に伝達された踏力を後輪駆動用チェーンに伝達するスプロケットと、前記ペダルクランク軸と前記チェーンとの間の人力駆動系に介装された人力駆動用の一方向クラッチと、前記中間軸の前記一端部と他端部の間となる部分の外周側に設けられた励磁コイルおよび検出コイルとを有する踏力検出用の非接触磁歪式トルクセンサと、前記踏力に応じて出力が増減するモータとを備え、前記人力駆動用の一方向クラッチは、ペダルクランク軸の軸線方向で前記非接触磁歪式トルクセンサと前記スプロケットとの間に配置され、前記人力駆動用の一方向クラッチを前記中間軸の他端部に径方向の外側から係合させたものである。
請求項２に記載した発明は、請求項１に記載した電動自転車用駆動装置において、前記モータを、軸線方向が車幅方向と一致するように前記ペダルクランク軸の後方近傍に配置したものである。 In order to achieve this object, an electric bicycle driving device according to the present invention transmits a pedal crankshaft and a pedaling force from one end portion through which the pedal crankshaft passes and coupled to the pedal crankshaft to the other end portion. A cylindrical intermediate shaft, a sprocket for transmitting a pedaling force transmitted to the other end of the intermediate shaft to a rear wheel drive chain, and a human power drive system between the pedal crankshaft and the chain. and a one-way clutch for human-driven, which is a non-contact magnetostrictive for pedaling force detection with an excitation coil and a detection coil provided on an outer peripheral side of the portion serving between said one end and the other end of the intermediate shaft comprising a torque sensor, and a motor output is increased or decreased according to the depression force, the one-way clutch for the manual drive, the non-contact magnetostrictive torque sensor and the sprocket in the axial direction of the pedal crank shaft It is disposed between, in which the one-way clutch for the manual drive is engaged from the outside in the radial direction at the other end of the intermediate shaft.
According to a second aspect of the present invention, in the electric bicycle drive device according to the first aspect, the motor is disposed in the vicinity of the rear of the pedal crankshaft so that the axial direction coincides with the vehicle width direction. .

本発明によれば、人力駆動用の一方向クラッチと中間軸の前記他端部とが径方向において重なるようになるから、ペダルクランク軸の軸線方向に小型化された電動自転車用駆動装置を提供することができる。   According to the present invention, since the one-way clutch for driving human power and the other end portion of the intermediate shaft overlap in the radial direction, a drive device for an electric bicycle reduced in the axial direction of the pedal crankshaft is provided. can do.

以下、本発明に係る電動自転車用駆動装置の一実施の形態を図１ないし図５によって詳細に説明する。
図１は本発明に係る駆動装置を搭載した電動自転車の側面図、図２は電動自転車用駆動装置の側面図、図３は図２におけるIII−III線断面図、図４は要部を拡大して示す断面図、図５はトルクセンサおよび制御装置の構成を示す回路図である。 Hereinafter, an embodiment of an electric bicycle driving device according to the present invention will be described in detail with reference to FIGS.
1 is a side view of an electric bicycle equipped with a drive device according to the present invention, FIG. 2 is a side view of the drive device for an electric bicycle, FIG. 3 is a sectional view taken along line III-III in FIG. 2, and FIG. FIG. 5 is a circuit diagram showing the configuration of the torque sensor and the control device.

これらの図において、符号１はこの実施の形態による電動自転車を示す。この電動自転車１は、車体フレーム２のハンガー部３に本発明に係る駆動装置４を搭載し、ペダル５を踏込むことによりペダルクランク軸６を回転させようとする踏力と、駆動装置４内の後述するモータの動力とを合わせて後輪７を駆動する構造を採っている。なお、モータの動力は、後述する制御装置によって踏力に応じて増減するように制御する。また、後輪７の駆動は、駆動装置４に設けたスプロケット１０ｃ（図３参照）の回転をチェーン９によって後輪７の従来周知のフリーホイール（図示せず）に伝達することによって実施する。   In these drawings, reference numeral 1 denotes an electric bicycle according to this embodiment. The electric bicycle 1 has a driving device 4 according to the present invention mounted on the hanger portion 3 of the vehicle body frame 2, and a pedaling force for rotating the pedal crankshaft 6 by stepping on the pedal 5, A structure is employed in which the rear wheel 7 is driven in combination with the power of a motor to be described later. The power of the motor is controlled so as to increase or decrease according to the pedaling force by a control device described later. The rear wheel 7 is driven by transmitting the rotation of a sprocket 10 c (see FIG. 3) provided in the driving device 4 to a conventionally known free wheel (not shown) of the rear wheel 7 through the chain 9.

駆動装置４は、図２〜図４に示すように、ペダルクランク軸６と同一軸線上に、人力駆動系とモータ駆動系とを連結するための円筒状の回転部材１０を回転自在に設け、これらの軸より車体の後方にモータ１１を配設している。このモータ１１と前記回転部材１０とは、二段減速式の歯車減速機１２を介して連結している。   As shown in FIGS. 2 to 4, the driving device 4 is rotatably provided with a cylindrical rotating member 10 on the same axis as the pedal crankshaft 6 for connecting the human power driving system and the motor driving system, A motor 11 is disposed behind the vehicle body from these shafts. The motor 11 and the rotating member 10 are connected via a two-stage reduction gear reducer 12.

前記ペダルクランク軸６は、ペダル付きクランク１３を両端に取付けることができるように形成し、軸線方向が車幅方向を指向するように駆動装置ハウジング１４に回転自在に支持させている。この駆動装置ハウジング１４は、図１に示すように、前記車体フレーム２のハンガー部３にブラケット１５を介して固定する。前記ペダルクランク軸６の車体左側は軸受１６を介して駆動装置ハウジング１４に回転自在に支持させ、車体右側は、ペダルクランク軸６が貫通する回転部材１０の小径部１０ａと軸受１７，１８を介して駆動装置ハウジング１４に回転自在に支持させている。   The pedal crankshaft 6 is formed so that a pedal-equipped crank 13 can be attached to both ends, and is rotatably supported by the drive device housing 14 so that the axial direction is in the vehicle width direction. As shown in FIG. 1, the drive device housing 14 is fixed to the hanger portion 3 of the vehicle body frame 2 via a bracket 15. The left side of the vehicle body of the pedal crankshaft 6 is rotatably supported by the drive device housing 14 via a bearing 16, and the right side of the vehicle body is interposed via a small diameter portion 10 a of the rotating member 10 through which the pedal crankshaft 6 passes and bearings 17 and 18. The drive device housing 14 is rotatably supported.

前記回転部材１０は、前記軸受１７を介してペダルクランク軸６を軸承する小径部１０ａと、この小径部１０ａの車体左側の端部に一体に形成した大径部１０ｂと、前記小径部１０ａに一体的に設けられたスプロケット１０ｃとから構成し、前記小径部１０ａを駆動装置ハウジング１４から側方へ突出させてこの突出側端部に前記スプロケット１０ｃを固定している。また、前記大径部１０ｂは、外周面に歯を刻設することによって歯車となるように形成し、前記歯車減速機１２の小径歯車１９を噛合させている。   The rotating member 10 includes a small-diameter portion 10a that supports the pedal crankshaft 6 via the bearing 17, a large-diameter portion 10b that is integrally formed on the left end of the small-diameter portion 10a, and a small-diameter portion 10a. The sprocket 10c is provided integrally, and the small diameter portion 10a is protruded laterally from the drive device housing 14, and the sprocket 10c is fixed to the protruding side end portion. The large-diameter portion 10b is formed to be a gear by engraving teeth on the outer peripheral surface, and meshes with the small-diameter gear 19 of the gear reducer 12.

この回転部材１０と前記ペダルクランク軸６との間の人力駆動系には、図３および図４中に符号２１で示す中間軸を介装している。この中間軸２１は、磁性材によって円筒状に形成し、ペダルクランク軸６と同一軸線上に位置付けられかつペダルクランク軸６が貫通する状態で前記回転部材１０と隣接するように配設している。また、この中間軸２１は、車体左側の端部をペダルクランク軸６にスプライン嵌合させるとともに、車体右側の端部を回転部材１０の大径部１０ｂに一方向クラッチ２２およびトルクリミッタ２３を介して連結している。前記スプライン嵌合部を符号２４で示す。この中間軸２１における車体右側の端部と、前記一方向クラッチ２２およびトルクリミッタ２３は、前記大径部１０ｂの中心側に形成した凹陥部１０ｄ内に収容している。   An intermediate shaft denoted by reference numeral 21 in FIGS. 3 and 4 is interposed in the human power drive system between the rotating member 10 and the pedal crankshaft 6. The intermediate shaft 21 is formed of a magnetic material into a cylindrical shape, and is positioned on the same axis as the pedal crankshaft 6 and is disposed adjacent to the rotating member 10 in a state where the pedal crankshaft 6 penetrates. . The intermediate shaft 21 is spline-fitted with the left end of the vehicle body to the pedal crankshaft 6, and the right end of the vehicle body is connected to the large-diameter portion 10b of the rotating member 10 via a one-way clutch 22 and a torque limiter 23. Are connected. The spline fitting portion is denoted by reference numeral 24. The end of the intermediate shaft 21 on the right side of the vehicle body, the one-way clutch 22 and the torque limiter 23 are accommodated in a recessed portion 10d formed on the center side of the large-diameter portion 10b.

前記一方向クラッチ２２は、径方向の外側から中間軸２１に係合し、中間軸２１を車体が前進する方向（図１において反時計方向）へ回転させたときのみに連結状態になって動力をトルクリミッタ２３に伝達するラチェット式のものを使用している。前記トルクリミッタ２３は、ペダル５が地面の突起物などに衝突したときに衝撃力が中間軸２１や一方向クラッチ２２に加えられるのを阻止するために設けてあり、径方向の内側に一方向クラッチ２２を連結するとともに、径方向の外側に前記大径部１０ｂを連結している。   The one-way clutch 22 is engaged with the intermediate shaft 21 from the outside in the radial direction, and is connected only when the intermediate shaft 21 is rotated in the direction in which the vehicle body moves forward (counterclockwise in FIG. 1). Is used for transmitting the torque to the torque limiter 23. The torque limiter 23 is provided to prevent an impact force from being applied to the intermediate shaft 21 and the one-way clutch 22 when the pedal 5 collides with a projection on the ground, and the like. While connecting the clutch 22, the said large diameter part 10b is connected to the outer side of radial direction.

このように人力駆動系に中間軸２１を介装すると、ペダル５を踏込んだときの踏力はペダル付クランク１３からペダルクランク軸６に伝達され、これにスプライン嵌合した中間軸２１から一方向クラッチ２２、トルクリミッタ２３、回転部材１０およびチェーンを介して後輪７に伝達される。このとき、後輪７を回転させるための負荷、言い換えれば踏力に応じて中間軸２１が捻れる。これは、中間軸２１の一端をペダルクランク軸６に連結し、他端を回転部材１０側に連結しているからである。なお、前記捩れは、左右のペダル５の何れを踏込んでも同様に生じる。   When the intermediate shaft 21 is interposed in the human power drive system in this way, the pedaling force when the pedal 5 is depressed is transmitted from the crank 13 with the pedal to the pedal crankshaft 6, and from the intermediate shaft 21 spline-fitted thereto to the one direction. It is transmitted to the rear wheel 7 through the clutch 22, the torque limiter 23, the rotating member 10 and the chain. At this time, the intermediate shaft 21 is twisted according to the load for rotating the rear wheel 7, in other words, the pedaling force. This is because one end of the intermediate shaft 21 is connected to the pedal crankshaft 6 and the other end is connected to the rotating member 10 side. The twist occurs in the same manner regardless of which of the left and right pedals 5 is depressed.

この駆動装置４では、前記中間軸２１の捩れを後述する非接触磁歪式トルクセンサ２５によって検出し、このトルクセンサ２５に接続した制御装置２６（図５参照）がモータ１１の出力を中間軸２１の捩れ量に応じて増減する。
前記トルクセンサ２５は、図４に示すように、前記中間軸２１の両端の前記連結点の間となる部分の外周面に刻設した螺旋状の傾斜溝２７，２７…と、この傾斜溝２７の周囲を覆うように設けた励磁コイル２８および検出コイル２９などから構成している。傾斜溝２７は、ペダルクランク軸６の周方向に多数並設し、ペダルクランク軸６の軸線方向に傾斜溝群が並設されるように形成している。また、これら二箇所の傾斜溝群の傾斜溝２７は、傾斜方向が前記軸線に対して対称になるように形成している。 In this drive device 4, the twist of the intermediate shaft 21 is detected by a non-contact magnetostrictive torque sensor 25 described later, and a control device 26 (see FIG. 5) connected to the torque sensor 25 outputs the output of the motor 11 to the intermediate shaft 21. Increase or decrease according to the amount of twist.
As shown in FIG. 4, the torque sensor 25 includes spiral inclined grooves 27, 27... Engraved on the outer peripheral surface of the portion between the connecting points at both ends of the intermediate shaft 21, and the inclined grooves 27. The excitation coil 28 and the detection coil 29 are provided so as to cover the periphery of the. A large number of the inclined grooves 27 are arranged in the circumferential direction of the pedal crankshaft 6, and the inclined groove groups are arranged in parallel in the axial direction of the pedal crankshaft 6. Further, the inclined grooves 27 of these two inclined groove groups are formed so that the inclination direction is symmetric with respect to the axis.

なお、図において前記励磁・検出コイル２８，２９を覆う符号３０で示すものは、これらのコイル２８，２９を保持するとともに磁束がトルクセンサ外に漏出するのを阻止するための磁気シールドヨークである。この磁気シールドヨーク３０は、駆動装置ハウジング１４にオイルシール３１を介して固定している。   In the figure, the reference numeral 30 covering the excitation / detection coils 28 and 29 is a magnetic shield yoke for holding the coils 28 and 29 and for preventing magnetic flux from leaking out of the torque sensor. . The magnetic shield yoke 30 is fixed to the drive device housing 14 via an oil seal 31.

ここで、このトルクセンサ２５の動作について説明する。ペダルクランク軸６が捩られたときには、一方の傾斜溝群に引張応力が生じるとともに、他方の傾斜溝群に圧縮応力が生じる。この結果、逆磁歪効果により各傾斜溝群での透磁率がそれぞれ増加、減少する。この逆磁歪効果による透磁率変化を傾斜溝群毎の検出コイル２９，２９に誘導起電圧として発生させ、制御装置２６で直流変換、差動増幅することによりトルクに比例した電圧出力が得られる。このとき、引張応力が生じる傾斜溝群では引張応力による透磁率増加のため、コイル系からの検出出力電圧は増加し、他方の傾斜溝群では圧縮応力による透磁率減少のためコイル系からの検出出力電圧は減少する。
制御装置２６は、前記出力電圧の変化に応じてモータ１１の給電電流を増減させる回路を採っている。なお、この制御装置２６およびモータ１１は、図１中に符号３２で示すバッテリーから給電される。 Here, the operation of the torque sensor 25 will be described. When the pedal crankshaft 6 is twisted, tensile stress is generated in one inclined groove group, and compressive stress is generated in the other inclined groove group. As a result, the magnetic permeability in each inclined groove group increases and decreases due to the inverse magnetostrictive effect. A change in permeability due to the inverse magnetostrictive effect is generated as an induced electromotive voltage in the detection coils 29 and 29 for each inclined groove group, and DC control and differential amplification are performed by the control device 26 to obtain a voltage output proportional to the torque. At this time, the detected output voltage from the coil system increases due to the increase in permeability due to the tensile stress in the inclined groove group where tensile stress occurs, and the detection from the coil system occurs because the permeability decreases due to the compressive stress in the other inclined groove group. The output voltage decreases.
The control device 26 employs a circuit that increases or decreases the power supply current of the motor 11 in accordance with the change in the output voltage. The control device 26 and the motor 11 are supplied with power from a battery indicated by reference numeral 32 in FIG.

前記モータ１１は、ブラシレス直流電動機であって、図３に示すように、前記駆動装置ハウジング１４と、これに結合させたカバー１４ａからなるモータハウジングの内部に軸線方向が車幅方向と一致するように組付けている。このモータ１１の固定子３３は、鉄心３３ａとコイル３３ｂとからなる従来周知の構造を採り、前記モータハウジング内であって駆動装置ハウジング１４側に固定している。固定位置は、ペダルクランク軸６や回転部材１０より車体の後方であって、回転部材１０の大径部１０ｂとは車幅方向の反対側、すなわち車体左側に位置付けられている。   The motor 11 is a brushless DC motor, and as shown in FIG. 3, the axial direction coincides with the vehicle width direction inside the motor housing comprising the drive device housing 14 and a cover 14a coupled thereto. Is assembled. The stator 33 of the motor 11 adopts a conventionally well-known structure comprising an iron core 33a and a coil 33b, and is fixed to the drive device housing 14 side in the motor housing. The fixed position is located behind the vehicle body from the pedal crankshaft 6 and the rotating member 10 and is positioned on the opposite side to the large-diameter portion 10b of the rotating member 10 in the vehicle width direction, that is, on the left side of the vehicle body.

また、このモータ１１のモータ出力軸３４は、駆動装置ハウジング１４とカバー１４ａに軸受３５，３６によって回転自在に支持させている。このモータ出力軸３４の外周部に回転子３７を軸受３８，３９を介して回転自在に支持させている。前記回転子３７は、円筒形の継鉄４０と、この継鉄４０の外周面に固着した永久磁石４１とからなり、前記モータ出力軸３４と前記継鉄４０の間に一方向クラッチ４２を介装している。   The motor output shaft 34 of the motor 11 is rotatably supported by bearings 35 and 36 on the drive device housing 14 and the cover 14a. A rotor 37 is rotatably supported on the outer periphery of the motor output shaft 34 via bearings 38 and 39. The rotor 37 includes a cylindrical yoke 40 and a permanent magnet 41 fixed to the outer peripheral surface of the yoke 40, and a one-way clutch 42 is interposed between the motor output shaft 34 and the yoke 40. Disguise.

前記モータ出力軸３４は、車体右側、すなわち回転部材１０の大径部１０ｂと車幅方向の同じ側の先端部に歯車４３を形成する歯を刻設し、この歯車４３を介して前記歯車減速機１２に連結している。この歯車減速機１２は、はすば歯車を使用して減速段数が二段になるように形成している。すなわち、この歯車減速機１２は、前記出力歯車４３に噛合する大径歯車４４と、この大径歯車４４とともに回転しかつ前記回転部材１０の大径部１０ｂに噛合する前記小径歯車１９とから構成している。また、この歯車減速機１２は、前記小径歯車１９が大径歯車４４より車幅方向の外側に位置付けられるように形成している。   The motor output shaft 34 is provided with teeth forming a gear 43 on the right side of the vehicle body, that is, on the tip of the rotating member 10 on the same side as the large diameter portion 10b. It is connected to the machine 12. The gear reducer 12 is formed using a helical gear so that the number of reduction stages is two. That is, the gear reducer 12 includes a large-diameter gear 44 that meshes with the output gear 43, and the small-diameter gear 19 that rotates with the large-diameter gear 44 and meshes with the large-diameter portion 10 b of the rotating member 10. is doing. The gear reducer 12 is formed so that the small-diameter gear 19 is positioned outside the large-diameter gear 44 in the vehicle width direction.

前記回転子３７の永久磁石４１は、希土類磁石材料によって形成し、微小な隙間をおいて固定子３３の内面と対向させている。
前記継鉄４０とモータ出力軸３４との間に介装した一方向クラッチ４２は、この実施の形態ではローラ式のものを使用し、このモータ１１が正転するとき、すなわち固定子３３によって永久磁石４１および継鉄４０が車体の前進方向へ付勢されるときのみに動力が伝達されるように構成している。なお、この一方向クラッチ４２は、ローラ式の他にもラチェット式など様々な構造のものを採用することができるが、継鉄４０の厚みを確保できなくなるような大型のものは避ける。継鉄４０が薄いと、一方向クラッチ４２側への磁気漏洩が発生してモータ１１の出力性能が低下するからである。 The permanent magnet 41 of the rotor 37 is made of a rare earth magnet material and is opposed to the inner surface of the stator 33 with a minute gap.
The one-way clutch 42 interposed between the yoke 40 and the motor output shaft 34 is a roller type in this embodiment. When the motor 11 is rotated forward, that is, permanently by the stator 33. The power is transmitted only when the magnet 41 and the yoke 40 are urged in the forward direction of the vehicle body. The one-way clutch 42 may employ a variety of structures such as a ratchet type in addition to the roller type, but avoid a large one that cannot secure the thickness of the yoke 40. This is because if the yoke 40 is thin, magnetic leakage to the one-way clutch 42 occurs and the output performance of the motor 11 decreases.

このように構成したモータ１１は、ペダル５を踏込む力に応じた電圧指令が前記制御装置２６から固定子３３のコイル３３ｂに印加通電され、このコイル３３ｂが励磁されることによって、継鉄４０および永久磁石４１からなる回転子３７に回転トルクが生じる。この回転子３７の回転は、一方向クラッチ４２を介してモータ出力軸３４に伝達され、このモータ出力軸３４から歯車減速機１２を介して回転部材１０に伝達される。   In the motor 11 configured as described above, a voltage command corresponding to the force of depressing the pedal 5 is applied and energized from the control device 26 to the coil 33b of the stator 33, and the coil 33b is excited, whereby the yoke 40 is excited. A rotational torque is generated in the rotor 37 formed of the permanent magnet 41. The rotation of the rotor 37 is transmitted to the motor output shaft 34 via the one-way clutch 42, and is transmitted from the motor output shaft 34 to the rotating member 10 via the gear reducer 12.

このため、この駆動装置４では、ペダル５を踏込んだときの踏力（ペダルクランク軸６の回転トルク）にモータ１１の動力を加えてなる合力が回転部材１０およびチェーンを介して後輪７に伝達される。   For this reason, in this drive device 4, the resultant force obtained by applying the power of the motor 11 to the pedaling force when the pedal 5 is depressed (rotational torque of the pedal crankshaft 6) is applied to the rear wheel 7 via the rotating member 10 and the chain. Communicated.

車体の走行速度が所定の電動補助限界速度を越えてモータ１１が停止されたとき、あるいは、モータ１１に給電しない状態で走行する場合には、ペダルクランク軸６の回転トルクが回転部材１０から歯車減速機１２を介してモータ１１のモータ出力軸３４にも伝達される。しかし、このときには、モータ１１内の一方向クラッチ４２が非連結状態になることから、ペダルクランク軸６を有する人力駆動系とともに継鉄４０および永久磁石４１が連れ回ることによって負荷が増えることはない。   When the motor 11 stops when the traveling speed of the vehicle body exceeds a predetermined motor-assisted auxiliary limit speed, or when traveling with no power supplied to the motor 11, the rotational torque of the pedal crankshaft 6 is generated from the rotating member 10 to the gear. It is also transmitted to the motor output shaft 34 of the motor 11 via the speed reducer 12. However, at this time, since the one-way clutch 42 in the motor 11 is disconnected, the load is not increased when the yoke 40 and the permanent magnet 41 are rotated together with the manual drive system having the pedal crankshaft 6. .

したがって、上述したように構成した駆動装置４においては、人力駆動用の一方向クラッチ２２と中間軸２１の車体右側の端部とが径方向において重なるようになるから、ペダルクランク軸６の軸線方向に小型化された電動自転車用駆動装置１を提供することができる。
この実施の形態による駆動装置４においては、人力駆動系の一方向クラッチ２２とモータ１１とは、車幅方向の一方と他方とに振り分けられるように配設されるから、これら両者どうしが互いに干渉し合うことを避けることができ、モータ１１の固定子３３をペダルクランク軸６に近接させて配設することができる。
また、この駆動装置４によれば、中間軸２１と回転部材１０とがペダルクランク軸６の軸線方向に並ぶ構造でも、回転部材１０の大径部１０ｂの内側のデッドスペースを利用して一方向クラッチ２２を収容できる。このため、この駆動装置４は車幅方向の長さが短くてよい。 Therefore, in the drive device 4 configured as described above, the one-way clutch 22 for driving manpower and the end of the intermediate shaft 21 on the right side of the vehicle body overlap in the radial direction, so the axial direction of the pedal crankshaft 6 The electric bicycle drive device 1 can be provided with a reduced size.
In the drive device 4 according to this embodiment, the one-way clutch 22 and the motor 11 of the human-powered drive system are arranged so as to be distributed to one side and the other side in the vehicle width direction. Thus, the stator 33 of the motor 11 can be disposed close to the pedal crankshaft 6.
Further, according to the driving device 4, even if the intermediate shaft 21 and the rotating member 10 are arranged in the axial direction of the pedal crankshaft 6, the dead space inside the large-diameter portion 10b of the rotating member 10 is used in one direction. The clutch 22 can be accommodated. For this reason, this drive device 4 may have a short length in the vehicle width direction.

本発明に係る駆動装置を搭載した電動自転車の側面図である。It is a side view of the electric bicycle carrying the drive device concerning the present invention. 電動自転車用駆動装置の側面図である。It is a side view of the drive device for electric bicycles. 図２におけるIII−III線断面図である。It is the III-III sectional view taken on the line in FIG. 要部を拡大して示す断面図である。It is sectional drawing which expands and shows a principal part. トルクセンサおよび制御装置の構成を示す回路図である。It is a circuit diagram which shows the structure of a torque sensor and a control apparatus.

符号の説明Explanation of symbols

１…電動自転車、４…駆動装置、６…ペダルクランク軸、１０…回転部材、１０ｂ…大径部、１１…モータ、１２…歯車減速機、１４…駆動装置ハウジング、１９…小径歯車、２１…中間軸、２２…一方向クラッチ、２５…非接触磁歪式トルクセンサ、２７…傾斜溝、２８…励磁コイル、２９…検出コイル。
DESCRIPTION OF SYMBOLS 1 ... Electric bicycle, 4 ... Drive apparatus, 6 ... Pedal crankshaft, 10 ... Rotating member, 10b ... Large diameter part, 11 ... Motor, 12 ... Gear reducer, 14 ... Drive apparatus housing, 19 ... Small diameter gear, 21 ... Intermediate shaft, 22 ... one-way clutch, 25 ... non-contact magnetostrictive torque sensor, 27 ... inclined groove, 28 ... exciting coil, 29 ... detection coil.

Claims (2)

ペダルクランク軸と、
このペダルクランク軸が貫通しかつこのペダルクランク軸に結合された一端部から他端部へ踏力を伝達する筒状の中間軸と、
前記中間軸の前記他端部に伝達された踏力を後輪駆動用チェーンに伝達するスプロケットと、
前記ペダルクランク軸と前記チェーンとの間の人力駆動系に介装された人力駆動用の一方向クラッチと、
前記中間軸の前記一端部と他端部の間となる部分の外周側に設けられた励磁コイルおよび検出コイルとを有する踏力検出用の非接触磁歪式トルクセンサと、
前記踏力に応じて出力が増減するモータと
を備え、
前記人力駆動用の一方向クラッチは、ペダルクランク軸の軸線方向で前記非接触磁歪式トルクセンサと前記スプロケットとの間に配置され、
前記人力駆動用の一方向クラッチは、前記中間軸の他端部に径方向の外側から係合していることを特徴とする電動自転車用駆動装置。 Pedal crankshaft,
A cylindrical intermediate shaft that transmits the pedaling force from one end portion to the other end portion that is penetrated by the pedal crankshaft and coupled to the pedal crankshaft;
A sprocket that transmits the pedaling force transmitted to the other end of the intermediate shaft to a rear wheel drive chain;
A one-way clutch for manpower driving interposed in a manpower driving system between the pedal crankshaft and the chain;
Contactless magnetostrictive torque sensor for pedaling force detection with an excitation coil and a detection coil provided on an outer peripheral side of the is between one end and the other end portion of the intermediate shaft,
A motor whose output increases or decreases in accordance with the pedal force;
With
The one-way clutch for driving manpower is disposed between the non-contact magnetostrictive torque sensor and the sprocket in the axial direction of the pedal crankshaft,
The one-way clutch for driving human power is engaged with the other end portion of the intermediate shaft from the outside in the radial direction. 請求項１記載の電動自転車用駆動装置において、前記モータは、軸線方向が車幅方向と一致するように前記ペダルクランク軸の後方近傍に配置されていることを特徴とする電動自転車用駆動装置。2. The electric bicycle drive device according to claim 1, wherein the motor is disposed in the vicinity of the rear of the pedal crankshaft so that an axial direction coincides with a vehicle width direction.
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