JPH09202284A - Driving auxiliary device of bicycle with driving auxiliary force - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an assist ratio accurately to 1:1 by controlling the output of an electric motor so as to eliminate the advance delaying of the rotational angle of a driving auxiliary force rotating member for a pedal pressing force rotating member based on an input from a relative rotational angle detecting part. SOLUTION: During the traveling of a bicycle with a driving auxiliary force, a clutch shaft 11 is rotated in an A direction and its rotation is transmitted to the pedal pressing force rotating member 61 of a force combining device 30 via a one-way clutch 64. Then, the pedal pressing force rotating member 61 is rotary-driven in the A direction. On the other hand, the driving auxiliary force of the electric motor 31 is reduced and transmitted to a driving auxiliary force rotating member 67 and the driving auxiliary force rotating member 67 is also rotary-driven in the A direction. During the traveling, when a pedal pressing force exceeds a driving auxiliary force and an assist ratio is not 1:1, a position sleeve 80 is moved to the left. When the position sleeve 80 is moved to the left, a controller 18 increases the output of the electric motor 31.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has a bicycle body equipped with a drive assisting device having an electric motor and a resultant device built therein.
The present invention relates to a bicycle with a driving assist force that assists an occupant's pedaling force with an assisting force of an electric motor to facilitate climbing traveling and traveling while receiving a headwind.

[0002]

2. Description of the Related Art A resultant force device incorporated in such a drive assist device for a bicycle with drive assist force synthesizes the pedal effort of an occupant applied to a crankshaft and the drive assist force of an electric motor to drive the resultant force. For transmission to wheels, planetary gear devices, differential devices, etc. have been widely used.

When the pedaling force and the drive assisting force are combined by this resultant device, the assist ratio by the drive assisting force,
That is, the output of the electric motor is controlled so that the ratio of the pedal effort and the drive assist force is always constant, preferably the assist ratio is always 1: 1 so that the feeling of stepping on the pedal is natural. It is necessary to maintain a good riding feeling of the attached bicycle. In this case, special care must be taken so that the driving assistance force does not exceed the pedal effort in any case.

In the conventional drive assisting device, the pedaling force is detected by a dedicated detecting means (torque sensor or the like), and the signal is input to a control device (small CPU or the like), which adjusts the pedaling force to the pedaling force. The electric current supplied to the electric motor is controlled by setting the assist ratio to 1: 1 or an arbitrary ratio.

[0005]

However, the accuracy of the detection means for detecting the pedaling force, the output characteristics of the electric motor with respect to the current value, the friction loss of the resultant device, and the like are slightly different from one another. If these small differences are accumulated, the assist ratio easily changes.

Therefore, in order to accurately set the assist ratio to 1: 1 or an arbitrary ratio, not only the accuracy of the pedal depression force detecting means, but also the output characteristics of the electric motor, friction loss of the resultant device, etc. are strictly checked. However, an inspection process of checking the output of the electric motor again after assembling the entire drive assist device is required, which inevitably leads to a decrease in productivity of the drive assist device and a great increase in cost.

Moreover, even if the assist ratio is 1: 1 under the condition that the battery is correctly charged in a new vehicle, if the battery is overcharged and the output of the electric motor is improved, or the running-in operation is performed. If the friction loss of the resultant device is reduced and the output of the electric motor is relatively improved later, the drive assist force may exceed the pedal effort, so the assist ratio does not necessarily become 1: 1.

If the driving assist force exceeds the pedal effort,
To avoid this situation, the output of the electric motor is set to a small value in advance, and the battery is overcharged, in addition to the unnatural driving feeling of the bicycle with driving assistance and the acceleration force that is not expected by the occupants. It is necessary to prevent the drive assist force from exceeding the pedal effort even when the friction loss of the resultant force device is reduced.

However, if the output of the electric motor is set to a small value in advance in case the battery is overcharged or the friction loss of the power unit is reduced, it is possible to reduce the friction loss of the power unit when the battery is properly charged. When the vehicle is large, the output of the electric motor becomes too low, and the assist ratio cannot be maintained at 1: 1.
When the voltage of the battery is decreasing, the output of the electric motor is further weakened, and the assist ratio is further reduced.

The present invention has been made in order to solve such a problem, and a first object thereof is to accurately set the assist ratio by the driving assist force of the electric motor to 1: 1 by a simple structure. An object of the present invention is to provide a drive assist device for a bicycle with drive assist force that can be controlled.

A second object of the present invention is to reduce the size of the drive assist device in the width direction.

Further, a third object of the present invention is to make the side profile of the drive assist device compact.

A fourth object of the present invention is to effectively utilize the dead space in the drive assist device.

[0014]

In order to achieve the above object, a drive assist device for a bicycle with drive assist force according to the present invention, as described in claim 1, includes a crankshaft which is rotationally driven by a pedal effort. A driving device in which an electric motor that generates a driving assist force and a force combiner that combines the rotational forces of the crankshaft and the electric motor and outputs the combined force to the drive wheels are provided, and the force combiner is provided coaxially with the crankshaft. In a drive assisting device for a bicycle with assisting force, the resultant device is provided with a pedaling force rotating member in which rotation of a crankshaft is input through a one-way clutch, and in the same direction as a pedaling force rotating member receiving drive assisting force of an electric motor. The drive assisting force rotating member that rotates around the crankshaft, the resultant force rotating member that is rotatable about the crankshaft, and the rotation is output to the drive wheel side, and the rotation of the pedal depression force rotating member To the resultant force rotating member, while transmitting the rotation of the drive assist force rotating member to the resultant force rotating member while transmitting the rotation of the pedal assist force rotating member to the relative force rotating member and the resultant force rotating member. A drive assisting force transmitting member that allows relative rotation between the drive assisting force rotating member and the resultant force rotating member, and a relative rotation angle detecting unit that detects advance or lag of a rotation angle of the drive assisting force rotating member with respect to the pedal depression force rotating member. In addition to the above configuration, a control device is provided that controls the output of the electric motor based on the input from the relative rotation angle detection unit so as to eliminate the advance or delay of the rotation angle of the drive assist force rotation member with respect to the pedal effort rotation member.

Further, as described in claim 2, a pedaling force input rotating plate is provided on the pedaling force rotating member of the resultant device.
A drive assisting force input rotary plate is provided on the drive assisting force rotating member, and a resultant force rotating plate is provided on the resultant force rotating member so as to rotate integrally.
The three rotary plates are arranged side by side in the axial direction of the crankshaft to form a resultant force portion, and in this resultant portion, the rotation of the pedal depression force input rotary plate and the drive assist force input rotary plate causes the pedal depression force transmission member and the pedal depression force transmission member to rotate. The resultant force is transmitted to the resultant force rotating plate 57, and the pedal effort transmitting member and the drive assisting force transmitting member are arranged on the same plane so as to be aligned with the center plane of the resultant rotating plate.

Further, as described in claim 3, the one-way clutch in which the resultant portion of the resultant device is arranged on one side in the casing and the rotation of the crankshaft is input to the pedal depression force rotating member of the resultant device is provided in the casing. Placed on the other side.

Further, as described in claim 4, a driving assist force for decelerating the driving assist force of the electric motor and transmitting the driving assist force of the electric motor to the force combiner of the force combiner arranged on one side in the casing. The speed reducer is arranged on the other side of the casing, and the relative rotation angle detection unit is arranged between the resultant unit and the drive assist force speed reducer.

[0018]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a left side view of a bicycle with a driving assistance force according to the present invention.

The drive assisting bicycle 1 is provided with a body frame 2 made of, for example, a metal tube, and a front fork 4 supporting a front wheel 3 is provided on a front head of the body frame 2 with a handlebar 5 and a basket 6. A rear wheel 7 is pivotally supported on the rear part of the body frame 2, and a saddle 8 is installed on the upper center of the body frame 2.

The drive assisting device 10 according to the present invention is mounted on the lower center of the body frame 2. An electric motor (shown in FIGS. 2 and 3) is built in the drive assist device 10, and a crank shaft 11 extending in the vehicle width direction is pivotally supported. The crank 12L is provided at both ends of the crank shaft 11.
And the crank 12R (shown in FIG. 2) are fixed integrally with each other, and the pedals 13 are respectively attached to the tips of the cranks 12L and 12R.
Are provided rotatably.

A drive sprocket 14 located on the right side of the drive assist device 10 is mounted on the crankshaft 11, and a drive sprocket 14 and a driven sprocket 15 provided on the rear wheel 7 are driven. Chain 16
Is wound.

The crankshaft 11 is rotationally driven in a direction indicated by an arrow A when an occupant seated on the saddle 8 pedals the pedal 13 with his / her foot, and the drive sprocket 14 rotates the crankshaft 11 and assists driving the electric motor. , And it rotates in the same direction as the crankshaft 11, and the drive sprocket 14
Is transmitted to the driven sprocket 15 via the drive chain 16 and the rear wheel 7 is driven.

A control device 18 for controlling the output of the built-in electric motor is attached to the upper portion of the drive assist device 10. Further, the frame cover 19 made of synthetic resin or the like extends from the front half of the vehicle body frame 2 to the drive assisting device 10.
The frame cover 19 is detachably provided with a battery unit 20 serving as a power source of the electric motor. The battery unit 20 has a structure in which, for example, a dozen small batteries 21 and a charger (not shown) are sealed in a battery case 22 made of synthetic resin.

FIG. 2 is a transverse sectional view of the drive assisting device 10 showing an embodiment of the present invention, and FIG. 3 is a vertical sectional view of the drive assisting device 10 taken along the line III-III of FIG.

The casing 25, which forms the outer shell of the drive assist device 10, is made of, for example, an aluminum alloy, and has a center case 25M located substantially in the center in the vehicle width direction as shown in FIG. 2 and left and right sides of the center case 25M. Side case fixed to
It is composed of three parts consisting of 25L and side case 25R. These cases 25M, 25L, 25R are fastened and fixed by several fixing bolts 26 inserted from the right side of the casing 25. Note that FIG. 3 shows a state in which the side case 25L is removed.

The crankshaft 11 is provided at the rear of the casing 25.
Are rotatably supported by bearings 27, 28, and both ends of the crankshaft 11 project left and right from the casing 25.
The cranks 12L and 12R are fixed to the protrusions with bolts 29. Then, on the crankshaft 11, a force combining device 30
Are provided coaxially.

On the other hand, the electric motor 31 described above is installed at the front of the casing 25. This electric motor 31 has four stud bolts 32 and nuts on the vertical wall of the center case 25M.
It is fixed by 33 and is installed so that its main shaft 34 is parallel to the crankshaft 11.

A planetary roller speed reduction mechanism 35 is installed on the opposite side of the electric motor 31 with the center case 25M interposed therebetween. This planetary roller speed reduction mechanism 35 is
A ring roller 37 fixed to M by a bolt 36, a sun roller 38 located at the center of the ring roller 37, and an inner surface of the ring roller 37 and an outer surface of the sun roller 38, which are inserted with a press fit. 4 planetary rollers 39 and sun rollers 38
And a deceleration carrier 40 that is coaxially and rotatably provided.

The sun roller 38 is coaxially supported by the main shaft 34 of the electric motor 31 so as to rotate integrally with the main shaft 34. Further, four roller shafts 41 parallel to the sun roller 38 are fixed to the deceleration carrier 40.
A planetary roller 39 is rotatably supported by a bearing 42. Furthermore, the deceleration carrier 40 has a primary drive gear.
43 is provided integrally with the rotation.

When the electric motor 31 operates and the main shaft 34 rotates, the sun roller 38 also integrally rotates, and each planet roller 39 is interposed between the fixed ring roller 37 and the rotating sun roller 38.
Revolves around the sun roller 38 while rotating about its own axis, whereby the deceleration carrier 40 and the primary drive gear 43 are decelerated and rotationally driven.

An intermediate shaft 45 is rotatably supported between the planetary roller speed reduction mechanism 35 and the crankshaft 11. A large diameter driven primary gear is integrally provided on the left side of the intermediate shaft 45 so as to rotate together. 46 meshes with the primary drive gear 43 of the planetary roller reduction mechanism 35. On the right side of the intermediate shaft 45, a small-diameter secondary drive gear 47 is attached to the one-way clutch 48.
The secondary drive gear 47 is meshed with a secondary driven gear 49 which is axially supported on the left side of the resultant device 30.

The planetary roller speed reduction mechanism 35 and the four gears 43, 46, 47, 49 including the primary drive gear 43 constitute a drive assist force speed reducer 50, and as shown in FIG.
The drive assist power speed reducer 50 is arranged on the left side in the casing 25. The rotation of the main shaft 34 of the electric motor 31 is transmitted to the resultant force device 30 after being reduced in three stages by the drive assist force reduction device 50.

As shown by the arrows in FIGS. 2 and 3, the main shaft 34 of the electric motor 31, the sun roller 38 of the planetary roller speed reduction mechanism 35, the speed reduction carrier 40, and the primary drive gear 43 rotate in the B direction, and the intermediate shaft. 45, the primary driven gear 46, and the secondary drive gear 47 rotate in the C direction, and the secondary driven gear 49
Rotates in the direction A, which is the direction of rotation of the crankshaft 11.

FIG. 4 is an enlarged sectional view of the force combiner 30 provided coaxially with the crankshaft 11, which is developed along the line IV-IV in FIG. The resultant device 30 is configured as follows, for example.

First, the resultant force device 30 is provided with a resultant force rotating member 53. The resultant rotation member 53 encloses the outer periphery of the crankshaft 11 and is rotatable with respect to the crankshaft 11, and a tubular inner sleeve 54 and a screw 56 (in a flange 55 formed near the right end of the inner sleeve 54). 2) (shown in FIG. 2) is mainly configured with a resultant force rotating plate 57 fixed integrally.

The right end of the inner sleeve 54 is the casing 25.
To the right side, and the drive sprocket 14 is rotationally and integrally fixed to the protruding portion 58. On the other hand, the resultant rotary plate 57 has a substantially cruciform shape in a side view as shown in FIG. 3, and rectangular spring holes 60a to 60d extending tangentially are formed near the four apexes thereof. .

Further, the resultant force device 30 includes a pedal depression force rotating member.
61 are provided. The pedal depression force rotating member 61 is mainly composed of a cylindrical middle sleeve 62 rotatably overlapped with the outer periphery of the inner sleeve 54, and a pedal depression force input rotary plate 63 that is rotatably integrated with the right end of the middle sleeve 62. It is configured, and the pedal depression force input rotary plate 63 is a resultant rotary plate.
Adjacent to the right of 57.

A ratchet type one-way clutch 64 is provided near the left end of the crankshaft 11, and a cylindrical clutch housing 65 surrounding the ratchet type clutch 64 extends to the right and extends to the right, and a middle sleeve 62 of the pedal depression force rotating member 61 is provided. Overlap with each other from the outer peripheral side, and the overlapped portion 66 is rotationally connected by spline coupling or the like.

The one-way clutch 64 transmits only the rotation of the crankshaft 11 in the A direction to the pedal depression force rotating member 61 via the clutch housing 65, and when the crankshaft 11 is reversed, the rotation speed of the pedal depression force rotating member 61 is changed. The clutch is disengaged when the rotation speed of the crankshaft 11 is exceeded. When the crankshaft 11 is rotated in the direction A by the pedal effort of the occupant, the entire pedal effort rotating member 61 is also rotated in the direction A together with the crankshaft 11.

Further, the force combining device 30 is provided with a drive assisting force rotating member 67. The drive assist force rotating member 67 is
It is configured to have a thick cylindrical outer sleeve 68 located on the outer peripheral side of the clutch housing 65 and the middle sleeve 62, and a drive assist force input rotary plate 69 that is integrally provided at the right end of the outer sleeve 68 so as to rotate together. The drive assist force input rotary plate 69 is adjacent to the left side of the resultant rotary plate 57.

Since the left end of the outer sleeve 68 is rotatably integrated with the above-mentioned secondary driven gear 49 via the dog 71, the entire drive assisting force rotating member 67 is an electric motor.
It receives the driving assist force of 31 and rotates in the A direction like the pedal effort rotating member 61.

As described above, the resultant force rotary plate 57, the pedal force input rotary plate 63 and the drive assist force input rotary plate 69 are the crankshaft.
11 are arranged side by side in the axial direction, and as shown in FIG. 3, the pedal depression force input rotary plate 63 and the drive assist force input rotary plate are arranged.
The relative angle of 69 is offset by 90 °. Then, the pedal effort input rotary plate 63 overlaps the two opposing spring holes 60a and 60c of the resultant rotary plate 57 from the right side, and the drive assist force input rotary plate 69 remains in the remaining two spring holes of the resultant rotary plate 57.
It is designed to overlap 60b and 60d from the left side.

Further, as shown in FIGS. 5 and 6,
A total of four spring holders 72 are fixed to the both ends of the pedal depression force input rotary plate 63 and the drive assist force input rotary plate 69 by two bolts 73, respectively. These spring holders 72 are fixed to the left side of the pedal depression force input rotary plate 63 and to the right side of the drive assist force input rotary plate 69, and the four spring holes 60a-60d of the resultant rotary plate 57 are Pedal pedal force input rotary plate 63 or drive assist force input rotary plate 69,
It is configured to be surrounded by the spring holder 72.

Both end portions of the pedal depression force input rotary plate 63 and the drive assist force input rotary plate 69 and each spring holder 72 are
A spring recess 74 is formed at a position overlapping the four spring holes 60a to 60d of the resultant rotary plate 57 (see FIGS. 5 and 6).
), These eight spring recesses 74 and four spring holes 60a-60d form a substantially cylindrical spring chamber.
Two chambers 75A and two spring chambers 75B are formed. The spring chamber 75A is formed in the spring holes 60a and 60c of the resultant rotary plate 57, and the spring chamber 75B is formed in the spring holes 60b and 60d.

A coil spring 76 is mounted inside the spring chamber 75A, and a coil spring 77 is mounted inside the spring chamber 75B. Therefore, the rotation of the pedal depression force input rotary plate 63 is transmitted to the resultant force rotary plate 57 via the coil spring 76, and the rotation of the drive assist force input rotary plate 69 is transmitted to the resultant force rotary plate 57 via the coil spring 77. .

Since these coil springs 76, 77 are capable of expanding and contracting, the amount of expansion and contraction between the pedal depression force input rotary plate 63 and the resultant force rotary plate 57, and between the drive assist force input rotary plate 69 and the resultant force rotary plate 57. Relative rotation between them is allowed. This relative rotation is caused by each spring holder shown in FIG. 5 and FIG.
It stops until the edge 57a of the resultant force rotating plate 57 comes into contact with the stopper portion 72a of 72.

As described above, the coil spring 76 transmits the rotation of the pedal effort rotating member 61 to the resultant force rotating member 53, while permitting relative rotation between the pedal effort rotating member 61 and the resultant force rotating member 53. The coil spring 77 functions as a pedaling force transmission member, and transmits the rotation of the drive assisting force rotating member 67 to the resultant force rotating member 53, while allowing relative rotation between the drive assisting force rotating member 67 and the resultant force rotating member 53. Function as a drive assisting force transmitting member.

The three rotary plates 57, 63, 69 of the force combiner 30 are
The spring holder 72 and the coil springs 76 and 77 constitute a force combining portion 78 of the force combining device 30, and as is apparent from FIG. 2, the force combining portion 78 is against the drive assist force speed reducer 50 in the casing 25. It is located on the opposite side, that is, on the right side. In addition, as shown in FIG. 4, each coil spring 76,7
Numeral 7 is arranged on the same plane in accordance with the center plane D of the resultant rotary plate 57.

FIG. 7 is a combination device along line VII-VII in FIG.
It is a longitudinal cross-sectional view of 30. As shown in FIGS. 4 and 7, the outer periphery of the outer sleeve 68 of the drive assisting force rotating member 67 is
A cylindrical position sleeve 80 is inserted rotatably and slidably in the thrust direction (axial direction of the crankshaft 11). A sensor groove is provided around the position sleeve 80.
80a is engraved.

Two thrust cam pins 81 are provided at the middle portion of the middle sleeve 62 of the pedal effort rotating member 61 so as to be circumferentially spaced 180 ° apart. The two thrust cam pins 81 are formed in a cylindrical shape, and their bases are firmly fastened to the middle sleeve 62. The thrust cam pin 81 stands up from the middle sleeve 62 in the radial direction and penetrates the outer sleeve 68 and the position sleeve 80.

The outer sleeve 68 is provided with a through hole 82 through which the thrust cam pin 81 penetrates. This through hole
The inner diameter of 82 is set large enough so that the thrust cam pin 81 does not interfere. Also, position sleeve 80
A thrust cam hole 83 in the shape of an elliptical hole is formed along the axial direction of the crankshaft 11. The width of the thrust cam hole 83 is set to a size such that the thrust cam pin 81 can freely slide without any play.

Further, the outer sleeve 68 has a circumferential direction.
Two radial cam pins 85 are protrudingly provided at 180 ° intervals. The radial cam pin 85 is also formed in a columnar shape like the thrust cam pin 81, the base portion of which is fastened to the outer sleeve 68, and stands up from the outer sleeve 68 in the radial direction and penetrates the position sleeve 80.

The position sleeve 80 is provided with a radial cam hole 87 through which the radial cam pin 85 penetrates.
The radial cam hole 87 is formed, for example, in the shape of an oval hole that is inclined with respect to the axial direction of the crankshaft 11 in the inclination direction of the right-hand screw, and its width is such that the radial cam pin 85 is free and has play. It is set to a size that can slide without.

The position sleeve 80 is rotatably integrated with the pedal depression force rotation member 61 (middle sleeve 62) by the action of the thrust cam pin 81 and the thrust cam hole 83.
It is movable in the axial direction of the crankshaft 11. Further, since the radial cam pin 85 provided on the drive assisting force rotating member 67 (outer sleeve 68) is fitted into the inclined radial cam hole 87 of the position sleeve 80, the pedal depression force rotating member 61 (middle) that rotates in the A direction. Sleeve 6
2) Drive assist force rotating member 67 (outer sleeve 6
When the rotation angle of 8) is delayed (at the time of retard), the position sleeve 80 moves to the left, and when the rotation angle of the drive assist force rotation member 67 (outer sleeve 68) is advanced (at the time of advance). Moves the position sleeve 80 to the right in FIG.

On the other hand, the casing 25 is provided with a relative rotation angle detection section 90 using a potentiometer or the like. The relative rotation angle detection unit 90 is fixed to the bottom surface of the casing 25, for example, so as to be located below the resultant force device 30, and further, as shown in FIG.
It is arranged between the drive assist force speed reducer 50 and the force combiner 78 of the force combiner 30 within 25.

As shown in FIG. 8, the relative rotation angle detector 90
The rotating arm 91 is provided in the rotating arm 91.
A miniature bearing 92 is rotatably supported at the tip of the. The miniature bearing 92 is fitted in the sensor groove 80a of the position sleeve 80 so as to be slidable and free of play in the width direction.

Therefore, the movement of the position sleeve 80 in the thrust direction (axial direction of the crankshaft 11) is detected by the relative rotation angle detection unit 90. This position sleeve
The movement of 80 in the thrust direction represents the advance or delay of the rotation angle of the drive assisting force rotating member 67 with respect to the pedal effort rotating member 61.

The resultant force device 30 is constructed as described above, and as shown in FIG.
Is electrically connected to the control device 18, and the moving direction and the moving amount of the position sleeve 80 in the axial direction measured by the relative rotation angle detection unit 90 are input to the control device 18.
The control device 18 includes a battery unit 20 and an electric motor.
31, devices such as the rotation speed sensor 94 are electrically connected.

The rotation speed sensor 94 is a sensor fixed to the left side surface of the center case 25M with a bolt 95 as shown in FIG. Further, for example, on the left side of the secondary driven gear 49, a disk-shaped rotation sensor plate 96 is provided so as to rotate integrally with the crankshaft 11, and this rotation sensor plate 96
The rotation speed sensor 94 reads the movement of the uneven shape 97 provided at regular intervals on the outer peripheral portion of the crankshaft 11
Is detected, and the data is input to the control device 18.

Next, the drive assisting device constructed as described above.
The action of 10 will be described.

When the bicycle 1 with drive assisting force is running, the crankshaft 11 receives the pedal effort and rotates in the direction A, and the rotation of the crankshaft 11 passes through the one-way clutch 64 to the pedal effort rotation member 61 of the resultant force device 30. This is transmitted, and the pedal effort rotating member 61 is rotationally driven in the A direction. On the other hand, electric motor
The drive assisting force of 31 is reduced by the drive assisting force reducer 50 and transmitted to the drive assisting force rotating member 67 of the resultant device 30, and the drive assisting force rotating member 67 is also rotationally driven in the A direction.

Pedaling force rotation member 61 in the resultant force device 30
(Pedal pedal force input rotary plate 63) and drive assist force rotary member 67
The rotational force of the (drive assist force input rotary plate 69) is transmitted to the resultant force rotating member 53 (the resultant force rotating plate 57) via the coil springs 76 and 77, respectively, and causes the resultant force rotating member 53 to rotate in the A direction. The rotational force of the resultant force rotating member 53 is the resultant force of the pedal effort and the drive assist force, and this resultant force is the drive sprocket 14
And the chain 16 and the driven sprocket 15 output to the rear wheel 7, which is the driving wheel. Therefore, the pedal effort is assisted by the drive assist force of the electric motor 31, and the bicycle 1 with the drive assist force can be easily traveled even with a small pedal effort.

When the occupant stops pedaling the pedal 13 or reversely rotates the crankshaft 11, the one-way clutch 64 stops the rotation of the pedal depression force rotating member 61, and at the same time, the electric motor 31 also rotates. It is supposed to stop.

When the vehicle is traveling in this manner, the resultant force rotating member 53 of the resultant force device 30 is loaded with the load from the rear wheel 7, and therefore the pedal force input rotation is applied to the resultant force rotating plate 57 of the resultant force rotating member 53. The rotation angles of the plate 63 and the drive assist force input rotary plate 69 tend to advance (advance), the coil springs 76, 77 are compressed, and the resultant force rotary plate 57, the pedal depression force input rotary plate 63, and the drive assist force input rotation Relative rotation occurs with the plate 69.

When the assist ratio is 1 to 1, that is, when the pedal effort and the auxiliary power are equal in intensity, the amount of advance of the rotation angle of the pedal effort input rotary plate 63 with respect to the resultant rotary plate 57 and the resultant rotary force. Drive assist force input rotary plate 69 to plate 57
Since the ratio of the amount of advance of the rotation angle of 1 to 1 is 1 and the pedal depression force rotation member 61 and the drive assist force rotation member 67 rotate in synchronization, the position sleeve 80 does not move in the thrust direction.

However, when the assist ratio is not 1: 1, for example, when the pedal effort exceeds the drive assist force, the amount of advance of the rotation angle of the pedal effort input rotary plate 63 with respect to the resultant rotary plate 57 is further increased. Since the advance amount of the rotation angle of the drive assisting force input rotating plate 69 with respect to the resultant force rotating plate 57 is reduced, the drive assisting force rotating member 67 (outer sleeve 68) relative to the pedal depression force rotating member 61 (middle sleeve 62). ), The position sleeve 80 moves to the left due to the action of the thrust cam pin 81 and the thrust cam hole 83, and the radial cam pin 85 and the radial cam hole 87.

On the contrary, when the drive assist force exceeds the pedal effort, the pedal effort input rotary plate for the resultant rotary plate 57 is input.
While the amount of advance of the rotation angle of 63 decreases, the amount of advance of the rotation angle of the drive assist force input rotary plate 69 with respect to the resultant rotary plate 57 increases, and the pedal effort rotating member 61 (middle sleeve) is relatively moved.
62) Drive assist force rotating member 67 (outer sleeve)
As the rotation angle of 68) advances, the position sleeve 80 moves to the right.

Then, the moving direction and the moving amount of the position sleeve 80 are detected by the relative rotation angle detecting section 90, and the data thereof is inputted to the control device 18. Controller 18
Based on the input from the relative rotation angle detection unit 90, there is no advance or lag in the rotation angle of the drive assist force rotation member 67 with respect to the pedal depression force rotation member 61, and both members 61 and 67 are electrically driven so that they always rotate in synchronization. The output of the motor 31 is finely controlled.

That is, the control device 18 has a position sleeve 80.
When the position sleeve 80 moves to the left, the output of the electric motor 31 is improved, and conversely, when the position sleeve 80 moves to the right, the output of the electric motor 31 is decreased. As a result, the ratio (assist ratio) between the pedal effort and the drive assist force is always 1: 1.
Is kept.

Further, the control device 18 determines the vehicle speed from the rotation speed of the crankshaft 11 which is input from the rotation speed sensor 94. For example, when the vehicle speed exceeds a certain level, the electric motor 31
Reduce the power supply to the vehicle or set it to 0 to prevent the vehicle speed from becoming excessive.

This auxiliary power assisted bicycle 1
Can also be driven only by the pedal effort without operating the electric motor 31. In this case, the entire force combiner 30 rotates in the direction A together with the drive sprocket 14 in response to the pedaling force, and the rotation of the drive sprocket 14 is transmitted to the rear wheel 7. At this time, a secondary driven gear together with the resultant force device 30
49 also rotates in the direction A and the secondary drive gear 47 is driven in reverse, but the one-way clutch 48 is disconnected, so the primary driven gear 46, the primary drive gear 43, and the planetary roller reduction mechanism 35 and the electric motor 31 It is not driven in reverse. For this reason, the pedal effort is kept very light, and it is possible to travel as lightly as an ordinary bicycle.

If the drive assist device 10 is configured as described above, the resultant force device 30 that combines the pedal effort and the drive assist force
Since the assist ratio is directly and mechanically detected in the part, the assist ratio can be accurately calculated without error. For this reason, there is no need to once detect the pedal depression force applied to the crankshaft 11 and control the output of the electric motor 31 in accordance therewith, and a detection unit such as a torque sensor for detecting the pedal depression force is unnecessary. Become.

Therefore, it is not necessary to consider the error of the pedal depression force detecting means, and since the net output of the electric motor 31 sets the assist ratio to 1: 1, variations in the output characteristics of the electric motor 31 and Coupling device before and after the charge state of the battery unit 20 or the running-in
The influence of the change in friction loss of 30 on the assist ratio can be completely ignored, and the assist ratio can be accurately and easily controlled with a simple configuration.

Moreover, according to the structure of the resultant device 30,
An electric motor that adapts to the pedal force that constantly changes in size
Even if the output of 31 is fluctuated in small steps, the shock of the output fluctuation is absorbed by the expansion and contraction of the coil springs 76, 77 of the force combiner 30, so the shock is not transmitted to the foot of the occupant pedaling the pedal 13 The riding feeling of the assisted bicycle 1 is very good.

Further, in this drive assist device 10,
The resultant force rotary plate 57, the pedal force input rotary plate 63, and the drive assist force input rotary plate 69, which constitute the resultant force unit 78 of the 30, are connected to the crankshaft.
Since the coil spring 76 and the coil spring 77 are arranged on the same plane so as to be aligned with each other in the axial direction of 11 and aligned with the center plane D of the resultant rotation plate 57, the width of the resultant portion 78 can be significantly narrowed, With this, the drive assist device 10
We have succeeded in compacting the size in the width direction.

Further, in the drive assisting device 10, the force combining portion 78 of the force combining device 30 is provided on one side (for example, right side) in the casing 25.
The one-way clutch 64 for inputting the rotation of the crankshaft 11 to the pedal depression force rotating member 61 of the force combining device 30 is arranged on the other side (for example, the left side) in the casing 25.
One-way clutch on the inner circumference of the pitch circle diameter of 78 coil springs 76, 77 (opposing distance across crankshaft 11)
Since 64 is not located, it is possible to reduce the diameter of the pitch circle to reduce the diameter of the resultant portion 78 and to make the side contour of the drive assist device 10 compact.

In addition, in the drive assisting device 10, the resultant portion of the resultant device 30 arranged on one side (right side) in the casing 25.
With respect to 78, the drive assist force reduction device 50 is arranged on the other side (left side) in the casing 25, and the relative rotation angle detection unit 90 is provided in the resultant unit 78.
Since it is arranged between the drive assisting power reduction device 50 and the drive assisting power reduction device 50, the relative rotation angle detecting section 90 is brought closer to the crankshaft 11 to reduce the side profile of the total force producing device 30 and to further downsize the drive assisting device 10. , The relative rotation angle detection unit in the dead space originally formed between the drive assist speed reducer 50 and the resultant unit 78
Since 90 is arranged, the dead space in the drive assist device 10 can be effectively used.

In this embodiment, the coil springs 76 and 77 are used as the pedal depression force transmitting member and the drive assisting force transmitting member in the resultant portion 78, but not limited to the coil springs, other elastic members such as rubber dampers may be used. You may use such a thing.

[0079]

As described above, the drive assist device for a bicycle with drive assist force according to the present invention is a combination device for combining the pedal effort of an occupant and the drive assist force of an electric motor and outputting them to the drive wheel side. The pedal depression force rotating member in which the rotation of the crankshaft is input through the one-way clutch, the driving assistance force rotating member that receives the driving assistance force of the electric motor and rotates in the same direction as the pedal depression force rotating member, and the crankshaft rotation And the relative rotation between the pedal effort force rotation member and the resultant force rotation member while transmitting the rotation of the pedal effort force rotation member to the resultant force rotation member, the rotation of which is output to the drive wheel side. And a drive assisting force transmitting member for transmitting relative rotation between the drive assisting force rotating member and the resultant force rotating member while transmitting the rotation of the drive assisting force rotating member to the resultant force rotating member. And a relative rotation angle detection unit that detects the advance or delay of the rotation angle of the drive assisting force rotation member with respect to the pedal depression force rotation member, and based on the input from the relative rotation angle detection unit, the pedal depression force rotation member. It is characterized in that a control device for controlling the output of the electric motor is provided so that there is no advance or lag in the rotation angle of the drive assist force rotating member.

According to this structure, since the assist ratio is directly and mechanically detected at the part of the resultant device where the pedal effort and the driving assist force are combined, the assist ratio can be accurately calculated without error. You can

Moreover, since the assist ratio is set to 1: 1 by the net output of the electric motor, variations in the output characteristics of the electric motor, the charging state of the battery unit, or the change in friction loss of the resultant device before and after the running-in operation are performed. It is possible to completely ignore the influence of the above on the assist ratio, and it is possible to accurately and easily control the assist ratio with a simple configuration.

In the drive assist device for a bicycle with drive assist force according to the present invention, the resultant force rotating plate, the pedal depression force input rotating plate, and the drive assisting force input rotating plate forming the force combining portion of the force combining device are arranged in the axial direction of the crankshaft. Since the pedal depression force transmitting member and the drive assisting force transmitting member are arranged on the same plane in line with the center plane of the resultant force rotating plate, the width of the resultant force portion can be remarkably narrowed. The size of the device in the width direction can be made compact.

Further, in the drive assist device for a bicycle with drive assist force according to the present invention, the force combiner of the force combiner is arranged on one side of the casing, and the rotation of the crankshaft is input to the pedal depression force rotating member of the force combiner. Since the one-way clutch is arranged on the other side of the casing, the one-way clutch is not located on the inner peripheral portion of the resultant section, and the resultant section can be made smaller in diameter and the side profile of the drive assist device can be made compact.

In the drive assist device for a bicycle with drive assist force according to the present invention, the drive assist force speed reducer is provided on the other side of the casing with respect to the resultant portion of the force combiner disposed on one side of the casing. Since the relative rotation angle detection unit is located between the resultant force unit and the drive assist force speed reducer, the relative rotation angle detection unit is brought closer to the crankshaft to reduce the side profile of the overall force production device and make the drive assist device compact. At the same time, since the relative rotation angle detection unit is arranged in the dead space originally formed between the drive assist force reduction device and the resultant unit, the dead space in the drive assist device can be effectively used.

[Brief description of drawings]

FIG. 1 is a left side view of a bicycle with a driving assistance force according to the present invention.

FIG. 2 is a cross-sectional view of the drive assist device according to the embodiment of the present invention.

3 is a vertical cross-sectional view of the drive assist device taken along the line III-III of FIG.

FIG. 4 is an enlarged cross-sectional view of the resultant device developed along the line IV-IV in FIG.

5 is a cross-sectional view taken along the line VV of FIG.

6 is a sectional view taken along line VI-VI of FIG.

7 is a longitudinal sectional view of the force combiner taken along the line VII-VII in FIG.

FIG. 8 is a plan view of a relative rotation angle detection unit.

FIG. 9 is a block diagram showing a control system of the drive assist device.

[Explanation of symbols]

 1 Bicycle with drive assist force 2 Body frame 7 Rear wheel which is a drive wheel 10 Drive assist device 11 Crankshaft 18 Control device 25 Casing 30 Combiner device 31 Electric motor 34 Main shaft of electric motor 50 Drive assist force reducer device 53 Combined force rotating member 57 Combined force rotating plate 61 Pedal pedal force rotating member 63 Pedal pedal force input rotating plate 64 One-way clutch 67 Drive assist force rotating member 69 Drive assist force input rotating plate 76 Coil spring as pedal pedal force transmitting member 77 Coil spring as drive assist force transmitting member 78 Combiner of the force combiner 90 Relative rotation angle detector D Center surface of the combiner rotating plate

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tadashi Matsuura 300, Takatsuka-cho, Hamamatsu City, Shizuoka Prefecture Suzuki Stock Company

Claims (4)

[Claims] 1. A combined force which combines a crankshaft 11 which is rotationally driven by a pedaling force, an electric motor 31 which generates a drive assisting force, and the rotational forces of the crankshaft 11 and the electric motor 31 and outputs the combined force to a drive wheel side. The device 30 and the resultant device 30
In the drive assist device for a bicycle with drive assist force provided coaxially with the crankshaft 11, the resultant force device 30 includes a pedal depression force rotation member 61 to which the rotation of the crankshaft 11 is input via a one-way clutch 64, A drive assist force rotating member 67 that receives the drive assist force of the electric motor 31 and rotates in the same direction as the pedal depression force rotating member 61, and a resultant force rotation that is rotatable around the crankshaft 11 and whose rotation is output to the drive wheel side. Member 53
And a pedal depression force transmission member (coil spring 76) that transmits the rotation of the pedal depression force rotation member 61 to the resultant force rotation member 53, and allows relative rotation between the pedal depression force rotation member 61 and the resultant force rotation member 53, A drive assisting force transmitting member (coil spring 77) that transmits the rotation of the drive assisting force rotating member 67 to the resultant force rotating member 53 and allows relative rotation between the drive assisting force rotating member 67 and the resultant force rotating member 53; The relative rotation angle detection unit 90 for detecting the advance or delay of the rotation angle of the drive assisting force rotation member 67 with respect to the pedal depression force rotation member 61, and based on the input from the relative rotation angle detection unit 90. A drive assist for a bicycle with drive assist force, characterized in that a control device (18) for controlling the output of the electric motor (31) is provided so that the rotation angle of the drive assist force rotation member (67) with respect to the pedal effort force rotation member (61) is eliminated. Device 10. 2. The pedal force input rotating plate 63 is provided for the pedal force rotating member 61 of the force combiner 30, the drive assist force input rotating plate 69 is provided for the drive assisting force rotating member 67, and the force force rotating plate is provided for the resultant force rotating member 53. 57 are provided integrally with each other, and these three rotary plates 57, 63, and 69 are arranged side by side in the axial direction of the crankshaft 11 to form a resultant force portion 78. Rotating plate 63 and drive assist force input rotating plate 69
Is transmitted to the resultant force rotary plate 57 via the pedal depression force transmission member and the driving assistance force transmission member, and the pedal depression force transmission member (coil spring 76) and the driving assistance force transmission member (coil spring 77) are The drive assist device (10) for a bicycle with drive assist according to claim 1, wherein the drive assist device (10) is arranged on the same plane as the center plane (D) of the resultant rotary plate (57). 3. The one-way clutch 64 for arranging the force-combining portion 78 of the force-combining device 30 on one side in the casing 25 and inputting the rotation of the crankshaft 11 to the pedal depression force rotating member 61 of the force-combining device 30 in the casing 25 The drive assist device 10 for a bicycle with drive assist force according to claim 2, wherein the drive assist device 10 is disposed on the side. 4. A drive assist force reduction device 50 for decelerating the drive assist force of the electric motor 31 to a force producing portion 78 of the force producing device 30 arranged on one side in the casing 25 and transmitting it to the force producing device 30.
Is located on the other side of the casing 25, and the relative rotation angle detection unit 90
The drive assisting device for a bicycle with drive assisting force according to any one of claims 1 to 3, wherein the drive force assisting device is arranged between the resultant portion 78 and the drive assisting force reduction device 50.
Ten.