JPH11227668A - Torque assist bicycle and its manufacture - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a torque assist bicycle and its manufacturing method, which is excellent in the energy consuming efficiency, can actualize a lightweight frame, and excels in the design through simplification of the wirings and the configuration. SOLUTION: A battery-driven motor 3 is coupled with a wheel 2 integrally, which is given torque both from the motor 3 and a human power driving mechanism 5 either alternately or simultaneously, and the motor current is controlled on the basis of the size of the human torque sensed by a human torque sensing means 6. The motor 3 should be of direct coupled type with wheel, and its rotor 8 is formed in a single piece with the wheel 2 positioned on the inside of the wheel 2 while stator 9 is fixed to the body so that the peripheral surface confronts the inside surface of the rotor 8. In this torque assist bicycle, the wheel is driven directly by the motor 3 of outer rotor structure coupled directly to the wheel 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a torque assisted bicycle and a method for manufacturing the same.

[0002]

2. Description of the Related Art A conventional electric bicycle includes a motor that rotates at a high speed, a reduction gear that increases the torque generated by the motor, a clutch mechanism that interrupts transmission of torque from the motor to wheels, a battery that supplies power to the motor, and power to the motor. An electric torque assist mechanism composed of components such as a motor control device for controlling current is connected to the existing bicycle structure, and each component of the electric torque assist mechanism is dispersedly arranged on the vehicle body,
They are configured to be mechanically or electrically coupled to each other.

Japanese Patent Laid-Open Publication No. 50-125438 discloses that when a drive torque, that is, a load torque exceeds a predetermined threshold value from the tension of a chain, a motor generates a torque via a clutch to assist. A torque assisted electric bicycle has been proposed. JP-A-4-10079
No. 0 proposes a torque assisted electric bicycle that assists torque from a motor via a clutch such that motor torque has a predetermined functional relationship with respect to driving torque by human power.

Japanese Patent Application Laid-Open No. Hei 7-149280 discloses that a motor is connected to wheels via a clutch, torque of the motor is controlled in accordance with the magnitude of driving torque by human power, and torque assist is provided. Has proposed a torque assisted electric bicycle that charges the battery by regenerative power generation.

[0005]

The above-described conventional electric bicycle has a problem that needs to be solved. First, the fact that the electric torque assist mechanism is constituted by such a dispersive arrangement of many components leads to complicated electric or mechanical coupling between them, and furthermore, these electric coupling and A problem arises in that mechanical or electrical transmission loss is large in mechanical coupling.

In order to transmit the torque from the motor to the wheels through the speed reduction mechanism and the clutch mechanism, it is necessary to support each of these components with a highly rigid support frame. Therefore, it is necessary to sacrifice the rigidity to some extent, so that there is a problem that the efficiency of torque transmission from the motor to the wheels and the durability are reduced.

Further, in consideration of the operation reliability and ease of handling of the bicycle, it is preferable that the entire electric torque assist mechanism be compact so as not to hinder the use of the bicycle. When they are concentratedly arranged for compactness, there is a problem that the balance becomes poor or protrudes, which hinders running and operation, and deteriorates aesthetic appearance.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has excellent energy consumption efficiency, can realize a lightweight frame, and has a much simpler wiring and configuration. Its purpose is to provide a manufacturing method.

[0009]

SUMMARY OF THE INVENTION In a torque assisted bicycle according to the present invention, a battery-powered motor is integrally connected to wheels, and the wheels are alternately or simultaneously torqued by both the motor and a manual drive mechanism. The motor current is controlled based on the magnitude of the manual torque detected by the manual torque detecting means.

[0010] In this construction, the motor is a wheel-directed motor, the rotor of which is located on the inner peripheral side of the wheel and is formed integrally with the wheel, the stator of which is fixed to the vehicle body and the outer peripheral surface of which is the rotor. Facing the inner peripheral surface. That is, in the torque assisted bicycle of the present invention, the wheels are directly driven by the wheel-directed motor having the outer rotor structure directly connected to the wheels.

According to this configuration, the following operation and effect can be obtained. First, the wheel-directed motor having the outer rotor structure of the present invention can greatly simplify the electric torque assist mechanism as compared with a conventional human assist bicycle. More specifically, in a conventional human assisted bicycle, a speed reduction mechanism is indispensable in order to reduce the size and weight of the motor, but the installation of the speed reduction mechanism increases the inertial rotating mass during manual driving and increases the friction loss of the speed reduction mechanism. Therefore, it is necessary to separate the speed reduction mechanism from the wheels by operating the clutch mechanism during manual driving. For this reason, the conventional electric torque assist mechanism needs to be constituted by a motor, a speed reduction mechanism and a clutch mechanism, and further requires a torque transmission structure for transmitting the generated torque of the motor to the wheels through the speed reduction mechanism and the clutch mechanism. . Of course, it is conceivable to simplify the torque transmission structure by making the output portion of the clutch mechanism an outer rotor structure. However, accommodating such a deceleration mechanism and a clutch mechanism together with a stator inside the outer rotor requires a structure. In addition, torque transmission loss and heat generation due to a speed reduction mechanism and the like are generated even during electric torque assist.

On the other hand, according to the present invention, since the motor is a wheel-directed motor having an outer rotor structure, the speed reduction mechanism is omitted, thereby making it possible to eliminate power transmission loss and heat generation. As a result, there is no need to consider the torque loss of the reduction mechanism during manual driving,
Therefore, the clutch mechanism for separating the speed reduction mechanism from the wheels during manual driving can be omitted, and the configuration becomes simple,
Reliability and durability are improved, and energy use efficiency is also improved.

Second, the wheel-directed motor having the outer rotor structure of the present invention can omit the clutch mechanism as described above as compared with a conventional human-power assisted bicycle, so that it is necessary to decelerate during manual driving. In this case, it is possible to perform dynamic braking using the motor directly without connecting the clutch, improve the braking response, and further, because there is no wear of the clutch or deterioration of the deceleration mechanism. And the maintenance is simple, and as a result, the dynamic braking force can always be obtained with high reliability.

Third, at the time of dynamic braking, mechanical energy is transmitted to the motor without passing through the clutch mechanism or the deceleration mechanism. Therefore, mechanical energy can be recovered to the battery with a small transmission loss, thereby reducing battery consumption. be able to. Fourth, the torque generated by the motor rotor is directly transmitted from the rotor to the wheels without any torque transmission mechanism, and the anti-torque acting on the stator is directly supported on the vehicle body. There is no need to increase the rigidity of the bicycle frame mechanism to reduce the change in the distance between the axes as in the electric torque assist mechanism having a speed reduction mechanism and a clutch mechanism, without reducing the torque transmission efficiency and durability. The weight of the frame mechanism of the turning vehicle can be reduced.

Fifth, in consideration of the operation reliability and ease of handling of the bicycle, it is preferable that the entire electric torque assist mechanism is configured to be compact so as not to hinder the use of the bicycle. When the components are arranged in a concentrated manner, there is a problem that the balance becomes poor or protrudes, which hinders running and operation, and deteriorates aesthetic appearance. On the other hand, in the present configuration, the electric torque assist mechanism has a very simple structure, and thus does not cause a problem of hindering traveling or operation or deteriorating aesthetic appearance.

After all, according to the present invention, it is possible to realize a torque assisted bicycle which is excellent in energy consumption efficiency, can realize weight reduction of a frame, and has excellent simplicity in wiring and configuration and excellent in design. According to the configuration of claim 2, the torque assisted bicycle according to claim 1 further includes:
The wheel has a hollow space and a drum-shaped rotating drum portion rotatably supported on a stationary axle, a wheel portion provided on the outer periphery of the rotating drum portion and having a rubber tire mounted thereon, and an outer periphery of the rotating drum portion. The stator comprises a number of spokes connecting the inner periphery of the wheel portion, the stator is located inside the rotating drum portion and fixed to the stationary axle, and the rotor core of the rotor is fixed to the outer peripheral portion of the rotating drum portion. That is, in the present configuration, the electric torque assist mechanism can be constituted by a rotor forming a part (central portion in the radial direction) of a wheel and a stator integrated with a stationary axle supporting the wheel. Also serves as the central drum part of the wheel.

With this configuration, the electric torque assist mechanism can be made extremely compact, and the problems of obstructing running and operation and deteriorating the aesthetic appearance do not occur. According to a third aspect of the present invention, in the torque assisted bicycle according to the second aspect, the rotating drum portion further includes a pair of disk portions fixed to the stationary axle at predetermined intervals in the axial direction, and a pair of the two disk portions. A cylindrical portion connecting the outer peripheral portions, and the spokes connect the two disk portions and the rim. Then, the rotor core of the rotor is fixed to the cylindrical portion of the rotating drum portion.

According to this structure, since various impacts and weights applied through the rim and the spokes are supported by the vehicle body from the stationary axle through the pair of disks of the rotating drum, the distortion of the rotor provided on the cylindrical portion of the rotating drum is improved. Can be reduced, and the weight of the rotor can be reduced. According to a fourth aspect of the present invention, in the torque assisted bicycle according to the third aspect, the outer peripheral portion of the rotary drum portion also serves as a cylindrical yoke of the rotor. That is, since the cylindrical portion of the rotary drum portion at the center of the wheel forms the yoke (yoke) of the rotor, the wheel structure can be further simplified.

According to a fifth aspect of the present invention, in the torque assisted bicycle according to the second aspect, the stator further includes a drum-shaped stationary drum portion having a hollow space and fixed to a stationary axle; The stator includes a stator core fixed to an outer periphery and a stator coil wound around the stator core. In this way, the stator can be reduced in size and weight while maintaining rigidity, and various components can be accommodated inside.

According to a sixth aspect of the present invention, in the torque assisted bicycle according to the fifth aspect, the stator core further includes a cylindrical yoke serving also as an outer peripheral portion of the stationary drum portion, and a predetermined pitch in the circumferential direction on the outer peripheral surface of the yoke. The stator coil has a large number of T-shaped teeth joined to each other, and the stator coil is formed by connecting a single coil individually concentratedly wound to each tooth. By doing so, it is possible to reduce the size of the stator and reduce the wiring resistance loss.

More specifically, the stator coil includes a teeth winding portion for generating a magnetic flux in each tooth and a crossover portion connecting the teeth winding portions to each other. Since the stator coil is formed by connecting a large number of single coils wound only in turn with a connecting wire, the connecting wire can be minimized. As a result, the wiring resistance loss and the wiring resistance loss at the connecting wire portion can be reduced. The coil volume can be minimized. However, such concentrated winding on each tooth has not been easy with a conventional multi-pole stator core having a large number of teeth.
On the other hand, since the teeth of the stator core of the present configuration protrude radially outward, the winding process is much easier than the conventional stator core in which the teeth protrude to the inner peripheral side, and thus can be economically realized.

According to a seventh aspect of the present invention, there is provided the method of manufacturing a torque assisted bicycle according to the sixth aspect, wherein each of the T-shapes is fitted with a ring-shaped single coil by laser welding from the inner peripheral surface of the yoke. Are continuously welded to the outer peripheral surface of the yoke. In this way, the joining of a large number of teeth and the yoke, which has been difficult in the past, can be extremely easily performed, and the manufacturing process can be simplified and the crossover of the stator coil can be minimized at the same time. A multi-pole motor having excellent low-speed torque performance and low coil resistance loss can be realized at low cost.

According to an eighth aspect of the present invention, in the torque assisted bicycle according to the first aspect, the battery is further disposed in an empty space on the inner peripheral side of the ring-shaped stator. With this configuration, the battery is accommodated in the empty space inside the stator which is generated in the wheel-directed motor having the outer rotor structure in principle, so that the electric torque assist mechanism can be made compact without increasing the required space. Since the length of the wiring can be reduced and the wiring work can be reduced, the wiring loss can be reduced, and the waterproof protection of the battery is also facilitated.

According to a ninth aspect of the present invention, in the torque assisted bicycle according to the eighth aspect, the battery is an assembled battery including a plurality of battery cells adjacent to each other and having a positive terminal and a negative terminal in the axle extension direction. Be composed. With this configuration, the wiring (connection terminal) of each battery can be extended in a plane on both sides of the assembled battery, so that the structure can be simplified, and the density of battery accommodation in an empty space in the stator can be reduced. Can be improved.

More specifically, since the empty space inside the stator has a cylindrical shape, it cannot be efficiently accommodated if a conventional assembled battery which is usually assembled in a cubic shape is accommodated. With this configuration, each battery cell can be arranged as a whole in a fan shape or a ring shape, and wiring fittings for connecting adjacent positive and negative connection terminals are also provided on both inner side surfaces of the battery case. Therefore, a large-capacity assembled battery can be assembled compactly and easily, and wiring loss inside the assembled battery can be reduced.

According to a tenth aspect, in the torque assisted bicycle according to the first aspect, the battery is further fixed to a disk portion (disk portion) of a stationary drum portion forming a stator. With this configuration, the disk portion of the stationary drum portion supporting the stator core also serves as a battery support member, so that the size and weight of the electric wheel can be reduced.

According to the eleventh aspect, in the torque assisted bicycle according to the first aspect, the motor control device is further disposed in an empty space on the inner peripheral side of the ring-shaped stator. With this configuration, the motor control device is housed in an empty space inside the stator that is generated in the wheel-directed motor having the outer rotor structure in principle, so that the electric torque assist mechanism can be made compact and the wiring can be reduced. Since the length of the wiring can be reduced, the wiring work and the wiring loss can be reduced, and the waterproof protection of the motor control device is also facilitated.

According to a twelfth aspect of the invention, in the torque assisted bicycle according to the first aspect, the battery and the motor control device are further disposed in an empty space on the inner peripheral side of the ring-shaped stator. With this configuration, the battery and the motor control device are housed in the empty space inside the stator that is generated in the wheel-directed motor having the outer rotor structure in principle, so that the electric torque assist mechanism can be downsized, and Since the length of the wiring between the battery and the motor control device and the wiring between the motor control device and the stator coil can be reduced, the wiring work is significantly reduced,
The wiring loss can be remarkably reduced, and the waterproof protection of the battery and the motor control device is also facilitated.

According to a thirteenth aspect of the present invention, in the torque assisted bicycle according to the fifth aspect, the battery and the motor control device further include a sealing member for sealing the stationary drum portion of the stator housed in the sealed hollow space of the rotating drum portion of the wheel. It is housed in a hollow space. With this configuration, the battery and the motor control device are housed in the closed hollow space of the rotating drum portion of the wheel (rotor) and further housed in the closed hollow space of the stationary drum portion of the stator. Dust proof of motor by shielding
Waterproofness is further improved.

According to a fourteenth aspect of the invention, in the torque assisted bicycle according to the fifth aspect, the motor control device is further fixed to a disk portion of a stationary drum portion of the stator, and the disk portion forms a heat sink of the motor control device. . That is,
In this configuration, since the disk portion of the stationary drum portion of the stator also serves as a heat sink of the motor control device as a metal disk, it is possible to improve the cooling performance of the motor control device while avoiding a complicated structure.

According to a fifteenth aspect of the present invention, in the torque assisted bicycle according to the fifth aspect, the motor control device further includes an inverter circuit device for performing PWM control of a current to the wheel-directed motor, and a motor control device disposed in close proximity to the inverter circuit device. And a control circuit device for generating a control signal for switching the inverter circuit device on and off based on the input information, the control circuit device being surrounded by a disk portion of the stationary drum portion and an electromagnetic shield case. From the electromagnetic shield.

According to this configuration, the stationary drum portion of the stator also functions as the electromagnetic shield plate of the control circuit device together with the electromagnetic shield case, so that the electromagnetic switching noise from the inverter circuit device to the control circuit device can be simplified while simplifying the electromagnetic shield structure. Can be reduced. Claim 16
According to the configuration described above, the torque assisted bicycle according to claim 2, further comprising: the above-described wheel, a wheel-directed motor, a battery,
Motorized wheels, including motor controllers and stationary axles that support them, are used as rear wheels of the bicycle.

In this way, it is possible to realize a torque assisted bicycle in which the steering wheel operation is light while the overall configuration is compact. According to the configuration of claim 17, in the torque assisted bicycle according to claim 16, the electric wheel is further formed in a shape that can be replaced with a rear wheel of a commercially available rickshaw that operates only manually.

In this way, an enormous number of existing bicycles can be converted to manually assisted bicycles, torque assisted bicycles can be used without a large cost burden, and a resource saving effect can be produced. it can. According to the configuration of claim 18, in the torque assisted bicycle according to claim 16, the electric wheel further serves as a rear wheel of the foldable bicycle.

[0035] In this manner, a folding bicycle, which is required to be simple and lightweight, can be torque assisted without a large increase in weight and physique. That is,
Almost all of the human assist mechanism is housed in the rear wheel, so that the folding operation does not become complicated. Claim 1
According to a ninth aspect, in the torque assisted bicycle according to the first aspect, the human-powered torque detecting means is further integrally fixed to the wheel-directed motor. This makes it possible to further reduce the size of the device configuration.

For example, a sprocket held movably in a predetermined range within a rotation plane with respect to a wheel, and a sprocket held movably in a predetermined section in a direction of a force applied from a chain without rotating with respect to the axle. A non-rotating body that rotatably supports the wheels (the rotation axis of the non-rotating body does not coincide with the non-rotating body), and a pressing force and a pulling force acting between the non-rotating body and the axle. By providing a dynamic sensor for measuring one of the forces, a human-powered torque can be detected with a simple configuration.

On the other hand, conventionally, a spring that expands and contracts when torque is applied from the chain to the rear stationary axle is arranged around the rotation axis, and is fixed to one end of the spring. The displacement of the ferrite is detected as a change in inductance by a coil disposed around the ferrite. But,
In such a structure, since the ferrite and the spring are rotating bodies that rotate together with the chain sprocket and the rear wheel, it is necessary to measure the inductance of the coil in order to detect the displacement of the ferrite due to the expansion and contraction of the spring. therefore,
Electronic circuits for inductance detection are required. Also, since the mechanism for transmitting torque including the spring is complicated,
Not only the number of parts is large, but also the weight is increased. For this reason, it is impossible to incorporate a torque sensor in the conventional method in terms of space. Further, in this configuration, if the dynamic sensor is arranged in the sprocket, the torque sensor can be easily incorporated in the DD motor because a space dedicated to the torque sensor is not required.

According to a twentieth aspect of the present invention, in the torque assisted bicycle according to the first aspect, the motor control device further controls the output of the wheel-directed motor based on the outputs of the human-powered torque detecting means and the vehicle speed detecting means. . This makes it possible to realize a torque assisted bicycle having a finer control function. According to the structure described in claim 21, in the torque assisted bicycle described in claim 20, the motor control device further detects the number of rotations of the wheel directly-coupled motor as vehicle speed detection means.

That is, according to this configuration, the vehicle speed is detected by the rotation of the rotor by utilizing the fact that the wheel and the rotor of the motor are integrated. In this case, an expensive vehicle speed sensor can be omitted, and the vehicle speed can be detected simply and accurately. As described above, the conventional electric torque assist mechanism detects the vehicle speed by rotating the motor to separate the motor from the wheels during manual driving by a clutch mechanism in order to avoid the friction loss burden on the speed reduction mechanism during manual driving as described above. It was necessary to provide a vehicle speed sensor on the wheels. According to this configuration, the clutch mechanism can be omitted because there is no friction loss burden on the speed reduction mechanism during manual driving, and as a result, the vehicle speed can be detected by the rotation of the motor.

The detection of the number of rotations of the motor is a very well-known technical matter. In general, the movement of the magnet due to the rotation of the rotor can be detected by a magnetic sensor built in the motor. It can also be performed by detecting a current. According to the configuration of claim 22, in the torque assisted bicycle according to claim 20, the motor control device further has no human-powered torque, and
If the vehicle speed does not decrease, the direct-wheel motor is subjected to dynamic braking operation.

To further explain, when there is no manual torque,
The bicycle should slow down due to air resistance, running resistance, and mechanical loss of the bicycle. However, if the vehicle speed does not decelerate, it is estimated that some kind of speed-up environment exists. The speed increasing environment includes, for example, a down road and a tailwind, and there is a danger in traveling. For this reason, in the present configuration, the existence of the above-mentioned speed increase factor is determined based on the point at which the vehicle speed increases during inertial running in which no human torque exists. In this case, the vehicle automatically decelerates according to a previously prepared deceleration pattern.

With this configuration, the following functions and effects can be realized. First of all, since this braking is performed by dynamic braking of the wheel-directed motor, it can be realized quickly and reliably.
In addition, various deceleration patterns can be easily realized according to the vehicle speed and the like. Of course, a conventional torque assisted bicycle can also achieve such dynamic braking,
Conventionally, when driving manually, it is necessary to separate the motor from the wheels by the clutch mechanism as described above.Therefore, the clutch is actuated after commanding the power generation braking, and then the braking force due to the power generation braking is generated. In other words, the braking response is delayed by the clutch operation delay. Further, since the clutch is switched on and off every time braking is performed, there is a case where the braking force due to the power generation braking of the motor is not transmitted to the wheels due to a decrease in the durability of the clutch, and there is a risk that the braking performance is reduced. On the other hand, in this configuration, since the wheel and the rotor of the motor are integrally formed, the braking force by the dynamic braking can be obtained reliably and responsively.

Next, in the present configuration, the existence of the above-mentioned speed-up environment is detected by the point that the vehicle speed does not decrease during the inertial running when there is no human torque. That is, in the present configuration, the existence of the human-powered torque even in such a speed-up environment means that the occupant intends to speed-up, and in such a case, the braking is not necessary. However, if the manual torque is 0, the occupant can know that he or she no longer wants to further increase the speed, and it is preferable in terms of safety to reduce the speed quickly. In this way, the occupant performs braking automatically and responsively before the brakes are operated, so there is no need to hold the brakes for a long time even on a long down road,
A braking force can be generated.

According to a twenty-third aspect of the invention, there is provided the torque assisted bicycle according to the first aspect, further comprising: a mechanical brake device for generating a mechanical braking force by bringing a brake pad into contact with a wheel through a brake wire by a manual lever; An open / close switch that is turned on and off by a displacement of the brake wire within a play area of the brake device.

Further, the motor control device generates and brakes the wheel-directed motor by operating the open / close switch by operating the manual lever. That is, according to the present configuration, the mechanical braking force can be increased by this switch, and it is also possible to generate only the dynamic braking without generating the mechanical braking force of the mechanical brake device by slightly operating the manual lever. it can.

As a result, power can be generated manually and the energy can be recovered in the battery. Further, when it is desired to brake lightly, it is possible to prevent the wear of the pad of the mechanical brake device. According to the configuration of claim 24, claim 2
Further, in the torque assisted bicycle described in 3, the motor control device strengthens the dynamic braking and keeps the vehicle speed at a predetermined value when there is a human torque and the vehicle does not decelerate despite performing the dynamic braking.

In other words, when only the dynamic braking is performed, the manual lever is weakly gripped so as not to generate a mechanical braking force. However, on a down road or the like, the speed-up energy may exceed the energy consumption due to the regenerative braking and the vehicle speed may increase. Therefore, in this configuration, in such a case, the dynamic braking is strengthened to maintain the vehicle speed at a predetermined value.
Even if the battery charging mode is selected, the vehicle speed does not increase too much.

According to the construction of claim 25, claim 1,
22. The torque assisted bicycle according to any one of 22 to 24, further comprising means for detecting a battery voltage, employing regenerative braking when the battery voltage is equal to or lower than a predetermined voltage, and generating heat braking when the battery voltage exceeds the predetermined voltage. Is adopted. In this way, overcharging of the battery can be prevented.

According to a twenty-sixth aspect of the present invention, in the torque assisted bicycle according to the fifth aspect, the wheel-directed motor further has a diameter of 100 to 400 mm and a diameter / axial thickness of 3 mm.
13. An outer rotor type brushless DC motor in which the axial length of the stator core / the axial length of the permanent magnet of the rotor is set to 1.2 to 1.5. By doing so, the motor weight can be reduced.

According to a twenty-seventh aspect of the present invention, in the torque assisted bicycle according to the fifth aspect, the wheel direct-coupled motor further has a ratio of diameter D / pole number P of the permanent magnet of the rotor of 3 to 5.
(Mm / total number of poles) outer rotor type brushless D
C motor. By doing so, the motor weight can be reduced. According to the configuration described in claim 28, in the torque assisted bicycle according to claim 5, the stator core of the stator further has a T-shaped tooth whose head protrudes in a radially outward direction. 8 of circumferential length of head
An arcuate surface portion having a circumferential length of 5 to 90%, provided at both ends in the circumferential direction of the arcuate surface portion and provided at an angle of 40 to 50 degrees with respect to a tangent line extending from both ends of the arcuate surface portion. And a pair of cut-off surfaces provided.

In this way, the cogging torque can be reduced. According to the torque assisted bicycle of claim 29, the rotor and the stator of the direct drive electric wheel having the motor structure of the outer rotor type are cantilevered by the stationary axle via the rotor base and the stator base, and the stator base is further mounted on the vehicle body. It is fixed to the frame.

In this manner, most of the various forces such as electromagnetic torque, weight, and vibration acting on the stator can be directly borne by the body frame without passing through the stationary axle, thereby reducing the burden on the stationary axle. As a result, it is possible to avoid the use of a large-diameter stationary axle without impairing reliability, thereby realizing weight reduction and cost reduction.
Exchange with the wheel of a conventional man-powered bicycle or a man-powered wheelchair can be facilitated.

According to the structure of claim 30, according to claim 29,
Further, in the torque assisted bicycle described, the spoke attachment portion is fixed to the disk portion of the rotor base,
Since it is arranged with a predetermined gap in the radial direction with respect to the cylindrical portion of the rotor base, the wheel and the motor overlap in the axial direction,
The width of the electric wheel in the axial direction can be reduced, so that the electric wheel can be easily mounted on the bicycle. Furthermore, since the radial force applied to the spoke attachment portion is applied to the disk portion of the rotor base and does not directly apply to the cylindrical portion of the rotor base, the rotor force is applied to the stationary axle axis by this radial force. Therefore, it is possible to prevent the gap between the rotor and the stator from being reduced.

More specifically, in the outer drive type direct drive type electric wheel of the present invention, the gap where the electromagnetic force acts between the stator and the rotor needs to be narrow (for example, about 1 mm). According to this, the gap can be reliably held without unnecessarily increasing the rigidity of the rotor base or the stationary axle. According to the configuration of claim 31, in the torque assisted bicycle according to claim 30, the spoke attachment portion has higher elasticity than the disk portion of the rotor base, so that the external force applied to the spoke attachment portion is caused by the elastic deformation of the spoke attachment portion. As a result, the deformation of the rotor base is suppressed and the rotor fixed to the rotor base is prevented from being deformed with respect to the stator and the gap can be prevented from being reduced.

According to the construction of claim 32, claim 30 is
In the torque assisted bicycle described above, further, the total axial width of the electric wheels is increased because the disk portion of the rotor base is fixed to the hub located on both axial sides of the rotor and supported on the stationary axle via bearings. Therefore, it is possible to suppress the rotor base from tilting with respect to the stationary axle. Claim 3
According to a third aspect of the present invention, in addition to the configuration of the thirty-second aspect, the stator base supports the hub through the bearing at the axial middle of the two bearings, so that the hub is displaced at the axial middle of the hub, that is, at the inner diameter of the motor. As a result, even if the stationary axle is thin, the deformation and displacement of the hub can be favorably suppressed, and thereby the displacement of the rotor through the rotor base can be suppressed.

Further, even if the hub is deformed and displaced by the deformation and displacement of the rotor base, thereby deforming and displacing the stator base that supports the hub via the bearing, the deformation and displacement of the stator base are not affected by the deformation and displacement of the rotor base. Since the direction is the same as the deformation and displacement of the rotor fixed thereto, the reduction of the gap can be suppressed. According to the torque assisted bicycle of the thirty-fourth aspect, an outer rotor type motor in which the rotor is disposed on the outer peripheral side of the stator is employed, and a direct drive type electric wheel structure in which the rotor is directly connected to a wheel portion such as a spoke is employed. Is done. In particular, the rotor is fixed to the outer periphery of the substantially disk-shaped rotor base, the inner periphery of the rotor base is fixed to the cylindrical hub, and the spokes contact the rotor base at a predetermined distance in the axial direction from the rotor base. It is fixed to the hub without any.

That is, the small-diameter cylindrical hub rotatably supported on the stationary axle via a bearing supports the radially inner end of the spoke and has a large-diameter disk-shaped or large-diameter bottomed cylindrical rotor. Supports the radially inner end of the base. Therefore, the driving torque generated by the rotor is transmitted to the wheel through the rotor base and the hub. By doing so, the following functions and effects can be obtained.

The spokes of the wheel are subjected to a force in a direction perpendicular to the axis of the stationary axle (ie, in the radial direction) due to unevenness of the ground through the tire and the rim that supports the tire. This radially directed external force is transmitted from the spokes to the axially outer end of the hub, but is better carried by the stationary axle because the hub is supported on the stationary axle through the bearings. Therefore, the axial inner end of the hub hardly deforms in the radial direction due to the radial external force applied to the axial outer end of the hub. The rotor base hardly deforms in the radial direction, so that the rotor hardly deforms in the radial direction.

When an external force is applied to the tire in the axial direction due to unevenness of the ground or other causes, the spoke receives a force in a direction in which the axis of the tire is deviated from the axis of the stationary axle. This force is transmitted through the spokes to the axially outer end of the hub, but is better carried by the stationary axle because the hub is supported on the stationary axle through the bearings. Therefore, due to the external force applied to the axially outer end of the hub, the axis of the hub is hardly deviated with respect to the axis of the stationary axle. The base is hardly deflected, and thus the rotor is hardly deflected.

More specifically, the reduction of the gap between the rotor and the stator can be achieved by displacing the rotor in the radial direction (radial displacement) or by deviating the rotor base with respect to the radial direction (angular deflection). Occurs. In the present invention,
External forces in these directions applied to the spokes are supported by a cylindrical hub held on a stationary axle via bearings.
Further, the rotor base supporting the large-diameter rotor of the outer rotor type motor is fixed sufficiently away from the spokes in the axial direction without contacting the spokes.

On the other hand, in a conventional outer rotor type direct drive type electric wheel in which the rotor and the spoke are fixed to the outer peripheral portion of the hub close to each other, the spoke forms the outer peripheral portion of the hub at the inner peripheral end of the hub by elastic deformation of each portion. In the outer rotor type direct drive electric wheel according to the present invention, the rotor is displaced or deviated in the radial direction with the fulcrum as a fulcrum. Radial displacement or declination is significantly reduced,
As a result, the reduction or enlargement of the gap between the rotor and the stator can be reduced, and as a result, the contact between the rotor and the stator can be prevented while avoiding an increase in the size and weight of the hub and a reduction in motor loss. Can be realized.

Further, in this embodiment, since the gap fluctuation can be suppressed, it is possible to prevent the motor output from becoming unstable due to the fluctuation. In this configuration, the rotor base and the hub can be integrally formed, and the rotor base can also be rotatably supported on the stationary axle through the bearing. That is, the rotor base and the hub fixed thereto are members for rotatably holding the rotor on the stationary axle, but this configuration is such that the axial direction away from the rotor fixing position of this member in the radial direction and the axial direction. The above-mentioned effect is obtained by fixing the radial inner end of the spoke to the outer end.

According to a thirty-fifth aspect, in the torque assisted bicycle according to the thirty-fourth aspect, the rotor and the stator of the direct drive type electric wheel having an outer rotor type motor structure are separated by a stationary axle via a rotor base and a stator base. Since it is held and supported, the weight of the electric wheel can be reduced. Also, the width of the electric wheel in the axial direction can be reduced compared to the double-supported type,
There is an excellent effect that it is easy to accommodate between the spokes on both sides of the wheel without contacting these spokes.

According to a thirty-sixth aspect, in the torque assisted bicycle according to the thirty-fifth aspect, the stator base is further fixed to the vehicle body frame, and the second hub is rotatably supported on the outer peripheral surface of the stator base. Therefore, most of various forces such as electromagnetic torque, weight, and vibration acting on the stator can be directly borne by the vehicle body frame without passing through the stationary axle, so that the burden on the stationary axle can be reduced. As a result, it is possible to avoid the use of a large-diameter stationary axle without impairing the reliability, thereby realizing a reduction in weight and cost, and further, replacing the wheel with the wheel of a conventional rickshaw or a rickshaw chair. Can be easy.

According to the structure of claim 37, claim 35.
In the torque assisted bicycle described above, the disk portion of the rotor base is fixed to the first hub located on both axial sides of the rotor and supported on the stationary axle via bearings, so that the total axial width of the electric wheels is increased. The inclination of the rotor base with respect to the stationary axle can be suppressed without performing. According to the configuration of claim 38, further, in the torque assisted bicycle according to claim 37, the stator base supports the first hub through the bearing at the axial middle of the both bearings, so that the axially intermediate portion of the first hub, The displacement of the first hub can be suppressed at the inner diameter portion of the motor. As a result, even if the stationary axle is thin, the deformation and displacement of the first hub can be suppressed well, and the displacement of the rotor through the rotor base due to the displacement can be suppressed. Can be deterred. Furthermore, even if the first hub is deformed and displaced by the deformation and displacement of the rotor base, thereby deforming and displacing the stator base that supports the first hub via a bearing, the deformation and displacement of the stator base are not affected. And the same direction as the deformation and displacement of the rotor fixed thereto, so that the reduction of the gap can be suppressed.

[0066]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention described above will be described based on the following examples.

[0067]

First Embodiment A torque assisted bicycle according to a first embodiment will be described below with reference to a sectional view of a main part in FIG. 1 and a block circuit diagram in FIG. In this torque assisted bicycle, the rear wheel of a commercially available bicycle is replaced with an electric wheel 100 (see FIG. 1) unique to this embodiment. Further, as shown in FIG. 2, a torque sensor 6, a brake switch 200 and a vehicle speed setting switch 201 are provided. Is provided.

The electric wheel 100 will be described below.
The electric wheel 100 includes a stationary axle 1 supported on a vehicle body (pipe frame) not shown, a wheel 2 rotatably supported on the stationary axle 1, a motor 3 provided integrally with the wheel,
A battery 4 incorporated in the motor 3, a human-powered driving mechanism (the structure is well-known, here simply shown as a chain 5 in FIG. 1) 5 for driving the wheels 2, and a human-powered torque detected by a torque sensor 6. It has a motor control device 7 that controls the transfer of current between the battery 4 and the motor 3 based on the size.

The wheel 2 has a rotating drum portion (hereinafter also referred to as a rotor 8) 8 rotatably supported by the stationary axle 1 and also serving as a rotor of the motor 3. Are connected to the rim 400 by spokes 300. The motor 3 is a wheel-directed motor having an outer rotor structure, and is a three-phase brushless DC motor. The motor 3 will be described in more detail.

The motor 3 has a rotor 8 as shown in FIG. 1 showing an axial sectional view and FIG.
And a stator 9 fixed to the stationary axle 1 inside thereof, and further provided with a magnetic sensor 10 (see FIG. 2) built in the motor 3 for detecting the magnetic field of the permanent magnet magnetic pole 84 and outputting it as a phase signal. ing. The rotor 8 is composed of a pair of disk portions 81 fixed to the stationary axle 1 at predetermined intervals in the axial direction and a pair of soft irons which are joined to the outer peripheral portions of both disk portions 81 by screws 82 and also serve as a ring-shaped yoke of the rotor core. And a large number of rectangular thin plate-shaped permanent magnet magnetic poles 84 that are alternately bonded to the inner peripheral surface of the cylindrical portion 83 in the circumferential direction to form the remainder of the rotor core. In FIG. 3, reference numeral 85 denotes a screw hole into which the screw 82 is screwed;
Is a locking hole for locking the spoke 300;
00 is coupled to a rim 400 on which a rubber tire (not shown) is mounted. However, in FIG. 3, the disk section 81 on the near side is not shown.

The stationary axle 1 is fixed to the stator 9 by screws 90.
A pair of disk portions 91 rotatably supported on the disk portion, and a soft iron cylindrical portion 9 joined to the outer peripheral portions of both disk portions 91 by screws 92 and also serving as a ring-shaped yoke of the stator core.
3, a number of T-shaped teeth 94 which are welded to the outer peripheral surface of the cylindrical portion 93 at regular intervals in the circumferential direction to form a stator core together with the cylindrical portion 93, and single coils 95 individually wound around the respective teeth 94. And each single coil 95 has 3
Each of them is connected in series to form a three-phase stator coil 96. The teeth 94 are arranged in the same number as the permanent magnet magnetic poles 84, and the teeth 94 face the permanent magnet magnetic poles 84 with a small magnetic gap. Each of the teeth 94 is welded to the outer peripheral surface of the cylindrical portion 93 by laser welding from the yoke, that is, the inner peripheral surface of the cylindrical portion 93, after the single coil 95 is wound thereon. This welding may be performed by rotating the laser beam with respect to the cylindrical portion 93, and can be performed extremely easily. Note that electron beam welding, seam welding, spot welding, or the like may be employed instead of laser beam welding. In FIG. 3, only one single coil 93 is schematically shown.

FIG. 4 shows the arrangement of the battery 4 and the motor control device 7 in the stator 9. The battery 4 is an assembled battery, and has a large number of battery cells 40 which are stored at respective storage positions of a resin battery case (not shown) so as to be non-displaceable except in the axial direction. Each battery cell 40 is a spiral battery,
The positive electrode and the negative electrode are arranged in the axial direction of the wheel 2. The positive terminal and the negative terminal of the adjacent battery cells 40 are connected by the connection terminal 41, whereby the battery 4 is formed by connecting the battery cells 40 in series. This is for the purpose of reducing the resistance loss and downsizing the inverter circuit device 71 described later. The above-described battery case has a fan-box shape as a whole, and includes a bottomed box portion (not shown) that is open at one end in the axial direction, and a lid portion (not shown) that closes the box portion. The box portion is fixed to one disk portion 91 of the stator 9 through a box portion by a through bolt (not shown).
It is pressed against and fixed.

The connection terminals 41 are fixed at respective positions on the inner bottom surface of the box portion and the inner surface of the lid portion of the battery case. The connection terminals 41 and the battery cells 40 are fixed by the through bolts. Positive terminal,
It is configured to be electrically connected to the negative electrode terminal. The resin battery case has many holes for air circulation. This is because the air heated by the heat generated by the battery is taken out of the battery case and cooled through the mild steel disk unit 91 and the like. In this embodiment, since the disk portion 81 of the rotor 8 rotates in the vicinity of the disk portion 91 of the stator 9, the swirling airflow caused by the disk portion 81 of the rotor 8 cools the disk portion 91 of the stator 9 satisfactorily. Despite the sealed state, the cooling performance of the battery 4 is improved. Further, in this embodiment, the battery 4 and the motor control device 7 are accommodated in a closed space in a stationary drum portion including a disk portion 91 of the stator 9 and a cylindrical portion 93, and furthermore, the disk portion 81 of the rotor 8 and the cylindrical portion Since it is housed in a closed space in the rotating drum portion including the portion 83, it is excellent in waterproofness and dustproofness.

The torque sensor 6 is a human-powered torque detecting means according to the present invention, and detects a human-powered torque by a configuration described later. As shown in FIG. 2, the motor control device 7 includes a control circuit device 70 that generates a motor control signal (PWM control signal) based on an input signal, and an inverter circuit device 71 that interrupts the current from the battery 4 to the motor 3. A gate controller 72 for generating a gate voltage control signal for the inverter circuit device 71 from the motor control signal received from the control circuit device 70 and outputting the signal to the inverter circuit device 71; and a MOSFET 73 and a resistor 74 connected in series to each other.

The control circuit device 70 comprises a microcomputer device, and controls the inverter circuit device 71 based on information received from the torque sensor 6, the brake switch 200, and the magnetic sensor (vehicle speed detecting means) 10, as described later. The inverter circuit device 71 is a known three-phase inverter circuit having six pairs of switching units 710 each including a pair of an IGBT and a diode connected in anti-parallel to the IGBT.

Control circuit device 70, inverter circuit device 7
1 and a motor control device 7 including a gate controller 72, a MOSFET 73, a resistor 74, and other constant voltage circuits are located below the battery 4 and housed in the internal space of the stator 9; Is fastened to the inner main surface of one of the disk portions 91. More specifically, the six switching units 710 of the inverter circuit device 71 are fixed to an axially extending wall of a heat sink 711 made of an L-shaped aluminum block, and a pair of input main electrodes of each switching unit 710 are provided.
(Not shown) is supplied from the battery 4 by a cable, one gate electrode terminal of each switching unit 710 is individually cable-connected to an output terminal of the gate controller 72, and one output electrode of each switching unit 710 is a motor. 3 input terminal. The heat sink 711 has a base portion extending at right angles to the wall portion, and the base portion is attached to the disk portion 91 of the stator 9 by bolts 71.
2 so that the disk unit 91
Functions as a heat sink that favorably absorbs the heat of the inverter circuit device 71 that generates a large amount of heat.

Control circuit device 70, gate controller 7
2. A control circuit unit 73 including a MOSFET 73, a resistor 74, and other constant voltage circuits is hermetically sealed in an aluminum case 731 and disposed immediately below the inverter circuit device 71. The aluminum case 731 has an electromagnetic shielding function for preventing the control circuit device 70 from malfunctioning due to switching noise or external noise of the inverter circuit device 71, and has a bottomed bowl having an opening on one side in the axial direction. And is fixed to one disk portion 91 of the stator 9 with screws 732. Therefore, both the aluminum case 731 and the disk portion 91 of the stator 9 are controlled by the control circuit device 70 and the gate controller 7
2 is electromagnetically shielded. Furthermore, these aluminum cases 73
1 has a function of shielding external electromagnetic noise together with the stationary drum unit and the rotating drum unit described above.

The control circuit device 70 and the gate controller 72 are supplied with power from the battery 4 through a not-shown constant voltage circuit and a control switch (not shown). The control switch is provided between the battery and the inverter circuit device 71. It is configured to be opened and closed in synchronization with the main switch 75. The MOSFET 73 and the resistor 74 are connected between both input terminals of the inverter circuit device 71 connected in series.
Therefore, by shutting off the main switch 75 as a relay and performing PWM switching control on the MOSFET 73, the generated current of the motor 3 is reduced by the inverter circuit device 7.
1 and the resistor 74 is consumed by the resistor 74 through the MOSFET 73, whereby power generation braking (also referred to as heat generation braking) can be executed without charging the battery 4.

It is to be noted that the MOSFET 73 and the resistor 74 are omitted, and the IGBT of the inverter circuit device 71 is used instead.
Is turned on at an appropriate timing, heat generation braking can also be executed. Of course, also in this case, the main switch 75 is shut off. Magnetic sensor 10
Detects the position of the field pole for switching the three-phase rectangular wave voltage applied to the three-phase stator coil 96 of the motor 3. However, the rotation speed detection method without using the magnetic sensor 10 and the motor control method are used. Recruitment is also possible.

Next, the brake switch 200 and the vehicle speed setting switch 201 will be described with reference to FIG. A brake lever 13 is provided near the grip 12 of the handle 11.
Is installed. The brake lever 13 includes a base 131 fixed to a handle, a support shaft 132 protruding forward from the base 131, and a lever 133 swingably supported by the support shaft 132. The base end is connected to a brake pad (not shown) through a wire 134 urged in one direction by a spring (not shown), and the brake pad is attached to the wheel by rotating the lever 133 about the support shaft 132. A mechanical braking force is generated upon contact. Since the mechanical brake device has a known structure, further description will be omitted.

A brake switch 200, which is a rotary switch, is provided above the support shaft 132. The rotation shaft of the brake switch 200 is connected to the support shaft of the support shaft 132 and rotates integrally. ing. Accordingly, when the brake lever 13 is squeezed, the wire 134 is pulled, and the brake switch 200 rotates.
When the throttle amount of the brake lever 13 reaches a certain value, the brake switch 200 is closed. In this embodiment, in particular,
The brake switch 200 is characterized in that it closes within a play area of a so-called mechanical brake device in which the brake pads do not yet contact the wheels. The brake switch 200 is a switch for causing the motor 3 to perform power generation braking. When the brake lever 13 is squeezed, the brake switch 200 is operated first, and power generation braking is performed first according to the vehicle speed, and further braking force is required. In such a case, the mechanical braking is performed, that is, the dynamic braking is given priority over the mechanical braking. With this configuration, it is possible to charge the battery with a simple configuration, for example, on a flat ground or on a down road without performing mechanical braking and performing only dynamic braking.

The vehicle speed setting switch 201 is connected to the grip 12
The switch is provided adjacent to the rotary switch, and can switch the target vehicle speed in five stages. The signal is output to the control circuit device 70 together with the signal of the brake switch 200. Next, the control operation of the control circuit device 70 will be described with reference to the flowchart of FIG.

First, when the main switch 75 and the control switch, which are two switches integrated with each other, are turned on,
The control circuit device 70 is turned on, and initialization is performed (S100). Next, input signals from the brake switch 200, the vehicle speed setting switch 201, the torque sensor 6, and the magnetic sensor 10 are read, and the current of the motor 3 and the voltage of the battery 4 are read from a current sensor (not shown) (S102).

Next, the current vehicle speed is calculated from the signal of the magnetic sensor 10 (S104), and then the output P of the motor is calculated from the voltage and current and the phase relationship between them. A positive or negative motor torque is calculated from the vehicle speed (S106), and then a human-powered torque is calculated based on the output of the torque sensor 6 (S108). next,
It is determined whether or not the battery voltage has exceeded a predetermined full charge voltage Vth (S110).
To open and close the MOSFET 73 at a duty ratio corresponding to the voltage difference between them (S112), and if not, close the main switch 75 to shut off the MOSFET 73 and proceed to S116.

In step S116, it is determined whether or not the brake switch 200 has been operated. If the brake switch 200 has been operated, an inverter circuit device is provided so that the amount of power generation corresponds to the vehicle speed difference between the target vehicle speed and the current vehicle speed or only the current vehicle speed. 71 is subjected to PWM control to apply power generation braking (S118), and the process returns to S102. In S116, if brake switch 200 is not operated, it is checked whether or not human torque is present (S120), and if so, it is checked whether the vehicle is currently decelerating (S120).
122) If not decelerating, power generation braking is performed with the power generation amount according to the vehicle speed (S124). More specifically, a table set so that the power generation amount increases as the vehicle speed increases is stored in the storage device, and the inverter circuit device 71 is set so that the power generation amount obtained by substituting the vehicle speed into this table is obtained. Power generation braking is performed by PWM control. As a result, in a situation where there is no deceleration despite the absence of human-powered torque, in other words, under some kind of speed-up environment, it is possible to automatically apply power generation braking and perform deceleration. Since the amount of power generation braking is increased and the amount of power generation braking is reduced when the vehicle speed is low, it is possible to prevent a problem that the deceleration rate is too small when the vehicle speed is high or too large when the vehicle speed is low.

On the other hand, if a manual torque is present in S120, it is checked whether or not power generation braking is currently being performed (S12).
6) If it is not during dynamic braking, it is checked whether the vehicle speed is higher than the vehicle speed Vp set by the vehicle speed setting switch 201 (S128).
By reducing the duty ratio of the PWM operation by a predetermined amount,
The torque generated by the motor 3 is reduced (S130), and if it is smaller, the duty ratio of the PWM operation of the inverter circuit device 71 is increased by a predetermined amount within a range where the motor torque does not exceed 50% of the manual torque (S132). To return.

On the other hand, if it is determined in step S126 that the dynamic braking is currently being performed, it is checked whether the vehicle is currently decelerating (S13).
4) If the vehicle is decelerating, the process returns to S102. If there is no human torque and the vehicle is not decelerating even during power generation braking, it is determined that the vehicle should be decelerated, and the vehicle speed is set by the vehicle speed setting switch 201. It is determined whether the vehicle speed is greater than the set vehicle speed Vp (S136). If it is higher, it is determined that the power generation braking amount is small, and the duty ratio of the PWM operation of the inverter circuit device 71 is increased by a predetermined amount (S138).
If it is smaller, the duty ratio of the PWM operation of the inverter circuit device 71 is reduced by a predetermined amount (S140), and S102
Return to

The torque assisted bicycle described in the first embodiment can achieve the following effects. First, in the torque assisted bicycle of this embodiment, the wheels are directly driven by a wheel directly-coupled motor having an outer rotor structure directly connected to the wheels, so that the speed reduction mechanism is omitted as compared with a conventional human assist bicycle. Can be. As a result, during manual driving, there is no burden due to the frictional loss of the speed reduction mechanism and the inertial rotational mass of the rotor multiplied by the speed reduction mechanism,
Since there is no need to separate the speed reduction mechanism and the rotor from the wheels during manual driving, the clutch mechanism can be omitted, and the electric torque assist mechanism is reduced in weight, simplified, and improved in reliability. Mileage extension,
In addition, effects such as improvement of regenerative electric energy during regenerative braking and extension of battery life are also realized. Further, since the torque generated by the motor 3 is directly transmitted to the wheels without any intervention of the relay rotating member, it is not necessary to increase the rigidity of the bicycle frame mechanism, and the weight of the frame mechanism can be reduced. Furthermore, since the electric torque assist mechanism has a very simple structure, there is no problem of hindering traveling or operation, or deteriorating aesthetic appearance.

Secondly, the rotating drum portion has a pair of disc portions fixed to the stationary axle at predetermined intervals in the axial direction and a cylindrical portion connecting the outer peripheral portions of both disc portions. Connects the two disc parts and the rim. Since the rotor core of the rotor is fixed to the cylindrical portion of the rotating drum portion, various impacts and weights applied through the rim and spokes are supported by the vehicle body from the stationary axle through the pair of disc portions of the rotating drum portion. Can reduce the distortion of the rotor provided in the cylindrical portion of
Without increasing the rigidity of the rotor, the rotor 8 and the stator 9
, The no-load current of the stator coil is reduced, the travelable distance is extended, and the size and weight of the motor can be reduced.

Third, since the cylindrical portion of the rotating drum portion at the center of the wheel forms the yoke (yoke) of the rotor, the wheel structure can be simplified. Fourth, the stator core
It has a cylindrical yoke also serving as the outer peripheral portion of the stationary drum portion, and a number of T-shaped teeth joined to the outer peripheral surface of the yoke at a predetermined pitch in the circumferential direction, and the stator coils are individually concentrated on each tooth. Since the wound single coil is connected, it is possible to reduce the size of the stator and reduce the wiring resistance loss. That is, the stator coil is composed of a teeth winding portion that generates a magnetic flux in each tooth and a crossover portion that connects the teeth winding portions. In this configuration, a large number of windings are wound only on each tooth. Since the single coils are sequentially connected by the connecting wires to form the stator coil, the connecting wires can be minimized, and as a result, the wiring resistance loss and the coil volume at the connecting wires can be minimized. be able to.

Fifth, the stator core is formed by continuously welding each T-shaped tooth into which a ring-shaped single coil is fitted to the outer peripheral surface of the yoke by laser welding from the inner peripheral surface of the yoke. A large number of teeth and yokes can be joined very easily, simplifying the manufacturing process and minimizing the crossover of the stator coil at the same time, having excellent low-speed torque performance and low coil resistance loss. A multi-pole motor can be realized at low cost.

Sixth, since the battery and the motor control device are housed in the closed hollow space of the stationary drum portion of the stator housed in the closed hollow space of the rotating drum portion of the wheel, the electric torque assist mechanism can be made compact and the wiring can be reduced. Reduction of loss and waterproof protection of electric components can be realized. Seventh, since the battery has a positive electrode terminal and a negative electrode terminal in the axle extension direction and is composed of an assembled battery composed of a number of battery cells adjacent to each other, wiring between the batteries can be arranged in a plane, and wiring becomes easy. Many battery cells can be accommodated in the stator.

Eighth, since the stationary drum portion of the stator also functions as a heat sink of the motor control device, the cooling performance of the motor control device can be improved while the structure is not complicated. Ninth, since the control circuit device 70 of the motor control device is surrounded by the disk portion of the stationary drum portion and the electromagnetic shield case and is electromagnetically shielded from the inverter circuit device 71, malfunction can be reduced.

Tenthly, since the electric wheels are formed in a size that can be replaced with the rear wheels of a commercially available rickshaw that operates only by human power, a commercially available bicycle frame can be used as the frame, which is economical and economical. is there. In the conventional torque assisted bicycle, since the electric torque assist mechanism is complicated and bulky, it is necessary to employ a highly rigid frame, and it is difficult to employ a commercially available bicycle frame. For the same reason, this electric wheel can be used as a rear wheel of a folding bicycle.

Eleventh, as the vehicle speed detecting means, it is possible to detect the number of revolutions of the wheel-directed motor, and the vehicle speed sensor can be substantially omitted. In the conventional torque assisted bicycle, the clutch mechanism is essential as described above, so that it has been difficult to use the motor as a vehicle speed sensor. Twelfth, when there is no human torque and the vehicle speed does not decrease, the wheel-directed motor is subjected to the dynamic braking operation, so that the dynamic braking can be promptly performed without the operation delay of the clutch mechanism. Further, braking can be performed automatically and with good response before the occupant performs the braking operation.

Thirteenth, it is possible to increase the mechanical braking force by the brake switch 200 and to operate only the manual lever slightly to generate only the mechanical braking force without generating the mechanical braking force of the mechanical brake device. Thus, kinetic energy can be recovered to the battery with a simple configuration without mechanical braking. Fourteenth, the battery is provided with a means for detecting the battery voltage, and regenerative braking is employed when the battery voltage exceeds a predetermined voltage, and exothermic power generation braking is employed when the battery voltage is equal to or less than the predetermined voltage. Can be prevented.

[0097]

Second Embodiment A torque assisted bicycle according to a second embodiment will be described below. Since the torque assisted bicycle of this embodiment is obtained by changing only the control operation of the torque assisted bicycle of the first embodiment, only the control operation will be described below with reference to the flowchart of FIG.

However, in this embodiment, the brake switch 200 is not a simple open / close type rotary switch but a rotary type resistor with switch (volume with switch).
It has been. First, when the main switch 75 and the control switch associated therewith are closed and power is supplied to the motor control device 7, the motor switch 7 is first initialized (S200).
A signal voltage corresponding to the number of rotations of the motor 3 is transmitted from the magnetic sensor 10 to the brake switch 2 which is a switch-equipped volume.
000 and a set vehicle speed from the vehicle speed setting rotary switch 201 (S202). In addition,
An attached switch (not shown) of the switch-equipped volume 201 outputs OFF (no braking) when the lever 133 is not turned down, and when the lever 133 is turned down, first, the attached switch is turned on and then the resistance value is turned. It changes steplessly according to the movement. In addition, the rotary switch 201
The switching signals are output in stages, and the switching signals are 0, 2, 4, 5, 7, 9.5, 12.
They correspond to target vehicle speeds of 5, 16, 20, and 25 km / h, respectively.

Next, it is checked whether or not the accessory switch of the switch-equipped volume 200 is off (S20).
4) If it is off, it is determined that the brake is not applied, and the current vehicle speed Vd corresponding to the rotation speed of the motor 3 read from the magnetic sensor 10 and the setting read from the rotary switch 201 for setting the vehicle speed. A vehicle speed difference ΔV = Vp−Vd, which is a difference from the vehicle speed Vp, is calculated (S206).

Next, the vehicle speed difference ΔV is input to a built-in map to search for a corresponding motor torque (S
208). In this embodiment, the vehicle speed difference ΔV and the motor torque have a positive correlation (substantially directly proportional), but in a range where the absolute value of the vehicle speed difference ΔV is large, the motor torque has a saturation tendency to approach the maximum motor torque value. It is set as follows.

On the other hand, if the accessory switch of the switch-equipped volume 200 is not turned off in step S204, it is determined that the brake is applied, and the resistance value of the switch-equipped volume 200 is read. A negative motor torque corresponding to the throttle amount of 133 is searched from a built-in map (S210). In the next step S212, a signal is transmitted to the gate controller 72 to generate the motor torque value searched in S208 or S210, and a positive torque or a negative torque is generated from the motor M.

When driving a bicycle, first,
Before turning on the main switch 75, the rotary switch 201 is set to 0 km / h. However, even if the rotary switch 201 is not set to 0 km / h, the switch is provided if the lever 133 is turned down. Since the accessory switch of the volume 200 is turned on, generation of positive torque from the motor 3 can be prevented. To start the vehicle, the setting of the rotary switch 201 may be gradually increased.

In the present embodiment, the target vehicle speed is set in multiple stages by the rotary switch 201. However, a lever similar to the lever 133 is provided on the opposite side of the handle 11, and this lever is the same as the switch-equipped volume 200. A switch-equipped volume can be provided, and the output can be used to set the target vehicle speed steplessly. In this case, if the lever is not turned down, the target vehicle speed is preferably set to 0 km / h from the viewpoint of safety.

[0104]

Embodiment 3 Another embodiment will be described with reference to the flowchart of FIG. Since the flowchart of FIG. 7 is obtained by adding steps S214, S216, and S218 to FIG. 6, only those steps will be described. The torque sensor 6 detects human-powered torque according to the tension of the chain 105 as in the above-described related art, and is well known, and thus description thereof is omitted.

First, when it is determined in step S204 that the brake is not applied, the current vehicle speed is 15 km / km.
h (S214). If so, the process proceeds to S206 as the low-speed mode (constant-speed running control mode). Otherwise, the process proceeds to S216 as the high-speed mode (constant torque constant control mode). In S216, the manpower torque is estimated from the torque sensor 6, and a positive motor torque value that is half the manpower torque is calculated (S21).
8) Proceeding to S212, a motor control signal for generating this positive motor torque is formed, and the gate controller 7
Output to 2.

In this embodiment, the value of the target vehicle speed indicated by the switching signal output from the rotary switch 201 is naturally changed from that of the first embodiment. In this way, in the high-speed mode, the vehicle speed can be freely adjusted by the pedaling torque.

[0107]

Embodiment 4 Another embodiment will be described with reference to the flowchart of FIG. In this embodiment, steps S310 and S312 are added to the flowchart of FIG. 6, and only those steps will be described. In S310, it is determined whether a traveling mode changeover switch (not shown) is on (constant speed traveling control mode) or off (variable torque assist control mode). The process proceeds to S206 assuming that the vehicle is in the high-speed running control mode.
Proceed to.

In S312, the rotary switch 201
A positive motor torque value to be generated in accordance with the switching value is output. In other words, the current rotary switch 2
The motor torque value corresponding to the switching position of 01 is read from the built-in map. Thereafter, a motor control signal for generating the read motor torque value is formed and output to the gate controller 72.

[0109]

Embodiment 5 Another embodiment will be described with reference to the flowchart of FIG. This flowchart is different from the flowchart of FIG. 7 in that S300 to S300 are executed immediately after step S208.
It is characterized by adding 303 and changing the vehicle speed threshold value in step S214 from 15 km / h to 20 km / h.

The additional step will be described below. First, it is checked whether the motor torque in the constant speed traveling control mode searched in S208 is a positive value (S3).
00), and if so, a human torque is detected (S30).
1) It is checked whether or not the obtained positive motor torque is equal to or less than the human torque (S302). If the positive motor torque exceeds the human torque, the positive motor torque is set to the human torque (S303), Proceed to S212.

On the other hand, if the motor torque to be generated is negative in S300 (the regenerative power generation mode), and if the positive motor torque is less than the manual torque in S302, the process proceeds directly to S212. Proceed to. In this way, although the constant-speed traveling performance may be reduced depending on the road conditions, excessive motor torque is not suddenly generated, and safety and comfortable maneuverability are improved.

[0112]

Embodiment 6 Another embodiment will be described with reference to the flowchart of FIG. This flowchart is different from the flowchart of FIG. 9 in that step S400 is added between steps S301 and S302, and steps S302 and S30 are added.
3 is changed. In the following, this change will be described. First, the average value of the human torque detected in step S301 for the immediately preceding 5 seconds is calculated (S400), and it is checked whether the obtained positive motor torque is equal to or less than the average value of the human torque. (S302) If the positive motor torque exceeds the average value of the manual torque, the positive motor torque is set to the average value of the manual torque (S303), and the process proceeds to S212.

In this way, stable constant-speed running can be maintained even when the pedal effort changes abruptly due to sudden changes in road conditions or the like. Example 2 described above
Operations and effects of Nos. To 6 will be further described. According to the constant-speed traveling control mode of the second embodiment, a large motor can be used when manpower torque is extremely large, such as on a steep hill or a headwind, without adjusting the motor torque one by one in accordance with the variation of the traveling load. A torque can be generated, and even when the human-powered torque is substantially zero as on a slope, the vehicle can run at the set vehicle speed and the generated regenerative energy can be collected in the battery. In other words, it is possible to enjoy cycling without being bothered by motor torque control, and to realize comfortable running against running load fluctuations without generating excessive human torque, and to reduce battery consumption. Many people can enjoy cycling.

Further, the stepping torque can be freely adjusted regardless of the vehicle speed.
The vehicle relies on the motor torque from the vehicle, and if the energy is restored, the stepping torque is increased to prevent the battery from being exhausted.Furthermore, for example, before a steep slope, the stepping torque exceeds the predetermined time in advance and the energy due to the stepping is generated. A variety of suitable cycling, such as storing the battery temporarily in the battery and using it for the next climb, is realized. Also,
Since the amount of regenerative power generation changes according to the degree of inclination of the downhill, the maximum amount of regenerative power generation is possible. Also, during braking, regardless of the set vehicle speed,
Since the generation of the positive motor torque is prohibited or the negative motor torque is generated, safe braking and stopping can be performed.

According to the third embodiment, the mode is switched between the constant speed traveling control mode and the constant torque assist control mode, so that more diverse cycling feelings can be enjoyed. In addition, since the constant-speed running control is performed at low speed, it is possible to achieve both large torque assist when climbing a steep slope and safe running at high speed while maintaining the advantage that motor torque adjustment does not have to be performed one by one. .

[0116]

[Embodiment 7] A rotation torque sensor which is a specific configuration of the torque sensor 6 will be described below. (Construction) As shown in FIG. 11, the rotational torque sensor is incorporated in a rear wheel (not shown) of the electric bicycle, with a sprocket 42a which is driven by a chain 5 and rotates around the stationary axle 1 as a part. . That is, the rotational torque sensor of the present embodiment includes the stationary axle 1, the driven rotor 4a, the driving rotor 2a, the non-rotating body 12a, and the pressing force sensor 13
The drive rotor 4a and the driven rotor 2a are rotationally driven by the chain 5.

The stationary axle 1 rotatably supports a driven rotor 2a around which a rear wheel central portion is formed. That is, the stationary axle 1 rotatably supports the driven rotor 2a via the ball bearing 61a at the intermediate portion, and the rotation axis of the driven rotor 2a always coincides with the center line of the stationary axle 1. As shown in FIG. 12, the tip of the stationary axle 1 is a square rod portion 11a, which holds a non-rotating body 12a movable in a predetermined range in the front-rear direction. Non-rotating body 1
A ball bearing 62a is fixed to the outer periphery of 2a, and the drive rotor 4a is rotatably supported via the ball bearing 62a. Therefore, the drive rotor 4a is movable in the front-rear direction within a predetermined range with respect to the stationary axle 1, and is rotatably supported around the stationary axle 1. However,
The rotation axis of the drive rotor 4a and the center axis of the stationary axle 1 are parallel but not necessarily coincident, and are usually shifted in the front-rear direction.

The driving rotor 4a is, as shown in FIG.
The driven rotor 2a is movably held in a predetermined range within a rotation plane of the driven rotor 2a, and is driven to rotate by receiving a tangential force on the outer peripheral portion, thereby rotating the driven rotor 2a. That is, the drive rotor 4a is provided with the ball bearing 62a.
And a sprocket 42a coaxially fixed to the outer periphery of the flange member 41a.
Teeth 43a meshing with the chain 5 are formed on the outer periphery of the sprocket 42a, and the sprocket 42a receives a pulling force (tangential force) in a tangential direction (in this case, forward) from the chain 5 via the teeth 43a and rotates. Driven.

Transmission of torque from the driving rotor 4a to the driven rotor 2a is performed via eight joint pins 3a penetrating through the through hole 40a of the driving rotor 4a and the through hole 20a of the driven rotor 2a, respectively. Will be 11 and 13
As shown in the figure, the inner diameter of both through holes 20a and 40a is larger than the outer diameter of the joint pin 3a by about 0.1 mm, thereby enabling the drive rotor 4a to move within a predetermined range with respect to the driven rotor 2a.

As shown in FIGS. 11 and 12, the non-rotating body 12a can move in a predetermined section in the tangential direction (that is, the front-rear direction) without rotating with respect to the square rod portion 11a of the stationary axle 1. It is held by the square rod portion 11a of the stationary axle 1. The non-rotating body 12a rotatably supports the drive rotor 4a via a ball bearing 62a. As shown in FIG. 11, the square rod portion 11a of the stationary axle 1 protrudes from the through hole 420a of the non-rotating body 12a with an appropriate gap, and the sprocket 42a and the like when the bicycle falls down to the right. It is designed to protect.

As shown in FIG. 11, the pressing force sensors 13a and 14a are fixed to the rear surface of the square rod portion 11a of the stationary axle 1, and the pressing force acting between the non-rotating body 12a and the stationary axle 1. Is a sensor that measures This sensor is shown in FIG.
As shown in FIG. 3A, a U-shaped leaf spring 13a and a strain gauge 14a are provided. The leaf spring 13a includes a leaf spring portion 131a forming an intermediate portion, a pair of leg portions 12a protruding forward from both left and right sides of the leaf spring portion 131a, and fixed on the square rod portion 11a. It is an integral member comprising a ridge 133a projecting rearward from the center of the leaf spring 131a. A strain gauge 14a that detects expansion and contraction in the left-right direction is fixed to the front surface of the central portion of the leaf spring portion 131a that faces away from the ridge 133a.

As shown in FIG. 14B, the ridge 133
When a forward pressing force F is applied to the square bar portion 11a of the stationary axle 1 from the non-rotating body 12a (only a part of which is shown) facing the a, the protruding ridge 133a of the leaf spring 13a is pushed, and the leaf spring 13a is pressed. The part 131a bends. Then, the strain gauge 14a is stretched in the left-right direction, causing a change in the resistance value substantially in proportion to the pressing force F. If this change is detected by a separately provided well-known bridge circuit or the like (not shown), The pressure F can be measured.

(Function and Effect) Since the rotation torque sensor of this embodiment is configured as described above, the following function is provided. That is, as shown in FIG. 15A, when a tangential force F1 is applied to the outer peripheral portion of the sprocket 42a by the chain 5, the non-rotating body 12a which supports the driving rotor 4a including the sprocket 42a is moved by the leaf spring 13a. Move forward a distance equivalent to the deformation. Since torque is applied to the driving rotor 4a including the flange member 41a in the clockwise direction in the drawing, the driving rotor 4a not only moves forward but also rotates clockwise within the allowable range of the joint pin 3a with respect to the driven rotor 2a. Rotate relatively. Then, only the lowermost joint pin 3a is sandwiched between the inner peripheral surfaces of both the through holes 20a and 40a, and torque is transmitted from the driving rotor 4a to the driven rotor 2a via the lowermost joint pin 3a. . At that time, a reaction force F2 from the driven rotor 2a is generated in the driving rotor 4a via the lowermost joint pin 3a.

As a result, as shown in FIG. 15B, the tangential force F1 from the chain 5 and the reaction force F2 from the joint pin 3a are applied to the drive rotor 4a, and the resultant force F = F
1 + F2 is applied to the leaf spring 13a via the non-rotating body 12a. In other words, the plate spring 13a supports the tangential force F1 and the reaction force F2 applied to both ends of the lever 4a as fulcrums, and the reaction force F = F1 + F2 is generated to support the lever 4a. The ratio of the reaction force F2 to the tangential force F1 is determined by the principle of leverage by the ratio of the two moment arms r1 and r2. Therefore, the two moment arms r1 and r2, which are apparent from the design, and the pressing force F applied to the leaf spring 13a
The torque applied to the drive rotor 4a can be easily calculated using the measured values of.

The load L shown in FIG. 15 (a) is considered to output an amount corresponding to the torque. Here, with the rotation of the driving rotor 4a and the driven rotor 2a, the joint pins 3a for transmitting torque from the lowermost joint pin 3a to the next joint pin 3a are alternately changed. Has no discontinuous jump, and torque is continuously transmitted. However, from the leaf spring 13a with the sensor 14a to the joint pin 3a
In the moment arm up to, the phases of the sine wave functions adjacent to each other are slightly shifted (by the angle interval of the joint pin 3) and the tops of the adjacent sine wave functions are continuous, so that the sensor output is slightly accompanied by pulsation. The width of the pulsation is ±± when eight joint pins 3a are arranged at equal intervals as in this embodiment.
This is about 3%, and a substantially smooth output can be obtained.
When there is a demand for further reducing the amount of pulsation, pulsation can be easily reduced by increasing the number of joint pins 3a and reducing the angular interval.

The rotational torque sensor of this embodiment can be implemented with the above-described configuration while having the above-described torque measuring function, so that there is no need for special parts or parts having a large weight or volume.
Its configuration is extremely simple. Therefore, according to the present embodiment, there is an effect that a torque sensor having a simple configuration, light weight and small size, and having high reliability and high measurement accuracy can be provided at low cost.

(Modification) With respect to the joint pin 3a, a modification having a slightly different configuration is possible. For example, as a first modification, as shown in FIG. 16A, the joint pin 3a is inserted into the through hole 20'a of the driven rotor 2'a by an interference fit, and is inserted into the through hole 20a of the driving rotor 4a. Can be inserted with an extremely loose fit. Other parts of the rotation torque sensor according to the present modification are the same as those in the first embodiment.

According to this modification, the same operation and effect as those of the first embodiment can be obtained, and the joint pin 3a is securely held by the driven rotor 2'a without violating even if vibrations or the like are applied. There is an effect that generation of noise is suppressed. In addition, even if the relationship between the through-hole 20′a and the through-hole 40a is reversed, the same operation and effect as in the present modified embodiment can be obtained.

As a second modification, as shown in FIG. 16 (b), a bolt 3'a having a male screw only at its tip is used instead of the joint pin 3a, and penetrates the driven rotor 2 "a. It is also possible to adopt a configuration in which a female screw hole 20 ″ a formed instead of the hole 20a is screwed. Also in this modification, the through-hole 40a of the drive rotor 4a is a stupid hole, so that the same operation and effect as those of the above-described modification 1 can be obtained, and
Since the tip of the bolt 3'a does not penetrate the driven rotor 2 "a and protrude to the opposite side, there is also an effect that the structure can be made more compact.

[0130]

Eighth Embodiment A rotational torque sensor shown in an eighth embodiment is similar to that shown in FIG.
As shown in FIGS. 7 (a) to 17 (b), this embodiment is an embodiment in which a gear drive is used instead of the chain drive of the seventh embodiment. In the present embodiment, the driving rotor 4A is a gear, and is rotationally driven by another gear 5'A meshing with the gear, and rotationally drives the driven rotor 2A via a plurality of joint pins 3A.
The driven rotor 2A is rotatably supported by a stationary axle 1A. As shown in FIG. 7B, the non-rotating body 12A also serving as a stationary axle of the driving rotor 4A has strain gauges 14A on both sides of the neck as pressing force sensors.

Therefore, by taking the difference between the resistance values of the two strain gauges 14A, the pressing force F applied to the non-rotating body 12A can be measured relatively accurately. FIG. 17 (c)
As shown in (5), if the pressing force F is measured, the torque acting on the drive rotor 4A can be calculated in the same manner as in the seventh embodiment. Therefore, according to the present embodiment of the gear drive, similarly to the seventh embodiment, there is an effect that a torque sensor having a simple configuration, light weight and small size, and having high reliability and high measurement accuracy can be provided at low cost.

The characteristics of the rotational torque sensors shown in the seventh and eighth embodiments will be further described. As a result, the rotational torque sensor is held by a stationary axle, a driven rotor rotatably supported around the stationary axle, and movably in a predetermined range within a rotation plane with respect to the driven rotor. A driving rotor that rotates the driven rotor by being rotationally driven by receiving a tangential force, and a stationary axle that is movable tangentially in a predetermined section without rotating with respect to the stationary axle. And a sensor for measuring one of a pressing force and a pulling force acting between the non-rotating body and the stationary axle.

According to the rotational torque sensor configured as described above, when the drive rotor receives a tangential force (hereinafter, referred to as a tangential force), the drive rotor moves in a predetermined range in that direction, and the tangential force is reduced. The driven rotor is driven on the opposite side of the applied axle with respect to the stationary axle, and receives a reaction force from the driven rotor. Then, a resultant force of the tangential force and the reaction force is generated in the tangential direction, and the resultant force presses the non-rotating body against the stationary axle, so that a pressing force or a pulling force (to the opposite side) is applied between the non-rotating body and the stationary axle. A force is generated and measured by the sensor. Since this force measured by the sensor is proportional to the tangential force, the tangential force can be calculated by measuring the force, and thus the torque can be calculated.

In the present means, the components of the rotational torque sensor are roughly divided into five points: a stationary axle, a driven rotor, a driving rotor, a non-rotating body, and a sensor. It is simple. Further, since there are no special bulky components and expensive parts, the rotation torque sensor can be configured to be lightweight, compact and inexpensive. Therefore, according to the present means, there is an effect that it is possible to provide a lightweight, compact, and inexpensive torque sensor having a simple configuration.

In this rotational torque sensor, the drive rotor can be configured to be rotationally driven by receiving a tangential force from any one of a gear including a chain, a belt, and a rack, and a friction surface. For example, if the drive rotor is a chain driven sprocket, the torque can be easily and precisely measured by measuring the tangential force generated by the pulling side chain with a sensor. Even when the drive rotor is a gear and a tangential force is generated by a gear including a rack, the torque can be easily and precisely measured by measuring the tangential force with a sensor. Even when the object that exerts a tangential force on the drive rotor is a friction surface, the tangential force is measured by a sensor, as in the case of the combination of the rack and the gear, so that the torque can be measured easily and precisely. . If the drive rotor is a belt-driven pulley, the sensor output when no torque is applied is assumed to be zero, and the tangential force is measured by the sensor as in the case of a chain-driven sprocket. Thus, the torque can be easily measured.

In this rotary torque sensor, the sensor is a strain gauge, which is fixed to one of the non-rotating body and the stationary axle, and is connected to a leaf spring which is deformed by a force acting between the two. Configuration. In this case, the configuration of the sensor is extremely simple, lightweight, small, inexpensive, and high in accuracy and reliability. Also, a circuit for extracting the sensor output is a simple bridge circuit, and is similarly lightweight, compact, inexpensive, and has high accuracy and reliability.

[0137]

[Simulation Result] Next, a simulation result of a preferred shape of the rotor 8 and the stator 9 used in each of the above embodiments will be described below. The simulation conditions are as follows. Permanent magnet magnetic pole 84
Is 36 MGOe, the thickness of the permanent magnet magnetic pole 84 is 1.5 mm, the thickness of the yoke of the rotor 8 is 3 mm, the electromagnetic gap between the rotor 8 and the stator 9 is 0.3 mm, and the magnet shaft length / stator shaft Length is 1.5 and rotation speed is 180rpm
m, torque is 1.475 kg at a total current of 14.1 A
fm. In principle, the torque T can be expressed by the following equation, where the shaft length L, the motor diameter D, the current I, and α are constants. T = α · (D / 2) ² · L · 1 According to the simulation result under the above conditions, the motor 3 is preferably set to have a diameter of 100 to 400 mm and a diameter / axial thickness of 3 to 13. I understand. In this way, it is possible to obtain torque by making the motor diameter D larger than increasing the shaft length L and having a flat shape. In addition, the reduction in the length of the coil winding in the axial direction can reduce the coil resistance, thereby producing an effect of increasing the torque. Further, the increase in the diameter of the motor makes it possible to secure a space for incorporating the system.

FIG. 18 shows simulation results showing the relationship between the magnet inner diameter D and the shaft length L when the torque performance is the same. FIG. 19 shows the effect of the motor diameter D on the motor weight W. From FIG. 19, it can be seen that the weight sharply decreases when the motor diameter D is 100 mm or more. The limit size for arranging the battery and the motor control device in the wheel is the motor diameter D =
Since 400 mm, 100 ≦ motor diameter D ≦ 40
An area where the motor weight can be reduced by setting it to 0 mm was found.

FIG. 20 shows the effect of the motor diameter D / motor shaft length L on the motor weight. When D / L ≧ 3.0, the motor weight sharply decreases. For this reason, an area for preventing weight increase by finding a flat shape where D / L ≧ 3.0 was found. When the maximum value of the motor diameter D is 400 mm, the shaft length becomes 30 mm.
Becomes

Next, the rotor 8 used in each of the above embodiments will be described.
Other simulation results on the preferable shape of the stator 9 will be described below. The simulation conditions are as follows. The maximum BH product of the permanent magnet magnetic pole 84 is 8MGOe, and the thickness of the permanent magnet magnetic pole 84 is 2.
0 mm, the yoke thickness of the rotor 8 is 2.5 mm, and the rotor 8
The electromagnetic gap between the stator and the stator 9 is 0.5 mm, the inner diameter of the permanent magnet magnetic pole 84 is 82.5 mm,
Is 24, the number of teeth 94 of the stator is 18, the number of turns per tooth 941 is 50, and the diameter of the stator coil is 0.6 mm.

According to the simulation result under the above conditions, the axial length of the permanent magnet (permanent magnetic pole) 84 of the rotor / the axial length of the stator core (teeth 94) is 1.
It turned out that it is preferable to set to 2 to 1.5. FIG. 21 shows a change in torque per unit weight when the axial length of the permanent magnet (permanent magnetic pole) 84 of the rotor / axial length of the stator core (teeth 94) is changed under the above conditions. As can be seen from FIG. 21, the torque per weight, that is, the supermagnetic force of the magnet is efficiently extracted,
We have found an area where the actual motor weight can be reduced.

Next, the rotor 8 used in each of the above embodiments will be described.
Other simulation results on the preferable shape of the stator 9 will be described below. The simulation conditions are as follows. The maximum BH product of the permanent magnet pole 84 is 36 MGOe, the thickness of the permanent magnet pole 84 is 1.5 mm, the yoke thickness of the rotor 8 is 3 mm, and the rotor 8
The electromagnetic gap between the stator coil and the stator 9 is 0.3 mm, and the AT of the stator coil is 2400 AT per phase.

According to the simulation results under the above conditions, an outer rotor type brushless DC motor in which the diameter D of the motor 3 / the number P of permanent magnets of the rotor 8 is 3 to 5 (mm / total number of poles) is obtained. It turned out to be favorable. FIG. 22 shows a change in torque per unit motor weight and a change in torque when the diameter D of the motor 3 / the number P of permanent magnet poles of the rotor 8 are changed under the above simulation conditions. That is, as shown in FIG.
By setting the number of poles to 3 to 5 (mm / total number of poles), that is, by increasing the number of poles of the magnet and configuring many loops with a short magnetic flux, the yoke thickness of the magnetic circuit can be reduced, and the motor weight is reduced We have found an area that can improve the torque per unit. If the motor diameter D / the number of poles is 3 or less, a problem occurs that the torque itself is reduced.

Next, other simulation results of the preferred shape of the teeth 94 used in each of the above embodiments will be described below. The simulation conditions are as follows. The maximum BH product of the permanent magnet magnetic pole 84 is 36 MGOe, its axial length is 24 mm, and the permanent magnet magnetic pole 84
Has an inner diameter of 230 mm, and the thickness of the permanent magnet magnetic pole 84 is 1.5
mm, the yoke thickness of the rotor 8 is 3 mm, and the electromagnetic gap between the rotor 8 and the stator 9 is 0.3 mm. FIG.
FIG. 3 shows a schematic sectional view of the teeth 94 in the axial direction.

Here, the web width is the maximum circumferential length of the teeth 94, the effective web width is the circumferential length of the arc surface portion 94b of the rotor facing surface 94a of the teeth 94, and the web cutting angle is the arc surface portion 94b. Is the angle of the cut-off surface portion 94c, which is the slope on both sides in the circumferential direction. FIG. 24 shows a change in cogging torque when the web cutting angle is changed under the above simulation conditions. As can be seen from FIG. 24, the cogging torque is reduced by forming the teeth 94 so as to include a pair of cut-off surfaces 94c obliquely inclined at an angle of 40 to 50 degrees with respect to a tangent line extending from both ends of the arc surface 94b. The area to be minimized was found.

FIG. 25 shows the change in cogging torque when the effective web width is changed under the above simulation conditions.
Shown in As can be seen from FIG. 25, the rotor facing surface 94 a of the teeth 94 is 85 to 9 of the circumferential length of the teeth 94.
An arc surface portion 94b having a circumferential length of 0% and 9 of the arc surface portion;
It is preferable to configure the pair of cut-out portions 94c provided at both ends in the circumferential direction of the pair 4b.

[0147]

Embodiment 9 Another embodiment of the torque assisted bicycle according to the present invention will be described with reference to FIG. A stationary axle (stationary axle) 1 fixed to a body frame (not shown) includes a bearing 2c,
A cylindrical drum-shaped hub 4c made of an aluminum alloy is rotatably supported via 3c. A shallow cylindrical rotor base 5c made of an aluminum alloy is fitted to the hub 4c, and the rotor base 5c is fixed to the right end of the hub 4c by bolts (or screws) (not shown) fitted in the fastening holes 40c and 50c. ing.

The rotor base 5c comprises a disk portion 51c and a cylindrical portion 52c extending leftward in the axial direction from the outer periphery of the disk portion 51c. A spoke attachment portion 6c made of an aluminum alloy is fitted on the outer circumference of the disk portion 51c. Spoke attachment 6c
Are fixed to the disk portion 51c of the rotor base 5c by bolts (or screws) (not shown) fitted in the fastening holes 53c and 60c.

The spoke attachment portion 6c includes a wheel plate portion 61c fixed to the disk portion 51c of the rotor base 5c, and a cylindrical portion 62c extending leftward in the axial direction from the outer periphery thereof. Is formed with a pair of spoke attachment ribs 63c. The rib 63c supports a tire (not shown) via a spoke (not shown) and a rim (not shown).

A rotor 7c is press-fitted and fixed to the inner peripheral surface of the cylindrical portion 52c of the rotor base 5c.
The rotor core 71c is made of mild steel and has a thin cylindrical shape, and a permanent magnet sheet 72c containing a rare earth element adhered to the inner peripheral surface of the rotor core 71c over the entire circumference. The inner circumferential surface of the permanent magnet sheet 72c is magnetized alternately at predetermined intervals in the circumferential direction.

In FIG. 26, the stationary axle 1 has a thin disk-shaped stator base 8c fitted to the left end thereof. The stator base 8c includes a disk portion 81c, a small-diameter base cylinder portion 82c extending rightward in the axial direction from the inner peripheral portion of the disk portion 81c, and a large diameter extending rightward in the axial direction from the outer peripheral portion of the disk portion 81c. And a ring-shaped stator support portion 83c. The distal end of the base cylinder portion 82c rotatably supports the central portion of the hub 4c in the axial direction through a bearing 9c.
The stator core 10c is fixed to a right end surface of the stator core 10 by screws (not shown) fastened to the screw holes 84c. Furthermore,
A mounting hole 80c is formed in the disk portion 81c of the stator base 8c.
The stator base 8c is fixed to a vehicle body frame (not shown) by fitting a U-shaped fastener (not shown) into the mounting hole 80c.

The stator core 10c has a ring shape formed by laminating electromagnetic steel sheets. A plurality of pole teeth (teeth) 11c formed on the outer peripheral side and facing the permanent magnet sheet 72c are provided with a stator coil 12c. It is wound. As is well known, the stator constituted by the stator core 10c and the stator coil 12c constitutes a brushless DC motor together with the rotor 7c.
This brushless DC motor has a magnetic pole sensor (not shown) fixed to the stator base 8c and detecting a change in polarity of the permanent magnet sheet 72c of the rotor 7c. The principle of operation of the brushless DC motor itself is well known, and a description thereof will be omitted.

Hereinafter, the features of the electric wheels of the torque assisted bicycle will be described. This outer rotor type direct drive type electric wheel has a motor inside the wheel and drives the tire directly through the spoke attachment part 6c without going through a speed reduction mechanism or a clutch, so that the number of parts is small and the friction loss is small. In addition, it is easy to convert a conventional man-powered bicycle into a torque assisted electric bicycle by exchanging wheels.

Further, the rotor 7c and the stator are cantilevered by the stationary axle 1 via the rotor base 5c and the stator base 8c, respectively, and the stator base 8c is fixed to the body frame (not shown). Most of the various forces such as electromagnetic torque, weight and vibration acting on the vehicle can be directly borne by the body frame without passing through the stationary axle 1, so that the stationary axle 1 is small in diameter and lightweight without reducing reliability. It can be easily replaced with wheels of a conventional rickshaw or rickshaw.

The spoke attachment portion 6c is fixed to the disk portion 51c of the rotor base 5c.
The wheel and the motor can be arranged so as to be overlapped in the axial direction because the cylindrical portion 52c and the rotor 7c fixed thereto are arranged at a predetermined gap in the radial direction. Can be reduced in the axial direction to facilitate mounting on the bicycle. Further, the radial force applied to the spoke attachment portion 6c is applied to the disk portion 51c of the rotor base 5c, and the cylindrical portion 52c of the rotor base 5c.
Therefore, the rotor base 5c does not tilt with respect to the axis of the stationary axle 1 due to this radial force, and it is possible to prevent the gap between the rotor and the stator from being reduced.

Since the spoke attachment portion 6c has a higher elasticity than the disk portion 51c of the rotor base 5c (because the elastic deformation is easy), the external force applied to the spoke attachment portion 6c is increased by the elastic deformation of the spoke attachment portion 6c. As a result, the deformation of the rotor base 5c is suppressed, so that it is possible to prevent the rotor 7 fixed to the rotor base 5c from being deformed with respect to the stator and reducing the gap.

Further, the disk portion 51c of the rotor base 5c is fixed to the hub 4c which is located on both axial sides of the rotor 7 and supported on both ends of the stationary axle 1 via the bearings 2c, 3c. The inclination of the rotor base 5c with respect to the stationary axle 1c can be favorably suppressed without increasing the direction width. Further, since the stator base 8c supports the hub 4c through the bearing 9c at the axial middle of the two bearings 2c, 3c, the displacement of the hub 4c can be suppressed at the axial middle of the hub 4c, that is, at the inner diameter of the motor. As a result, even if the stationary axle 1 is thin, the deformation and displacement of the hub 4c can be suppressed well, and the displacement of the rotor 7c through the rotor base 5c can be suppressed.

Further, when the hub 4c is deformed and displaced by the deformation and displacement of the rotor base 5c, the stator base 8c that supports the hub 4c via the bearing 9c is deformed and displaced. The displacement is the deformation of the rotor base 5c and the rotor 7c fixed thereto,
Since the displacement is in the same direction as the displacement, the reduction of the gap can be suppressed.

[0159]

Embodiment 10 Another preferred embodiment of the torque assisted bicycle according to the present invention will be described with reference to FIG. Body frame 100
The stationary axle 1 fitted in the hole d is bearings 2d, 3d
A cylindrical drum-shaped first hub 4d made of an aluminum alloy is rotatably supported through the first hub 4d. At the substantially central portion in the axial direction of the first hub 4d, a shallow-bottom cylindrical rotor base 5d made of an aluminum alloy is fitted.
d, 50d are fixed to the first hub 4d by bolts (or screws) (not shown) fitted to the first hub 4d.

The rotor base 5d includes a disk portion 51d and a cylindrical portion 52d extending axially leftward from the outer periphery of the disk portion 51d. A rotor 7d is press-fitted and fixed to the inner peripheral surface of the cylindrical portion 52d. Consists of a thin cylindrical rotor core 71d made of mild steel, and a permanent magnet sheet 72d containing a rare earth element adhered to the entire inner circumference of the rotor core 71d. The inner peripheral surface of the permanent magnet sheet 72d is magnetized alternately in the circumferential direction at predetermined intervals.

In FIG. 27, the stationary axle 1 has a substantially flange-shaped stator base 8d fitted on the left side thereof. The stator base 8d includes a disk portion 81d, a small-diameter first base portion 82d extending rightward in the axial direction from the inner peripheral portion of the disk portion 81d, and an axially leftward portion extending from the inner peripheral portion of the disk portion 81d. And a second base cylinder portion 83d having a small diameter. The distal end of the first base cylinder portion 82d rotatably supports the central portion in the axial direction of the first hub 4d through a bearing 9d. The right end surface of the outer peripheral portion of the disk portion 81d is fitted into a hole 84d in the drawing. The stator core 10d is fixed by bolts or pins that are not used. A hole 8 is formed in the left end face of the second base cylinder portion 83d of the stator base 8d in the axial direction.
5d are formed, and holes 101 of the body frame 100d are formed.
By pressing a pin (not shown) into the hole d and the hole 85d,
Stator base 8 is fixed to body frame 100d.

The stator core 10d has a ring shape formed by laminating electromagnetic steel sheets, and a plurality of pole teeth (teeth) 11d formed on the outer peripheral side thereof and facing the permanent magnet sheet 72d are provided with stator coils 12d, respectively. It is wound. As is well known, the stator constituted by the stator core 10d and the stator coil 12d constitutes a brushless DC motor together with the rotor 7d.
Also, this brushless DC motor has a stator base 8
A magnetic pole sensor (not shown) that is fixed to d and detects a change in polarity of the permanent magnet sheet 72d of the rotor 7 is provided.

Further, the first base cylinder portion 8 of the stator base 8d
A ring-shaped second hub 6d is rotatably supported on the outer periphery of 3d via a bearing 16d, and a small disk-shaped spoke attachment portion 61d is provided on the second hub 6d in a radial direction. Similarly, a small disk-shaped spoke attachment portion 41d is also provided at the right end in the axial direction of the first hub 4d so as to protrude in the radial direction. Spokes 201d and 202d for supporting a rim (not shown) on which tires (not shown) are mounted are attached to the spoke attachment portions 41d and 61d, respectively. The spokes 201d and 202d do not contact the cylindrical portion 52d of the rotor base 5d. Thus, it extends diagonally and linearly toward a narrow rim (not shown).

In addition, 300d and 301d are stop rings screwed to the stationary axle 1, respectively, and 302d is a first stop ring.
Reference numeral 303d denotes a stopper ring of the bearing 3d screwed to the hub 4d, and reference numeral 303d denotes a stopper ring of the bearing 2;
Is a hole for reducing the weight provided in the stator base.
The principle of operation of the brushless DC motor itself is well known, and a description thereof will be omitted. By switching the energization of the stator coil at a predetermined timing, a driving torque is generated in the rotor 7, and the rotor base 5d is connected to the first hub 4d and the second hub 4d.
It rotates with the hub 6d, and the rotation torque is applied to the first hub 4d.
d, transmitted to the rim (not shown) through the spokes 202d, and the tire rotates.

Hereinafter, features of the electric wheel will be described. This outer rotor type direct drive type electric wheel has a motor inside the diameter of the wheel and drives the tire directly without going through a reduction mechanism or clutch, so the number of parts is small, friction loss is small, and conventional It is easy to convert the human-powered bicycle into a torque assisted electric bicycle.

Further, since the rotor 7d and the stator are cantilevered by the stationary axle (stationary axle) 1 via the rotor base 5d and the stator base 8d, the weight can be reduced and the structure can be simplified. Since 8d is fixed to the body frame 100d, most of various forces such as electromagnetic torque, weight, and vibration acting on the stator can be directly borne by the body frame 100d without passing through the stationary axle 1. The diameter of the stationary axle 1 can be reduced and its weight can be reduced without deteriorating the reliability, and it can be easily replaced with wheels of a conventional rickshaw or a rickshaw.

The spokes 201d and 202d are inclined so as not to contact the rotor base 5d, and the inner end of the torque transmitting spoke 202d is separated from the radial inner end of the rotor base 5d in the axial direction. Since it is connected to the small first hub 4d, vibration and impact transmitted from the tire or rim to the first hub 4d through the spokes 202d are not directly applied to the rotor base 5d, thereby deforming the rotor base 5d. Can be suppressed. In addition, since the second hub 6d is rotatably held by the second base portion 83d having a small diameter of the stator base 8d, the spoke 201d is prevented from applying a harmful deformation moment to the stator base 8d as described above. be able to. As a result, contact between the rotor 7d and the stator core 10d can be suppressed.

Further, since the spoke attachment portion 41d has high elasticity with respect to the axial deformation force (since elastic deformation is easy), the axial external force component applied to the spoke attachment portion 41d is the elasticity of the spoke attachment portion 41d. The deformation is absorbed by the deformation and the deformation of the rotor base 5d is suppressed, so that it is possible to prevent the rotor 7d fixed to the rotor base 5d from being deformed with respect to the stator and reducing the gap.

Further, since the disk portion 51d of the rotor base 5d is fixed to the first hub 4d which is located on both axial sides of the rotor 7d and supported on both ends of the stationary axle 1 via bearings 2d, 3d, the electric wheel The inclination of the rotor base 5d with respect to the stationary axle 1 can be satisfactorily suppressed without increasing the total axial width. Further, since the stator base 8d supports the first hub 4d through the bearing 9d at the axial middle of the two bearings 2d, 3d, the displacement of the first hub 4 is reduced at the axial middle of the first hub 4d, that is, at the inner diameter of the motor. As a result, even if the stationary axle 1 is thin, the deformation and displacement of the first hub 4d can be suppressed well, and the displacement of the rotor 7 through the rotor base 5 can be suppressed.

[Brief description of the drawings]

FIG. 1 is an axial sectional view of a main part of a torque assisted bicycle according to a first embodiment.

FIG. 2 is a circuit diagram of the torque assisted bicycle according to the first embodiment.

FIG. 3 is a partially enlarged side view of the motor 3 of FIG.

FIG. 4 is a radial sectional view of a stationary drum portion of the stator 9.

FIG. 5 is a flowchart showing an operation of the control circuit device 70 of FIG. 2;

FIG. 6 is a flowchart illustrating an operation of a control circuit device 70 according to the second embodiment.

FIG. 7 is a flowchart illustrating an operation of a control circuit device 70 according to the third embodiment.

FIG. 8 is a flowchart illustrating an operation of a control circuit device according to a fourth embodiment.

FIG. 9 is a flowchart illustrating an operation of a control circuit device 70 according to the fifth embodiment.

FIG. 10 is a flowchart illustrating an operation of a control circuit device 70 according to the sixth embodiment.

FIG. 11 is a horizontal sectional view of a rotational torque sensor according to a seventh embodiment.

FIG. 12 is a radial sectional view of the rotational torque sensor shown in FIG. 11;

FIG. 13 is a schematic explanatory view showing a configuration of a sliding portion of the rotational torque sensor shown in FIG.

14A and 14B are assembly diagrams showing the configuration and operation of the rotational torque sensor shown in FIG. 11; FIG. 14A is a cross-sectional view schematically showing the shape of the pressing force sensor when no load is applied; ,
It is sectional drawing which shows the effect | action of the pressing force sensor under a pressing force typically.

15 (a) is a side view, and FIG. 15 (b) is a principle diagram of the pressing force sensor, showing the operation of the rotation torque sensor shown in FIG.

16A and 16B are sectional views showing a modification of the rotation torque sensor shown in FIG. 11, in which FIG. 16A is a cross-sectional view showing a configuration near a joint pin of Modification 1, and FIG. It is sectional drawing which shows a structure of.

17A and 17B are set diagrams showing the configuration and operation of a rotational torque sensor according to an eighth embodiment, where FIG. 17A is a side view showing the configuration of a drive rotor according to the second embodiment, FIG.
FIG. 9 is a schematic diagram illustrating the operation of the rotation torque sensor as the second embodiment.

FIG. 18 is a diagram illustrating a simulation result showing a relationship between a magnet inner diameter D and a shaft length L when the torque performance is the same in the motor 3 used in the first embodiment.

FIG. 19 is a diagram illustrating a relationship between a motor diameter D and a motor weight W in the motor 3 used in the first embodiment.

FIG. 20 is a diagram showing a relationship between motor diameter D / motor shaft length L and motor weight. Next, preferred shapes of the rotor 8 and the stator 9 used in each of the above embodiments are described.

FIG. 21 is a diagram showing the relationship between the axial length of a permanent magnet (permanent magnetic pole) 84 of the rotor / the axial length of the stator core (teeth 94) and the torque per unit weight.

FIG. 22 is a diagram showing the relationship between the diameter D of the motor 3 / the number P of permanent magnet poles of the rotor 8 and the torque per unit weight.

FIG. 23 is a schematic sectional view of the teeth 94 of the motor 3 in the axial direction.

24 is a diagram showing a relationship between a web cutting angle and cogging torque in the teeth 94 of FIG. 23.

FIG. 25 is a diagram showing a relationship between a web effective width and a cogging torque in the teeth 94 of FIG. 23;

FIG. 26 is an axial sectional view of an electric wheel of the torque assisted bicycle according to the ninth embodiment.

FIG. 27 is an axial sectional view of an electric wheel of the torque assisted bicycle according to the tenth embodiment.

[Explanation of symbols]

In the first to eighth embodiments, 1 is a stationary axle, 2 is a wheel, 3 is a motor, 4 is a battery, 5 is a chain (manual drive mechanism), 6
Is a torque sensor (manual torque detecting means), 7 is a motor control device, 8 is a rotor (rotary drum portion) of the motor 3, 9 is a stator of the motor 3, 81 is a rotary drum portion (rotor) 8
83, a cylindrical portion of a rotary drum portion (rotor) 8 also serving as a yoke, 91 a disk portion of the stator 9, 93 a cylindrical portion of the stator 9 also serving as a yoke, 9
4 is a tooth, 91, 93 and 94 are stationary drum parts, 9
Reference numerals 3 and 94 are a stator core, 95 is a single coil, 96 is a stator coil, 70 is a control circuit device, 71 is an inverter circuit device, and 200 is a brake switch (open / close switch). In Example 9, 1 is a stationary axle, 2c and 3c are bearings, 4c is a hub, 5c is a rotor base, 6c is a spoke attachment portion, 7c is a rotor, 8c is a stator base,
9c is a bearing. In Embodiment 10, 1 is a stationary axle, 2d and 3d are bearings, 4d is a first hub, 5d is a rotor base, and 6d is a second hub.
A hub, 7d is a rotor, 8d is a stator base, 9d is a bearing, 100d is a vehicle body frame, and 201d and 202d are spokes.

Continuing from the front page (72) Inventor Hideki Fujii No. 1 Wanowari, Arao-cho, Tokai City, Aichi Prefecture Inside Aichi Steel Corporation

Claims (38)

[Claims] 1. A wheel rotatably supported on a vehicle body, a motor fixed to the vehicle body to drive the wheels, a battery for supplying power to the motor, and a human power drive mechanism for driving the wheels manually. A human-power torque detecting means for detecting a human-power torque applied to the wheels from the human-power driving mechanism, and controlling the transfer of current between the battery and the motor based on the magnitude of the human-power torque detected by the human-power torque detecting means. A motor control device, wherein the motor is located on the inner peripheral side of the wheel and is formed integrally with the wheel, and a ring-shaped rotor, and the outer peripheral surface is fixed to the vehicle body and has an outer peripheral surface defined by the inside of the rotor. A torque assisted bicycle comprising a wheel-directed motor having an outer rotor structure comprising a ring-shaped stator facing a peripheral surface. 2. The torque assisted bicycle according to claim 1, wherein the wheel is provided on a drum-shaped rotary drum portion having a hollow space and rotatably supported on a stationary axle, and provided on an outer periphery of the rotary drum portion. A rim on which a rubber tire is mounted, and a number of spokes connecting an outer periphery of the rotary drum portion and an inner periphery of the rim, wherein the stator is located inside the rotary drum portion and the stationary axle. Wherein the rotor forms the rotating drum portion. 3. The torque assisted bicycle according to claim 2, wherein the rotating drum portion is a pair of disc portions fixed to the stationary axle at predetermined intervals in an axial direction, and outer peripheral portions of both disc portions. The spokes connect the two disc portions and the rim, and the rotor core of the rotor is fixed to the cylindrical portion of the rotating drum portion. bicycle. 4. The torque assisted bicycle according to claim 3, wherein the cylindrical yoke of the rotor also serves as the cylindrical portion of the rotating drum portion. 5. The torque assisted bicycle according to claim 2, wherein the stator has a drum-shaped stationary drum portion having a hollow space and fixed to the stationary axle, and is fixed to an outer periphery of the stationary drum portion. A torque assisted bicycle comprising: a stator core; and a stator coil wound around the stator core. 6. The torque assisted bicycle according to claim 5, wherein the stator core is joined to a cylindrical yoke also serving as an outer peripheral portion of the stationary drum portion, and a plurality of stator cores are joined to the outer peripheral surface of the yoke at a predetermined pitch in a circumferential direction. A torque assisted bicycle comprising a T-shaped tooth, wherein the stator coil is formed by connecting a single coil individually and concentratedly wound to each of the teeth. 7. The method of manufacturing a torque assisted bicycle according to claim 5, wherein each of said T-shaped teeth is continuously welded to an outer peripheral surface of said yoke by laser welding from an inner peripheral surface of said yoke. Method of manufacturing a torque assisted bicycle. 8. The torque assisted bicycle according to claim 1, wherein the battery is disposed in an empty space on an inner peripheral side of the ring-shaped stator. 9. The torque assisted bicycle according to claim 8, wherein the battery has a positive electrode terminal and a negative electrode terminal in an axle extension direction, and is formed by connecting a number of adjacent battery cells to each other. A torque assisted bicycle characterized by the following. 10. The torque assisted bicycle according to claim 9, wherein the stator has a drum-shaped stationary drum portion having a hollow space and fixed to the stationary axle, and is fixed to an outer periphery of the stationary drum portion. A torque assisted bicycle comprising: a stator core; and a stator coil wound around the stator core, wherein the battery is fixed to a disk portion of the stationary drum portion. 11. The torque assisted bicycle according to claim 1, wherein the motor control device is disposed in an empty space on an inner peripheral side of the ring-shaped stator. 12. The torque assisted bicycle according to claim 1, wherein the battery and the motor control device are disposed in an empty space on an inner peripheral side of the ring-shaped stator. 13. The torque assisted bicycle according to claim 5, wherein the battery and the motor control device are housed in a hollow space of a stationary drum portion of the stator housed in a hollow space of a rotating drum portion of the wheel. A torque assisted bicycle characterized by the following. 14. The torque assisted bicycle according to claim 5, wherein the motor control device is fixed to a disk portion of the stationary drum portion of the stator, and a disk portion of the stationary drum portion of the stator is A torque assisted bicycle characterized by forming a heat sink. 15. The torque assisted bicycle according to claim 5, wherein the motor control device is an inverter circuit device that performs PWM control of a current to the wheel-direct-coupled motor, and is arranged near the inverter circuit device and receives input information. A control circuit device for generating a control signal for intermittently switching the inverter circuit device based on the control circuit device, wherein the control circuit device is surrounded by an electromagnetic shield case fixed to a disk portion of the stationary drum portion made of metal. A torque assisted bicycle characterized by being electromagnetically shielded from an inverter circuit device. 16. The torque assisted bicycle according to claim 2, wherein the electric wheels including all of the wheels, the wheel-directed motor, the battery, the motor control device, and the stationary axle supporting them constitute the rear wheel of the bicycle. Characteristic torque assisted bicycle. 17. The torque assisted bicycle according to claim 16, wherein the electric wheel has a shape attachable as a rear wheel of a commercially available manual powered bicycle that operates only by human power. 18. The torque assisted bicycle according to claim 16, wherein the electric wheel forms a rear wheel of a foldable bicycle. 19. The torque assisted bicycle according to claim 1, wherein said human-powered torque detecting means is integrally fixed to said wheel-directed motor. 20. The torque assisted bicycle according to claim 1, further comprising a vehicle speed detecting means for detecting a vehicle speed, wherein the motor control device is configured to output the motor directly connected to the wheel based on outputs from the human torque detecting means and the vehicle speed detecting means. A torque assisted bicycle characterized by controlling the output of the bicycle. 21. A torque assisted bicycle according to claim 20, wherein said motor control device comprises means for detecting a rotation speed of said wheel-directed motor as said vehicle speed detecting means. 22. The torque assisted bicycle according to claim 20, wherein the motor control device has no manual torque, and
A torque assisted bicycle characterized in that if the vehicle does not decelerate, the vehicle is decelerated by dynamic braking of the wheel-directed motor. 23. The torque assisted bicycle according to claim 1, wherein the mechanical brake device generates a mechanical braking force by bringing a brake pad into contact with a wheel through a brake wire by a manual lever, and a play area of the mechanical brake device. An open / close switch that is turned on and off by a displacement of the brake wire within a range, wherein the motor control device performs power generation braking of the wheel-directed motor by operating the open / close switch by operating a manual lever. Assistive bicycle. 24. The torque assisted bicycle according to claim 23, wherein the motor control device is configured to:
A torque assisted bicycle, wherein the vehicle speed is maintained at a predetermined value by strengthening the dynamic braking. 25. The torque assisted bicycle according to claim 1, further comprising: means for detecting a voltage of the battery, wherein the motor control device regenerates when the battery voltage is lower than a predetermined voltage. A torque assisted bicycle, wherein braking is commanded, and heat generation braking is commanded when the battery voltage exceeds a predetermined voltage. 26. The torque assisted bicycle according to claim 5, wherein the wheel-directed motor has a diameter of 100 to 400 mm,
An outer rotor type brushless DC motor having a diameter / axial thickness of 3 to 13 and a rotor permanent magnet axial length / stator core axial length of 1.2 to 1.5 is provided. Torque assisted bicycle. 27. The torque assisted bicycle according to claim 5, wherein the wheel direct-coupled motor has an outer rotor in which a ratio of a diameter D / pole number P of a permanent magnet of the rotor is 3 to 5 (mm / total pole number). A torque assisted bicycle comprising a brushless DC motor. 28. The torque assisted bicycle according to claim 5, wherein the stator core of the stator has a T-shaped tooth whose head protrudes outward in a radial direction, and the rotor facing surface of the tooth includes the head. And arcuate surface portions having a circumferential length of 85 to 90% of the circumferential length of the circular arc surface portions, and provided at both ends in the circumferential direction of the arcuate surface portions and provided with each other.
A torque assisted bicycle comprising a pair of cut-off surfaces inclined at an angle of 50 degrees. 29. A stationary axle fixed to a vehicle body frame, a stator having a stator core on which a stator coil is wound, and a plurality of permanent magnets alternately arranged in a circumferential direction and arranged on an outer peripheral side of the stator. A direct drive motor having an outer rotor structure including a rotor, a disk portion rotatably supported on the stationary axle, and a rotor extending from the disk portion in a direction surrounding the rotor to fix the rotor. A bottomed cylindrical rotor base having a cylindrical portion; and a stator base fitted and supported on the stationary axle, fixed to the vehicle body frame, and fixing an end of the stator core on the side opposite to the rotor base in the axial direction. And a spoke mounting portion fixed to the rotor base at a position radially outside the rotor. car. 30. The torque assisted bicycle according to claim 29, wherein the spoke attachment portion surrounds a wheel plate fixed to the disk portion of the rotor base and a tubular portion of the rotor base from the wheel plate. And a tubular portion extending in a direction in which the spokes of the wheels are fixed. 31. The torque assisted bicycle according to claim 30, wherein the spoke attachment portion is formed to be more elastically deformable than the disk portion of the rotor base. 32. The torque assisted bicycle according to claim 30, wherein the torque assisted bicycle is rotatably supported on the stationary axle via a bearing located on both axial sides of the rotor, and at one axial end of the rotor. A torque assisted bicycle comprising a hub fixed to a disk portion of the rotor base. 33. The torque assisting bicycle according to claim 32, wherein the stator base has a base cylinder portion rotatably supporting the hub through a bearing at an axial middle of the two bearings. bicycle. 34. A stator having a stationary axle fixed to a vehicle body frame, a stator having a stator core on which a stator coil is wound, and a plurality of permanent magnets alternately arranged in a circumferential direction on the outer peripheral side of the stator. A direct-drive motor having an outer rotor structure including a rotor, a disk portion rotatably fitted to the stationary axle, and a rotor extending from the disk portion in a direction surrounding the rotor to fix the rotor. A rotor base having a cylindrical portion having a cylindrical portion fitted and supported on the stationary axle; and a disk portion having an inner peripheral portion fixed to the cylindrical portion and an outer peripheral portion fixed to the stator core. A stator base, a cylindrical first hub rotatably fitted to the stationary axle and fixed to a radially inner end of the rotor base; and a first hub with the motor interposed therebetween. A second hub that is rotatably fitted to the stationary axle and is located on the opposite side to the direction, a rim to which a tire is fitted, and a spoke that connects the two hubs, and an inner end of the spoke is A torque assisted bicycle which is engaged with the first hub without being in contact with the rotor base and at a predetermined distance axially outward from a radially inner end of the rotor base. 35. The torque assisted bicycle according to claim 34, wherein the disk portion of the rotor base is fixed only to one axial end of the cylindrical portion of the rotor base, and the disk portion of the stator base is A torque assisted bicycle wherein a peripheral portion is fixed to the cylindrical portion and an outer peripheral portion is fixed to an end of the stator core on the side opposite to the rotor base in the axial direction. 36. A torque assisted bicycle according to claim 34, wherein said stator base is fixed to a vehicle body frame, and said second hub is rotatably supported on an outer peripheral surface of said stator base. Assistive bicycle. 37. The torque assisted bicycle according to claim 34, wherein the first hub is rotatably supported on the stationary axle via a pair of bearings located on both axial sides of the motor. Torque assisted bicycle. 38. The torque assisted bicycle according to claim 37, wherein the stator base has a base cylinder portion rotatably supporting the first hub through a bearing at an axial middle of the two bearings. Torque assisted bicycle.