JPH11268681A - Human powered running vehicle with auxiliary power - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a constant assist ratio to be achieved in any reduction gear ratio of a transmission. SOLUTION: Torque corresponding with the human power is transmitted to a rear wheel 17 via a first transmission gear 70 and torque corresponding with the power driving force is transmitted to the rear wheel 17 via a second transmission gear 60. When the speed of one of the transmission gears, of one of the first or second transmission gears 60, 70, switches and the assist ratio changes, the speed of the other transmission gear changes and the assist ratio is adjusted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a human-powered driving system provided by a human-powered driving system and an auxiliary power unit arranged in parallel with driving wheels, and to be driven by a human-powered driving system in response to a change in the human-powered driving force. The present invention relates to a human-powered vehicle with auxiliary power for controlling the output of an auxiliary power device of a system.

[0002]

2. Description of the Related Art As this type of human-powered traveling vehicle with an auxiliary power, a bicycle with an auxiliary power that is generally driven by a combined force of a human-powered driving system using a treading force and a power driving system using an electric motor is well known. In this auxiliary powered bicycle, the driver steps on the pedal to apply propulsion to the rear wheel, which is the driving wheel,
For example, when the load on the pedaling force is increased by traveling on an uphill or the like, the output of the electric motor is increased to reduce the load on the pedaling force.

[0003] At this time, the magnitude of the input of the human-powered drive system is detected by the pedal effort torque at which the driver depresses the pedal, and when the pedal effort torque is large, the assisting force of the electric motor is increased. Further, the assisting force of the electric motor is set to have a predetermined ratio to the pedaling force torque.

[0004] Incidentally, even with such an auxiliary powered bicycle, if the speed ratio of the power transmission system is fixed, depending on various conditions such as road conditions or the physical condition of the driver, there are some problems.
It may be difficult to provide an appropriate driving force.

[0005] To solve this problem, a known transmission is provided on the downstream side (drive wheel side) of the human-powered drive system from the combined point of the human-powered drive system and the power drive system; ) Can be considered.

According to the former system in which the transmission is provided downstream of the resultant point, both the stepping force of the manual drive system and the assisting force of the power drive system are transmitted through the transmission even when the gear position of the transmission is switched. Thus, the ratio (assist ratio) of the drive wheel output torque of the power drive system to the drive wheel output torque of the manual drive system acting on the drive wheels does not change. Therefore,
Even if the gear position of the transmission changes, only the vehicle speed changes and the assist ratio does not change, so that no inconvenience occurs.

On the other hand, in the latter system in which the transmission is provided upstream of the resultant point, the transmission is provided with a torque detecting mechanism for detecting a pedaling torque in a power transmission path of a human-powered drive system, and a human-powered drive. Since it is incorporated between the system and the resultant point of the power drive system, there is a problem that the assist ratio fluctuates when the transmission gear is switched. That is, since the drive wheel output torque of the power drive system is determined by the magnitude of the pedaling force torque before being affected by the speed ratio of the transmission, it does not fluctuate even when the transmission is switched. The drive wheel output torque fluctuates due to switching of the transmission because the transmission is disposed in the power transmission path of the manual drive system,
As a result, the assist ratio changes.

For example, when the transmission is switched from a low speed stage to a high speed stage, power is transmitted to the drive wheels as a separate system between the manual drive system and the power drive system. The drive wheel output torque of the power drive system does not change while the drive wheel output torque of the human drive system acting on the power drive system decreases. For this reason, the assist ratio at the resultant point increases.

Conversely, when the transmission is switched from the high gear to the low gear, the output torque of the driving wheel of the manual driving system acting on the driving wheels increases for the same pedaling torque, whereas the driving torque of the power driving system increases. The wheel output torque does not change. For this reason,
The assist ratio at the resultant point becomes smaller.

As described above, according to the gear position of the transmission, the assist ratio, which is the ratio of the drive wheel output torque of the power drive system to the drive wheel output torque of the human power drive system acting on the drive wheel serving as the resultant point, It is fluctuated by switching the gear position of the transmission.

[0011]

However, there is a constraint that this assist ratio must be within a specified value (1: 1). To satisfy this constraint, the assist ratio at the highest speed stage of the transmission is required. Must be within the specified value. For this reason, in the low speed gear, the assist ratio becomes smaller than that in the high gear, causing a problem that sufficient assistance cannot be performed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and provides a human-powered traveling vehicle with auxiliary power that can provide sufficient assistance by an auxiliary power device at any speed of the transmission mechanism. The purpose is to do.

[0013]

According to the present invention, a human-powered driving system and a power-driving system by an auxiliary power unit are provided in parallel with the driving wheels, and the human-powered driving system responds to changes in the human-powered driving force. In a human-powered traveling vehicle with auxiliary power that controls the output of an auxiliary power device of a power drive system, the human drive system includes a first transmission, and the power drive system includes a second transmission.

With such a configuration, the torque corresponding to the manual driving force is transmitted to the driving wheels via the first transmission, and the torque corresponding to the power driving force is transmitted to the second wheel.
Is transmitted to the drive wheels via the transmission. Therefore, the first
Alternatively, when the assist ratio is changed by switching one of the speed stages of the second transmission, the assist ratio is adjusted by switching the other transmission.

Further, according to the present invention, the speed ratio at each speed stage of the second transmission is set to be a constant ratio with respect to the speed ratio at the speed stage of the first transmission corresponding to the speed stage. Is set.

In such a configuration, if the speeds of the first and second transmissions are set to the speeds corresponding to each other,
The adjustment is performed so that the assist ratio is constant at any gear.

Further, the present invention has a single switching means for interlockingly switching the gears of the first and second transmissions. With such a configuration, the first and second transmissions are switched at one time.

Further, the drive wheel includes a human-powered operation part on which the human-powered driving force acts in the human-powered driving system, and a power-operated part on which the power driving force acts on the power-driven driving system. In such a configuration, the human-powered driving force and the power-driven power are transmitted to different portions of the driving wheels, respectively, so that the transmission paths to the driving wheels, which are the resultant points of the two driving forces, are independent from each other. .

The driving wheels are composed of human-powered driving wheels driven by human power in a human-powered driving system, and power driving wheels driven by an auxiliary power device in the power-driven driving system.

In such a configuration, the human-powered driving force and the power-driven power are transmitted to different driving wheels, so that the transmission paths to both driving wheels are independent from each other.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be specifically described below with reference to FIGS.

In the following, a case will be described in which the present invention is applied to a two-wheeled bicycle 1 having a rear wheel 17 as a driving wheel as a manually driven vehicle. Note that the direction in which the bicycle 1 advances when the pedal 45 is rowed is defined as the forward direction, and the direction of the bicycle 1 is defined as the left and right direction in the forward direction.

First, the overall configuration of the bicycle 1 will be described below. As shown in FIG. 1, the bicycle 1 includes a front wheel 16 and a handle 14 at a front portion of a frame 11, and a rear wheel 17 serving as a drive wheel at a rear portion. The first transmission 70 (see FIG. 8) and the second transmission 6
A switching dial 80 is provided as switching means for switching the gear position of 0 (see FIG. 9).

As shown in FIG. 7, the switching dial 80 includes a fixed ring 83 fixed on the right side of the handle 14 and a rotating ring 81 rotatably provided along the fixed ring 83. This rotating ring 8
One end of the first and second wires 86 and 87 is fixed to 1. The other end of the first wire 86 is connected to the frame 11
Is fixed to a rotating lever 90 (see FIG. 8) disposed near the rear end of the frame 11 through a tube 85 disposed along the other end of the second wire 87 in the same manner. Rotating lever 96 provided on base plate 24
(See FIG. 9).

For this reason, by turning the rotary ring 81 of the switching dial 80 in the direction of the arrow (low-speed step direction), the two wires 86 and 87 are pulled, and are turned in the direction opposite to the arrow (the high-speed step direction). Can be relaxed by doing so.

A seat tube 12 having a saddle 13 at the upper end is provided substantially at the center of the frame 11, and a battery 26 serving as a power source for the electric motor 22 is attached to the seat tube 12. As shown in FIG. 2, a bottom bracket 15 that pivotally supports the pedal mechanism 4 is provided at a lower end of the seat tube 12.

The pedal mechanism 4 includes a crankshaft 40 pivotally supported by the bottom bracket 15 as shown in FIGS.
And a crank arm 44 fixed to both ends of the crankshaft 40, a pedal 45 pivotally supported at the tip of the crankarm 44, and a sprocket that is rotatably fitted to the right end of the crankshaft 40. 5 is provided.

That is, at both ends (only the right end side is shown) of the crankshaft 40, a square shaft 41 that fits into the crank arm 44 protrudes, and the square shaft 41 is formed at the base end of the crank arm 44. The crank arm 44 and the crank shaft 40 are fixed by fitting the formed square hole 46 and screwing the retaining screw 49 into the screw hole on the square shaft 41 via the washer 49a.

A mounting plate 47 is fixed to the base end of the crank arm 44, and a pressing piece 48 is protrudingly provided near the outer periphery of a surface of the mounting plate 47 facing the driving wheel 5. . A receiving piece 55 protrudes from the rib piece 52 of the driving wheel 5 at a position facing the pressing piece 48, and a core 56 made of a magnetostrictive material is arranged between the receiving piece 55 and the pressing piece 48. I have.

The driving wheel 5 is composed of a spur tooth portion 51 provided on the outer periphery, a hub ring 54 provided on the inner periphery, and five rib pieces 52 connecting them. The rotation side circuit 200 (see FIG. 6) is disposed on the side surface on the bottom bracket 15 side.

The rear wheel 17 is rotatably attached to the rear end of the frame 11 via a first transmission 70 (see FIG. 8). 76 is attached.

The driving wheel 5 and the driven wheel 7
6, an endless chain 75 is stretched.
5, transmitted to the rear wheel 17 via the driven wheel 76 and the first transmission 70.

Next, the torque detecting mechanism 50 will be described below. As shown in FIGS. 4 and 5, the driving wheel 5 includes a ring core 43 having a U-shaped cross section having an opening toward the bottom bracket 15 on the bottom bracket 15 side of the hub ring 54. Rotary coil 2 wound along the direction of rotation
01 is arranged.

A ring core 42 having a U-shaped cross section having an opening toward the rotary coil 201 is provided at a position of the bottom bracket 15 facing the rotary coil 201, and the ring core 42 is provided in the ring core 42 in the rotation direction of the driving wheel 5. The fixed coil 101 wound along the rotating coil 20
1 are arranged close to each other in a plane parallel to 1. In this manner, the ring cores 42 and 43 having a U-shaped cross section are arranged so that the respective openings face each other, and a closed magnetic path is formed therebetween.

The rib pieces 52 of the driving wheel 5 include
A receiving piece 55 is provided to protrude so as to face the pressing piece 48. A rotation-side circuit 200 (see FIG. 6) is bridged between the rib piece 52 on which the receiving piece 55 protrudes and the rib piece 52 adjacent thereto.

The pushing piece 48 and the receiving piece 55 are connected via a columnar core 56 made of a magnetostrictive material, whereby the crankshaft 40 and the driving wheel 5 can rotate integrally. A coil 57 is wound around the outer periphery of the core 56 to form an inductor.

Next, the fixed side circuit 100 and the rotating side circuit 20
The configuration of the torque detection circuit consisting of 0 will be described below. As shown in FIG. 6, in the torque detection circuit, an LC oscillation circuit 113 is provided in the fixed side circuit 100, and the fixed coil 1
The torque applied to the driving wheel 5 is measured by changing the inductance seen from the 01 side according to the torque applied to the driving wheel 5 and measuring the oscillation frequency of the LC oscillation circuit 113 at this time.

The rotation-side circuit 200 includes a cylindrical core 56 made of a magnetostrictive material and a coil 5 wound around the core 56.
7 and a fixed coil 201 connected to the coil 57.

The fixed-side circuit 100 includes a rotating coil 2
01, a fixed coil 101, an LC oscillation circuit 113 for changing the oscillation frequency according to the inductance of the fixed coil 101, and the LC oscillation circuit 113
Frequency measuring circuit 120 for measuring the oscillation frequency of the signal oscillated from the controller, and a control unit 130 for controlling the driving force of the electric motor 22 according to the measurement result of the frequency measuring circuit 120
And a DC power supply 103.

The LC oscillation circuit 113 includes the fixed coil 101
The oscillation frequency changes according to the inductance as seen from the viewpoint. The inductance seen from the fixed coil 101 is
The self-inductance of the fixed coil 101, the self-inductance of the rotating coil 201, the mutual inductance of the fixed coil 101 and the rotating coil 201,
Is determined by the self inductance.

When a large load is applied to the driving wheel 5 at the time of starting, accelerating, climbing a hill, or the like of the bicycle 1, the load causes the pushing piece 48 fixed to the crankshaft 40 via the crank arm 44 to be pressed. A compressive force is applied to the core 56 disposed between the core 55 and the receiving member 55 fixed to the driving wheel 5, so that the magnetic flux passing through the core 56 changes and the inductance of the coil 57 changes. As a result, the inductance viewed from the fixed coil 101 changes, so that the LC oscillation circuit 1
13 changes the oscillation frequency. This frequency is measured by the frequency measuring circuit 120, and the measured value is
Is input to

The control unit 130 calculates the torque applied to the driving wheel 5 based on the relationship between the measured value of the frequency measuring circuit 120 stored in a built-in memory (not shown) and the torque applied to the driving wheel 5. . Then, based on the calculated torque value, the output of the electric motor 22 as the auxiliary power unit is controlled.

The electric motor 22 is provided in the seat tube 1
2 and the rear wheel 17, and its driving force is
The power is transmitted to the rear wheel 17 as a driving wheel via the power transmission mechanism 3.

As shown in FIGS. 2 and 3, a base plate 24 is fixed to the frame 11 by a fixing member 21.
The fixed-side circuit 100 (see FIG. 6) is arranged.

On the right side wall of the base plate 24,
The electric motor 22 and the second driven pulley 35 are arranged,
On the left side, the second transmission 60 and the first driven sprocket 33 are arranged.

As shown in FIGS. 9 and 10, the second transmission 60 includes a shaft 6 fixed to the output shaft of the electric motor 22.
2 and a driving sprocket portion 61 which rotates integrally with the shaft portion 62 and is slidably mounted in the axial direction.
A chain regulating portion 65 for regulating the trajectory of the chain 67 stretched between the driving sprocket portion 61 and the first driven sprocket 33; and a tension adjusting portion 66 for adjusting the tension of the chain 67.

The driving sprocket portion 61 includes first to third driving sprockets 61a, 61b, 61c having different diameters.
, And is urged in a direction in which the coil spring 64 extends by a coil spring 64 disposed between the first driving sprocket 61 a and the base plate 24.
When the chain 67 is stretched between the first driven sprocket 33 and the first driving sprocket 61a, the speed ratio is 1.25, and when the chain 67 is the second driving sprocket 61b, the speed ratio is 1, and the third. The diameters of the first to third driving sprockets 61a, 61b, 61c are set so that the speed ratio of the driving sprocket 61c is 0.75.

At the end of the shaft portion 62, a hole extending into the driving sprocket portion 61 is provided, and a pin 63 connected to the driving sprocket portion 61 projects from this hole. The pin 63 is urged by a coil spring 64 together with the driving sprocket 61.
The driving sprocket portion 61 moves in the direction of expansion and contraction of the coil spring 64 by changing the amount of protrusion of the coil spring 64. That is, when the pin 63 is pushed in against the urging force of the coil spring 64,
The driving sprocket portion 61 moves in the direction of compressing the coil spring 64 by the pushing amount.
When the pin 63 is ejected in the urging direction, the driving sprocket portion 61 moves in the direction in which the coil spring 64 extends by the amount of the ejection.

On the other hand, the chain restricting portion 65
A pair of guide plates 6 arranged so as to sandwich 7 from left and right
5a, 65b, and the guide plates 65a, 65
b is arranged so as to be inclined with respect to the rotation surface of the driving sprocket portion 61.

Therefore, when the driving sprocket portion 61 moves in the direction of compressing the coil spring 64, the chain 67 abuts on one guide 65a of the chain regulating portion 65 along with the movement, and follows the inclined surface of the guide 65a. To move diagonally down and left. Conversely, when the coil spring 64 moves in the extending direction, it moves obliquely upward to the right along the inclined surface of the guide 65b.

Accordingly, in the driving sprocket portion 61, the driving sprocket with which the chain 67 is engaged is switched, and the transmission speed ratio of the driving force from the electric motor 22 transmitted to the first driven sprocket 33 changes.

The tension adjusting section 66 includes an adjusting lever 66a for urging the chain 67 from below by a spring (not shown), and a roller 66b pivotally supported at the tip of the adjusting lever 66a and abutting on the chain 67. It is configured.

Therefore, in the driving sprocket portion 61, even when the chain 67 is engaged with any sprocket of the driving sprocket portion 61, the chain 67 does not sag. That is, in the driving sprocket portion 61, when the sprocket with which the chain 67 is engaged is switched from a large-diameter sprocket to a small-diameter sprocket,
Since the tension of the chain 67 is weakened, the adjustment lever 66a pushes the chain 67 upward by the urging force of the spring, and absorbs the slack of the chain 67.

On the side of the first driven sprocket 33,
A second driven pulley 35, which is coaxial with the first driven sprocket 33 and rotates integrally with the first driven sprocket 33, is fixed. Third driven pulley 37 having substantially the same diameter
Are integrally formed. A belt 36 is stretched between the second driven pulley 35 and the third driven pulley 37.

The rotation of the electric motor 22 is transmitted to the first driven sprocket 33 via the chain 67 from the driving sprocket section 61 which rotates integrally with the output shaft of the electric motor 22, and the belt is transmitted from the second driven pulley 35 to the belt. 36
Through the third driven pulley 37. For this reason, the speed ratio of the power transmission mechanism 3 changes by changing the second transmission 60.

As a mechanism for changing the amount of protrusion of the pin 63 of the second transmission 60, an L-shaped turning lever 96 is provided, and the turning lever 96 is provided with an L-shaped turning lever 96. It is pivotally supported at a rotation fulcrum 97 located near the vertex. One end of the rotating lever 96 is located at a position facing the tip of the pin 63, and a second wire 87 is fixed to the other end.

Accordingly, when the second wire 87 is pulled, the rotating lever 96 rotates about the rotation fulcrum 97 in the direction opposite to the arrow and pushes the pin 63, and when it is loosened in the opposite direction, It rotates in the direction of the arrow due to the urging force of the coil spring 64.

Next, the first transmission 70 disposed in the power transmission mechanism of the manual drive system will be described below. First
As shown in FIG. 8, the transmission 70 includes a shaft portion 72 fixed to the rear end of the frame 11, a hub unit 71 fixed to the rear wheel 17, and a mounting portion 77 to which a driven wheel 76 is mounted. It is configured. The mounting portion 77 is a shaft portion 7
A one-way clutch (not shown) is provided between
A plurality of planet gears and the like (not shown) are provided between the hub unit 71 and the exterior of the hub unit 71. The planetary gears are rotatably disposed with respect to the shaft 72 and the exterior of the hub unit 71. A hole penetrating into the hub unit 71 is provided at the left end of the shaft portion 72, and a pin 73 is urged outward and protrudes from this hole.

By changing the amount of projection of the pin 73, the planetary gear provided between the mounting portion 77 and the hub unit 71 is switched, and the first transmission 70
Is changed, and the transmission speed ratio of the manual driving force transmitted from the driven wheel 76 to the rear wheel 17 is changed. Here, an internal three-stage transmission is used as the first transmission 70. When the amount of protrusion of the pin 73 is the largest, the speed is set to the high-speed stage. Switches to the speed gear or the low gear. The speed ratio in the high speed stage is set to 1.25, the speed ratio in the middle speed stage is set to 1, and the speed ratio in the low speed stage is set to 0.75.

As a mechanism for changing the amount of protrusion of the pin 73 of the first transmission 70, an L-shaped rotating lever 90 is provided in the cover 95, and the rotating lever 9 is provided.
0 is pivotally supported at a rotation fulcrum 91 located near the L-shaped vertex. One end of the rotating lever 90 is
The first wire 86 is engaged with the other end at a position facing the tip of the first wire 86.

Accordingly, when the wire 86 is pulled, the turning lever 90 turns around the turning fulcrum 91 in the direction opposite to the arrow and pushes the pin 73, and when it is loosened, the pin 73 It rotates in the direction of the arrow due to the urging force.

The switching dial 80 having such a configuration, the first
The operation of the transmission mechanism including the transmission 70 and the second transmission 60 will be described below. In this transmission mechanism, when the switching dial 80 is set at a position corresponding to a high gear as shown in FIG.
The pin 73 of the first transmission 70 is in a state in which the amount of protrusion is largest, as shown in FIG. 8, and the speed of the first transmission 70 is set to the high speed.

On the other hand, the pin 63 of the second transmission 60 has the largest protrusion as shown in FIGS. 9 and 10, and the chain 67 is stretched between the pin 63 and the first driven sprocket 33. Are engaged with the first driving sprocket 61a having the largest diameter in the driving sprocket portion 61. For this reason, the speed of the second transmission 60 is set to the high speed.

When the rotating ring 81 of the switching dial 80 is rotated in the direction of the arrow from this state to the state shown in FIG. 11, the first wire 86 is pulled by the rotation of the rotating ring 81. Therefore, in the first transmission 70, the rotation lever 90 rotates in the direction opposite to the arrow around the rotation fulcrum 91 from the state shown in FIG. 8, and the pin 73 is pushed into the shaft portion 72 by a predetermined amount. Then, the state shown in FIG. 12 is obtained. This allows
The speed of the first transmission 70 switches from the high speed to the middle speed.

On the other hand, the second transmission 60 is
1 rotates, the second wire 87 is pulled, and FIG.
From the state shown in FIG. 0, the rotation lever 96 rotates around the rotation fulcrum 97 in the direction opposite to the arrow, and the pin 63 is pushed into the shaft portion 62 by a predetermined amount. When the pin 63 is pushed in, FIG.
As shown in FIG. 3, the chain 67 is
In FIG. 1, the second driving sprocket 61b is engaged with the second driving sprocket 61b having a smaller diameter than the first driving sprocket 61a. As a result, the speed of the second transmission 60 is switched from the high speed to the middle speed.

When the rotary ring 81 of the switching dial 80 is further rotated in the direction of the arrow to the state shown in FIG. 14, the first transmission 70 moves the pin 73 further from the state shown in FIG. The gear is pushed into the state shown in FIG. 15, whereby the gear shifts from the middle gear to the lower gear.

On the other hand, in the second transmission 60, the pin 63 is further pushed into the shaft portion 72 side from the state shown in FIG. It comes into engagement with the third driving sprocket 61c having a smaller diameter than the driving sprocket 61b. As a result, the speed of the second transmission 60 is switched from the middle speed to the lower speed.

On the contrary, the rotating ring 81 of the switching dial 80
Is rotated in the direction opposite to the arrow, the first wire 86
The rotation lever 90 and the pin 73 are both
Since the urging force of the pin 73 switches from the high speed stage to the middle speed stage to the state corresponding to the middle speed stage to the low speed stage, the gear stage of the first transmission 70 is switched accordingly.

On the other hand, the second transmission 60 is
The rotation of 1 causes the second wire 87 to be loosened, and the rotating lever 96 and the pin 63 are both switched from the high speed stage to the middle speed stage and from the middle speed stage to the low speed stage by the urging force of the coil spring 64. Accordingly, the gear position of the second transmission 60 is switched accordingly.

As described above, by operating the switching dial 80, the first and second transmissions 70 and 60 are switched to the corresponding gears. Then, in each of the shifted gear stages, the first and second transmissions 7
Since the speed ratios 0 and 60 are set to be equal to each other, the ratio of the output torque of the human-powered driving system, which is changed by switching the gear position of the first transmission 70, and the second
The ratio of the output torque of the power drive system, which is changed by switching the gear position of the transmission 60, becomes equal. Therefore, the assist ratio is constant at any gear.

According to the present embodiment, the torque corresponding to the human power is transmitted to rear wheel 17 via first transmission 70, and the torque corresponding to the driving force from electric motor 22 is applied to the second wheel. The power is transmitted to the rear wheels 17 via the transmission 60.
Thereby, when the assist ratio changes by switching one of the first or second transmissions 60 and 70, the assist ratio can be adjusted by switching the other speed. Desirable running feeling can be obtained.

Further, according to the present embodiment, the speed ratio at each speed stage of second transmission 60 is constant with respect to the speed ratio at the speed stage of first transmission 70 corresponding to that speed stage. It is set so that it may become the ratio of. Thereby, the first
If the gear positions of the second transmissions 70 and 60 are set to the corresponding gear positions, the assist ratio can be adjusted to be constant at each gear position. The maximum assist by the electric motor 22 can be performed within the range of the assist ratio.

Further, according to the present embodiment, the gear position of the first and second transmissions 70 and 60 is
0, the transmissions 70,
60 can be switched simultaneously. As a result, it is possible to eliminate a change in the assist ratio that occurs when the gear is switched, and to improve safety and reliability.

Further, the operator can operate the single switching dial 80
By simply operating, the shift speed can be easily switched while maintaining a constant assist ratio, so that operability is improved.

In the present embodiment, an internal three-stage transmission is used as the first transmission 70 and an external three-stage transmission is used as the second transmission. However, the present invention is not limited to this. Instead, a four-stage or five-stage transmission may be used, and either an external transmission or an internal transmission may be used.

In the present embodiment, the first and second transmissions 60 and 70 have a speed ratio of 1.25 at the high speed stage and 1 at the middle speed stage. Although it was 0.75 at the low speed stage,
It is not so limited.

For example, when a first transmission having a speed ratio of 1.25 at a high speed stage, a speed ratio of 1 at a middle speed stage, and a speed ratio of 0.75 at a low speed stage is used,
The speed ratio at each speed stage is a constant (p) times the speed ratio at the first speed stage 70, that is, the speed ratio at the high speed stage is 1.25p, and the speed ratio at the middle speed stage is p.
What has a speed ratio of 0.75p in the low speed stage may be used.

In the present embodiment, the rear wheel 17, which is a driving wheel, is driven by a human-powered driving force due to a treading force and the electric motor 2
2 has been described, the drive wheels may be divided into human drive wheels driven by human power and power drive wheels driven by an auxiliary power device. it can. For example, in the case of a two-wheeled bicycle, the rear wheels may be manually driven wheels and the front wheels may be power driven wheels.

In this embodiment, a two-wheeled bicycle having the rear wheel 17 as a driving wheel is used as a human-powered vehicle. However, the present invention is also applicable to a front-wheel-drive bicycle and other human-powered vehicles. Can be.

[0080]

According to the present invention, torque corresponding to human power is transmitted to the drive wheels via the first transmission,
Torque corresponding to the power driving force is transmitted to the driving wheels via the second transmission. Accordingly, when the assist ratio is changed by switching one of the first or second transmissions, the assist ratio can be adjusted by switching the other speed, so that a desirable driving feeling is obtained. Can be obtained.

[Brief description of the drawings]

FIG. 1 is a side view illustrating a bicycle with auxiliary power according to an embodiment of the present invention.

FIG. 2 is a perspective view of the driving mechanism of the bicycle with auxiliary power in FIG.

FIG. 3 is a plan view of the driving mechanism of the bicycle with auxiliary power in FIG. 1 as viewed from above.

FIG. 4 is an exploded perspective view showing a pedal mechanism in the bicycle with auxiliary power in FIG. 1;

5 is a sectional view of the pedal mechanism taken along line AA of FIG. 4;

6 is a block diagram illustrating a configuration of a torque detection circuit mounted on the bicycle with auxiliary power in FIG.

FIG. 7 is a cross-sectional view illustrating a switching dial set to a high speed stage.

FIG. 8 is a top view illustrating the first transmission set to a high speed stage.

FIG. 9 is a perspective view illustrating a second transmission set to a high gear.

FIG. 10 is a left side view and a top view showing a second transmission set to a high gear.

FIG. 11 is a sectional view showing a switching dial set to a middle speed stage.

FIG. 12 is a top view illustrating the first transmission set to a middle speed.

FIG. 13 is a left side view and a top view showing a second transmission set to a middle speed position.

FIG. 14 is a cross-sectional view illustrating a switching dial set to a low speed stage.

FIG. 15 is a top view illustrating the first transmission set to a low gear.

FIG. 16 is a left side view and a top view showing a second transmission set to a low gear.

[Explanation of symbols]

 11: Frame 16: Front wheel 17: Rear wheel 22: Electric motor 24: Battery 3: Power transmission mechanism 5: Driving wheel 50: Torque detection mechanism 60: Second transmission 61: Driving sprocket section 62: Shaft section 63: Pin 70: first transmission 71: hub unit 72: shaft 73: pin 76: driven wheel 80: switching dial 81: rotating ring 83: fixed ring 86: first wire 87: second wire 90: rotating Lever 96: Rotating lever

Claims (5)

[Claims] 1. A human-powered drive system and a power drive system with an auxiliary power unit are provided in parallel with driving wheels, and an auxiliary power of the power drive system is changed according to a change in the human-powered drive force of the human drive system. An artificially powered human-powered vehicle for controlling the output of a device, wherein the human-powered driving system includes a first transmission, and the power-driven driving system includes a second transmission. Traveling car. 2. A speed ratio at each speed stage of the second transmission is set to be a constant ratio with respect to a speed ratio at a speed stage of the first transmission corresponding to the speed stage. The human-powered traveling vehicle with auxiliary power according to claim 1, wherein: 3. The human-powered traveling vehicle with auxiliary power according to claim 1, further comprising a single switching unit that switches the gears of the first and second transmissions in an interlocked manner. 4. The driving wheel according to claim 1, further comprising: a human-powered operating portion in the human-powered driving system, on which a human-powered driving force is applied; A human-powered vehicle with auxiliary power according to any one of claims 1 to 3. 5. The driving wheel according to claim 1, wherein the driving wheel includes a manual driving wheel driven by manual power in the manual driving system, and a power driving wheel driven by an auxiliary power device in the power driving system. 4. The human-powered traveling vehicle with auxiliary power according to any one of 1 to 3.