NL1024234C2 - Bicycle with auxiliary motor. - Google Patents

Bicycle with auxiliary motor. Download PDF

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Publication number
NL1024234C2
NL1024234C2 NL1024234A NL1024234A NL1024234C2 NL 1024234 C2 NL1024234 C2 NL 1024234C2 NL 1024234 A NL1024234 A NL 1024234A NL 1024234 A NL1024234 A NL 1024234A NL 1024234 C2 NL1024234 C2 NL 1024234C2
Authority
NL
Netherlands
Prior art keywords
auxiliary
speed
motor
reducing
housing
Prior art date
Application number
NL1024234A
Other languages
Dutch (nl)
Other versions
NL1024234A1 (en
Inventor
Seishi Miura
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP2002284085A priority Critical patent/JP2004114933A/en
Priority to JP2002284085 priority
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of NL1024234A1 publication Critical patent/NL1024234A1/en
Application granted granted Critical
Publication of NL1024234C2 publication Critical patent/NL1024234C2/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40Rider propelled cycles with auxiliary electric motor
    • B62M6/70Rider propelled cycles with auxiliary electric motor power-driven at single endless flexible member, e.g. chain, between cycle crankshaft and wheel axle, the motor engaging the endless flexible member

Description

"I
5 10
Bicycle with auxiliary motor DETAILED DESCRIPTION OF THE INVENTION.
15
Technical field to which the invention relates.
This invention relates to a bicycle with auxiliary motor, and more particularly to a bicycle with auxiliary motor comprising a pedal crank that is operable to rotate by manpower for rotatingly driving a rear wheel, a rotation-transmitting mechanism for transmitting traction torque applied on the pedal crank to the rear wheel, and an auxiliary force assembly for exerting an auxiliary torque on the rotation-transmitting mechanism.
State of the art.
A bicycle with an auxiliary motor is a bicycle provided with an auxiliary force assembly and comprising a chain which assembles a traction torque by manpower of a pedal crank and an auxiliary torque of an auxiliary force assembly.
i Λ O
To exert an output rotational force of the auxiliary force assembly in the form of auxiliary torque on the chain, it is necessary in the bicycle with auxiliary motor to exert the rotational force of the auxiliary force assembly on a part around which the chain is wrapped. Furthermore, it is necessary to support the auxiliary force assembly by means of a seat tube or a rear fork positioned rearward relative to the seat tube. Thus, for example, a bicycle with auxiliary motor is known in which, in order to place the auxiliary force assembly under the rear fork, a frame body is deformed so that a rear fork is placed at a higher position than its usual position and extends rearwardly from the seat tube and is used to support the auxiliary force assembly (referring, for example, to patent document 1). Furthermore, another bicycle with auxiliary motor is known in which the auxiliary force assembly is supported at a location rear of the seat tube and above the rear fork (referring to, for example, patent document 2).
I 20
Patent Document 1: Published Japanese Patent I No. 2000-002604 (Figure 2).
Patent document 2: Published Japanese patent I No. 105774/1999 (page 3, figure 1).
Problems solved by the invention.
However, in the case that the frame body 30 is deformed, a problem is that high costs are required for the bicycle with auxiliary motor, since such a frame as described above must be made specifically. Further, in the case that the auxiliary power assembly is placed in a rearward position with respect to the seat tube and above the rear frame, a housing box for a battery or a box for electrical equipment must be placed in a different position. Thus, there is a problem that it is difficult to use the space of the frame body effectively.
The present invention has been made in view of the problems described above, and it is an object of the present invention to provide an auxiliary motor bike with low production costs which allows to use a commonly used bicycle frame as it is and the enables the rearward space of a seat tube to be used effectively by placing an auxiliary force assembly under a rear fork.
Means for solving the problems.
To achieve the above described object, an auxiliary motor bike according to the present invention comprises a frame body, a steering frame (for example, a front fork 7 and a steering rod 8 in the embodiment) rotatably connected to a front part of the frame body for the steering, a front wheel rotatably mounted at a lower end of the steering frame, a rear fork comprising a set of left and right support parts integrally connected to a rear portion of the frame body and extending rearwardly, a rear wheel rotatably mounted to the rear fork between 30 and the set of left and right support members, a pedal crank rotatably supported by the frame body, a rotation-transmitting mechanism (e.g., a chain spreader mechanism comprising a drive sprocket 21, a driven sprocket 23 and a chain 22 in the I embodiment) for transferring a traction torque applied to the t rapper crank when the pedal crank is kicked to the rear wheel, and an auxiliary force assembly for supporting the traction torque for exerting auxiliary torque on the rotation-transmitting mechanism, is arranged so that the auxiliary force assembly comprises an electric motor (e.g. an electric motor 15 in the embodiment), a speed-reducing gear mechanism (for example, a speed-reducing gear train 56 in the embodiment) for reducing the speed of output rotational force of the electric motor, an auxiliary force transmitting portion (for example, an auxiliary gear 24 in the embodiment) for transferring the output rotational force whose speed is reduced by the speed-reducing gear mechanism as the assist mechanism to the rotation-transmitting mechanism, and a housing part (e.g. a housing 50 in the embodiment H) for covering of at least the speed H reducing gear and that the auxiliary force assembly is positioned under the rear fork, and the housing portion has a protruding portion protruding outwardly to cover a large diameter gear wheel that is a part of the speed reducing H gear mechanism the projecting portion H is placed between the set of left and right support parts.
With the above-described composition for the frame of the bicycle to which the auxiliary force assembly is arranged, a commonly used frame can be used. A reduction in costs can therefore be expected. Moreover, since the auxiliary force assembly is placed under the rear fork, the space above the rear fork can be used efficiently backwards of the seat tube, and a housing box for a battery, a box for electrical equipment, etc. can be placed in this space. In addition, the auxiliary force assembly that is a heavy component can be placed in a low position, the position of the center of gravity can be set low and a stable running can be expected. In addition, it is possible to make the auxiliary force assembly less conspicuous with the pedal crank, the chain, a chain guard or the like.
Preferably, an upper portion of the protruding portion of the housing portion is placed in a position that is substantially flush with an upper surface of the rear fork as seen in a side view. With the device just described, the position of the center of gravity of the bicycle with auxiliary motor can be placed even lower.
Preferably, the speed-reducing gear mechanism comprises a first rotatable shaft rotatably disposed on the housing part and extending parallel to a motor shaft of the electric motor, and a first speed-reducing gear formed on the first rotatable shaft and held in engagement with a first speed-reducing shaft drive gear formed on the motor shaft, and in addition, the motor shaft of the electric motor is placed in the vicinity of the pedal crank, and the motor shaft and the first rotatable shaft are placed in a substantially horizontally adjacent relationship with respect to each other relative to the ground surface as seen in a side view. The device just described can guarantee a certain free space of the underside of the auxiliary force assembly relative to the road surface, and furthermore the contact angle of a winding transmission part (for example a chain 22 in the embodiment) can be 5 forming the rotation-transmitting mechanism are fixed in the auxiliary force-transmitting portion formed on the second rotatable axis.
Preferably, the speed-reducing gear mechanism further comprises a second rotatable shaft that is rotatably placed on the housing part and which extends parallel to the first rotatable shaft, and a second speed-reducing driven gear formed on the second rotatable shaft and held in engagement with a second speed reducing drive gear formed on the first rotatable shaft, and the second rotatable shaft is positioned higher H than the first rotatable shaft as seen in a side view. With the device just described, the free space of the underside of the auxiliary force assembly relative to the road surface can be guaranteed.
H Mode for carrying out the invention.
In the following, a preferred embodiment of the present invention is described with reference to the drawings. First, a bicycle with H auxiliary motor according to the present invention is described with H reference to figures 1 and 2. It is noted that (A) H of figure 2 is a side view of an essential part H of the bicycle with auxiliary motor according to the present The invention as seen from the left, and (B) of H Figure 2 is a side view where the auxiliary power device H 16 in (A) of Figure 2 is removed. It is noted here that in (B) of Figure 2 an auxiliary sprocket 24 and an intermediate wheel 25, as well as a part of a support part 83 for supporting the intermediate wheel 25 are shown.
The bicycle with auxiliary motor 1 comprises a frame body 2. The frame body 2 comprises a head tube 3, a bottom tube 4, a support tube 5 (see figure 5), and a seat tube 6. The head tube 3 is placed on a front part of the frame body 2 and extends in a vertical direction. The lower tube 4 extends backwards downwards from the head tube 3. The support tube 5 is fixedly mounted on a rear end of the lower tube 4 and extends in a lateral direction. The seat tube 6 stands upwards from the support tube 5. A front fork 7 extending downwards is supported by the steering head tube 3 for a steering movement, and a front wheel WF is rotatably suspended on a lower end of the front fork 7. Furthermore, a steering rod is 8 integrally arranged on an upper end of the front fork 7 so that the front wheel WF which is rotatably suspended on the front fork 7 can be steered by operating the steering rod 8.
A rear fork 9 is placed at the rear of the support tube 5. The rear fork 9 has a set of support members 9L and 9R integrally formed with the support tube 5 and extending linearly backwards substantially parallel to the ground surface. A rear wheel WR is rotatably suspended as a drive wheel between the rear ends of the set of left and right support parts 9L and 9R. Furthermore, a set of left and right supports 10 are placed between an upper part of the seat tube 6 and rear parts 1 π 2 4? 3 "from the supporting parts 9L and 9R.
A saddle bar 12 provided with a saddle 11 at an upper end thereof is mounted on the seat tube 6 such that the vertical position of the saddle 11 can be adjusted. Furthermore, a housing box for I, a battery 13 for removably accommodating an I battery B therein, and a box for electrical equipment I 14 are placed in a vertically adjacent relationship I on the rear of the seat tube 6. An auxiliary power assembly 16 is placed under the rear fork 9 and has an electric motor 15 which serves as an element for generating an auxiliary torque and to which power from the I battery B is supplied via the electrical equipment box 14. The auxiliary power assembly 16 is supported H 15 supported by the support tube 5 and the support parts 9L and 9R.
A crankshaft 17 is rotatably supported by the support tube 5 of the frame body 2 and extends coaxially through the support tube 5. A set of cranks 18L and 18R provided with rotatably arranged pedals are fixedly connected to the left and right ends of the crankshaft 17. Thus, a crankshaft is formed by the crankshaft 17, the cranks 18L and 18R and the pe-H valleys arranged on the cranks 18L and 18R. Therefore, the cranks 18L and 18R can absorb the pedaling force of a cyclist riding the bicycle with auxiliary motor 1 to turn the crankshaft 17. The bottom bracket 17 is rotatably supported on the frame body 2.
A drive sprocket 21 is placed on the bottom bracket 30. Rotation of the crankshaft 17 is transmitted to the drive sprocket 21 via a power transmission device as described below. Rotation of the drive sprocket 21 is transmitted to a driven sprocket 23 on a side of the rear wheel WR via a chain 22. An auxiliary sprocket 24 is positioned rearward of the sprocket 21 and passes an auxiliary rotation of the auxiliary force assembly 16 to the chain 22. Furthermore, an intermediate wheel 25 is arranged rearwardly of the auxiliary sprocket 24 for obtaining a large contact angle of the chain 22 around the auxiliary sprocket 24.
It is to be noted here that in the present embodiment, a chain mechanism is used for passing on traction and auxiliary torque from a drive sprocket 21 and an auxiliary sprocket 24 to the driven sprocket 23 via a chain 22. However, a belt mechanism can also be used for transmission of traction and auxiliary torque to the rear wheel WR.
Next, a force transmitting device mounted on the crankshaft 17 is described with reference to Figures 3 and 4. A set of closing plates 19L and 19R are screwed into the opposite ends of the support tube 5 which is fixedly mounted on the lower tube 4. A set of ball bearings 20L and 20R are arranged between the closing plates 19L and 19R and shoulders formed on the bottom bracket 17. In particular, the ball bearings 20L and 20R absorb loads exerted in a propelling direction and a radial direction on the crankshaft 17 to rotatably support the crankshaft 17 on the support tube 5.
An inner tread 27 of a first one-way clutch 26 is attached to the crankshaft 17. The drive sprocket 21 is rotatably supported on an outer periphery of the inner tread 27 by 1n. A coupling bush 27A is placed between them. The position of the drive sprocket 21 in the direction of propulsion is determined by a nut 28A and a plate 28B.
A cover part 29 is integrally arranged on the drive sprocket 21. A transmission plate 30 is placed in a space surrounded by the drive sprocket 21 and the cover part 29. The transmission plate 30 is coaxially supported on the drive sprocket 21 so that a predetermined amount of displacement 10 is allowed between them in a rotational direction about the axis of the bottom bracket 17.
A large number (here six) of windows 31 are formed in and over the drive sprocket 21 and the transmission plate 30. A compression coil spring 32 is placed in each of the windows 31. The compression coil spring 32 is operable to generate resistance forces against a displacement in rotational direction H between the drive sprocket 21 and the transmission plate H 30 at the moment that a displacement occurs between them.
Ratchet teeth 33 are formed on an inner circumference of a hub of the transmission plate 30 and serve as an outer tread of the first one-way H coupling 26. The ratchet teeth 33 engage with the ratchets 35 (here, three ratchets) supported on the inner tread 27 in each other and all are energized in a radial direction by a spring 34. A cover 36 for H dust protection is provided on the first one-way clutch 26.
H 30 According to the first one-way clutch 26
as described above, if the cranks 18L
H and 18R are kicked for rotating the crankshaft 17 in 11 forward direction, since the ratchet pawls 35 are energized in the direction of the ratchet teeth 33 by the springs 34, the ratchet pawls 35 engage in recessed portions of the ratchet teeth 33 for transferring the pedaling force 5 from the cranks 18L and 18R to the transmission plate 30. However, if the cranks 18L and 18R are kicked to rotate the bottom bracket 17 in the rearward direction or if the pedaling is stopped while the bicycle is running, the ratchets will 35 slide over the crown parts of the ridge teeth 33 and will not interfere with the ratchet teeth 33. As a result, the first one-way clutch 26 slips to allow rearward rotation of the crankshaft 17. In addition, no torque is transmitted from the transmission plate 30 to the cranks 18L and 18R.
The transmission plate 30 is provided with engagement holes 37 formed therein for engaging projecting portions 38 for transmitting a pedaling force as described below. The windows 39 are provided in the drive sprocket 21 and allow the projecting portions 38 to engage with the engagement holes 37. Thus, the projecting portions 38 extend through the windows 39 and are arranged in the engaging holes 37.
A large number (here, three) of small windows 40 different from the windows 31 are formed in and over the drive sprocket 21 and the transmission plate 30. In each of the small windows 40 a compression coil spring 41 is placed. The compression coil spring 41 is positioned such that it actuates the corresponding transmission plate 30 to a side of the direction of rotation 42. In particular, the compression coil spring 41 is operative in a direction for absorbing a play at a coupling location between the drive sprocket 21 and the transmission plate 30. As a result, the compression coil spring 41 is operative so that a displacement of the transmission plate 30 can be transmitted to the drive sprocket 21 with good response properties.
Accordingly, a traction torque applied to the crankshaft 17 when the cranks 181 and 18R are operated by a rider is transmitted to the transmission plate 30 via the first one-way clutch 26 and then transmitted to the drive sprocket 21 while the compression coil springs 32 and 41 pressed.
Subsequently, the traction torque is transmitted to the rear wheel WR by the chain 22 and the driven sprocket 23. In the meantime, an auxiliary torque is exerted from the auxiliary power assembly 16 as described later to the auxiliary sprocket 24 transmitted to the rear wheel WR by the chain 22 and the driven sprocket 23. It should be noted here that the auxiliary torque of the auxiliary force assembly
B 20 set 16 is not passed on to the cranks 18L and 18R
B by an operation of the first one-way clutch 26.
B A sensor assembly 43 for a pedaling force B detection device is mounted on the side of the vehicle body of the drive sprocket 21, i.e. B on the side of the lower tube 4. The sensor assembly 43 B comprises a outer ring 44 and a sensor body 45. The B outer ring 44 is attached to the drive sprocket B 21. The sensor body 45 is rotatably mounted on the B outer ring 44 and forms a magnetic path. The sensor body B 45 and a sleeve 46, a flange 47 and so on which B serve as support parts for the sensor body B 45 are then described.
13
The outer ring 4 is formed of a material with electrically insulating properties and attached to the drive sprocket 21 by means of a bolt (not shown).
Subsequently, the auxiliary force assembly 16 is described with reference to Figures 5 to 9. A housing 50 of the auxiliary force assembly 16 comprises a right-hand housing half 51, a left-hand housing half 52 and a closure cap 53. The left-hand housing half 52 is coupled to the right housing half 51 so that a first housing chamber 54 is formed therebetween. The closure cap 53 is coupled to the left housing half 52 so that a second housing chamber 55 is formed therebetween.
The electric motor 15 is connected to the housing 50 so that it has an axial rotation line parallel to the axial rotation line of the crankshaft 17. The rotational output power of the electric motor 15 is transmitted to the auxiliary sprocket 24 via a speed-reducing gear train 56, for supporting the traction torque applied to the cranks 18L and 18R.
A fitting tube portion 74 is integrally disposed on the left-hand housing half 52 of the housing 50 so that it protrudes to the side opposite the closure cap 53. A cylindrical motor housing 75 with bottom for the electric motor 15 is placed in the fitting tube portion 74 and mounted in this state to screw holes 7 6 of the left housing half 52 by means of a number (for example, three) bolts. The motor shaft 57 extends through a support wall portion 77 for rotation and protrudes into the second housing chamber 55. A ball bearing 91 is interposed between the motor housing 75, which makes contact with the support wall portion 77, and the motor shaft 57 places. It is to be noted that the motor housing 75 I is, for example, formed as a whole by casting.
A rotatable shaft of the speed-reducing gear train 56 for transferring power from the electric motor 15 to the auxiliary sprocket 24 comprises a first rotatable shaft 59 and a second rotatable shaft 64.
The first rotary shaft 59 has an axial line parallel to the motor housing 75. The second rotary shaft 64 has an axial line parallel to the first rotary shaft 59. The first rotary shaft 59 is rotatably supported by a ball bearing 69 disposed between the first pivotal shaft 59 and the left housing half 52 and another ball bearing 70 placed between the right housing half 51 and the first pivotable shaft 59. The second pivotal shaft 64 is pivotally supported by a ball bearing 71 placed between the left housing half 52 and the second rotatable shaft 64 and another ball bearing 72 disposed between the right housing half 51 and the second rotatable shaft 64.
The auxiliary power assembly 16 further comprises a first speed-reducing drive gear 58, a first speed-reducing drive gear 61, a second speed-reducing drive gear 62, a second speed-reducing drive gear 63, and a second one-way clutch 65. The first speed-reducing drive gear 58 is securely mounted on the motor shaft 57 of the electric motor 15 in the second housing chamber 55.
The first speed-reducing gear 61 is H securely attached to one end of the first rotatable shaft 59 in the second housing chamber 55 by means of a bolt 60 and engagingly placed with the first speed-reducing drive gear 58. The second speed-reducing drive gear 62 is integrally formed on the first rotatable shaft 59 in the first accommodation chamber 54.
The second speed-reducing drive gear 63 is securely mounted on the second rotatable shaft 64 in the first accommodation chamber and is engaged with the second speed-reducing drive gear 62. The second one-way clutch 65 is mounted between the second speed-reducing drive gear 63 and the second rotatable shaft 64. The auxiliary sprocket 24 is securely attached to a protruding portion of the second rotatable shaft 64 which projects outwardly from the right housing half .51. It is to be noted here that a sealing part 66 is arranged at a place where the second rotatable shaft 64 protrudes from the right housing half 51. Furthermore, an annular reinforcement plate 67 is attached to a surface of the first speed-reducing gear 61 on the side of the second speed reducing drive gear 62 by means of a bolt 68 for reinforcing the first speed reducing driven gear 61.
It is to be noted that a number of ribs 73 are formed on the inside of a closure cap 48 (on the side of the second housing chamber 55) for increasing the strength of the closure cap 48. The closure cap 48 is formed by resin material in a form 25 to pour. Thus, if the closure cap 48 is formed with an inner configuration as described above, the production of the closure cap 48 can be improved by filling with resin material.
In the speed-reducing gear train 56, as described above, a rotation through the operation of the electric motor 15 is transmitted at a reduced speed to the auxiliary sprocket 24. However, if the operation of the electric motor 15 stops or if the rotational speed of the drive sprocket 21 is higher than the rotational speed of the auxiliary sprocket 24, unloaded running of the second rotatable shaft 64 is allowed by an operation of the second one-way clutch 65. As a result, a rotation of the auxiliary sprocket 24 is not disturbed by the traction torque of the cranks 18L and 18R.
Incidentally, the auxiliary force assembly 16 I 10 is supported by the support tube 5 and the support parts 9 L and 9 R and is placed under the rear fork 9. The motor shaft 57 is placed here in the vicinity I of the pedal crank and slightly backwards and downwards of the bottom bracket 17. Furthermore, the motor shaft 57 and the first rotatable shaft 59 are disposed in a side-by-side relationship with each other so that they extend substantially parallel to the ground surface as seen in a side view. Moreover, the second rotatable shaft 64 is positioned higher than the first rotatable shaft 59. A portion of the housing 50 that covers the second speed-reducing driven gear 63 that is securely mounted on the second rotatable shaft 64 protrudes from the forming a protruding portion 84. The auxiliary power assembly 16 is thus positioned so that the protruding portion 84 of the housing 50 is inserted from below into a position between the set of left and right support members 9L and 9R for the rear wheel WR.
A bracket 79 is securely attached to the support tube 5 and has a suspension portion 80 attached thereto by means of a bolt and a nut. The suspension portion 80 is arranged in such a way that it rises above an upper portion of the 17 front of the left housing half 52. Another suspension portion 82 is attached to the bracket 79 by means of a bolt and a nut. The suspension portion 82 is arranged between the brackets 81L and 81R which are securely attached to the set of left and right support portions 9L and 9R such that it rises above an upper portion of the rear of the left housing half 52 (the mounted state of the suspension portions 80 and 82 and the auxiliary power assembly 16 on the bicycle with auxiliary motor 10 is shown in (A) of Figure 2). The housing 50 is further positioned such that an upper portion of the projecting portion 84 thereof is positioned substantially flush with an upper side of the rear fork 9 as seen in a side view.
Moreover, a rearwardly extending carrier part 83 is formed on a portion of the right-hand housing half 51, the second rotatable shaft 64 of which extends. The intermediate wheel 25 is rotatably supported at one end of the support part 83. The right-hand housing half 51 and the intermediate wheel 25 are integrally formed with each other.
Since the projecting portion 84 of the housing 50 can be formed so as to protrude such that it covers only one position opposite the second speed-reducing gear 63 as described above, it has a forward and backward stretched shape. Accordingly, even when a frame of a commonly used bicycle is used, the protruding portion can be inserted from below into a position between a pair of left and right support members that form a rear fork to place the auxiliary force assembly 16. Thus, it is not necessary to make a special frame and a reduction in production costs B can be expected. In addition, because the auxiliary force assembly B 16 is a heavy component placed on a low portion of the B frame body 2, the center of gravity can be positioned at a B low position, and therefore the stability of the bicycle when walking can be improved turn into. Moreover, because the auxiliary force assembly 16 is not placed B in a space above the rear fork 9 and rearward B of the seat tube 12, this space can be efficiently used and the housing box for a battery 13, box for B electric equipment 14 and so forth can be placed in this space B as described in the description of B the present embodiment.
B In addition, the auxiliary force assembly 16 is placed B in the vicinity of the drive sprocket 21 or B the chain 22 wound around the drive sprocket 21.
B As a result, the presence of the auxiliary power assembly B 16 can give a less conspicuous feeling. In particular, B if the chain 22 is covered with a chain guard, B 20 the presence of the auxiliary force assembly 16 can be made less conspicuous.
B Furthermore, the motor shaft 57 and the first B rotatable shaft 59 are placed in a side-by-side relationship B such that they extend parallel to the ground surface, and in addition, the second B rotatable shaft 64 is higher then placed the first rotatable shaft B 59. As a result, a sufficient distance between the B bottom surface of the auxiliary force assembly 16 and the road can be obtained. In addition, a certain contact angle of the B 30 chain 22 around the auxiliary sprocket 24 that is securely mounted on the second rotatable shaft 64 can be obtained.
B Next, the electric motor 15 which forms a part of the auxiliary power assembly 16 is described with reference to Figs. 10 to 13. The electric motor 15 is a DC brushless motor driven by a DC voltage source. The electric motor 15 comprises a motor shaft 57, stators 85, a rotor 86 and a rotor position detector 87 and is completely covered with a motor housing 75. The stators 85 are positioned such that they surround the motor shaft 57. The rotor 8 is attached to the motor shaft 57. The rotor position detector 87 detects the position of the rotor.
Each of the stators 85 includes a stator core 88 and a stator coil 89 wound on the stator core 88. A large number (here, nine) of such j stators 85 are placed along an inner circumferential surface of the motor housing 75. The rotor 86 comprises a large number (here, eight) permanent magnets 90 placed thereon in an opposite relationship to the stators 85. The permanent magnets 90 are arranged such that the N pole and the S pole are alternately arranged as the magnetic poles on the faces of the permanent magnets 90 opposite the stators 85. An air gap with a fixed distance is formed between the stators 85 and the rotor 86.
It is to be noted that a pair of ball bearings 91 and 92 are placed between the motor shaft 57 and the motor housing 75 and rotatably support the motor shaft 57.
A large number (here, three) brackets 93 are formed on a side face of the motor housing 75 from which the motor shaft 57 protrudes, and the electric motor 15 is attached to the housing 50 by means of bolts passing through the through holes of the brackets 93 are screwed. The rotor position detector 87 is placed in parallel with an upper surface of the rotor 86 with a predetermined air gap between them. The rotor position detector 87 comprises a Hall element that detects the N pole of the rotor 86 moving in a location below the rotor position detector 87.
The stator windings 89 wound on the stator core I 88 are electrically connected in the order as seen in Figure 13 and have input terminals 94 for three phases (U, V and W phases). Voltage to be applied to the input terminals 94 is supplied from a battery B under the control of a control device mounted in the electrical equipment box 14. If voltage pulses with a phase difference of 120 degrees to each other are applied to the input terminals 94, the magnetic poles of the stators 85 act alternately as the N pole and the S pole, and the magnetic poles of the stators 85 move in accordance with the frequency of the voltage pulses. As a result, the motor shaft 57 can be rotated if the position of one of the permanent magnets 90 of the rotor 86 detected by the rotor position detector 87 is recognized by the electrical equipment box 14 and the voltage boxes supplied to the stators 85 must be adjusted in accordance with the position of the permanent magnet 90. Furthermore, the rotational speed of the rotor 86 (motor output power) can be controlled by PWM control whereby the pulse width of the voltage pulses to be applied to the input terminals 94 can be controlled.
It should be noted here that, since the rotor H position detector 87 detects the movement of the N pole of a permanent magnet 90 below the position of the rotor position detector 21, by counting the number of rotations, the number of rotations (rotational speed) of the motor 57 are detected on the basis of the frequency of the detection signal of the N pole.
In the bicycle with auxiliary motor 1 provided with the composition as described above, if the cranks 18L and 18R are kicked in a drive direction (forward direction of rotation) by manpower, the inner tread 27 attached to the crankshaft 17 is rotated. The rotation of the inner tread 27 is transmitted to the ratchet teeth 33 via the ratchet paws 35. Subsequently, the transmission plate 30 is rotated and the rotation of the transmission plate 30 is transmitted to the drive sprocket 21 by the compression coil springs 32. However, because a torque is applied to the drive sprocket 21, the torque from the transmission plate 30 is not immediately transmitted to the drive sprocket 21. First, the compression coil springs 32 are deformed in accordance with the torque and when the deformation load and the torque are balanced with each other the drive sprocket 21 will rotate. In this way, the transmission plate 30 and the drive sprocket 21 rotate in a state in which they have a displacement in the direction of rotation corresponding to the torque and exert a driving force on the rear wheel WR via the chain 22. The torque applied to the drive sprocket 21 is detected as a force with which the rider kicks the cranks 18L and 18R, that is, as a traction torque.
Since the projecting portions 38 protruding from the pedaling force sensor assembly 43 rotate together with the transmission plate 30, the relative positions of the pedaling force are transferred. 22 ring ring 95 on which the projecting parts 38 are supported (in the description that follows, the pedaling force I transmission ring 95 is referred to as "inner ring 95" as opposed to the outer ring 44) and the outer ring 44 attached to the drive sprocket 21 determined by the torque. The relative positions are detected by a sensor assembly 43 and applied to a control device (described below) for pedaling force detection.
The sensor assembly 43 is described in detail with reference to Figures 14 and 15. The outer ring 44 is formed of a material with electrically insulating properties. Three screw holes 96 are provided in the outer ring 44 so that bolts for attaching the outer ring 44 to the drive sprocket 21 can extend therethrough. A first induction portion 97A is disposed along an inner peripheral surface of the outer ring 44, and a second induction portion I 97B is disposed adjacent to the first induction portion 97A. Further, an inner ring 95 is arranged such that an outer circumference thereof extends along the second induction part 97B. The first induction part 97A and the second induction part 97B are formed of a material with a high conductivity or a soft magnetic material such as aluminum or brass and are anchored to the outer ring 44 and the inner ring 95, respectively.
A set of two annular core plates 98 I and 99 are placed on the opposite sides I of the first induction part 97A and the second induction part I 97B, and a core collar 100 is placed on the inner peripheral side I of the core plates 98 and 99 . The core plates 98 and 99 and the core collar 100 are made of a soft magnetic material such as soft ferrite. A coil 101 is wound on an outer periphery of the core collar 100. Both the core plates 98 and 99 and the core collar 100 and the first induction part 97A and the second induction part 97B form a magnetic circuit along which a magnetic flux that is generated when the winding 101 is energized passes. The core plates 98 and 99 and the core collar 100 are supported by the sleeve 46 and the flange 47 which has lock bolts corresponding to nuts of the sleeve 46. Rotation of the sleeve 46 and the flange 47 is prevented by the support tube 5.
An electrical line 104 for supplying electrical current to the winding 101 is passed through the sleeve 46 and connected to a control device 110 as described below. An oil seal 105 is provided between the outer ring 44 and the sleeve 46, and seals 106 and 107 are provided between the outer ring 44 and the inner ring 95 and between the inner ring 95 and the flange 47, respectively. The protruding parts 38 protruding perpendicularly from the inner ring 95 project outwardly through the openings 48A formed in the closure cap 48 so that they can engage with the coupling hole 37.
Fig. 16 is a front view of the first induction part 97A, and Fig. 17 is a cross-sectional view of the first induction part 97A. The first induction portion 907A generally has a ring shape and has a plurality of teeth 108 formed on an inner periphery thereof. Teeth similar to the teeth 108 are also formed on the second induction part 97B. If the teeth 108 of the first induction part 97A and the teeth of the second induction part 97B overlap, they form part of a passage along which a magnetic flux generated by the winding 101 passes. A set of projecting portions 109A are formed at two positions of the first induction portion 97A between the teeth 108 by bending over a portion of the cap-shaped first induction portion 97A transversely outwards. The protruding members 109A are positioned such that they fit with recess members formed on the outer ring 44 so that the first induction member 97A can rotate integrally with the outer ring 44.
Figure 18 is a cross-sectional view I of the second induction part 97B. The second induction part Η 97B has a similar shape compared to the first
1st induction part 97A. However, the second induction part 97B
I 15 'is formed such that an outer circumference thereof is slightly smaller than that of the first induction part 97A. Furthermore, the second induction part 97B has a cap shape and the I has a protruding part 109B which is bent inwards from a bottom part I thereof. The protruding portion 109B is positioned such that it fits into a recessed portion mounted on the inner ring 95 which contacts the second induction portion 97B.
Figure 19 is a schematic view showing a passage along which a magnetic flux generated by the winding 101 passes. Referring to Figure 19, a magnetic flux generated when the coil 101 is energized forms a magnetic circuit comprising both the core plates 98 and 99 and the core collar 100 as well as the first induction part 97A and second induction part 97B. At this time, the magnetic flux Φ is directed, for example, in a manner as shown in Figure 19. Here, the induction of the winding 101 is represented by a function of the resistance of the passage along which the magnetic flux Φ passes, which that is, of the magnetic resistance of the magnetic circuit. However, in the first induction part 97A and the second induction part 97B, the magnetic flux substantially passes through the teeth arranged on the inner circumference of these (in the first induction part 97A, through the teeth 108). Therefore, at the teeth of the first induction part 97A and the second induction part 97B, the magnetic resistance of the magnetic circuit is determined by the degree of overlap of the teeth of these.
As described above, the outer ring 44 and the inner ring 95 are shifted relative to each other due to the traction torque, and due to this shift also the relative positions of the first induction part 97A and the second induction part 97B are shifted relative to each other . This results in that the degree of overlap of the teeth of the first induction part 97A and the second induction part 97B varies due to the traction torque.
The views of Figure 20 illustrate a difference in the degree of overlap of the teeth of the first induction part 97A and the second induction part 97B caused by a difference in traction torque. As shown in these views, if the traction torque is low, the degree of overlap of the teeth of the first induction part 97A and the second induction part 97B is large. As a result, the extent to which the magnetic flux passing between the core plates 98 and 99 is interrupted by the teeth 30 of the first induction member 97A and the second induction member 97B is low. As a result, the resistance of the magnetic circuit is low. On the other hand, if the traction torque is high, I 02 423 4 26
I becomes the degree of overlap of the first induction part 97A
and the second induction portion 97B low. As a result, H becomes the extent to which the magnetic flux passing between the core plates 98 and 99 is interrupted by the teeth of the
First induction part 97A and the second induction part 97B
I high. As a result, the resistance of the magnetic circuit becomes high.
Since the resistance of the passage along which I passes the magnetic flux varies due to the traction torque in this way, the traction torque can be detected by detecting the induction of the winding 101 which is a function of the magnetic resistance of the magnetic circuit as described above.
As shown in Fig. 21, a resonant circuit 111, a peak holding circuit 112 and a resistor 113 of the control device 110 which detects the traction torque on the basis of the induction of the gain 101 form an essential part of the control device. together with the winding 101. An output from the peak holding circuit 112 is processed by a CPU 114. The resonant circuit 111 produces an alternating current of a predetermined frequency (the waveform at a point a of Fig. 21 is shown in (A) of Figure 22). If the degree
of overlap of the teeth of the first induction part 97A
25 and the second induction portion 97B is high, the magnetic resistance of the magnetic circuit of the magnetic flux door generated by the winding 101 is high. As a result, H the amplitude of the waveform at another point b is large H (the waveform at point b of Fig. 21 with an increase of H the pedaling force is shown in (B) of Fig. 22). The amplitude at point b is held at the peak by a peak holding circuit 112, and the peak holding value, i.e., the value at a further point c (see (C) of Figure 22) is input to the CPU 114 as a traction torque -value.
The electric motor 15 forming the auxiliary power assembly 16 is connected as a load to the control device 110, and the battery B is connected as a power source to the control device 110.
A control circuit for the electric motor 15 is formed by a FET 117, a diode 118 and a capacitor 119. The positive terminal of the battery B is connected to the positive terminal of the electric motor 15 via a contact 120 while the negative terminal of the battery B is connected to the negative terminal of the electric motor 15 via the FET 117.
The contact 120 operates in an on state when a coil 121 is energized in accordance with an instruction from the CPU 114. The electric current to be supplied to the electric motor 15 is determined with the voltage applied by the CPU 114 on the gate (gate) of the FET 117. The CPU 114 consults a traction value / voltage table corresponding to the pedaling force value or calculates in accordance with a predetermined processing expression to determine a predetermined voltage value according to the traction torque value. Subsequently, the CPU 114 supplies the voltage of the determined voltage value to the gate (gate) of the FET 117. The traction value / voltage table or the processing expression is preferably arranged such that the output power of the electric motor 15 can increase if the Traction torque value input to the CPU 114 increases.
According to the present embodiment, for example, if some spreading occurs with the accuracy in assembly and the positions of the core plates 98 and 99 shift in an axial direction between the first induction part 97A and the second induction Part 97B whereby the distance between the first induction part 97A and the core plate 98 decreases, then the distance I between the second induction part 97B and the core plate 99 increases.
If the distance between the first induction part 97A and the core plate 98 increases inversely, the distance between the second induction part 97B and the core plate 99 decreases. In this way, a variation in one of the distances is canceled out by a variation of the other distance, and accordingly the magnetic resistance of the magnetic circuit as a whole is maintained.
On the other hand, if the positions of the core plates 98 and 99 are shifted in a radial direction between the first induction part 97A and the second induction part 97B, whereby the overlap between the first induction part 97A and second induction part 97B and the core plates 98 and 99 increases at one of the opposite parts in a direction along the diameter, then the overlap between the first induction part 97A and second induction part 97B and the core plates 98 and 99 on the other part of the direction along the diameter. As a result, the magnetic resistance of the magnetic circuit on the other portion decreases by a value that increases the magnetic resistance of the magnetic circuit at the first portion. As a result, the magnetic resistance of the magnetic circuit 30 as a whole remains unchanging.
It is to be noted here that the bicycle with auxiliary motor 1 according to the present invention comprises a limiter for controlling the auxiliary device such that, if the bicycle with auxiliary motor 1 runs at a higher speed than a predetermined speed, then the auxiliary assembly stopped and no auxiliary torque generated is considered to be the output of the pedaling force detection device. Furthermore, to detect the running speed of the bicycle with auxiliary motor 1, use is made of the detection signal of the N pole detected by the rotor position detector 87 of the electric motor 15 as described above. The number of N poles of the permanent magnets 90 attached to the rotor 86 of the electric motor 15 depends on the motor (here the number of N poles is four). Therefore, the number of rotations (rotational speed) of the electric motor 15 can be obtained by counting the detected number of N poles performed by the rotor position detector 87.
If the rider kicks the cranks 18L and 18R to exert a traction torque, the electric motor 15 is driven by the control device 110 so that an auxiliary torque is exerted by the auxiliary sprocket 24 of the auxiliary power assembly 16 on the chain 22 as described above. At this time, since the second one-way clutch 65 forming part of the auxiliary power assembly 16 is in a connected state, the rotation of the motor shaft 57 of the electric motor 15 and the rotation of the auxiliary sprocket 24 increase in proportion to the gear ratio of the speed-reducing gear train 56. Accordingly, at this time the running speed of the bicycle with auxiliary motor 1 can be determined from the rotational speed of the motor shaft 57 of the electric motor 15.
If the traction torque is off by the rider? 4234 ^ 30 exercised on the cranks 18L and 18R increases to increase the running speed until it exceeds a predetermined speed, then the electric motor 15 of the auxiliary force assembly 16 is stopped so that no auxiliary torque can be produced. exercised. However, since the second one-way clutch 65 is slipping, no torque is exerted by the chain 22 on the auxiliary force assembly 16 and the rotation of the pedal crank through the cranks 18L and 18R is in no way blocked by the auxiliary force assembly 16.
The limiter for controlling the auxiliary torque due to the running speed can be carried out by supplying an output of the rotor position detector 87 from the electric motor 15 to the control device 110 as described above so that the feed - rigging speed is calculated by the CPU 114 and for controlling the electric motor 15. It should be noted here that, while Figure 21 shows that the driving device 110 drives a conventional DC motor provided with commutators, even if a brushless DC motor as described above, the control device 110 can handle it by adding a circuit portion that generates three-phase voltage pulses from an output of the battery B and supplies it to the electric motor 15 for driving the DC motor.
Results of the invention
As can be seen from the description above, H is the auxiliary power assembly according to the bicycle with auxiliary motor H 30 according to the present invention placed under the rear fork. Furthermore, the projection of the housing part covering the large diameter gear of the speed reducing gear mechanism of the power plant is introduced from below and placed at the position between the set of left and right support members. As a result, a commonly used frame can be used as a frame for the bicycle to which the auxiliary power assembly is mounted. This means that a reduction in costs can be expected. Further, since the auxiliary force assembly is placed under the rear fork, the space above the rear fork, rearward of the seat tube, can be efficiently used, and a housing box for a battery, a box for electrical equipment, and so on can be placed in this space. Moreover, since the auxiliary force device, which is a heavy component, can be placed at a lower position, the position of the center of gravity can be set low and a stabilized run can be expected. In addition, it is possible to make the auxiliary power source less conspicuous with a chain case or similar part.
It should be noted that where the upper part of the projecting part of the housing part of the auxiliary power device is placed in a position substantially flush with the upper surface of the rear fork as seen in a side view, the position of the the center of gravity of the bicycle with auxiliary motor bearing 25 can be placed, and a stabilized run can be achieved.
Furthermore, the motor shaft of the electric motor of the auxiliary force assembly is placed in the vicinity of the pedal crank. In addition, the first rotatable shaft 30 of the speed reducing gear mechanism of the auxiliary power assembly and the motor shaft of the electric motor are positioned such that they are positioned substantially horizontally and parallel to the ground surface as viewed in a side view. Accordingly, the bottom surface of the auxiliary force assembly can ensure a certain free distance with respect to the road surface, and furthermore, the contact angle of the wrapping transmission part that is wrapped around the auxiliary power transmission part of the auxiliary force assembly can be guaranteed.
Furthermore, if the speed-reducing gear mechanism comprises a second rotatable axle, which is positioned higher than the first rotatable axle as seen in a side view, the free distance between the road surface and the bottom surface of the auxiliary force assembly can be confirmed.
Brief description of the drawings.
Figure 1 is a side view of a bicycle I with auxiliary motor according to the present invention.
Figure 2 are enlarged views of essential parts of the bicycle with auxiliary motor according to the present invention, wherein (A) of Figure 2 is a side view in which an auxiliary assembly is attached and (B) of Figure 2 is a side view where the auxiliary assembly is removed .
Figure 3 is a cross-sectional view taken in the vicinity of the bottom bracket and a drive chain wheel of the auxiliary motor bicycle according to the present invention.
Figure 4 is a cross-sectional view 30 along the line IV-IV of Figure 3.
Figure 5 is a cross-sectional view taken along the line V-V of (A) of Figure 2.
k 33
Figure 6 is a cross-sectional view taken along the line VI-VI of (A) of Figure 2.
Figure 7 is a cross-sectional view taken along the line VII-VII of (A) of Figure 2.
Figure 8 is a side view of a left housing half.
Figure 9 is a side view of a right housing half.
Figure 10 is a cross-sectional view of an electric motor.
Figure 11 is a cross-sectional view taken along the line XI-XI of Figure 10.
Figure 12 is a cross-sectional view taken along the line XII-XII of Figure 10.
Figure 13 is a wiring diagram of a stator winding of the electric motor.
Fig. 14 is a cross-sectional view of an essential portion of a sensor assembly of a pedal force detection device.
Figure 15 is a front view of the sensor assembly of the pedaling force detection device.
Figure 16 is a front view of a first induction part.
Figure 17 is a cross-sectional view of the first induction section.
Figure 18 is a cross-sectional view of a second induction part.
Fig. 19 is a schematic view showing a magnetic circuit along which passes a magnetic flux produced by the coil.
Fig. 20 are views showing a degree of overlap of the first induction part and the second
>. r \ η * n O A 'I
An induction part in which (A) of Fig. 20 is a view when I the traction torque is low and (B) of Fig. 20 is a view when the traction torque is high.
Figure 21 shows a pedaling force detection circuit of a control device.
Figure 22 shows views illustrating a relationship I between the voltage across the winding and the pedaling force, wherein (A) of Figure 22 is a view showing the waveform at point a of Figure 21, (B) of Figure 22. 10 is a view illustrating a waveform at another point b of FIG. 21, and (C) of FIG. 22 is a view for illustrating a relationship between the voltage I across the coil and the pedaling force at a further point c of I figure 21.
Description of reference marks.
I 1. bicycle with auxiliary motor I 2. frame body 20 7. front fork 8. handlebar I 9. rear fork I 9L, 9R. supporting part 15. electric motor I 25 16. auxiliary power assembly I 17. bottom bracket I 18L, 18R. crank I 21. drive sprocket I 22. chain (wrapping transmission part) I 30 23. driven sprocket 24. auxiliary sprocket (auxiliary power transmission part) I 50. housing (housing part) * \ 35 56. speed-reducing gear train (speed-reducing gear mechanism) 57. motor shaft 59. first rotating shaft 5 64. second rotating shaft 84. protruding part WF front wheel WR rear wheel MS main switch 10 PFH high pedaling force PFV pedaling force value 15 20 25 30 1 η o λ o 3 4 "®

Claims (4)

1. Bicycle with auxiliary motor comprising a frame body, a steering frame rotatably connected to an H front part of said frame body for steering, a front wheel rotatably mounted on a lower end of the steering frame, a rear fork comprising a set of left and right support parts integrally connected to a rear portion of the frame body and extending rearwardly, a rear wheel rotatably mounted on the rear fork between the set of left and right support members, a pedal crank rotatably supported on the frame body, a rotation transfer mechanism for transferring the traction torsion which is operative is on the pedal crank when pedaling on said pedal crank to the rear wheel, and an auxiliary force assembly for supporting the pedal torque for exerting auxiliary torque on the rotary transmission mechanism, characterized in that the auxiliary force assembly comprises an electric motor, a speed reducing gear mechanism for reducing the speed of the output rotational power I of the electric motor, and an auxiliary power transmission part for transferring the output rotational power I with reduced speed by the speed reducing gear mechanism as the auxiliary torque to the rotational transfer mechanism, and a housing part for covering at least the speed-reducing gear mechanism, and that the auxiliary force assembly is placed under the rear fork, and the housing part has a protruding part which extends outwards for covering a large-diameter gear wheel which controls the speed-reducing gear mechanism forming the protruding part between the pair of left and right support members.
A bicycle with auxiliary motor according to claim 1, characterized in that an upper part of the projecting part 10 is placed at a position in which it substantially abuts an upper surface of the rear fork as shown in a side view.
3. A bicycle with auxiliary motor as claimed in claim 1 or 2, characterized in that the speed-reducing gear mechanism comprises a first rotatable shaft that is rotatably placed on the housing part and extends parallel to a motor shaft of the electric motor, and a first speed-reducing driven gear wheel mounted on said first rotary shaft and engagingly retained by a first speed-reducing drive gear placed on the motor shaft, and that the motor shaft of this electric motor is placed in the vicinity of the pedal crank, and the motor shaft and the first rotary shaft are placed in a substantially horizontal adjacent relationship to each other with respect to the ground surface as seen in a side view.
4. A bicycle with auxiliary motor as claimed in claim 3, characterized in that the speed-reducing gear mechanism comprises a second rotatable shaft which is rotatably arranged. 4? 3 4 '· on the housing part and extending parallel with respect to the first rotatable shaft, and a second speed-reducing drive gear placed on the second rotatable shaft and substantially retained with a second I 5 speed-reducing drive gear formed on the first rotatable axis, and H that the second rotatable axis is positioned higher than the first rotatable axis as seen in a side view. 10 I -o-o-o-o-o-o-o-o- I "O '
NL1024234A 2002-09-27 2003-09-05 Bicycle with auxiliary motor. NL1024234C2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2002284085A JP2004114933A (en) 2002-09-27 2002-09-27 Power-assisted bicycle
JP2002284085 2002-09-27

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NL1024234A1 NL1024234A1 (en) 2004-04-02
NL1024234C2 true NL1024234C2 (en) 2004-05-11

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CN (1) CN100343110C (en)
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TW (1) TWI279354B (en)

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WO2009127263A1 (en) * 2008-04-18 2009-10-22 Philippe Kohlbrenner Drive for a wheeled vehicle

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EP2658114B1 (en) * 2010-12-22 2020-09-02 Microspace Corporation Motor drive control device
JP5490055B2 (en) * 2011-05-11 2014-05-14 日本プラントシーダー株式会社 Seed tape laying machine
JP6426980B2 (en) * 2014-11-04 2018-11-21 ヤマハ発動機株式会社 Drive unit and electrically assisted bicycle
WO2019000400A1 (en) * 2017-06-30 2019-01-03 深圳鼎极智慧科技有限公司 Bicycle
TR201918479A2 (en) * 2019-11-26 2021-06-21 Yasar Ueniversitesi EQUIPMENT OF ONE BIKE WITH MULTIPLE GENERATORS

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JPH09183394A (en) * 1995-12-29 1997-07-15 Yamaha Motor Co Ltd Power unit for electric bicycle
JP3645964B2 (en) * 1996-05-13 2005-05-11 本田技研工業株式会社 Torque transmission device for electrically assisted vehicle
CN1172048A (en) * 1996-07-03 1998-02-04 雅马哈发动机株式会社 Electric auxiliary vehicle
JP3009368B2 (en) * 1997-02-19 2000-02-14 松下電器産業株式会社 Electric bicycle
JPH11278359A (en) * 1998-03-31 1999-10-12 Toshiba Tec Corp Bicycle with electrically-driven auxiliary power device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009127263A1 (en) * 2008-04-18 2009-10-22 Philippe Kohlbrenner Drive for a wheeled vehicle

Also Published As

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CN1496915A (en) 2004-05-19
NL1024234A1 (en) 2004-04-02
TW200406335A (en) 2004-05-01
CN100343110C (en) 2007-10-17
JP2004114933A (en) 2004-04-15
TWI279354B (en) 2007-04-21

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