TW202132155A - Derailleur system for human-powered vehicle including a crank arm, at least one front sprocket wheel, a front clutch mechanism, and a motor - Google Patents

Abstract

An object of the present invention is to provide a derailleur system for a human-powered vehicle that can be suitably used. The derailleur system for a human-powered vehicle is a derailleur system that includes: a crank arm; at least one front sprocket wheel, which includes a plurality of sprocket teeth engaged with a chain for the human-powered vehicle; a front clutch mechanism; and a motor, which includes an output shaft exerting a rotational force to the at least one front sprocket wheel; and through the front clutch mechanism, the at least one front sprocket wheel is configured to be relatively rotatable with respect to the crank arm, and the crank arm is provided with a motor arrangement part for arranging the motor.

Description

Transmission system for human-powered vehicles

The invention relates to a transmission system for a human-powered vehicle.

For example, the speed change system for a human-powered vehicle disclosed in Patent Document 1 cannot change speed unless the chain is driven by pedaling. [Prior Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Laid-Open No. 2016-165991

[The problem to be solved by the invention]

One of the objectives of the present invention is to provide a human-powered vehicle transmission system with a mechanism that effectively drives the chain even without stepping on the pedal. [Technical means to solve the problem]

The transmission system of the first aspect of the present invention is a transmission system for a human-powered vehicle, which includes: a crank arm; at least one front sprocket including a plurality of sprocket teeth engaged with a chain for a human-powered vehicle; A clutch mechanism; and a motor that includes an output shaft and applies rotational force to the at least one front sprocket; and by the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm, and The crank arm has a motor arranging portion for arranging the motor. According to the transmission system of the first aspect described above, the chain can also be driven by rotating the front sprocket when the pedal is not stepped on. Therefore, in the state of not stepping on the pedal, the speed change operation can also be performed. In addition, since the motor that imparts rotational force to the front sprocket is arranged on the crank arm located near the front sprocket, the drive mechanism that rotates the front sprocket without stepping on the pedal can be miniaturized. Furthermore, the front sprocket and crank arm can be mounted on the bicycle frame, and the mechanism that can be driven by the chain without stepping on the pedal can be mounted on the human-powered vehicle frame, which has excellent assemblability.

The transmission system of the second aspect of the present invention is a transmission system for a human-powered vehicle, which includes: a crank arm; at least one front sprocket, which includes a plurality of sprocket teeth engaged with a chain for a human-powered vehicle; A clutch mechanism; and a motor that includes an output shaft and applies rotational force to the at least one front sprocket; and by the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm, and The motor is connected to the front clutch mechanism. According to the transmission system of the second aspect described above, the chain can also be driven by rotating the front sprocket when the pedal is not stepped on. Therefore, in the state of not stepping on the pedal, the speed change operation can also be performed. In addition, since the rotational force of the motor can be imparted to the front sprocket via the front clutch mechanism, the output of the motor can be better transmitted to the front sprocket.

The transmission system of the third aspect of the second aspect, wherein the front clutch mechanism includes: a first part that rotates integrally with the crank arm; a second part that is connected to the inner circumference of the at least one front sprocket Section coupling; and a switching member that switches the power transmission between the first section and the second section; and the motor is connected to the first section. According to the transmission system of the third aspect described above, the power transmission between the first part and the second part can be preferably switched by the switching member.

The transmission system of the fourth aspect of the second or third aspect, wherein the crank arm has a motor arranging portion for arranging the motor. According to the transmission system of the fourth aspect described above, the motor that imparts rotational force to the front sprocket can be arranged on the crank arm located near the front sprocket.

The transmission system of the fifth aspect of the above-mentioned first or fourth aspect is further provided with a housing in which the above-mentioned motor is arranged. According to the transmission system of the fifth aspect described above, the motor can be better supported by the housing.

The transmission system of the sixth aspect of the above-mentioned fifth aspect, wherein the housing is arranged on the above-mentioned motor arrangement part. According to the transmission system of the sixth aspect described above, the motor can be better supported by the housing in the motor arrangement portion.

In the transmission system of the seventh aspect of the above-mentioned fifth or sixth aspect, at least one of the deceleration mechanism, the cadence sensor, the wireless unit, and the indicator is disposed in the housing. According to the transmission system of the seventh aspect described above, at least one of the deceleration mechanism, the cadence sensor, the wireless unit, and the indicator is arranged in the housing.

The speed change system of the eighth aspect of the present invention is a speed change system for a human-powered vehicle. It includes a plurality of sprocket teeth engaged with a chain for a human-powered vehicle; a front clutch mechanism; a motor including an output shaft that imparts rotational force to the at least one front sprocket; and a battery that supplies power to the motor; and With the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm, and the battery is arranged in the internal space of the crank shaft. According to the above-mentioned eighth aspect of the speed change system, the chain can also be driven by rotating the front sprocket when the pedal is not stepped on. Therefore, in the state of not stepping on the pedal, the speed change operation can also be performed. In addition, the drive mechanism that rotates the front sprocket without stepping on the pedal can be miniaturized. Furthermore, by installing the front sprocket and the crank arm on the human-powered vehicle frame, it is possible to install the mechanism that drives the chain even if the pedal is not stepped on to the human-powered vehicle frame, and the assemblability is excellent.

The transmission system of the ninth aspect of the above-mentioned eighth aspect, which further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter, and the battery is connected to the wireless communication unit and the pedal At least one of the frequency sensor, the indicator, and the power meter supplies power. According to the transmission system of the ninth aspect, it is possible to supply battery power to at least one of the wireless communication unit, the cadence sensor, the indicator, and the power meter.

The transmission system of the tenth aspect of the ninth aspect, wherein the battery supplies power to all of the wireless communication unit, the cadence sensor, the indicator, and the power meter. According to the above-mentioned tenth aspect of the transmission system, battery power can be supplied to all wireless communication units, cadence sensors, indicators, and power meters.

The transmission system of the eleventh aspect of any one of the eighth to tenth aspects described above is further provided with a charging port for supplying power to the battery. According to the above-mentioned 11th aspect of the transmission system, the battery can be charged through the charging port without removing the battery from the transmission system.

The transmission system of the 12th aspect of any one of the 8th to 11th aspects, wherein the battery includes a plurality of battery elements. According to the above-mentioned twelfth aspect of the transmission system, since the battery includes a plurality of battery elements, the use time of the battery's power can be extended.

The transmission system of the thirteenth aspect of the present invention is a transmission system for a human-powered vehicle, which is provided with: a crank arm that can be installed in the human-powered vehicle; A plurality of sprocket teeth; a front clutch mechanism, which allows the at least one front sprocket to be integrally or relatively rotated with respect to the crank arm; a motor, which includes an output shaft, imparts a rotational force to the at least one front sprocket Base portion; movable portion; and a chain guide mechanism rotatably mounted on the movable portion; the chain guide mechanism includes at least one pulley connected to the output shaft of the motor, and the motor passes through the at least one pulley , Give rotational force to at least one front sprocket mentioned above. According to the above-mentioned 13th aspect of the transmission system, the chain can be rotated even when the pedal is not stepped by a chain guide mechanism such as a rear derailleur. Therefore, since the front sprocket can be rotated even when the pedal is not stepped on, the speed change operation can also be performed when the pedal is not stepped on.

The transmission system according to the 14th aspect of the 13th aspect, wherein the motor applies a rotational force to the at least one front sprocket via the at least one pulley and the human-powered vehicle chain. According to the above-mentioned fourteenth aspect of the speed change system, the rotation force can be transmitted to the front sprocket via the pulley and the chain.

The transmission system of the 15th aspect of the 13th or 14th aspect, wherein the at least one pulley includes a tension pulley and a guide wheel. According to the above-mentioned 15th aspect of the transmission system, the rotation force of the motor can be given to the front sprocket via the tension pulley or the guide wheel.

The transmission system of the 16th aspect of the 15th aspect, wherein the output shaft of the motor is connected to the guide wheel, but is not connected to the tension pulley. According to the transmission system of the aforementioned sixteenth aspect, the rotational force of the motor can be given to the front sprocket via the guide wheel.

The speed change system of the 17th aspect as any one of the 13th to 16th aspects mentioned above further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter. According to the above-mentioned seventeenth aspect of the transmission system, at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter can be used.

The transmission system of the 18th aspect of the present invention is a transmission system for a human-powered vehicle. In the radial direction relative to the rotation center axis of the front sprocket, it includes a cover portion overlapping the sprocket teeth of the at least one front sprocket; and a rotational force transmission member connected to the output shaft of the motor; the support frame The component has a motor accommodating part for accommodating the above-mentioned motor. According to the above-mentioned 18th aspect of the transmission system, since the motor can be housed in the bracket member disposed near the front sprocket, the drive mechanism for rotating the front sprocket without stepping on the pedal can be miniaturized. Furthermore, the driving mechanism that rotates the front sprocket without stepping on the pedals becomes easy to be attached to the human-powered vehicle later.

The transmission system of the 19th aspect of the above-mentioned 18th aspect, wherein the bracket member includes a fixing part that can be fixed to the bracket hanger part of the frame of the human-powered vehicle. According to the transmission system of the nineteenth aspect described above, the bracket member can be preferably fixed to the bracket hanger portion by the fixing portion.

In the transmission system of the twentieth aspect of the 18th or 19th aspect, the rotational force transmitting member transmits the rotational force to the front sprocket without driving the vehicle chain by a human power. According to the transmission system of the twentieth aspect, since the rotational force transmission member can transmit rotational force to the front sprocket without driving the vehicle chain manually, the front sprocket can be effectively made by the motor when the pedal is not stepped on. Spin.

The transmission system according to the 21st aspect of the above-mentioned 18th or 19th aspect, wherein the rotational force transmission member transmits the rotational force to the front sprocket via a human-powered vehicle chain. According to the speed change system of the above-mentioned 21st aspect, since the front sprocket can be rotated by the manual driving of the vehicle chain, the degree of freedom in the arrangement position of the motor is increased.

The speed change system of the 22nd aspect, which is any one of the 18th to the 21st aspects, further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter. According to the above-mentioned 22nd aspect of the transmission system, at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter can be used.

The shifting system of the 23rd aspect of the present invention is a shifting system for a human-powered vehicle, which includes: a bracket member installed on the seat tube, seat stay, and chain stay of the human-powered vehicle At least one of; a motor including an output shaft that imparts rotational force to at least one front sprocket; and a rotational force transmission member connected to the output shaft of the motor; and the bracket member has a motor that houses the motor Containment Department. According to the above-mentioned 23rd aspect of the speed change system, since the motor can be accommodated in the motor receiving portion of the bracket member, it is also possible to drive the chain by rotating the front sprocket to perform a speed change operation when the pedal is not stepped on. In addition, the drive mechanism that rotates the front sprocket without stepping on the pedal can be miniaturized. Furthermore, the driving mechanism that rotates the front sprocket without stepping on the pedals becomes easy to be attached to the human-powered vehicle later.

The transmission system of the 24th aspect of the above-mentioned 23rd aspect, wherein the bracket member is mounted on the seat tube, and the bracket member includes: a first clamping member; a second clamping member relative to the first clip The fixing member is swingably mounted; and a fastening member, which sandwiches the seat tube of the human-powered vehicle between the first clamping member and the second clamping member, and connects the first clamping member and The above-mentioned second clamping member is fixed. According to the above-mentioned 24th aspect of the transmission system, since the bracket member can be mounted on the seat tube by the first clamping member, the second clamping member, and the fastening member, the front sprocket can be rotated without stepping on the pedal. The driving mechanism becomes easy to be attached to the human-powered vehicle in the future.

The transmission system of the 25th aspect of the 24th aspect, wherein the bracket member is mounted on the seat tube, the bracket member includes a bracket body having a first mounting portion, and a fastening member, and the fastening member is inserted The first mounting portion of the bracket body is fixed to the second mounting portion formed on the seat tube. According to the above-mentioned 25th aspect of the transmission system, since the bracket member can be mounted on the seat tube by inserting the fastening member into the first mounting portion of the bracket body, the front sprocket is rotated without stepping on the pedal. The mechanism becomes easier to be attached to a human-powered vehicle in the future.

The shifting system of the 26th aspect of the present invention is a shifting system for a human-powered vehicle, which includes: a crankshaft; a crank arm that can rotate integrally with the crankshaft; A plurality of sprocket teeth fastened by a chain; a front clutch mechanism; a motor, which includes an output shaft, which imparts rotational force to the above-mentioned at least one front sprocket; and a wireless power receiving unit, which wirelessly receives power from the battery, and The motor supplies electric power; and, by the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm. According to the above-mentioned 26th aspect of the speed change system, in a state where the pedal is not depressed, the chain can be driven by rotating the front sprocket to perform a speed change operation. In addition, the wiring can be simplified by the wireless power receiving unit that wirelessly receives power from the battery.

The transmission system of the 27th aspect of the present invention is a transmission system for a human-powered vehicle, which includes: a crankshaft; a crank arm that can rotate integrally with the crankshaft; A plurality of sprocket teeth fastened by a chain; a front clutch mechanism; a motor including an output shaft that imparts rotational force to the at least one front sprocket; and an energizing unit including a first energizing portion, and relative to the 1 second energizing part that relatively rotates with the energizing part; and by the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm, and the first energizing part is derived from a battery for a human-powered vehicle The electric power is energized to the second energizing part, and the second energizing part energizes the electric power energized from the first energizing part to the motor. According to the above-mentioned 27th aspect of the transmission system, one of the battery and the motor can be arranged in one of the two parts of the human-powered vehicle that rotates relative to each other, and the other of the battery and the motor can be arranged in the human power that rotates relative to each other. The other of the two parts of the driving car.

The transmission system of the 28th aspect of the present invention is a transmission system for a human-powered vehicle, which includes: a frame for a human-powered vehicle, which includes a first frame member and a second frame member; a crank arm; at least one front A sprocket including a plurality of sprocket teeth engaged with a chain for a human-powered vehicle; a front clutch mechanism; and a motor including an output shaft that imparts rotational force to the at least one front sprocket; and by the front clutch Mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm, the first frame member is swingably attached to the second frame member about a swing axis, and is connected to the output of the motor The rotational force transmission member of the shaft is arranged on the above-mentioned swing shaft center. According to the transmission system of the 28th aspect, since the rotational force transmitting member connected to the output shaft of the motor is arranged on the swing shaft center, the change in the distance between the rotational force transmitting member and the rotational force transmitting member of the rotational force transmitting member can be reduced .

The variable speed system according to the 29th aspect of any one of the first to 28th aspects, wherein the output shaft of the motor extends in the direction of the output shaft, and the direction of the output shaft is related to the rotation center axis of the front sprocket The axis is parallel. According to the above-mentioned 29th aspect of the speed change system, the drive mechanism that rotates the front sprocket without stepping on the pedal can be miniaturized.

The transmission system of the 30th aspect of any one of the first to 28th aspects, wherein the output shaft of the motor extends in the direction of the output shaft, and the direction of the output shaft is relative to the rotation center axis of the front sprocket The relevant axis extends non-parallel. According to the above-mentioned 30th aspect of the speed change system, the degree of freedom of the arrangement position of the motor is increased.

The transmission system of the 31st aspect of any one of the first to the 28th aspects, wherein the output shaft of the motor extends in the direction of the output shaft, and the maximum length of the motor in the direction of the output shaft is smaller than the front sprocket The diameter. According to the above-mentioned 31st aspect of the speed change system, the drive mechanism that rotates the front sprocket without stepping on the pedal can be miniaturized.

In the transmission system of the 32nd aspect of any one of the above-mentioned 1st to 31st aspects, the said motor is comprised so that a propulsive force may not be given to the said human-powered vehicle. According to the above-mentioned 32nd aspect of the speed change system, in a state where the pedal is not stepped on, the front sprocket can be rotated to perform a speed change operation.

The transmission system of the 33rd aspect of the 32nd aspect, wherein the motor rotates the at least one front sprocket at a rotation speed that does not impart propulsion to the human-powered vehicle. According to the above-mentioned 33rd aspect of the speed change system, in a state where the pedal is not depressed, the front sprocket can be rotated to perform a speed change operation.

The transmission system of the 34th aspect of the present invention is a human-powered vehicle transmission system, which includes a base portion, a movable portion, a chain guide mechanism rotatably mounted on the movable portion, and a motor including an output shaft, and The chain guide mechanism includes at least one pulley connected to the output shaft of the motor, and the at least one pulley is driven by the motor to drive the chain for a human-powered vehicle. According to the above-mentioned 34th aspect of the speed change system, the drive mechanism that rotates the front sprocket without stepping on the pedal can be arranged on the rear wheel of the human-powered vehicle. [Effects of Invention]

The shifting system for a human-powered vehicle of the present disclosure can be suitably used.

<The first embodiment> 1 to 11, the transmission system 20 for a human-powered vehicle according to the first embodiment will be described. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least a human-powered driving force. The human-powered vehicle 10 includes various types of bicycles, such as mountain bicycles, road bicycles, city bicycles, cargo bicycles, hand bicycles, and recumbent bicycles. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, a one-wheeled vehicle and a vehicle having wheels with more than three wheels. The human-powered vehicle 10 is not limited to a vehicle that can only be driven by a human-powered driving force. The human-powered vehicle 10 includes an electric bicycle (E-bike) that uses the driving force of an electric motor in addition to the human driving force. Electric bicycles include electric assisted bicycles that are propelled by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 is described as a bicycle.

The human-powered vehicle 10 includes a frame 12 for a human-powered vehicle, wheels 14 supported by the frame 12, and a transmission system 20. The wheels 14 include rear wheels 14A and front wheels 14B. The speed change system 20 is configured to transmit the speed of rotation input to the human-powered vehicle 10 to the rear wheels 14A. Preferably, the frame 12 includes a bracket hanger portion 12A. The bracket hanger portion 12A supports the crank shaft 34. Preferably, the frame 12 includes a first frame member 12B and a second frame member 12C. The first frame member 12B is swingably attached to the second frame member 12C around a swing axis 12F. For example, the second frame member 12C is provided with a bracket hanger portion 12A. The second frame member 12C includes an upper tube 13A, a lower tube 13B, and a seat tube 12D. The first frame member 12B includes a chain stay 12E. The first frame member 12B includes a seat stay 13C. The first frame member 12B supports the wheel 14 and the rear wheel 14A.

The transmission system 20 includes a crank arm 22, at least one front sprocket 24, a front clutch mechanism 26, and a motor 28. Preferably, the transmission system 20 further includes a chain 30 for a human-powered vehicle, a rear sprocket 32, and a crankshaft 34. The crank arm 22 is configured to be attachable to the human-powered vehicle 10. The crank arm 22 includes a right crank arm 37A and a left crank arm 37B. The right crank arm 37A is installed at one end of the crank shaft 34, and the left crank arm 37B is installed at the other end of the crank shaft 34. Preferably, the crank arm 22 can rotate integrally with the crank shaft 34. A pedal 36 is installed at the end of the crank arm 22. The crankshaft 34 transmits rotational force to at least one front sprocket 24. In this embodiment, the transmission system 20 includes one front sprocket 24. When the transmission system 20 includes a front transmission, it is preferable that the transmission system 20 includes a plurality of front sprockets 24.

At least one front sprocket 24 includes a plurality of sprocket teeth 24A engaged with the chain 30 for a human-powered vehicle. The motor 28 includes an output shaft 28A, and applies rotational force to at least one front sprocket 24. With the front clutch mechanism 26, at least one front sprocket 24 is configured to be relatively rotatable with respect to the crank arm 22.

Preferably, the crank arm 22 has a motor arrangement portion 22A for the motor 28 to be arranged. Preferably, the motor arrangement portion 22A is provided on the crank arm 22 on the side where the front sprocket 24 is installed. It is preferable that the motor arrangement part 22A is arranged so as to face the front sprocket 24. The motor placement portion 22A is provided in the recess 22B of the crank arm 22.

The transmission system 20 further includes a housing 38 in which the motor 28 is arranged. Preferably, the motor 28 is arranged in the housing 38. Preferably, the housing 38 is arranged in the motor arrangement portion 22A. The shape of the housing 38 corresponds to the shape of the concave portion of the crank arm 22 provided with the motor arranging portion 22A. The housing 38 is attached to the crank arm 22 via bolts or the like, for example. However, the present invention is not limited to this embodiment. For example, the motor 28 may be directly arranged in the recess 22B of the crank arm 22, and the housing 38 may be fixed to the crank arm 22 so as to cover the opening of the recess 22B.

The output shaft 28A of the motor 28 extends in the output shaft direction A1. As shown in FIG. 4, in the first example, the output shaft direction A1 is parallel to the axial direction A2 related to the rotation center axis C1 of the front sprocket 24. Preferably, the axial direction A2 related to the rotation center axis C1 of the front sprocket 24 is substantially parallel to the rotation center axis C1 of the front sprocket 24. More preferably, the axis A2 related to the rotation center axis C1 of the front sprocket 24 is parallel to the rotation center axis C1 of the front sprocket 24.

As shown in FIG. 5, in the second example, the output shaft direction A1 extends non-parallel to the axial direction A2 related to the rotation center axis of the front sprocket 24. Preferably, the output shaft direction A1 extends in a direction substantially orthogonal to the axial direction A2 relative to the rotation center axis of the front sprocket 24. More preferably, the output shaft direction A1 extends in a direction orthogonal to the axial direction A2 relative to the rotation center axis of the front sprocket 24.

Preferably, the maximum length L1 of the motor 28 in the output shaft direction A1 is smaller than the diameter L2 of the front sprocket 24. When at least one front sprocket 24 includes a plurality of front sprocket 24, it is preferable that the maximum length L1 of the motor 28 in the output shaft direction A1 is smaller than the diameter L2 of all the front sprocket wheels 24. The maximum length L1 of the motor 28 in the output shaft direction A1 also includes the output shaft 28A of the motor 28. Preferably, the maximum length L3 of the extension direction of the crank arm 22 of the housing 38 is smaller than the diameter L2 of the front sprocket 24.

It is preferable that the speed change system 20 further includes a speed reduction mechanism 40. The speed reduction mechanism 40 connects the output shaft 28A of the motor 28 with the front sprocket 24. The deceleration mechanism 40 decelerates the rotation of the motor 28 and transmits it to the front sprocket 24. The deceleration mechanism 40 may include a plurality of gears, and may also include pulleys and belts. When the output shaft direction A1 extends non-parallel to the axial direction A2 relative to the rotation center axis of the front sprocket 24, it is preferable that the reduction mechanism 40 includes at least one of a bevel gear and a worm gear.

Preferably, the motor 28 is connected to the front clutch mechanism 26. Preferably, the motor 28 is connected to the front clutch mechanism 26 via the speed reduction mechanism 40. The rotational force of the motor 28 decelerated by the deceleration mechanism 40 is transmitted to the front clutch mechanism 26.

Preferably, the front clutch mechanism 26 includes a first portion 26A, a second portion 26B, and a switching member 26C. The first portion 26A rotates integrally with the crank arm 22. The second portion 26B is connected to the inner peripheral portion of at least one front sprocket 24. The switching member 26C switches the transmission of power between the first part 26A and the second part 26B. Preferably, the motor 28 is connected to the first part 26A. The switching member 26C is configured to be arranged, for example, in one of the first portion 26A and the second portion 26B, and can be engaged with the engaging portion 26D provided in the other of the first portion 26A and the second portion 26B. In this embodiment, the engaging portion 26D includes a plurality of engaging portions 26D. Preferably, the front clutch mechanism 26 further includes an energizing member 26E. The energizing member 26E is energized in a manner that the switching member 26C protrudes toward the buckling portion 26D. In this embodiment, the energizing member 26E is arranged on the outer periphery of the first portion 26A, and the engaging portion 26D is arranged on the inner periphery of the second portion 26B. Furthermore, in this embodiment, the switching member 26C is a pawl member of the one-way clutch mechanism, and the plurality of engaging portions 26D are ratchet members of the one-way clutch mechanism.

Preferably, the front clutch mechanism 26 further includes a transmission portion 26F. The transmission part 26F transmits the output of the motor 28 to the second part 26B. The output of the motor 28 is transmitted to the transmission unit 26F via the speed reduction mechanism 40. The transmission part 26F is provided in the 1st part 26A. The transmission portion 26F has a convex portion 27 that is engaged with the engaging portion 26D on the outer peripheral portion. It is preferable that the transmission portion 26F is configured as an external gear, and the plurality of engagement portions 26D are configured as internal gears engaged with the external gear of the transmission portion 26F. Preferably, the convex portion 27 includes a plurality of convex portions 27.

Preferably, the front clutch mechanism 26 further includes rolling elements 26G. The rolling element 26G is, for example, a ball. The rolling element 26G is arranged between the outer peripheral portion of the first portion 26A and the inner peripheral portion of the second portion 26B. Preferably, the rolling element 26G includes a plurality of rolling elements 26G, and the plurality of rolling elements 26G are arranged in the circumferential direction of the first portion 26A in the outer peripheral portion of the first portion 26A. Preferably, a plurality of rolling elements 26G are included in the axial direction of the crank shaft 34, a plurality of first rolling elements 26H arranged at one end of the switching member 26C, and in the axial direction of the crank shaft 34, arranged in another part of the switching member 26C A plurality of second rolling elements 26J at one end. That is, the switching member 26C is arranged between the plurality of first rolling elements 26H and the plurality of second rolling elements 26J in the axial direction of the crankshaft 34.

The solid line L11 in FIG. 8 represents the transmission path of the driving force when the crank arm 22 rotates in the first direction B1 in which the human-powered vehicle 10 advances. The dotted line L12 in FIG. 8 represents the transmission path of the driving force of the motor 28 when the rotation of the motor 28 instead of the crank arm 22 causes at least one front sprocket 24 to rotate.

When the crank arm 22 rotates in the first direction B1 in which the human-powered vehicle 10 is advancing, the switching member 26C is engaged with the engaging portion 26D to transmit the rotation of the first part 26A to the second part 26B, and at least one front The sprocket 24 rotates. When the crank arm 22 rotates in the second direction B2 opposite to the first direction B1, the relative rotation of the first portion 26A and the second portion 26B is allowed. Therefore, the rotation of the first part 26A is not transmitted to the second part 26B. When the motor 28 rotates the transmission portion 26F in the third direction B3, the second portion 26B rotates in the first direction B1.

When the crank arm 22 rotates in the first direction B1, and the rotation speed of the transmission part 26F multiplied by the speed ratio N does not reach the rotation speed of the crank arm 22, the first part 26A causes the transmission part 26F to move in the third direction B3 rotates in the 4th direction opposite to B4. The speed ratio N represents the ratio of the number of teeth of the plurality of engaging portions 26D to the number of teeth of the transmitting portion 26F. When the transmission portion 26F rotates in the third direction B3 and the speed R is higher than the rotation speed of the crank arm 22, the transmission portion 26F rotates the second portion 26B by the gears outside the transmission portion 26F and the plurality of engaging portions 26D , And rotate at least one front sprocket 24.

Preferably, the transmission system 20 further includes at least one of a wireless communication unit 44, a cadence sensor 42, an indicator 46, and a power meter 48. Preferably, the wireless communication unit 44 constitutes a wireless unit 44A. Preferably, at least one of the deceleration mechanism 40, the cadence sensor 42, the wireless unit 44A, and the indicator 46 is disposed in the housing 38. Optionally, at least one of the cadence sensor 42, the wireless unit 44A, and the indicator 46 can be arranged outside the housing 38.

The cadence sensor 42 is configured to detect information corresponding to the rotation speed of the crankshaft 34. The cadence sensor 42 is configured to include a magnetic field sensor that outputs a signal corresponding to the intensity of the magnetic field. The ring-shaped magnet M whose magnetic field intensity changes in the circumferential direction is arranged on the crankshaft 34, a member that rotates in conjunction with the crankshaft 34, or the power transmission path from the crankshaft 34 to the front sprocket 24. The cadence sensor 42 outputs a signal corresponding to the rotation speed of the crankshaft 34. The cadence sensor 42 may also include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor, etc., instead of a magnetic sensor. The cadence sensor 42 is connected to the control unit 54 via a wireless communication device or a cable.

The wireless communication unit 44 performs wireless communication with external devices of the transmission system 20. The wireless communication unit 44 includes, for example, at least one of Bluetooth (registered trademark), ANT+ (registered trademark), Wi-Fi (registered trademark), and infrared communication. The external device includes, for example, at least one of a speed change device of a human-powered vehicle, a bicycle computer of a human-powered vehicle, a smart phone, and a personal computer.

The indicator 46 includes a display portion. The indicator 46 is provided on the housing 38 in such a way that a user can visually observe the display portion from the outside of the housing 38. The indicator 46 displays, for example, the remaining battery level of the battery 50 that supplies electric power to the motor 28 on the display unit. The display unit includes, for example, an LED (light emitting diode). The display unit can change the color of the LED according to the remaining battery capacity, can also turn on and off the LED, and can change the number of LEDs that are lit.

The power meter 48 is configured to output a signal corresponding to the torque imparted to the crank arm 22 by the human driving force. The power meter 48 is provided, for example, on the upstream side of the transmission path of the human driving force than the front clutch mechanism 26. The power meter 48 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The dynamometer 48 is provided on a member included in the power transmission path or a member in the vicinity of the power transmission path. The components included in the power transmission path are, for example, the crank shaft 34, a component that transmits human driving force between the crank arm 22 and the front sprocket 24, the crank arm 22 or the pedal 36. The power meter 48 is connected to the control unit 54 via a wireless communication device or a cable. The power meter 48 may have any configuration if it can obtain information related to the human driving force, and may include, for example, a sensor that detects the pressure applied to the pedal 36 or a sensor that detects the tension of the chain 30.

Preferably, the transmission system 20 includes a battery 50. Preferably, the battery 50 includes a plurality of battery elements 50A. The battery element 50A includes a rechargeable battery. Preferably, the battery 50 supplies electric power to the motor 28. Preferably, the battery 50 supplies power to at least one of the wireless communication unit 44, the cadence sensor 42, the indicator 46, and the power meter 48. Preferably, the battery 50 supplies power to all of the wireless communication unit 44, the cadence sensor 42, the indicator 46, and the power meter 48. Preferably, the battery 50 is communicably connected to the control device 52 via a cable or a wireless communication device. The battery 50 can communicate with the control device 52 through, for example, power line communication (PLC: power line communication), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter).

Preferably, the crankshaft 34 has an internal space. Preferably, the battery 50 is arranged in the internal space of the crankshaft 34. For example, the battery 50 has a cylindrical shape. It is preferable that the battery 50 is provided in a member that can rotate integrally with the member provided with the motor 28 or the same member as the member provided with the motor 28. Preferably, the transmission system 20 further includes a charging port 51 for supplying electric power to the battery 50. The charging port 51 is provided on the crankshaft 34, for example. The charging port 51 may also be provided in the housing 38. The battery 50 may be configured to be connected to an external power source via the charging port 51, or the power from the external power source via the charging port 51 may be supplied to the battery 50 via the control unit 54. The charging port 51 includes, for example, an electrical connector. Preferably, the battery 50, the control unit 54 and the charging port 51 are respectively connected by wires.

Preferably, the transmission system 20 further includes a control device 52. The control device 52 includes a control unit 54. Preferably, at least a part of the control device 52 is provided in the housing 38. Preferably, at least a part of the control device 52 is disposed inside the housing 38.

The control unit 54 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing device can also be arranged in a plurality of positions separated from each other. The control unit 54 may also include one or more microcomputers. Preferably, the control device 52 further includes a memory unit 56. The storage unit 56 stores information used in various control programs and various control processes. The memory unit 56 includes, for example, non-volatile memory and volatile memory. Non-volatile memory includes, for example, ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable Programmable Read-Only Memory: At least one of electronically erasable (programmable read-only memory) and flash memory. Volatile memory includes, for example, RAM (Random access memory).

The control device 52 preferably further includes a drive circuit 58 of the motor 28. The drive circuit 58 and the control unit 54 may also be provided on the same circuit board, for example. The driving circuit 58 includes an inverter circuit. The drive circuit 58 controls the electric power supplied from the battery 50 to the motor 28. The drive circuit 58 is connected to the control unit 54 by wire or wirelessly. The driving circuit 58 drives the motor 28 according to the control signal from the control unit 54.

The transmission system 20 further includes a transmission 60. The transmission 60 is preferably a rear transmission. The transmission 60 may also be a front transmission. The transmission 60 may be operated by an electric actuator provided in the transmission 60, or may be connected with a transmission device of the human-powered vehicle 10 by a cable, and operated according to the movement of the cable.

It is preferable that the motor 28 is configured so as not to impart propulsive force to the human-powered vehicle 10. Preferably, the motor 28 rotates at least one front sprocket 24 at a rotation speed that does not impart propulsion to the human-powered vehicle 10.

For example, the control unit 54 controls the motor 28 so as to rotate at least one front sprocket 24 at a rotation speed that does not impart a propulsive force to the human-powered vehicle 10. The control unit 54 controls the rotation of the motor 28 according to the rotation speed of the wheel 14, for example. In this case, it is preferable that the transmission system 20 includes a sensor for detecting the rotation speed of the wheel 14. The control unit 54 can also control the rotation of the motor 28 according to the load of the motor 28. In this case, it is preferable that the transmission system 20 includes a sensor for detecting the load of the motor 28. The control unit 54 controls the motor 28 to rotate at least one front sprocket 24 at a rotation speed that does not impart propulsion force to the human-powered vehicle 10, for example, when the transmission device is operated or when the transmission conditions are satisfied. When the transmission 60 is a transmission 60 operated by a cable, it is preferable that the transmission system 20 includes a transmission detection unit that detects the operation of at least one of the transmission device, the cable, and the transmission 60.

10, the process of controlling the motor 28 will be described. When power is supplied to the control unit 54, the control unit 54 starts processing and moves to step S11 in the flowchart shown in FIG. 10. When the flowchart of FIG. 10 ends, the control unit 54 repeats the processing from step S11 after a predetermined period until the power supply stops.

In step S11, the control unit 54 determines whether the rotation of the crank arm 22 is stopped. When the rotation of the crank arm 22 is not stopped, the processing ends. When the rotation of the crank arm 22 is stopped, the control part 54 moves to step S12.

In step S12, the control unit 54 determines whether to execute shifting. The control unit 54 determines that the speed change is executed, for example, when the speed change device is operated or when the speed change condition is satisfied. The control unit 54 ends the processing when the gear shift is not executed. When the control unit 54 executes gear shifting, it moves to step S13.

In step S13, the control unit 54 controls the motor 28 so that at least one front sprocket 24 rotates at a rotation speed that does not impart a propulsion force to the human-powered vehicle 10, and ends the process. In step S13, the control unit 54 can stop the driving of the motor 28 after starting the driving of the motor 28 and after a predetermined period has elapsed, and can also stop the driving of the motor 28 based on the output of the sensor detecting the state of the transmission 60. The predetermined period is set to, for example, a period during which the transmission 60 can fully complete the gear shifting operation. The predetermined period can be specified by the rotation angle of the front sprocket 24 or the rear sprocket 32, or can be specified by time.

In the process of FIG. 10, step S12 can also be performed before step S11. In this case, the control unit 54 moves to step S12 when power is supplied to the control unit 54, and moves to step S11 when it is YES in step S12. In the case of YES in step S11, the control unit 54 moves to step S13. The control unit 54 ends the process in the case of NO in step S12 and the case of NO in step S11.

In the present embodiment, when the control unit 54 performs gear shifting while the rotation of the crank arm 22 is stopped, the motor 28 rotates at least one front sprocket 24. Therefore, when the rotation of the crank arm 22 is stopped, the transmission 60 can also be used to shift the speed.

Preferably, the control unit 54 is configured to control the motor 28 so that the relative phase between the first portion 26A and the second portion 26B of the front clutch mechanism 26 becomes the first phase when the rotation of the crank arm 22 is stopped. Preferably, the first phase is the phase in which the switching member 26C is engaged with the engaging portion 26D. It is preferable that the control portion 54 is configured such that when the rotation of the crank arm 22 is stopped, and the relative phase of the first part 26A and the second part 26B is not the first phase, the first part 26A and the second part 26B The motor 28 is controlled so that the relative phase becomes the first phase. If the rotation of the crank arm 22 is stopped, the control portion 54 controls the motor 28 so as to become the first phase of the engagement of the switching member 26C and the engaging portion 26D, and restarts the rotation of the crank arm 22. At this time, the crank arm 22 And the rotation of the crankshaft 34 is immediately transmitted to the engaging portion 26D. Therefore, the rider is less likely to feel discomfort.

Preferably, the control unit 54 is configured to control the motor 28 so that when the relative phase between the first portion 26A and the second portion 26B of the front clutch mechanism 26 becomes the first phase, the motor 28 transmits the rotational force to at least one The motor 28 is controlled by rotating the front sprocket 24 in the opposite direction. The control unit 54 may also control the motor 28 based on the output of a position sensor that directly or indirectly detects the relative phase of the first part 26A and the second part 26B. The position sensor includes, for example, a sensor that is provided in one of the first part 26A and the second part 26B, and detects the rotation phase of the other of the first part 26A and the second part 26B, and detects the first part 26A and At least one of a sensor for the rotation phase of each of the second part 26B with respect to the frame 12, a sensor for detecting the rotation phase of the motor 28, and a sensor for detecting the load of the motor 28.

It is preferable not to provide a one-way clutch on the transmission path of the rotational force from the motor 28 to the motor 28 of the transmission portion 26F. A one-way clutch may be provided on the transmission path of the rotational force of the motor 28 from the motor 28 to the transmission portion 26F. The one-way clutch is configured to transmit the rotation from the motor 28 to the transmission portion 26F, and not to transmit the rotation from the transmission portion 26F to the motor 28. When the one-way clutch is not provided, when the crank arm 22 rotates in the first direction B1 in which the human-powered vehicle 10 is advancing and the motor 28 is not driven, the transmission portion 26F is wound around the front sprocket 24 through the second portion 26B. The rotation center axis C1 revolves, and the rotation of the crank arm 22 is not transmitted to the motor 28. When a one-way clutch is provided in the transmission path of the rotational force of the motor 28 from the motor 28 to the transmission portion 26F, the control portion 54 is configured to make the first portion 26A and the second portion 26B of the front clutch mechanism 26 face each other The motor 28 is controlled so that the phase becomes the first phase.

11, the process of controlling the motor 28 when the rotation of the crank arm 22 is stopped will be described. When power is supplied to the control unit 54, the control unit 54 starts processing and moves to step S21 of the flowchart shown in FIG. 11. When the flowchart of FIG. 11 ends, the control unit 54 repeats the processing from step S21 after a predetermined period until the power supply stops.

In step S21, the control unit 54 determines whether the rotation of the crank arm 22 has stopped. The control unit 54 determines that the rotation of the crank arm 22 is stopped when, for example, the rotation speed of the crank arm 22 is less than or equal to a predetermined speed. The control unit 54 may determine that the rotation of the crank arm 22 is stopped when the rotation speed of the crank arm 22 in the first direction B1 is lower than a predetermined speed. The control unit 54 may determine that the rotation of the crank arm 22 is stopped when the rotation speed of the crank arm 22 in the second direction B2 is less than or equal to a predetermined speed. Preferably, the control unit 54 determines that the rotation of the crank arm 22 is stopped when the rotation speed of the crank arm 22 in the first direction B1 or the rotation speed in the second direction B2 is lower than a predetermined speed. The control unit 54 ends the process when the rotation of the crank arm 22 has not stopped. When the rotation of the crank arm 22 stops, the control part 54 moves to step S22.

In step S22, the control unit 54 determines whether the relative phase between the first portion 26A and the second portion 26B is the first phase. When the relative phase of the first part 26A and the second part 26B is the first phase, the control unit 54 ends the processing. When the relative phase of the first part 26A and the second part 26B is not the first phase, the control unit 54 moves to step S23.

In step S23, the control unit 54 controls the motor 28 so that the relative phase between the first portion 26A and the second portion 26B becomes the first phase, and ends the process. For example, when the output of the position sensor becomes a situation where the relative phase of the first part 26A and the second part 26B corresponds to the output of the first phase, the control unit 54 stops the driving of the motor 28.

Preferably, in step S23, the control unit 54 controls the motor 28 by applying force to the transmission unit 26F to rotate the transmission unit 26F in the fourth direction B4. The control unit 54 may also control the motor 28 in a predetermined output mode. The predetermined output is the output of the switching member 26C from the state of engaging with the engaging portion 26D and further rotating in the fourth direction B4 without crossing the wall of the engaging portion 26D. The control unit 54 may be configured to control the motor 28 so as to achieve a predetermined output over a predetermined time, for example. When the control unit 54 is configured to control the motor 28 so as to achieve a predetermined output over a predetermined time, the control unit 54 may not detect the relative phase of the first part and the second part. In this case, the control unit 54 may be configured to control the motor 28 so that the predetermined output spans a predetermined time when the rotation of the crank arm 22 is stopped. In this case, the processing of step S22 in FIG. 11 may be omitted. In the case of a positive determination in step S21, the control unit 54 moves to step S23.

When the crank arm 22 rotates in the first direction B1 from the state where the rotation of the crank arm 22 is stopped, at least one front sprocket 24 does not rotate until the first part 26A and the second part 26B of the front clutch mechanism 26 The relative phase becomes the first phase. When the rotation of the crank arm 22 is stopped, the control unit 54 controls the motor 28 so that the relative phase of the first part 26A and the second part 26B of the front clutch mechanism 26 becomes the first phase, so the crank arm 22 starts to move to the first phase. In the case of rotation in the direction B1, at least one front sprocket 24 can immediately rotate.

The control unit 54 may continue to drive the motor 28 so that the relative phase of the first part 26A and the second part 26B becomes the first phase while the rotation speed of the crank arm 22 in the first direction B1 is within a predetermined range. . 0 rpm is included in the predetermined range.

<The second embodiment> 12 to 14, the transmission system 20A for a human-powered vehicle according to the second embodiment will be described. The transmission system 20A for a human-powered vehicle of the second embodiment is the same as the transmission system 20 for a human-powered vehicle of the first embodiment, except for the part where the motor 68 is arranged and the components connected to the motor 68 are different. The components common to the embodiment are denoted by the same reference numerals as in the first embodiment, and repeated descriptions are omitted.

The transmission system 20A of the second embodiment includes a crank arm 62, at least one front sprocket 64, and a front clutch mechanism 66. It is preferable that the crank arm 62 has the same structure as the crank arm 22 except for the point that it does not have the motor arrangement portion 22A. It is preferable that at least one front sprocket 64 is configured in the same manner as the front sprocket 24 except that the front clutch mechanism 66 is provided instead of the front clutch mechanism 26. Preferably, the transmission system 20A includes a motor 68, a base portion 70, a movable portion 72, and a chain guide mechanism 74. Preferably, the transmission system 20A further includes a chain 30, a rear sprocket 32, and a crankshaft 34. The crank arm 62 is configured to be attachable to the human-powered vehicle 10. The crank arm 62 is mounted on each of the two ends of the crank shaft 34. Preferably, the crank arm 62 can rotate integrally with the crank shaft 34. A pedal 36 is installed at the end of the crank arm 62. The crankshaft 34 transmits rotational force to at least one front sprocket 64. For example, the speed change system 20A includes one front sprocket 64. When the transmission system 20A includes a front transmission, it is preferable that the transmission system 20A includes a plurality of front sprockets 64.

At least one front sprocket 64 includes a plurality of sprocket teeth engaged with the chain 30 for a human-powered vehicle. The motor 68 includes an output shaft 68A, and applies rotational force to at least one front sprocket 64.

The base portion 70 is installed on the frame 12 of the human-powered vehicle 10. The movable portion 72 is movably attached to the base portion 70 with respect to the base portion 70. The base portion 70, the movable portion 72, and the chain guide mechanism 74 constitute a transmission. The movable portion 72 of the transmission may also include a connecting mechanism. The base portion 70, the movable portion 72, and the chain guide mechanism 74 constitute a rear derailleur. The base portion 70, the movable portion 72, and the chain guide mechanism 74 may also constitute a front derailleur. The transmission may be operated by an electric actuator, or may be connected to the transmission device of a human-powered vehicle by a cable, and operated according to the movement of the cable. The chain guide mechanism 74 is rotatably attached to the movable portion 72. The chain guide mechanism 74 includes at least one pulley 76 connected to the output shaft 68A of the motor 68. The motor 68 provides rotational force to at least one front sprocket 24 via at least one pulley 76. In the present embodiment, the motor 68 imparts rotational force to at least one front sprocket 24 via at least one pulley 76 and the human-powered vehicle chain 30. Preferably, at least one pulley 76 includes a tension pulley 76A and a guide pulley 76B. Preferably, at least one pulley 76 transmits the rotational force to the front sprocket 24 via the chain 30. Preferably, the output shaft 68A of the motor 68 is connected to the guide pulley 76B, and not connected to the tension pulley 76A.

The output shaft 68A of the motor 68 extends in the output shaft direction A1. In the first example, the output shaft direction A1 is parallel to the axial direction A2 related to the rotation center axis of the front sprocket 64. Preferably, the axial direction related to the rotation center axis of the front sprocket 64 is a direction parallel to the rotation center axis of the front sprocket 64. For example, when the chain guide mechanism 74 is located at a predetermined position, the output shaft direction A1 is parallel to the axial direction A2 related to the rotation center axis of the front sprocket 64. The predetermined position is, for example, the position of the chain guide mechanism 74 in which the center axis of at least one pulley 76 is parallel to the rotation center axis of the front sprocket 64. In the first example, it is preferable that the output shaft direction A1 is parallel to the axial direction of the rotation center axis of at least one pulley 76.

In the second example, the output shaft direction A1 extends non-parallel to the axial direction A2 related to the rotation center axis of the front sprocket 64. Preferably, the output shaft direction A1 extends in a direction including a direction orthogonal to the axial direction A2 relative to the rotation center axis of the front sprocket 64. For example, when the chain guide mechanism 74 is located at a predetermined position, the output shaft direction A1 extends non-parallel to the axial direction A2 relative to the rotation center axis of the front sprocket 64. The predetermined position is, for example, the position of the chain guide mechanism 74 in which the center axis of at least one pulley 76 is parallel to the rotation center axis of the front sprocket 64. In the second example, it is preferable that the output shaft direction A1 is not parallel to the axial direction of the rotation center axis of at least one pulley 76.

The maximum length of the motor 68 in the output shaft direction A1 is smaller than the diameter of the front sprocket 64. When at least one front chain wheel 64 includes a plurality of front chain wheels 64, it is preferable that the maximum length of the motor 68 in the output shaft direction A1 is smaller than the diameter of all the front chain wheels 24.

It is preferable that the speed change system 20A further includes a speed reduction mechanism 78. The speed reduction mechanism 78 connects the output shaft 68A of the motor 68 and at least one pulley 76. The deceleration mechanism 78 decelerates the rotation of the motor 68 and transmits it to at least one pulley 76. The deceleration mechanism 78 may include a plurality of gears, and may also include pulleys and belts. When the output shaft direction A1 extends non-parallel with respect to the axial direction of the rotation center axis of at least one pulley 76, it is preferable that the reduction mechanism 78 includes at least one of a bevel gear and a worm gear.

The front clutch mechanism 66 can integrally or relatively rotate at least one front sprocket 64 with respect to the crank arm 62. The front clutch mechanism 66 is provided, for example, between the crankshaft 34 and the front sprocket 64. The front clutch mechanism 66 is, for example, a one-way clutch. The one-way clutch can be a claw clutch or a roller clutch.

When the crank arm 62 rotates in the first direction B1, the rotation of the crank shaft 34 rotates the front sprocket 64 via the front clutch mechanism 66. When the crank arm 62 rotates in the second direction B2, the rotation of the crank shaft 34 is not transmitted to the front sprocket 24 via the front clutch mechanism 66.

The motor 68 is configured to rotate at least one pulley 76 in a direction corresponding to when the crank arm 62 rotates in the first direction B1. Preferably, a one-way clutch is provided on the transmission path of the rotational force from the motor 68 to the motor 68 of at least one pulley 76. The one-way clutch is configured to transmit the rotation of the motor 68 to at least one pulley 76 and not to transmit the rotation of the at least one pulley 76 to the motor 68.

When at least one pulley 76 rotates in a direction corresponding to the case where the crank arm 62 is rotated in the first direction B1 by the motor 68, at least one pulley 76 drives the chain 30 to rotate the rear sprocket 32. The drive of the chain 30 is transmitted to the front sprocket 64 but is not transmitted to the crankshaft 34 by the front clutch mechanism 66. In this embodiment, the front clutch mechanism 66 may be omitted.

Preferably, the transmission system 20A further includes at least one of a wireless communication unit 44, a cadence sensor 42, an indicator 46, and a power meter 48. Preferably, the transmission system 20A further includes a battery 50. It is preferable that the transmission system 20A further includes a charging port 51 for supplying electric power to the battery 50. Preferably, the transmission system 20A further includes a control device 52. The battery 50 is provided in a housing provided with a motor 68, for example. The charging port 51 is arranged in a housing provided with a motor 68. In this embodiment, the battery 50 and the charging port 51 are arranged in the movable portion 72, but the present invention is not limited to this. At least one of the battery 50 and the charging port 51 may also be arranged on the base portion 70 as required.

It is preferable that the motor 68 is configured so as not to impart propulsive force to the human-powered vehicle 10. Preferably, the motor 68 rotates at least one front sprocket 64 at a rotation speed that does not impart propulsion to the human-powered vehicle 10.

The solid line L21 in FIG. 14 represents the transmission path of the driving force when the crank arm 62 rotates in the first direction B1 in which the human-powered vehicle 10 advances. The broken line L22 in FIG. 14 indicates the transmission path of the driving force of the motor 68 when the rotation of the crank arm 62 is stopped and the motor 68 is driven. In the broken line L22, the rotation of the motor 68 is transmitted to at least one pulley 76 via the speed reduction mechanism 78. The rotation of at least one pulley 76 rotates the chain 30 in a direction corresponding to the first direction B1, and rotates the front sprocket 64 in the first direction B1. Thereby, the chain 30 stretches the rear sprocket 32 in a direction corresponding to the first direction B1, and the rear sprocket 32 rotates in a direction corresponding to the first direction B1. The rotation of the front sprocket 64 in the first direction B1 is not transmitted to the crankshaft 34 by the front clutch mechanism 66.

For example, the control unit 54 controls the motor 68 so that at least one front sprocket 64 rotates at a rotation speed that does not impart propulsion to the human-powered vehicle 10. The control unit 54 controls the rotation of the motor 68 based on the rotation speed of the wheel 14, for example. In this case, it is preferable that the transmission system 20A includes a sensor that detects the rotation speed of the wheel 14. The control unit 54 can also control the rotation of the motor 68 according to the load of the motor 68. In this case, it is preferable that the transmission system 20A includes a sensor that detects the load of the motor 68. The control unit 54 controls the motor 68 to rotate at least one front sprocket 64 at a rotation speed that does not impart propulsion to the human-powered vehicle 10, for example, when the transmission device is operated or when the transmission conditions are satisfied. When the transmission 60 is a transmission 60 operated by a cable, it is preferable that the transmission system 20A includes a transmission detection unit that detects the operation of at least one of the transmission device, the cable, and the transmission 60. The control unit 54 controls the motor 68 by, for example, the same processing as the processing in FIG. 10 of the first embodiment.

<The third embodiment> 15 to FIG. 17, a transmission system 20B for a human-powered vehicle according to the third embodiment will be described. The transmission system 20B for a human-powered vehicle according to the third embodiment is the same as the transmission system 20A for a human-powered vehicle according to the second embodiment, except that the part where the motor 80 is arranged and the member connecting the motor 80 are different. Configurations common to the modalities are denoted by the same reference numerals as in the second embodiment, and repeated descriptions are omitted.

The transmission system 20B of the third embodiment includes a motor 80, a bracket member 82, and a rotational force transmission member 84. Preferably, the transmission system 20B further includes a crank arm 62, at least one front sprocket 64, and a front clutch mechanism 66. Preferably, the transmission system 20B further includes a chain 30, a rear sprocket 32, and a crankshaft 34. It is preferable that the transmission system 20B further includes a transmission 60.

The motor 80 includes an output shaft 80A. The motor 80 applies rotational force to at least one front sprocket 64. The rotational force transmission member 84 is connected to the output shaft 80A of the motor 80.

The output shaft 80A of the motor 80 extends in the output shaft direction A1. In the first example, the output shaft direction A1 is parallel to the axial direction A2 related to the rotation center axis of the front sprocket 64. In the second example, the output shaft direction A1 extends non-parallel to the axial direction A2 related to the rotation center axis of the front sprocket 64. Preferably, the maximum length of the motor 80 in the output shaft direction A1 is smaller than the diameter of the front sprocket 64. When at least one front sprocket 64 includes a plurality of front sprocket 64, it is preferable that the maximum length of the motor 80 in the output shaft direction A1 is smaller than the diameter of all the front sprocket 64.

It is preferable that the rotation force transmission member 84 transmits the rotation force to the front sprocket 24 via the human-powered vehicle chain 30. Preferably, the rotational force transmission member 84 includes a plurality of rotational force transmission teeth 84A that can be engaged with the chain 30. Preferably, the rotational force transmission member 84 is connected to the output shaft 80A of the motor 80 via the speed reduction mechanism 86. The deceleration mechanism 86 decelerates the rotation of the motor 80 and transmits it to the chain 30. The deceleration mechanism 86 may include a plurality of gears, and may also include pulleys and belts.

The motor 80 is configured to rotate the front sprocket 64 in a direction corresponding to when the crank arm 62 rotates in the first direction B1. Preferably, a one-way clutch is provided on the transmission path of the rotational force of the motor 80 up to the front sprocket 64. The one-way clutch is configured to transmit the rotation of the motor 80 in the direction corresponding to the first direction B1 to the front sprocket 64 and not to transmit the rotation of the front sprocket 64 in the direction corresponding to the first direction B1 to the motor 80.

When the front sprocket 64 is rotated by the motor 80 in a direction corresponding to when the crank arm 62 rotates in the first direction B1, the rotational force transmission member 84 drives the front sprocket 64 and the chain 30 and rotates the rear sprocket 32. When the chain is driven in a state where the pedal is not stepped on and the speed change is performed, the drive of the chain 30 is transmitted to the front sprocket 64 but is not transmitted to the crankshaft 34 by the front clutch mechanism 66.

Preferably, the transmission system 20B further includes at least one of a wireless communication unit 44, a cadence sensor 42, an indicator 46, and a power meter 48. Preferably, the transmission system 20B further includes a battery 50. It is preferable that the transmission system 20B further includes a charging port 51 for supplying electric power to the battery 50. Preferably, the transmission system 20B further includes a control device 52. The battery 50 is provided in the bracket member 82, for example. The charging port 51 is preferably provided in the bracket member 82.

It is preferable that the motor 80 is configured so as not to impart propulsive force to the human-powered vehicle 10. Preferably, the motor 80 rotates at least one front sprocket 64 at a rotation speed that does not impart propulsion to the human-powered vehicle 10.

The solid line L31 in FIG. 17 represents the transmission path of the driving force when the crank arm 62 rotates in the first direction B1 in which the human-powered vehicle 10 advances. The broken line L32 in FIG. 17 represents the transmission path of the driving force of the motor 80 when the rotation of the crank arm 62 is stopped and the motor 80 is driven. In the broken line L32, the rotation of the motor 80 rotates the chain 30 in a direction corresponding to the first direction B1 through the speed reduction mechanism 86, and rotates the front sprocket 64 in the first direction B1. Thereby, the chain 30 stretches the rear sprocket 32 in a direction corresponding to the first direction B1, and the rear sprocket 32 rotates in a direction corresponding to the first direction B1. The rotation of the front sprocket 64 in the first direction B1 is not transmitted to the crankshaft 34 by the front clutch mechanism 66.

For example, the control unit 54 controls the motor 80 such that at least one front sprocket 64 rotates at a rotation speed that does not impart propulsion to the human-powered vehicle 10. The control unit 54 controls the rotation of the motor 80 according to the rotation speed of the wheels 14, for example. In this case, it is preferable that the transmission system 20B includes a sensor that detects the rotation speed of the wheel 14. The control unit 54 can also control the rotation of the motor 80 according to the load of the motor 80. In this case, it is preferable that the transmission system 20B includes a sensor for detecting the load of the motor 80. The control unit 54 controls the motor 80 to rotate at least one front sprocket 64 at a rotation speed that does not impart propulsion force to the human-powered vehicle 10, for example, when the transmission device is operated or when the transmission conditions are established. When the transmission 60 is a transmission 60 operated by a cable, it is preferable that the transmission system 20B includes a transmission detection unit that detects the operation of at least one of the transmission device, the cable, and the transmission 60. The control unit 54 controls the motor 80 by, for example, the same processing as the processing in FIG. 10 of the first embodiment.

The bracket member 82 includes a cover portion 82A overlapping with the sprocket 64A of the at least one front sprocket 64 in the radial direction relative to the rotation center axis of the at least one front sprocket 64. The bracket member 82 has a motor accommodating portion 82B for accommodating the motor 80. Preferably, the bracket member 82 includes a fixing portion 82C that can be fixed to the bracket hanger portion 12A of the human-powered vehicle frame 12. The fixing portion 82C has, for example, a circular ring shape. The crankshaft 34 is inserted into the annular shape of the fixed portion 82C. For example, the bracket member 82 is fixed to the bracket hanger portion 12A of the vehicle frame 12 by inserting bolts into a plurality of holes provided in the ring-shaped inner peripheral portion of the fixing portion 82C. Preferably, the bracket member 82 is disposed between the bracket hanger portion 12A and the at least one front sprocket 64 in the axial direction of the crank shaft 34.

<The fourth embodiment> 18 and 19, the transmission system 20C for a human-powered vehicle according to the fourth embodiment will be described. The transmission system 20C for a human-powered vehicle of the fourth embodiment is the same as the transmission system 20B for a human-powered vehicle of the third embodiment, except for the difference in the configuration of the bracket member 88, so the common configuration with the third embodiment is indicated The same reference numerals as in the third embodiment are omitted, and repeated descriptions are omitted.

The transmission system 20C of the fourth embodiment includes a bracket member 88, a motor 80, and a rotational force transmission member 84. Preferably, the transmission system 20C further includes a crank arm 62, at least one front sprocket 64, and a front clutch mechanism 66. Preferably, the transmission system 20C further includes a chain 30, a rear sprocket 32, and a crankshaft 34. Preferably, the transmission system 20C further includes a transmission 60.

The bracket member 88 is mounted on at least one of the seat tube 12D, the seat stay 13C, and the chainstay 12E for a human-powered vehicle. The bracket member 88 has a motor accommodating portion 88A for accommodating the motor 80. For example, as shown in FIG. 19, the bracket member 88 is attached to the seat tube 12D. The bracket member 88 includes a first clamping member 88B, a second clamping member 88C, and a fastening member 88D. The second clamping member 88C is swingably attached to the first clamping member 88B. The fastening member 88D fixes the first clamping member 88B and the second clamping member 88C in a state where the seat tube 12D is inserted between the first clamping member 88B and the second clamping member 88C. The fastening member 88D includes, for example, a bolt and a nut.

As shown in FIG. 20, the bracket member 88 may also include a bracket body 88E and a fastening member 88F. For example, the bracket body 88E has a first attachment portion 88G. The fastening member 88F is inserted through the first mounting portion 88G of the bracket body 88E, and is fixed to the second mounting portion 12G formed on the seat tube 12D. For example, the fastening member 88F includes a bolt, the first attachment portion 88G includes a hole, and the second attachment portion 12G includes a female screw portion.

Preferably, the transmission system 20C further includes at least one of a wireless communication unit 44, a cadence sensor 42, an indicator 46, and a power meter 48. Preferably, the transmission system 20C further includes a battery 50. Preferably, the transmission system 20C further includes a charging port 51 for supplying electric power to the battery 50. Preferably, the transmission system 20C further includes a control device 52. The battery 50 is provided in the bracket member 88, for example. The charging port 51 is preferably provided in the bracket member 88.

＜Examples of changes＞ The description related to the embodiment follows the example of the form that the human-powered vehicle transmission system of the present disclosure can take, and is not intended to limit the form. The shifting system for a human-powered vehicle according to the present disclosure can take, for example, the modification of the embodiment shown below, and a combination of at least two modification examples that are not contradictory to each other. In the following modification examples, the same reference numerals as in the embodiment are given to the parts common to the embodiment, and the description thereof will be omitted.

・In the second embodiment, the motor 68 may be provided in any one of the base portion 70, the movable portion 72, the link mechanism, and the chain guide mechanism 74. The motor 68 may also be provided on the tension pulley 76A.

・As shown in FIG. 21, the housing 38 of the first embodiment may be installed on the bracket member 82 of the third embodiment. For example, the transmission system 20 includes a motor 28, a bracket member 82, and a rotational force transmission member 100. The rotational force transmission member 100 is connected to the output shaft 28A of the motor 28. In this case, the rotational force transmission member 100 is configured to transmit the rotational force to the front sprocket 24 without driving the vehicle chain 30 by human power. In this case, the rotational force transmission member 100 is the transmission portion 26F.

・As shown in Fig. 22, the transmission systems 20, 20A, 20B, and 20C of each embodiment may also include a wireless power receiving unit 90 that wirelessly receives power from the battery 50 and supplies the power to the motors 28, 68, 80 . The wireless power receiving unit 90 receives power from an external wireless power transmitting device 92 by, for example, electromagnetic induction. The wireless power receiving unit 90 may be connected to the control unit 54, for example, and supply electric power to the battery 50 via the control unit 54. In this case, the transmission systems 20, 20A, 20B, and 20C can be equipped with at least a crankshaft 34, crank arms 22, 62, at least one front sprocket 24, 64, front clutch mechanisms 26, 66, motors 28, 68, 80, and the wireless power receiving unit 90, and use it appropriately.

・In each embodiment, at least one of the motors 28, 68, 80 and the battery 50 can be provided on a rotating member, and the members and installations of one of the motors 28, 68, 80 and the battery 50 can be provided The components of the other of the motors 28, 68, 80 and the battery 50 rotate relatively. In the first embodiment and the second embodiment, for example, the battery 50 is installed on the frame 12, and in the third embodiment and the fourth embodiment, for example, the battery 50 is installed on the crankshaft 34. In this case, for example, as shown in FIG. 23, the transmission systems 20, 20A, 20B, and 20C are provided with an energizing unit 94. The energizing unit 94 includes a first energizing portion 96 and a second energizing portion 98 that rotates relative to the first energizing portion 96. The first energizing unit 96 energizes the electric power from the battery 50 to the second energizing unit 98. The second energizing part 98 energizes the electric power energized from the first energizing part 96 to the motors 28, 68, and 80. The energizing unit 94 includes, for example, a slip ring. In this case, the transmission systems 20, 20A, 20B, and 20C can be equipped with at least a crankshaft 34, crank arms 22, 62, at least one front sprocket 24, 64, front clutch mechanisms 26, 66, motors 28, 68, 80, and the power-on unit 94, and use it appropriately.

・As shown in FIG. 24, in the third embodiment, the rotational force transmission member 84 connected to the output shaft 80A of the motor 80 may be arranged on the swing shaft center 12F. In this case, the transmission system 20B can be provided with at least a frame 12 having a first frame member 12B and a second frame member 12C, a crank arm 62, at least one front sprocket 64, a front clutch mechanism 66, and a motor 80 , And the energizing unit 94, and use it appropriately.

・The clutch mechanism 26 before the first embodiment may include a roller clutch or a friction clutch.

・The transmission system 20, 20A, 20B, 20C may also include: a wheel valley for a human-powered vehicle, which includes: at least one rear sprocket 32, which includes a plurality of sprocket teeth engaged with the chain 30; a sprocket mounting member , Which is provided for the installation of at least one rear sprocket 32; wheel housing, which rotates integrally with the wheel rim of the human-powered vehicle; and a rear clutch mechanism, which enables at least one rear sprocket 32 to be integrated or opposed to the wheel housing Spin. The wheel housing for a human-powered vehicle preferably includes an actuator that switches the state in which the wheel housing and the at least one rear sprocket rotate integrally, and the state in which the wheel housing and the at least one rear sprocket rotate relative to each other.

The expression of "at least one" used in this manual means "more than one" of the desired options. As an example, the expression of "at least one" used in this manual means that if the number of options is 2, it is "only one option" or "both of two options". As another example, the expression of "at least one" used in this manual means that if the number of options is 3 or more, then it is "only one option" or "a combination of two or more options" .

10: Human-powered vehicles 12: Human-powered vehicle frame 12A: Bracket and hanger part 12B: The first car frame 12C: The second car frame 12D: seat tube 12E: chainstay 12F: swing axis 12G: 2nd installation part 13A: Upper tube 13B: Down tube 13C: Seat support 14: Wheel 14A: rear wheel 14B: front wheel 20: Variable speed system 20A: Variable speed system 20B: Transmission system 20C: Transmission system 22: crank arm 22A: Motor Configuration Department 22B: recess 24: front sprocket 24A: Sprocket 26: Front clutch mechanism 26A: Part 1 26B: Part 2 26C: Switch component 26D: Fastening part 26E: Enabling components 26F: Transmission Department 26G: rolling element 26H: 1st rolling element 26J: 2nd rolling element 27: Convex 28: Motor 28A: output shaft 30: Chains for human drive vehicles 32: rear sprocket 34: crankshaft 36: Pedal 37A: Right crank arm 37B: Left crank arm 38: shell 40: Deceleration mechanism 42: Cadence Sensor 44: Wireless Communications Department 44A: wireless unit 46: indicator 48: power meter 50: battery 50A: battery element 51: Charging port 52: control device 54: Control Department 56: Memory Department 58: drive circuit 60: Transmission 62: crank arm 64: front sprocket 64A: Sprocket 66: Front clutch mechanism 68: Motor 68A: output shaft 70: Base 72: movable part 74: Chain guide mechanism 76: Pulley 76A: Pull the pulley 76B: Guide wheel 78: Deceleration mechanism 80: Motor 80A: output shaft 82: Bracket member 82A: Cover 82B: Motor housing 82C: Fixed part 84: Rotational force transmission member 84A: Rotating force transmission tooth 86: Deceleration mechanism 88: Bracket member 88A: Motor housing 88B: The first clamping member 88C: 2nd clamping member 88D: Fastening member 88E: Bracket body 88F: Fastening member 88G: Installation part 1 90: wireless power receiving unit 92: wireless power transmission device 94: Power-on unit 96: The first energized part 98: The second power section 100: Rotational force transmission member A1: Output shaft direction A2: Axial B1: 1st direction B2: 2nd direction B3: 3rd direction B4: 4th direction C1: Rotation center axis D4-D4: line D7-D7: line L1: Maximum length L2: Diameter L3: Maximum length L11: solid line L12: dotted line L21: solid line L22: dotted line L31: solid line L32: dotted line M: Magnet S11～S13: steps S21～S23: Step

Fig. 1 is a side view of a human-powered vehicle including a transmission system for a human-powered vehicle of the first embodiment. Figure 2 is a side view of the crank arm and crank shaft of Figure 1. Figure 3 is a rear view of the crank arm and crank shaft of Figure 1; Fig. 4 is a cross-sectional view of the first example along the line D4-D4 in Fig. 2. Fig. 5 is a cross-sectional view of the second example taken along the line D4-D4 in Fig. 2. Fig. 6 is an exploded perspective view of the clutch mechanism before Fig. 3; Fig. 7 is a cross-sectional view taken along the line D7-D7 in Fig. 3. Fig. 8 is a schematic diagram showing the transmission path of the driving force of the human-powered vehicle of Fig. 1; FIG. 9 is a block diagram showing the electrical structure of the transmission system for the human-powered vehicle of FIG. 1. FIG. FIG. 10 is a flowchart showing the processing of the motor during gear shifting during the stop of the rotation of the crank arm that is controlled by the control unit of FIG. 9. FIG. 11 is a flowchart showing the relative phase processing of the first part and the second part when the rotation of the crank arm is controlled by the control unit of FIG. 9 to stop. Fig. 12 is a side view of the periphery of the crankshaft of the human-powered vehicle including the transmission system for the human-powered vehicle of the second embodiment. Fig. 13 is a side view of the vicinity of the axle of the rear wheel of the human-powered vehicle including the transmission system for the human-powered vehicle of the second embodiment. Fig. 14 is a schematic diagram showing the transmission path of the driving force of the human-powered vehicle according to the second embodiment. Fig. 15 is a side view of the periphery of the crankshaft of the human-powered vehicle including the transmission system for the human-powered vehicle of the third embodiment. Fig. 16 is a side view of a bracket member of a transmission system for a human-powered vehicle according to a third embodiment. Fig. 17 is a schematic diagram showing the transmission path of the driving force of the human-powered vehicle according to the third embodiment. Fig. 18 is a side view of the periphery of the crankshaft of the human-powered vehicle including the transmission system for the human-powered vehicle of the fourth embodiment. Fig. 19 is a side view of a bracket member of a transmission system for a human-powered vehicle according to a fourth embodiment. Fig. 20 is a side view of a bracket member of a modified example of the transmission system for a human-powered vehicle according to the fourth embodiment. Fig. 21 is a side view of the periphery of the crankshaft of the human-powered vehicle including the transmission system of the modification of the first embodiment. Fig. 22 is a block diagram showing the electrical configuration of the transmission system of the first modification of each embodiment. Fig. 23 is a block diagram showing the electrical configuration of the transmission system of the second modification of each embodiment. Fig. 24 is a side view of the periphery of the crankshaft of a human-powered vehicle including a transmission system of a modified example of the fourth embodiment.

12: Human-powered vehicle frame

20: Variable speed system

22: crank arm

22A: Motor Configuration Department

22B: recess

24: front sprocket

24A: Sprocket

26: Front clutch mechanism

26A: Part 1

26B: Part 2

26F: Transmission Department

26G: rolling element

28: Motor

28A: output shaft

34: crankshaft

38: shell

40: Deceleration mechanism

42: Cadence Sensor

44A: wireless unit

46: indicator

50: battery

50A: battery element

51: Charging port

54: Control Department

A1: Output shaft direction

A2: Axial

C1: Rotation center axis

L1: Maximum length

L2: Diameter

L3: Maximum length

M: Magnet

Claims (34)

A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crank arm At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; and A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and With the aforementioned front clutch mechanism, the aforementioned at least one front sprocket is configured to be relatively rotatable with respect to the aforementioned crank arm; The crank arm has a motor arranging portion for arranging the motor. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crank arm At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; and A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and With the aforementioned front clutch mechanism, the aforementioned at least one front sprocket is configured to be relatively rotatable with respect to the aforementioned crank arm; The motor is connected to the front clutch mechanism. The transmission system of claim 2, wherein the front clutch mechanism includes: a first part that rotates integrally with the crank arm; a second part that is coupled to the inner peripheral portion of the at least one front sprocket; and a switching member, It switches the transmission of power between the first part and the second part; and The motor is connected to the first part. The transmission system of claim 2 or 3, wherein the crank arm has a motor arranging portion for arranging the motor. A speed change system, which is the speed change system of claim 1 or 4, further comprising: a housing for the above-mentioned motor configuration. Such as the transmission system of claim 5, wherein the housing is arranged on the above-mentioned motor arrangement part. For example, the transmission system of claim 5 or 6, wherein at least one of a deceleration mechanism, a cadence sensor, a wireless unit, and an indicator is arranged in the housing. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crankshaft, which has an internal space; Crank arm, which can rotate integrally with the crank shaft; At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and A battery, which supplies power to the above-mentioned motor; and With the aforementioned front clutch mechanism, the aforementioned at least one front sprocket is configured to be relatively rotatable with respect to the aforementioned crank arm; The battery is arranged in the internal space of the crankshaft. Such as the speed change system of claim 8, which further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter; The battery supplies power to at least one of the wireless communication unit, the cadence sensor, the indicator, and the power meter. The transmission system of claim 9, wherein the battery supplies power to the entire wireless communication unit, the cadence sensor, the indicator, and the power meter. Such as the variable speed system of any one of claims 8 to 10, which is further provided with: a charging port for supplying power to the battery. The transmission system according to any one of claims 8 to 10, wherein the battery includes a plurality of battery elements. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crank arm, which can be installed on a human-powered vehicle; At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; A front clutch mechanism, which can make the at least one front sprocket rotate integrally or relative to the crank arm; A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; Base part Movable part; and A chain guide mechanism, which is rotatably mounted on the movable part; and The chain guide mechanism includes at least one pulley connected to the output shaft of the motor; The motor applies rotational force to the at least one front sprocket via the at least one pulley. The speed change system of claim 13, wherein the motor applies a rotational force to the front sprocket via the at least one pulley and the human-powered vehicle chain. Such as the transmission system of claim 13 or 14, wherein the at least one pulley includes a tension pulley and a guide pulley. The transmission system of claim 15, wherein the output shaft of the motor is connected to the guide wheel, but not to the tension pulley. For example, the speed change system of claim 13 or 14, which further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: A motor, which includes an output shaft, and imparts rotational force to at least one front sprocket; A bracket member, which includes a cover part overlapping the sprocket teeth of the at least one front sprocket in the radial direction relative to the rotation center axis of the at least one front sprocket; and A rotational force transmission member connected to the output shaft of the motor; and The bracket member has a motor accommodating portion for accommodating the motor. Such as the transmission system of claim 18, wherein the above-mentioned bracket member includes a fixing part that can be fixed to the bracket hanger part of a frame of a human-powered vehicle. The speed change system of claim 18 or 19, wherein the rotational force transmission member transmits rotational force to the front sprocket without driving the vehicle chain by a human power. The speed change system of claim 18 or 19, wherein the rotational force transmission member transmits the rotational force to the front sprocket via a human-powered vehicle chain. Such as the speed change system of claim 18 or 19, which further includes at least one of a wireless communication unit, a cadence sensor, an indicator, and a power meter. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Bracket member, which is installed on at least one of the seat tube, seat stay, and chainstay of the human-powered vehicle; A motor, which includes an output shaft, and applies rotational force to at least one front sprocket; and A rotational force transmission member connected to the output shaft of the motor; and The bracket member has a motor accommodating portion for accommodating the motor. Such as the transmission system of claim 23, wherein the above-mentioned bracket member is installed on the seat tube; The bracket member includes: a first clamping member; a second clamping member that is swingably mounted with respect to the first clamping member; and a fastening member that is used between the first clamping member and the second clamping member The first clamping member and the second clamping member are fixed in a state where the seat tube of the human-powered vehicle is sandwiched between the clamping members. Such as the transmission system of claim 24, wherein the above-mentioned bracket member is installed on the seat tube; The bracket member includes a bracket body having a first mounting portion, and a fastening member; The fastening member is inserted through the first mounting portion of the bracket body, and is fixed to a second mounting portion formed on the seat tube. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crankshaft Crank arm, which can rotate integrally with the crank shaft; At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and A wireless power receiving unit that wirelessly receives power from the battery and supplies power to the above-mentioned motor; and With the front clutch mechanism, the at least one front sprocket is configured to be relatively rotatable with respect to the crank arm. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Crankshaft Crank arm, which can rotate integrally with the crank shaft; At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and The energizing unit includes a first energizing part and a second energizing part that rotates relative to the first energizing part; and With the aforementioned front clutch mechanism, the aforementioned at least one front sprocket is configured to be relatively rotatable with respect to the aforementioned crank arm; The first energizing part energizes the electric power from the battery of the human-powered vehicle to the second energizing part; The second energizing part energizes the electric power energized from the first energizing part to the motor. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: A frame for a human-powered vehicle, which includes a first frame member and a second frame member; Crank arm At least one front sprocket, which includes a plurality of sprocket teeth that engage with the chain of a human-powered vehicle; Front clutch mechanism; and A motor, which includes an output shaft, and applies rotational force to the at least one front sprocket; and With the aforementioned front clutch mechanism, the aforementioned at least one front sprocket is configured to be relatively rotatable with respect to the aforementioned crank arm; The first vehicle frame member is mounted on the second vehicle frame member in a swingable manner around a swing axis; The rotational force transmission member connected to the output shaft of the motor is arranged on the swing shaft center. A speed change system, which is the speed change system according to any one of claims 1 to 28, wherein the output shaft of the motor extends in the direction of the output shaft; The direction of the output shaft is parallel to the axial direction related to the rotation center axis of the front sprocket. A speed change system, which is the speed change system according to any one of claims 1 to 28, wherein the output shaft of the motor extends in the direction of the output shaft; The direction of the output shaft extends non-parallel with respect to the axial direction of the rotation center axis of the front sprocket. A speed change system, which is the speed change system according to any one of claims 1 to 28, wherein the output shaft of the motor extends in the direction of the output shaft; The maximum length of the motor in the direction of the output shaft is smaller than the diameter of the front sprocket. A transmission system, which is the transmission system according to any one of claims 1 to 31, wherein the motor is configured to not impart propulsion to the human-powered vehicle. The speed change system of claim 32, wherein the motor rotates the at least one front sprocket at a rotation speed that does not impart propulsion to the human-powered vehicle. A transmission system, which is a transmission system for a human-powered vehicle; equipped with: Base part Movable part A chain guide mechanism, which is rotatably installed on the above-mentioned movable part; and A motor, which includes an output shaft; and The chain guide mechanism includes at least one pulley connected to the output shaft of the motor; The at least one pulley is driven by the motor to drive the chain for a bicycle.

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