TW202220900A - Hub for human-powered vehicle - Google Patents

Abstract

A hub is provided for a human-powered vehicle. The hub basically includes a hub axle, a hub body, a rotatable body and an electric motor. The hub axle has a center axis. The hub body is rotatably disposed around the center axis. The rotatable body is rotatably disposed relative to the hub axle to transmit a driving force to the hub body while rotating in a first rotational direction around the center axis. The electric motor is operatively coupled to the rotatable body to selectively rotate the rotatable body while the rotatable body is not transmitting rotation to the hub body.

Description

Wheels for Human Driven Vehicles

The present invention generally relates to a wheel hub for a human powered vehicle. More particularly, the present invention relates to a hub configured to change gears when the human powered vehicle is idling or idling.

Typically, a wheel is supported on a hub of a human powered vehicle. The hub includes a hub axle coupled to a frame of a human powered vehicle. The hub also includes a hub body disposed on the hub axle so as to be rotatable about the hub axle and support the wheel. Japanese Patent Laid-Open No. 2004-82847 discloses an example of a prior art bicycle hub.

Generally speaking, the present invention relates to various features of a wheel hub of a human powered vehicle. The term "human powered vehicle" as used herein refers to a vehicle that can be driven by at least a human driving force, but does not include a vehicle that uses only a driving force other than human power. In particular, a vehicle that uses only an internal combustion engine as a driving power is not included in the human-powered vehicle. The human-powered vehicle is generally regarded as one of the compact, light-duty vehicles that sometimes does not require a license to be driven on a public road. The number of wheels on the human powered vehicle is not limited. The human powered vehicle includes, for example, a wheelbarrow and a vehicle having three or more wheels. The human powered vehicle includes, for example, various types of bicycles, such as a mountain bike, a road bike, a city bike, a cargo bike, and a recumbent bike, as well as an electric assisted bike (E-bike).

In view of the known state of the art and according to a first aspect of the present invention, there is provided a wheel hub for a human powered vehicle. The hub basically includes a hub axle, a hub body, a rotatable body and an electric motor. The hub axle has a central axis. The hub body is rotatably positioned about the central axis. The rotating body is rotatably positioned relative to the hub axle to transmit a driving force to the hub body when rotated in a first rotational direction about the central axis. The electric motor is operably coupled to the rotatable body to selectively rotate the rotatable body when the rotatable body is not transmitting rotation to the hub body. With the hub according to the first aspect, the gears can be changed when the human-driven vehicle is idling or idling.

According to a second aspect of the present invention, the hub according to the first aspect is configured such that a first clutch is operably disposed between the hub body and the rotatable body to transmit rotation from the rotatable body to the The hub body. With the hub according to the second aspect, electricity can be induced by rotating the rotatable body.

According to a third aspect of the present invention, the hub according to the second aspect is configured such that the first clutch includes a freestyle torque diode. With the hub according to the third aspect, the hub body can be rotated without rotating the rotating body.

According to a fourth aspect of the present invention, the hub according to any one of the first to third aspects is configured such that a second clutch is operably disposed between the electric motor and the hub body to connect the Rotation is transmitted from the hub body to the electric motor. With the hub according to the fourth aspect, electricity can be generated by rotating the hub body.

According to a fifth aspect of the present invention, the hub according to the fourth aspect is configured such that the second clutch includes a freestyle torque diode. With the hub according to the fifth aspect, the electric motor can be rotated without rotating the hub body.

According to a sixth aspect of the present invention, the hub according to any one of the first to fifth aspects is configured such that an electronic controller is configured to, upon determining that there is a gear change intent and the rotatable body does not The electric motor is controlled to selectively rotate the rotatable body after rotation is transmitted to the hub body. With the hub according to the sixth aspect, the gears can be changed when the human-powered vehicle is idling or idling.

According to a seventh aspect of the present invention, a wheel hub for a human-powered vehicle is provided. The hub basically includes a hub axle, a hub body, a rotatable body and a motor generator. The hub axle has a central axis. The hub body is rotatably positioned about the hub axle. The rotating body is rotatably positioned relative to the hub axle to transmit a driving force to the hub body when rotated in a first rotational direction about the central axis. The motor generator is positioned between the hub axle and the hub body. The motor generator is configured to rotate the rotatable body in a motor-driven state in which the rotatable body does not transmit the driving force to the hub body. The motor generator is also configured to generate electricity by relative rotation of one of the hub axle and the hub body in a power generating state. With the hub according to the seventh aspect, electricity can be generated for changing gears when the human powered vehicle is idling or idling.

According to an eighth aspect of the present invention, the hub according to the seventh aspect is configured such that a detector is configured to detect information about whether the rotatable body is not transmitting the driving force, and an electronically controls The device is configured to control the motor-generator to operate in the motor-driven state based on the information. With the hub according to the eighth aspect, a gear change can be automatically caused when the human-driven vehicle is idling or idling.

According to a ninth aspect of the present invention, the hub according to the eighth aspect is configured such that the electronic controller is configured to control the electric motor after receiving an input corresponding to a gear change in the motor drive state motor. With the hub according to the ninth aspect, a gear change can be automatically caused when the human-driven vehicle is idling or idling.

According to a tenth aspect of the present invention, the hub according to any one of the seventh to ninth aspects is configured such that an electrical power storage is configured to store the power generated by the motor-generator in the power generating state electrical power, the electrical power storage is configured to provide the electrical power to the motor-generator in the motor-driven state. With the hub according to the tenth aspect, a gear change can be performed using the electricity generated by the hub.

According to an eleventh aspect of the present invention, the hub according to any one of the seventh to tenth aspects is configured such that a first clutch is operably disposed in a first position to be operative about the hub axle The first rotational direction transmits rotation from the rotatable body to the hub body and does not transmit rotation from the hub body to the rotatable body. With the hub according to the eleventh aspect, the gears can be changed when the human-powered vehicle is idling or idling.

According to a twelfth aspect of the present invention, the hub according to the eleventh aspect is configured such that a second clutch is operably positioned in a second position different from the first position to transfer rotation from the hub The body transmits to a rotor of the dynamoelectric machine and does not transmit rotation from the rotor of the dynamoelectric machine to the hub body in the first rotational direction about the hub axis. With the hub according to the twelfth aspect, the motor generator can be used to generate electricity and then cause a gear change when the human powered vehicle is idling or idling.

According to a thirteenth aspect of the present invention, the hub according to any one of the first to twelfth aspects is configured such that the rotatable body includes at least one of a sprocket, a pulley, or a helical gear. By virtue of the hub according to the thirteenth aspect, a rider of the human powered vehicle is enabled to cause rotation of the rotatable body.

According to a fourteenth aspect of the present invention, a drive assembly including a hub according to any one of the first to thirteenth aspects includes a crank including a rotatable body and a force transmission member , the force transmission member operably couples the rotatable body of the crank to the rotatable body of the hub. By virtue of the hub according to the fourteenth aspect, it is possible for a rider of the human-powered vehicle to cause rotation of the rotatable body.

In accordance with a fifteenth aspect of the present invention, the drive assembly according to the fourteenth aspect is configured such that a one-way clutch is operably disposed between the crank and the rotatable body of the crank, so that by The rotation of the rotatable body of the hub by the electric motor is not transmitted to the crank. With the hub according to the fifteenth aspect, the gears can be changed without rotating the crank.

Furthermore, other objects, features, aspects and advantages of the disclosed hub will be apparent to those skilled in the art from the following description of the preferred embodiment of the hub disclosed in conjunction with the accompanying drawings.

Selected embodiments will now be explained with reference to the drawings. Those familiar with the art of human-powered vehicles (eg, bicycles) will understand from this disclosure that the following description of the embodiments is provided for illustration only and not for the purpose of limiting the invention as defined by the scope of the appended claims and their equivalents. .

Referring first to FIG. 1 , there is shown a human powered vehicle V equipped with a wheel hub 10 according to a first embodiment. In this embodiment, the human powered vehicle V is a bicycle. The human-powered vehicle V includes a front wheel FW and a rear wheel RW rotatably attached to a vehicle body VB. Here, the hub 10 is provided to the rear wheel RW. The vehicle body VB basically includes a front frame body FB and a rear frame body RB (a swing arm). The vehicle body VB also has a handlebar H and a front fork FF for steering the front wheel FW. The vehicle body VB also has a seat S for a rider to use when riding the human-powered vehicle V.

As can be seen in FIGS. 2 and 3 , the hub 10 is mounted to the rear frame body RB so that the rear wheel RW can rotate relative to the vehicle body VB. As can be seen in FIG. 1 , the rear frame body RB is pivotably mounted to a rear section of the front frame body FB so that the rear frame body RB can pivot relative to the front frame body FB. The rear wheel RW is mounted to one rear end of the rear frame body RB. A rear shock absorber RS is operably positioned between the front frame body FB and the rear frame body RB. The rear shock absorber RS is disposed between the front frame body FB and the rear frame body RB to control the movement of the rear frame body RB relative to the front frame body FB. That is, the rear shock absorber RS absorbs the shock transmitted from the rear wheel RW. The rear wheel RW is rotatably mounted to the rear frame body RB. The front wheel FW is attached to the front frame body FB via the front fork FF. That is, the front wheel FW is attached to one of the lower ends of the front fork FF.

As can be seen in FIG. 1 , the human powered vehicle V further includes a drive assembly 12 . The drive assembly 12 includes the hub 10 . The drive assembly 12 further includes a crank 14 and a force transmission member 16 . The force transmission member 16 may comprise a chain that provides mechanical communication between the crank 14 and the hub 10 . Thus, a rotational force caused by rotation of the crank 14 in a forward driving direction R1 can be transmitted to the hub 10 via the force transmission member 16 . The crank 14 includes a rotatable body 18 . The crank 14 includes a crank shaft 14A and a pair of crank arms 14B. A pedal PD is rotatably coupled to the distal end of each crank arm 14B. The rotatable body 18 may include at least one of a sprocket, a pulley, or a helical gear. Here, for example, the drive assembly 12 is of a chain drive type. Thus, in the illustrated embodiment, the force transmission member 16 is a chain and the rotatable body 18 is a front sprocket. The crankshaft 14A is rotatably supported to the front frame main body FB via an electric drive unit DU which assists the propulsion of the human-powered vehicle V. Crank arms 14B are provided on opposite ends of crank shaft 14A. The force transmission member 16 may provide a mechanical connection between the rotatable body 18 and the hub 10 . The drive assembly 12 is schematically depicted in FIG. 4 .

The drive assembly 12 further includes a one-way clutch 20 . One-way clutch 20 is positioned between crank 14 and rotatable body 18 . In this manner, the one-way clutch 20 engages the crank 14 with the rotatable body 18 when the crank 14 is rotated in the forward drive direction R1 . Thus, the crank 14 may cause the rotatable body 18 to rotate in the forward drive direction R1. The one-way clutch 20 does not transmit rotational force from the crank 14 to the rotatable body 18 when the crank 14 is rotated in the opposite direction (a non-driving direction). Also, the one-way clutch 20 does not transmit rotational force from the rotatable body 18 to the crank 14 .

Here, the human-powered vehicle V further includes a rear derailleur RD attached to the rear frame body RB for shifting the force transmission member 16 between the plurality of rear sprockets 22 provided to the hub 10 (ie, chain). The rear derailleur RD is one type of gear changing device. Here, the rear derailleur RD is an electric transmission (ie, an electric gear changing device). Here, the rear derailleur RD is provided on the rear side of the frame body RB near the hub 10 . When a rider of the human-powered vehicle V manually operates a gear shift operating device or shifter SL, the rear derailleur RD can be operated. The rear derailleur RD may also operate automatically based on the driving conditions and/or operating conditions of the human-driven vehicle V. The human-powered vehicle V may further include a plurality of electronic components. As discussed herein, during a power generation state, some or all of the electronic components may be supplied with electrical power produced by the hub 10 .

The structure of the hub 10 will now be described with specific reference to FIGS. 2 to 4 . The hub 10 includes a hub axle 30 , a hub body 32 and a rotatable body 34 . Basically, the hub axle 30 is non-rotatably attached to the rear frame body RB, and the hub body 32 is rotatably mounted around the hub axle 30 . As indicated in FIG. 1 , the hub body 32 rotates relative to the hub axle 30 in a first rotational direction D1 corresponding to one of the forward drive directions R1 of the rear wheels RW. In the illustrated embodiment, the rotatable body 34 is configured to support a sprocket support of the rear sprocket 22 . The hub 10 further includes an electric motor 36 . An electric motor 36 is operably coupled to the rotatable body 34 to selectively rotate the rotatable body 34 when the rotatable body 34 is not transmitting rotation to the hub body 32 . More specifically, the electric motor 36 can selectively rotate the rotatable body 34 in a second rotational direction D2 opposite to the first rotational direction D1 with respect to the hub axle 30 . In this manner, the electric motor 36 may rotate the rotatable body 34 and rear sprocket 22 to move the force transmitting member 16 (ie, the chain) when the human powered vehicle V is idling or idling. Since the force transmission member 16 is moving, it is easy to manually or automatically operate the rear derailleur RD to cause a gear change operation when the human-powered vehicle V is idling or idling.

In the illustrated embodiment, the electric motor 36 is a motor generator. In other words, the electric motor 36 may operate as a motor both for rotating the rotatable body 34 and the rear sprocket 22 in the second rotational direction D2 and for generating electric power. Therefore, in this embodiment, the electric motor 36 is also referred to as a motor generator 36 . Accordingly, the hub 10 includes a motor generator 36 . A motor generator 36 is positioned between the hub axle 30 and the hub body 32 . Alternatively, motor generator 36 may include a single electric motor and a single electrical generator. In any event, motor generator 36 may also include components that perform the functions of both an electric motor and an electrical generator. Various configurations of motor-generator 36 are discussed in greater detail below.

The hub 10 further includes an electrical unit 40 that is electrically connected to the motor generator 36 via a cable 42 . The electric unit 40 is also electrically connected to an external device, such as the gear shift operating device SL, the rear derailleur RD, the suspensions RS and FF, the drive unit DU, and the like. Cable 42 is electrically connected to electric unit 40 and motor generator 36 to supply current from motor generator 36 to electric unit 40 . The electrical unit 40 is non-rotatably mounted to the hub axle 30 by a housing 40a. In particular, the electrical unit 40 is disposed between the hub axle 30 and the hub body 32 in the radial direction with respect to the central axis CA. Here, the electrical unit 40 includes a circuit board 43 (eg, in the illustrated embodiment, a printed circuit board with electronic components).

The hub body 32 is rotatably positioned about the hub axle 30 . The hub axle 30 has a center axis CA. The hub body 32 is rotatably positioned about the central axis CA. The hub axle 30 may include a longitudinal and substantially tubular body extending along the central axis CA. The center axis of the hub main body 32 is arranged concentrically with the center axis CA of the hub shaft 30 . Therefore, the central axis CA of the hub shaft 30 can also be the central axis CA of the hub main body 32 .

As can be seen in FIG. 3 , the hub axle 30 is configured to couple to the rear frame body RB of the human powered vehicle V. More specifically, the hub axle 30 is configured to be fixedly mounted to the rear frame body RB such that rotation of the hub axle 30 relative to the rear frame body RB is restricted. The hub axle 30 may include a rotation limiting member 44 that couples the hub axle 30 to the rear frame body RB so that rotation of the hub axle 30 relative to the rear frame body RB is restricted. The rotation restricting member 44 is detachably attached to the hub axle 30 . A rotation limiting member 44 may be provided on the hub axle 30 to be coupled to the rear frame body RB at a location proximate one of the rotatable bodies 34 . The hub axle 30 has a structure configured to be secured to the rear frame body RB with a wheel retention mechanism 48 . The hub axle 30 includes a communication hole 46 extending through the hub axle 30 in the axial direction along the central axis CA of the hub axle 30 .

The wheel holding mechanism 48 includes a rod 50 , a support portion 52 , a shaft 54 and a retainer 56 . The rod 50 is provided on the support portion 52 so as to be movable relative to the support portion 52 . A shaft 54 is provided on the support portion 52 to extend from the support portion 52 . Retainer 56 is removably attached to shaft 54 . In one example, the lever 50 is extended relative to the support portion 52 and retracts the shaft 54 to change the distance between the support portion 52 and the retainer 56 .

The rotation limiting member 44 may be coupled to the hub axle 30 such that a cable 58 is guided by the rotation limiting member 44 . The hub axle 30 may be coupled to the rear frame body RB by a rotation limiting member 44 . The shaft member 54 of the wheel holding mechanism 48 can be inserted into the communication hole 46 of the hub axle 30 . After the retainer 56 is coupled to the axle 54, the lever 50 is operated to secure the wheel retention mechanism 48 to the rear frame body RB and also to secure the hub axle 30 to the rear frame body RB. As described above, the hub 10 is coupled to the rear frame body RB.

The hub body 32 has a structure that is configured to support the rear wheel RW. More specifically, the hub body 32 includes a first outer flange 32a and a second outer flange 32b. The first outer flange 32a and the second outer flange 32b extend radially outward with respect to the center axis CA. The first outer flange 32a and the second outer flange 32b are configured to receive a plurality of spokes for attaching a rim of the rear wheel RW to the hub body 32 . The hub body 32 and the rear wheel RW are coupled to rotate together in a first rotational direction D1 when the human-powered vehicle V moves in a forward travel direction. The hub body 32 and the rear wheels RW are also coupled to rotate together in the second rotational direction D2 when the human-powered vehicle V moves in a backward travel direction.

The rotating body 34 is rotatably disposed relative to the hub axle 30 to transmit a driving force to the hub body 32 when rotated in the first rotational direction D1 about the central axis CA. More specifically, the rotating body 34 is positioned adjacent to the hub body 32 in an axial direction with respect to the central axis CA. The central axis CA of the rotatable body 34 is arranged concentrically with the central axis CA of the hub axle 30 . Therefore, the central axis CA of the hub shaft 30 can also be the central axis CA of the rotatable body 34 .

Although the rotatable body 34 is configured to non-rotatably support the rear sprocket 22 , the rotatable body 34 is not limited to the illustrated embodiment as can be seen in FIGS. 2 and 3 . The rotatable body 34 includes at least one of a sprocket, a pulley, or a helical gear. Here, the rear sprocket 22 is a separate piece supported by the rotatable body 34 . Alternatively, the one or more rear sprockets 22 may be integrally formed with the rotatable body 34 . In any event, the rotatable body 34 and the rear sprocket 22 are coupled together for common rotation in both the first rotational direction Dl and the second rotational direction D2.

The force transmission member 16 operably couples the rotatable body 18 of the crank 14 to the rotatable body 34 of the hub 10 . When the crank 14 causes the rotatable body 18 to rotate in the forward drive direction R1 , the rotatable body 34 can be rotated by the force transmission member 16 . Thus, when a rider steps on the human powered vehicle V, the crank 14 rotates in the forward drive direction R1, as can be seen in FIG. 1, and causes the rotatable body 34 to rotate in the first rotational direction D1. However, the one-way clutch 20 is operatively disposed between the crank 14 and the rotatable body 18 of the crank 14 so that rotation of the rotatable body 34 of the hub 10 by the electric motor 36 is not transmitted to the crank 14 . In this way, a gear changing operation can be performed using the rotatable body 34 without causing the crank 14 to rotate.

The hub 10 further includes a first clutch 62 . A first clutch 62 is operably disposed between the hub body 32 and the rotatable body 34 to transmit rotation from the rotatable body 34 to the hub body 32 . The first clutch 62 is operatively disposed in a first position to transmit rotation from the rotatable body 34 to the hub body 32 in a first rotational direction D1 about the hub axle 30 . As can be seen in FIG. 3 , the first position may be proximate the rotatable body 34 in an axial direction with respect to the central axis CA between the hub axle 30 and the hub body 32 . The first position of the first clutch 62 may vary depending on the type of transmission of the human powered vehicle V, and may be adapted in different ways depending on the transmission of the human powered vehicle V as desired. The first position of the first clutch 62 is not limited to the illustrated position. In fact, the first position of the first clutch 62 can also be changed depending on the configuration of the hub 10 as required. For example, the first position of the first clutch 62 may be between the hub axle 30 and the rotatable body 34 in the axial direction relative to the central axis CA. More specifically, the first position of the first clutch 62 may be interposed between the hub body 32 and the rotatable body 34 in the axial direction relative to the central axis CA.

The first clutch 62 transmits rotation from the rotatable body 34 to the hub body 32 when the rotatable body 34 rotates in the first rotational direction D1 during the power generating state. The first clutch 62 does not transmit rotation from the rotatable body 34 to the hub body 32 in the second rotational direction D2. Therefore, the first clutch 62 does not transmit rotation from the rotatable body 34 to the hub body 32 when the rotatable body 34 rotates in the second rotational direction D2 during the motor drive state. The first clutch 62 does not transmit rotation from the hub body 32 to the rotatable body 34 . Therefore, the first clutch 62 does not transmit rotation from the hub body 32 to the rotatable body 34 during the motorized state. In one embodiment, for example, the first clutch 62 may include a free-form torque diode. A free-type torque diode can be defined as a reverse input blocking mechanical clutch that transmits rotational torque from the input portion to the output portion, but does not transmit rotational torque from the output portion to the input portion. Thus, in a free-type torque diode, when the output portion rotates, the output portion is free to rotate and does not transmit torque to the input portion. In another embodiment, the first clutch 62 may comprise a one-way ratchet clutch.

The hub 10 further includes a second clutch 64 . The second clutch 64 is operably disposed between the electric motor 36 and the hub body 32 to transmit rotation from the hub body 32 to the electric motor 36 . The second clutch 64 is operably disposed in a second position different from the first position to transmit rotation from the hub body 32 to a rotor 65 of the motor-generator 36 . The second clutch 64 does not transmit rotation from the rotor 65 of the motor generator 36 to the hub body 32 in the first rotational direction D1 or the second rotational direction D2 about the hub shaft 30 . The second position may be between the hub body 32 and the rotor 65 in the radial direction with respect to the central axis CA. The second position of the second clutch 64 may vary depending on the type of transmission of the human powered vehicle V and may be adapted in different ways depending on the transmission of the human powered vehicle V as desired. The second position of the second clutch 64 is not limited to the illustrated position. In fact, the second position of the second clutch 64 can also be changed as needed depending on the configuration of the hub 10 . For example, the second position of the second clutch 64 may be between the hub axle 30 and the rotatable body 34 in the axial direction relative to the central axis CA. More specifically, the second position of the second clutch 64 may be between the hub body 32 and an output shaft member of the motor generator 36 .

As described in more detail below, the second clutch 64 transmits rotation from the hub body 32 to the rotor 65 of the motor generator 36 when the hub body 32 rotates in the first rotational direction D1 . Therefore, the second clutch 64 can rotate the rotor 65 of the motor generator 36 in the first rotational direction D1 during the power generation state. The second clutch 64 may not transmit rotation from the hub body 32 to the rotor 65 of the motor generator 36 in the second rotational direction D2. The second clutch 64 also does not transmit rotation from the rotor 65 of the motor generator 36 to the hub body 32 . In one embodiment, the second clutch 64 may include a free-form torque diode. In another embodiment, the second clutch 64 may comprise a one-way ratchet clutch.

Motor generator 36 is configured to generate electrical power by relative rotation of one of hub axle 30 and hub body 32 . As shown in FIG. 3 , a motor generator 36 is positioned between the hub axle 30 and the hub body 32 . More specifically, the motor generator 36 is disposed between the hub axle 30 and the hub body 32 in the radial direction. The motor generator 36 can output the generated power via the cable 42 .

As shown in FIG. 3 , the motor generator 36 includes a stator coil 68 , an example of a stator, and a plurality of magnets 70 . The stator coil 68 is fixed to the hub axle 30 via the stator yoke 72 . The cable 42 is electrically connected to the stator coil 68 to output current from the stator coil 68 . Magnets 70 are fixed to rotor 65 circumferentially around stator coils 68 . The magnet 70 is configured to rotate with the hub body 32 for generating electricity by engaging the rotor 65 to the second clutch 64 of the hub body 32 . The magnets 70 each have an N pole and an S pole. The N poles and the S poles of the magnet 70 are alternately arranged in the circumferential direction. In an alternative embodiment, the stator coils 68 and magnets 70 are reversible, with the magnets 70 fixed to the axle hub 30 and the stator coils 68 coupled to the rotor 65 for rotation with the hub body 32 .

As mentioned above, the magnets 70 are positioned on the rotor 65 , which is engaged with the hub body 32 by the second clutch 64 when the hub body 32 is rotated in the first rotational direction D1 . In this manner, rotation of the hub body 32 in the first rotational direction D1 may cause the magnet 70 to rotate in the first rotational direction D1. As the hub body 32 rotates relative to the hub axle 30, the second clutch 64 engages the rotor 65, causing the magnets 70 to rotate relative to the stator coils 68 to generate electricity. An induced electromotive force is then generated on the stator coil 68, and a current flows. The current is output via cable 4 .

The motor generator 36 can alternate between a power generation state and a motor drive state. The motor generator 36 is configured to generate electrical power by relative rotation of one of the hub axle 30 and the hub body 32 in a power generating state. In the power generation state, the motor generator 36 may generate electric power during the rotation of the hub body 32 in the first rotational direction D1. The rotation of the hub body 32 may be caused by the rotation of the rotating body 34 due to the engagement of the first clutch 62, or only by the rotation of the rear wheels during idle. The motor generator 36 is configured to rotate the rotatable body 34 in a motor-driven state in which the rotatable body 34 does not transmit driving force to the hub body 32 . In the motorized state, the motor generator 36 may cause the rotatable body 34 to rotate in the second rotational direction D2. When the rotatable body 34 rotates in the second rotational direction D2 , the rotation is not transmitted to the hub body 32 by the first clutch 62 or the second clutch 64 . In this way, a gear change can occur when the human powered vehicle V is idling or idling.

The rotor 65 is operatively connected to the hub body 32 via a second clutch 64 such that the hub body 32 can cause the rotor 65 to rotate. The rotor 65 may be operably connected to the hub body 32 by a second clutch 64 . Therefore, the hub body 32 can transmit a rotational force in the first rotational direction D1 to the rotor 65 . Next, the rotor 65 may be rotated to generate electricity in the electricity generating state. More specifically, the rotor 65 is rotatable about the center axis CA in the first rotation direction D1.

The hub 10 further includes a power storage 74 . Here, the power storage 74 is part of the electrical unit 40 and is provided on the circuit board 43 . Power storage 74 is configured to store the power generated by motor generator 36 in a generating state. More specifically, power storage 74 is configured to store power generated by motor generator 36 due to rotation of hub body 32 rotating rotor 65 in first rotational direction D1. Power storage 74 is configured to provide power to motor-generator 36 in a motorized state. More specifically, the power storage 74 is configured to provide power to the motor generator 36 to cause rotation of the rotatable body 34 in the second rotational direction D2. Power storage 74 may include a rechargeable battery or capacitor (ie, a rechargeable power supply).

As discussed above, the power storage 74 may also be configured to provide power to other electrical components of the human powered vehicle. Power storage 74 may receive power output by motor generator 36 via cable 4 . The cable 4 can be connected to the power storage 74 via a first electrical connector 42a. Power storage 74 may supply power to additional electrical components via cable 58 . The cable 58 can be connected to the power storage 74 via a second electrical connector 58a.

The hub 10 includes an electronic controller 76 . Here, the electronic controller 76 is part of the electrical unit 40 and is provided on the circuit board 43 . Accordingly, electronic controller 76 is formed from one or more semiconductor wafers mounted on circuit board 42 . The term "electronic controller" as used herein refers to hardware that executes a software program and does not include a human being. The electronic controller 76 is preferably a microcomputer that includes at least one processor 76A (ie, a central processing unit) and at least one memory 76B (ie, a computer storage device). The processor 76A may be one or more integrated circuits having firmware to cause the circuits to perform the activities described herein. Memory 76B is any computer storage device or any non-transitory computer readable medium, other than only transitory propagating signals. For example, memory 76B may include non-volatile memory and volatile memory, and may include a ROM (read only memory) device, a RAM (random access memory) device, a hard disk, a flash drive Wait.

Electronic controller 76 is configured to start motor generator 36 to operate in the motorized state. More specifically, the electronic controller 76 can determine when there is a gear change intent. The electronic controller 76 can determine when there is a gear change intention, eg, when a rider of the human powered vehicle V manually instructs a gear shift using the gear shift operating device SL. When there is a gear change intent, the electronic controller 76 may activate the motor generator 36 to operate in the motorized state. The electrical controller 76 is configured to control the electric motor 36 to selectively rotate the rotatable body 34 after determining that a gear change intent exists and the rotatable body 34 does not transmit rotation to the hub body 32 . More specifically, the electronic controller 76 is configured to control the motor-generator 36 by energizing the stator coils 68 to rotate the rotor 65 in the second rotational direction D2 to cause the rotatable body 34 to rotate in the second rotational direction D2. spin up.

The hub 10 includes a detector 78 . Here, the detector 78 is part of the electrical unit 40 and is disposed on the circuit board 43 . The term "detector" as used herein refers to a hardware device or instrument designed to detect the presence of a particular object or substance and to emit a signal in response thereto. The term "detector" as used herein does not include humans. The detector 78 is configured to detect information related to the rotation of the rotatable body 34 . The detector 78 is configured to detect information regarding whether the rotatable body 34 is not transmitting a driving force. The electronic controller 76 is configured to control the motor-generator 36 based on the information to operate in the motor-driven state. The detector 78 can detect whether the rotatable body 34 or another element connected to the rotatable body 34 is moving. More specifically, the detector 78 can detect whether the rotatable body 34 is rotated in the first rotation direction D1. In the illustrated embodiment, the detector 78 includes a motion sensor that detects movement of the rotatable body 34 . Detector 78 may be, for example, a magnetic reed forming a reed switch or a Hall element detecting one or more magnets M provided to rotatable body 34 or another element connected to rotatable body 34 . In response to a gear shift signal, the electronic controller 76 is configured to then control the motor generator 36 to cause the rotatable body 34 to rotate in the second rotational direction D2 during the motorized state.

Electronic controller 76 is configured to control motor generator 36 after receiving an input corresponding to a gear change in the motor drive state. The input may be a manual input from one of the riders using the gear shift operating device SL. After receiving the input, the electronic controller 76 may determine whether the rotatable body 34 has been rotated based on the input from the detector 78 . If the rotatable body 34 has not rotated, the electronic controller 76 may initiate the motor drive state and cause the rotatable body 34 to rotate in the second rotational direction D2 to perform the gear change. When the rotatable body 34 is rotated in the second rotational direction D2, the electronic controller 76 may control or trigger the electric shifting device 22 to cause the force transmitting member 16 (eg, chain) to move from one rear sprocket 22 to the other rear Sprocket 22.

Referring now to FIG. 5, a hub 110 is schematically depicted according to a second embodiment. Here, in describing the hub 110, the parts of the hub 110 will be given the same reference numerals as the parts of the hub 10 having substantially the same function. In FIG. 5 , basically, the hub 110 is provided with a motor generator 138 provided in the rotatable body 34 and an electric generator 140 provided in the hub body 32 . Motor generator 138 is separate from power generator 140 . Thus, both motor generator 138 and power generator 140 generate power that can be stored by power storage 74 . Here, the motor generator 138 includes a rotor 165 having a plurality of internal magnets 170A, an inner stator coil 168A fixed to the hub shaft 30 , an outer stator coil 168B fixed to the hub shaft 30 , and a coil fixed to the rotatable body 34 . A plurality of external magnets 170B. In the hub 110 of FIG. 5 , when the rotatable body 34 rotates in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ), the first clutch 62 engages the hub body 32 such that it rotates together. However, rotation of the hub body 32 is not transmitted to the rotatable body 34 via the first clutch 62 .

In the hub 110 of FIG. 5 , when the hub body 32 rotates in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ), the second clutch 64 engages the rotor 165 to rotate the rotor 165 and the internal magnet 170A. Rotation of the inner magnets 170A and rotor 165 energizes the inner stator coils 168A to generate electricity. This power is then stored in power storage 74 so that it can then be used to cause rotation of external magnet 170B in the non-driving direction (ie, the second rotational direction D2 shown in FIG. 1 ). On the other hand, the outer stator coils 168B may be energized to cause the outer magnets 170B and the rotatable body 34 to rotate in the second rotational direction D2. In this way, the rotatable body 34 can be rotated in the non-driving direction (ie, the second rotational direction D2 shown in FIG. 1 ) for gear changing operations as discussed above.

Referring now to FIG. 6, a hub 210 is schematically depicted according to a third embodiment. Here, in describing the hub 210, the parts of the hub 210 will be given the same reference numerals as the parts of the hub 10 having substantially the same function. In FIG. 6 , basically, the hub 210 is provided with a motor generator 238 provided in the rotatable body 34 and an electric generator 240 provided in the hub body 32 . Motor generator 238 is separate from power generator 240 . Thus, both motor generator 238 and power generator 240 generate power that can be stored by power storage 74 . Here, the motor generator 238 includes a rotor 265 having a rotor coil 268 , a plurality of inner magnets 270A fixed to the hub axle 30 , and a plurality of outer magnets 270B fixed to the rotatable body 34 . In the hub 210 of FIG. 6 , when the rotatable body 34 is rotated in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ), the first clutch 62 engages the hub body 32 such that it rotates together. However, rotation of the hub body 32 is not transmitted to the rotatable body 34 via the first clutch 62 .

In the hub 210 of FIG. 6 , the second clutch 64 engages the rotor 265 to rotate the rotor 265 and rotor coils 268 when the hub body 32 rotates in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ). Rotation of the rotor coil 268 relative to the internal magnet 270A energizes the rotor coil 268 to generate electrical power. This power is then stored in power storage 74 so that it can then be used to cause rotation of external magnet 270B in the non-driving direction (ie, the second rotational direction D2 shown in FIG. 1 ). When the outer magnet 270B fixed to the rotatable body 34 rotates in the second rotational direction D2, the rotatable body 34 also rotates in the non-driving direction (ie, the second rotational direction D2 shown in FIG. 1 ) for The gear change operation as discussed above.

Referring now to FIG. 7, a hub 310 is schematically illustrated according to a fourth embodiment. Here, in describing the hub 310, the parts of the hub 310 will be given the same reference numerals as the parts of the hub 10 having substantially the same function. In FIG. 7 , basically, the hub 310 is provided with a motor generator 338 . Here, the motor generator 338 includes a rotor 365 that rotates a plurality of magnets 370 relative to a stator coil 368 fixed to the hub axle 30 . The rotor 365 has an output shaft.

Similar to the hub 10 described above, the hub 310 includes a first clutch 62 and a second clutch 64 . Here, the first clutch 62 is operatively disposed in a first position to transmit rotation from the rotatable body 34 to the hub in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ) about the hub axle 30 main body 32 . The second clutch 64 is operably positioned in a second position different from the first position to transmit rotation from the hub body 32 to the rotor 365 . When the rotatable body 34 rotates in the drive direction (ie, the first rotational direction D1 shown in FIG. 1 ), the first clutch 62 engages the hub body 32 so that it rotates together. When the hub body 32 is rotated in the driving direction (ie, the first rotational direction D1 shown in FIG. 1 ), the second clutch 64 engages the rotor 365 to rotate the rotor 365 and the magnet 370 in the driving direction. Rotation of the magnets 370 in the drive direction energizes the stator coils 368 to generate electricity. This power is then stored in power storage 74 so that it can then be used to cause magnet 370 to rotate in the non-driving direction (ie, the second rotational direction D2 shown in FIG. 1 ) for a gear changing operation. When the motor generator 338 uses electrical power to cause the magnets 370 to rotate in the non-driving direction, the rotor 365 causes the rotatable body 34 to also rotate in the non-driving direction for gear changing operations as discussed above. Rotation of the rotor 365 and the rotatable body 34 in the non-driving direction is not transmitted to the hub body 32 via the first clutch 62 or the second clutch 64 . Therefore, the gear changing operation can be performed while the human-driven vehicle V is idling or idling.

In understanding the scope of the invention, the term "comprising" and its derivatives as used herein means open-ended terms that specifically refer to the presence of stated features, elements, components, groups, integers and/or steps, but The presence of other unrecited features, elements, components, groups, integers and/or steps is not excluded. The above also applies to words of similar meaning, such as the terms "comprising", "having" and derivatives thereof. Also, the terms "part," "section," "portion," "part," or "element" when used in the singular can have the dual meaning of a single part or a plurality of parts, unless stated otherwise.

As used herein, the following directional terms "frame facing side", "non-frame facing side", "forward", "rearward", "front", "rear", "upper", "lower", " Above, Below, Up, Down, Top, Bottom, Side, Vertical, Horizontal, Orthogonal and Lateral, and any other similar directionality The term refers to these orientations in the field of a human powered vehicle (eg, bicycle) in an upright, riding position and equipped with a hub. Accordingly, such directional terms as used to describe the hub should be interpreted relative to the field of human powered vehicles (eg, bicycles) equipped with the hub in an upright riding position on a horizontal surface. The terms "left" and "right" are used to indicate "right" when referring to the right side when viewed from behind the field of human-powered vehicles (eg, bicycles) and after referring to the field of human-powered vehicles (eg, bicycles) "Left" is indicated on the left side when viewing.

The phrase "at least one of" as used in this disclosure means "one or more" of an intended selection. For one example, the phrase "at least one of" as used in this disclosure means "only a single choice" or "both of the two choices" if the number of its choices is two. For another example, the phrase "at least one of" as used in this disclosure, when its number of choices is equal to or more than three, means "only a single choice" or "any combination of two or more choices" ".

It will also be understood that, although the terms "first" and "second" may be used herein to describe various components, these components should not be limited by these terms. These terms are only used to distinguish one component from another. Thus, for example, a first component discussed above could be referred to as a second component and vice versa without departing from the teachings of the present invention.

The term "attached" as used herein encompasses the configuration of securing an element directly to another element by attaching the element to another element; by attaching the element to an intermediate member(s) A configuration in which an element is indirectly fixed to another element (which is in turn attached to another element); and a configuration in which one element is integrated with another element (ie, one element is essentially part of another element). This definition also applies to words of similar meaning, eg, "connected," "connected," "coupled," "mounted," "coupled," "fixed," and derivatives thereof. Finally, terms of degree such as "substantially", "about" and "approximately" as used herein mean an amount of deviation of the modified term such that the end result is not significantly changed.

Although only selected embodiments have been chosen to illustrate the present invention, those skilled in the art will appreciate from the present invention that the invention may be used herein without departing from the scope of the invention as defined in the appended claims. Various changes and modifications are made. For example, unless expressly stated otherwise, the size, shape, location or orientation of the various components may be changed as needed and/or desired so long as the changes do not materially affect their intended function. Unless expressly stated otherwise, components shown as being directly connected or in contact with each other may have intervening structures disposed between them, so long as the changes do not materially affect their intended function. The functions of one element may be performed by two elements and vice versa, unless expressly stated otherwise. The structures and functions of one embodiment may be employed in another embodiment. It is not necessary for all advantages to exist simultaneously in a particular embodiment. Each feature (alone or in combination with other features) that is unique from the prior art should also be considered as a separate description by one of the applicant's other inventions, including the structural and/or functional concepts embodied by such feature(s) . Accordingly, the foregoing description of embodiments in accordance with the present invention is provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

10: Wheels 12: Drive assembly 14: Crank 14A: Crankshaft 14B: Crank Arm 16: Force Transmission Components 18: The rotatable body of the crank 20: One-way clutch 22: Rear sprocket 30: Hub axle 32: hub body 32a: first outer flange 32b: Second outer flange 34: The rotatable body of the hub 36: Electric Motor/Motor Generator 40: Electric unit 40a: Shell 42: Cable 42a: first electrical connector 43: circuit board 44: Rotation limit part 46: Connecting holes 48: Wheel holding mechanism 50: Rod 52: Support part 54: Shaft 56: Retainer 58: Cable 58a: Second electrical connector 62: First clutch 64: Second clutch 65: Rotor 68: stator coil 70: Magnet 72: Stator yoke 74: Power Storage 76: Electronic controller 76A: Processor 76B: Memory 78: Detector 110: Wheels 138: Motor generator 140: Electric generator 165: Rotor 168A: Internal stator coil 168B: External stator coil 170A: Internal magnet 170B: External magnet 210: Wheels 238: Motor Generator 240: Electric Generator 265: Rotor 268: Rotor Coil 270A: Internal magnet 270B: External magnet 310: Wheels 338: Motor Generator 365: Rotor 368: Stator Coil 370: Magnet CA: central axis D1: The first rotation direction D2: Second rotation direction DU: Electric Drive Unit FB: Front frame body FF: front fork FW: front wheel H: handlebar PD: pedal RB: rear frame body RD: rear derailleur RS: Rear Shock/Suspension RW: rear wheel SL: Shifter V: Human powered vehicle VB: Vehicle body

Reference is now made to the accompanying drawings, which form a part hereof:

1 is a side view of a human powered vehicle having a hub, according to one illustrated embodiment;

Figure 2 is a longitudinal view of the hub of the human powered vehicle shown in Figure 1;

Figure 3 is a longitudinal cross-sectional view of the hub shown in Figure 2;

FIG. 4 is a schematic diagram showing the operation of the hub shown in FIGS. 2 and 3 in a power generation state and a motor drive state;

FIG. 5 is a schematic diagram showing a second embodiment of a wheel hub of the human-powered vehicle shown in FIG. 1;

Figure 6 is a schematic diagram showing a third embodiment of a wheel hub of the human powered vehicle shown in Figure 1; and

FIG. 7 is a schematic diagram showing a fourth embodiment of a wheel hub of the human powered vehicle shown in FIG. 1 .

10: Wheels

22: Rear sprocket

30: Hub axle

32: hub body

32a: first outer flange

32b: Second outer flange

34: rotatable body

36: Electric Motor

40: Electric unit

40a: Shell

42: Cable

42a: first electrical connector

43: circuit board

44: Rotation limit part

46: Connecting holes

48: Wheel holding mechanism

50: Rod

52: Support part

54: Shaft

56: Retainer

58: Cable

58a: Second electrical connector

62: First clutch

64: Second clutch

65: Rotor

68: stator coil

70: Magnet

72: Stator yoke

74: Power Storage

76: Electronic controller

78: Detector

CA: central axis

Claims (15)

A wheel hub (10) for a human-powered vehicle, the wheel hub (10) comprising: a hub axle (30) having a central axis (CA); a hub body (32) rotatably positioned about the central axis (CA); A rotatable body (34) rotatably positioned relative to the hub axle (30) to transmit a driving force to the hub body (30) when rotated in a first rotational direction about the central axis (CA) 32); and An electric motor (36) operably coupled to the rotatable body (34) to selectively rotate the rotatable body (34) when the rotatable body (34) is not transmitting rotation to the hub body (32) 34). The wheel hub (10) of claim 1, further comprising A first clutch (62) is operably disposed between the hub body (32) and the rotatable body (34) to transmit rotation from the rotatable body (34) to the hub body (32). As in the hub (10) of claim 2, wherein The first clutch (62) includes a free-form torque diode. The hub (10) of any one of claims 1 to 3, further comprising A second clutch (64) is operably positioned between the electric motor (36) and the hub body (32) to transmit rotation from the hub body (32) to the electric motor (36). As in the hub (10) of claim 4, wherein The second clutch (64) includes a free-form torque diode. The hub (10) of any one of claims 1 to 5, further comprising An electronic controller (76) configured to control the electric motor (36) to selectively control the electric motor (36) after determining that a gear change intent exists and the rotatable body (34) does not transmit rotation to the hub body (32) The rotatable body (34) is rotated. A wheel hub (10) for a human-powered vehicle, the wheel hub (10) comprising: a hub axle (30) having a central axis (CA); a hub body (32) rotatably positioned about the hub axle (30); A rotatable body (34) rotatably positioned relative to the hub axle (30) to transmit a driving force to the hub body (32) when rotated in a first rotational direction about the central axis (CA) );and a motor generator (36) positioned between the hub axle (30) and the hub body (32), the motor generator (36) being configured such that the rotatable body (34) does not Driving force is transmitted to the hub body (32) to rotate the rotatable body (34) in a motor drive state, the motor generator (36) is configured to be in a power generation state by the hub shaft (30) and One of the hub bodies (32) rotates relatively to generate electricity. The wheel hub (10) of claim 7, further comprising a detector (78) configured to detect information about whether the rotatable body (34) is not transmitting the driving force, and An electronic controller (76) configured to control the motor-generator (36) to operate in the motor-driven state based on the information. As in the hub (10) of claim 8, wherein The electronic controller (76) is configured to control the motor generator (36) after receiving an input corresponding to a gear change in the motor drive state. The hub (10) of any one of claims 7 to 9, further comprising a power storage (74) configured to store the power generated by the motor generator (36) in the power generation state, the power storage (74) configured to store the power in the motor drive state The power is supplied to the motor generator (36). The hub (10) of any one of claims 7 to 10, further comprising A first clutch (62) operatively disposed in a first position to transmit rotation in the first rotational direction about the hub axle (30) from the rotatable body (34) to the hub body ( 32) and does not transmit rotation from the hub body (32) to the rotatable body (34). The wheel hub (10) of claim 11, further comprising a second clutch (64) operatively disposed in a second position different from the first position to transmit rotation from the hub body (32) to a rotor of the motor generator (36), and No rotation is transmitted from the rotor of the motor generator (36) to the hub body (32) in the first rotational direction about the hub axle (30). The hub (10) of any one of claims 1 to 12, wherein The rotatable body (34) includes at least one of a sprocket, a pulley, or a helical gear. A drive assembly comprising the wheel hub (10) of any one of claims 1 to 13, the drive assembly further comprising: a crank (14) comprising a rotatable body (18); and A force transmission member (16) operably couples the rotatable body (18) of the crank (14) to the rotatable body (34) of the hub (10). The drive assembly of claim 14, further comprising A one-way clutch (20) is operably positioned between the crank (14) and the rotatable body (18) of the crank (14) so that by the electric motor/motor generator (36) The rotation of the rotatable body (34) of the hub 10 is not transmitted to the crank (14).

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