WO2011162307A1 - Dispositif mis en œuvre par l'homme - Google Patents

Dispositif mis en œuvre par l'homme Download PDF

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Publication number
WO2011162307A1
WO2011162307A1 PCT/JP2011/064316 JP2011064316W WO2011162307A1 WO 2011162307 A1 WO2011162307 A1 WO 2011162307A1 JP 2011064316 W JP2011064316 W JP 2011064316W WO 2011162307 A1 WO2011162307 A1 WO 2011162307A1
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WO
WIPO (PCT)
Prior art keywords
pedal
shaft
crank
drive
swing member
Prior art date
Application number
PCT/JP2011/064316
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English (en)
Japanese (ja)
Inventor
健 上條
Original Assignee
Kamijyo Ken
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kamijyo Ken filed Critical Kamijyo Ken
Priority to JP2012521510A priority Critical patent/JPWO2011162307A1/ja
Publication of WO2011162307A1 publication Critical patent/WO2011162307A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M1/00—Rider propulsion of wheeled vehicles
    • B62M1/24—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers
    • B62M1/26—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers characterised by rotary cranks combined with reciprocating levers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M1/00—Rider propulsion of wheeled vehicles
    • B62M1/24—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers
    • B62M1/28—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers characterised by the use of flexible drive members, e.g. chains

Definitions

  • the present invention relates to increasing the efficiency of a human-powered drive device.
  • Bicycle is a simple and ecological means of transportation in which human power is transmitted to the pedal and the wheels are rotated via the drive device.
  • the basic drive device for bicycle pedal rotation has not changed for a long time.
  • this drive device is not necessarily efficient as a drive device that uses the motion of the human body leg, which is the driving force, to convert it into a rotational motion.
  • FIG. 5 shows an excerpt from Non-Patent Document 1 (Burke, ER paper) of an example of measuring the actual pedaling force when one pedal of a conventional bicycle is rotated once and the effective pedaling force at that time.
  • the actual pedaling force J continues to apply force after the crank angle of 90 ° and gradually decreases from 120 ° and beyond
  • the effective pedaling force K continues to decrease after 90 ° and the effective pedaling force is less than half the actual pedaling force. falling.
  • the conventional bicycle driving device has a considerable difference in the pedaling force that is used effectively with respect to the actual pedaling force, and it is considered that there is sufficient room for improvement.
  • Patent Document 1 proposes an improved drive efficiency using a drive device composed of two sprockets on both sides, a pedal attached to a chain, a crank mechanism, and the like, as shown in FIG.
  • a pair of a rotating body and a supporting body composed of upper and lower sprockets in FIG. 6 and a chain spanned between the rotating body and the supporting body are arranged on the left and right sides, and the left and right rotating bodies 1 and 100 are driven.
  • a chain ring 6 that is fixed to the shaft 15 and on which a load acts is attached between the rotating body 1 on the drive shaft and the rotating body 100.
  • Human power drive unit units composed of these rotators and chains spanned on the support are arranged on the left and right, the left and right rotators 1 and 100 are fixed to the drive shaft 15, and a load is applied.
  • the free crank (right unit: 10, left unit: 1000) is always kept perpendicular to the moving surface of each chain.
  • the pedaling force applied to the pedal shaft is transmitted to a rotating body composed of a sprocket through the chain ring, and the rear wheel of the bicycle is rotated by the rotational torque of the drive shaft fixed to the rotating body.
  • the left and right pedal levers 22R (L) are moved in the longitudinal direction as the left and right pedals 23R move along the track T. Move up and down while moving slightly.
  • the left and right crank arms 24R (L) rotatably coupled to the intermediate connecting portion 35R (L) of the left and right pedal levers 22R (L) rotate 360 degrees about the output shaft 25 to drive the rear wheels. Is done.
  • the left and right fulcrum links 21R (L) are arranged so that the other end portions 32R (L) of the left and right fulcrum links 21R (L) enter inside the rotation path W of the one end portion 36 of (L).
  • the pedal input trajectory is changed from a conventional circular shape to a flat elliptical trajectory by the drive input device, and therefore the object is to reduce the movement in the front-rear direction and reduce fatigue.
  • this proposal is simple as a mechanism using a crank mechanism, it is an improvement in the trajectory of the pedal and is not improved in driving torque efficiency as described below.
  • FIG. 7 shows the driving force T acting on the crank arm one end portion 36R when the pedaling force F is applied to the pedal 23R in the direction of the arrow. Since the fulcrum link 21R rotates freely, the drag R acting on the fulcrum link other end 32R becomes a vector in a direction toward the fulcrum link one end 31R.
  • the resultant force (N) of the two forces is obtained in the direction connecting the intersection point O of the two force action lines of the pedal force F and the drag force R and the crank arm one end 36R, the force N acting on the crank arm one end 36R is obtained. .
  • the component of the force in the tangential direction of the crank arm one end 36R becomes the driving force T.
  • the problem to be solved by the present invention is that the conventional human power drive device does not make full use of the actual human body's motor function and is not converted as an effective drive force, and the human power input method does not reciprocate the leg of the human body. It is an object of the present invention to provide a human-powered drive device that can efficiently convert power into motion and drive a bicycle more easily and at high speed.
  • the present invention is 1) a machine drive device using human power as a drive source, A crank member connected to a drive shaft supported by a frame constituting the machine; A swing member pivotally supported on the frame by a swing member fixed fulcrum shaft at one end; A pedal pivotally supported by a pedal fulcrum shaft is provided at one end, the other end is pivotally supported by an end of the crank member by a crank member free fulcrum shaft, and a part between the both ends is supported by a swing member free fulcrum shaft.
  • the frame portion between the swing member fixed fulcrum shaft and the drive shaft is a fixed joint, (A) (r + x) ⁇ (y + w) (B) (r + y) ⁇ (x + w) (C) (r + w) ⁇ (x + y)
  • r distance between the drive shaft and the crank member free fulcrum shaft
  • x distance between the swing member fixed fulcrum shaft and the swing member free fulcrum shaft
  • y the crank member free fulcrum shaft and the shaft
  • the distance between the shafts of the swing member free fulcrum shaft is a distance between the shaft of the swing member fixed fulcrum shaft and the drive shaft, and constitutes a lever crank mechanism.
  • the present invention provides a drive device that regards the motion of a human body leg as a reciprocating motion in almost one direction and efficiently converts the reciprocating motion into a rotational motion as an input.
  • the configuration of the present invention is as follows. (FIG. 12) At the fulcrum on the connecting member, the swinging member free fulcrum shaft 15 is placed between the crank member free fulcrum shaft 16 and the pedal fulcrum shaft 13 so that the operating point (crank member).
  • the first type lever principle (the lever principle represented by the scissors) arranged in the order of the end portion 16), the fulcrum (the swing member end portion 15), and the force point (the pedal 13) is applied.
  • crank angle / driving force characteristics and pedal trajectory can be changed epoch-makingly, and it is possible to provide a highly efficient human power driving mechanism that matches the characteristics of human power.
  • ratio of the optimal length of each member that the drive unit of the present plan configures it is possible to adjust the ratio of both forces in different directions to find an efficient pedal trajectory and pedaling force / driving characteristics It is.
  • the driving force T when a constant pedaling force F acts in parallel with the driving shaft / oscillating member fixed fulcrum shaft extension line g is obtained by the same method as in the above-described conventional example.
  • FIG. 12 shows the driving force T when the angle of the crank member when the crank member 9 points to 9 o'clock of the timepiece is 0 degree and 0 °.
  • the driving force T when the crank angle is 90 degrees and 180 degrees is obtained by the same method and shown in FIGS.
  • the driving force when the crank angle is 0 ° and the driving force when the crank angle is 90 ° and 180 ° are substantially equal to each other.
  • the difference in driving force is small in the range where the driving force depending on the crank angle is half the pedal half rotation. This indicates that the present invention is a more efficient drive device than the conventional drive device.
  • a link mechanism known as Chebyshev's approximate straight line that converts circular motion into an approximate straight line is used in reverse to convert arc motion into circular motion.
  • the pedal descending line including the pedal force load range d and its front and back is an approximate straight line
  • the pedal return curve c is also a pedal locus having a small width in the front and rear direction and no useless movement.
  • the driving force characteristic with respect to the crank angle also enables pedaling without waste, in which the driving force can be obtained uniformly by stepping on the pedal straight with the sole centered on the waist as will be described later.
  • FIG. 15 schematically shows the positional relationship between the pedal locus a of the pedal 13 and the main members of the present drive mechanism when the crank member 9 makes one clockwise rotation around the drive shaft 7 with the 9 o'clock position of 0 °. Is shown. Since the left and right crank members 9 are interlocked with the drive shaft 7 with a phase difference of 180 °, the left and right pedal positions are arranged at positions where the crank members 9 are rotated 180 °. For example, when the right crank member is at the 0 degree position, the right pedal R13 is at the position R1 slightly below the top of the locus.
  • the left pedal position is at the same position L1 as the right pedal position R5. From this position, a load is applied to the right pedal, and the pedal descending line b is linearly pushed down during the load region d until R5. At that time, the left pedal is brought down to L or L2 and then jumps up to the top along the pedal return curve c in a bow shape, and then the pedal descending straight line b is lowered to L5.
  • the pedal descending line b is parallel to the drive shaft / oscillating member free fulcrum shaft fixed fulcrum shaft extension line g.
  • the crank angle rotates from 0 ° to 180 °. Subsequently, a load is applied to the left pedal, and the same repetition as the right pedal is performed from 5L.
  • FIG. 16 shows the driving efficiency when the right pedal position when the crank member is 0 ° is R1 and rotated to 180 ° R5 and the pedal is continuously applied to the left pedal from L5 to L9.
  • the dotted line represents the driving force when the pedaling force is applied to the pedal.
  • the driving efficiency is low, and the left and right pedaling forces overlap. Since pedals with low driving efficiency are heavy in movement, passengers will inevitably change to light pedals with high driving efficiency. Therefore, in actuality, the load on the left and right pedals is alternately applied every 180 degrees as shown by the solid line, and a stable trapezoidal high driving efficiency curve is exhibited as shown by the solid line of E1. I can do it.
  • the pedal descending line b is an approximate straight line including the pedaling force load region d and the front and rear thereof, and the pedal to the pedal without waste that can obtain a driving force uniformly by stepping the pedal straight around the hip joint. Is possible. There is no need to make a useless movement in the front-rear direction considering rotational movement as in the case of a conventional drive mechanism, and an efficient drive mechanism that matches the movement of the human body is obtained. Further, since the pedal return curve c also rises with a slightly bowed curve, no unnecessary movement in the front-rear direction occurs.
  • the composition ratio of the layout is one representative example of the present invention, and the optimum driving force / pedal force characteristic and the optimum pedal locus (in consideration of the relationship between the optimum movement of the human body leg and the vehicle layout / ground interference, etc.) After actually confirming the load load, return speed, etc.), determine the composition ratio of the proposed members.
  • the conditions affecting the characteristics of the dimensional ratio of each member are as follows.
  • the distance between the swing member fixed fulcrum shaft and the swing member free fulcrum shaft is x
  • the distance between the crank member free fulcrum shaft and the swing member free fulcrum axis is y
  • the pedal fulcrum shaft and the swing fulcrum shaft is symmetrical and balanced characteristics.
  • the length of the connecting material with the crank member is relatively long (relatively the crank member is shortened), and in consideration of strength, interference with peripheral parts, etc. is actively excluded is not.
  • FIG. 17 and FIG. 18 show the characteristics of the pedal locus and the driving force conversion rate when w, x, y, and z take the following values when x ⁇ y ⁇ z.
  • II) is the aforementioned Chebyshev approximate line when the pedal is lowered, but the other two examples also show similar approximate lines.
  • the pedal depression locus can be made closer to a straight line.
  • the driving force conversion rate is similar to Chebyshev's approximate straight line (II), and the other two examples have similar trapezoidal shapes, and the driving force conversion rate according to the crank angle also has a relatively small change in driving force conversion characteristics. It can be.
  • (IV) when y is slightly increased, the pedal locus is inclined, and the drive characteristic tends to be slightly decreased as the drive characteristic is also depressed.
  • (V) when y was slightly reduced, the pedal trajectory was inclined, and the drive characteristics also tended to increase slightly as the drive characteristics were depressed.
  • the pedal movement trajectory and the driving force conversion rate can be changed in accordance with human characteristics and vehicle specifications.
  • vehicle specifications include vehicle specifications such as interference between the chain wheel and the swing fulcrum shaft, pedal stroke, pedal bottom end position, crank length, etc., and it is possible to set the optimum dimensional ratio according to them. It is. If x, y and z are too long, right and left play tends to occur. Requires rigidity. It is necessary to take into consideration the constraint conditions such as the swinging member fixed fulcrum shaft, the drive shaft frame, the chain wheel interference, the minimum pedal height, and the front wheel interference. Note that the appropriate ratio of w, x, y, and z is determined when considering not only the stepping input but also the pulling foot input.
  • layout example 2 shows an example in which the ratio of each member of the above configuration is changed and the feeling of receiving from the pedal is light at first, and the driving characteristics are set so that the maximum force can be exerted before gradually extending the last leg by gradually increasing weight. Will be described.
  • FIG. 16 shows the drive characteristic as a curve E2. The treading force increases until it begins to stretch out and just before it fully extends. For this reason, the drive conversion rate characteristic has a shape of 'he'.
  • FIGS. 19 to 21 illustrate the driving force and pedal trajectory due to the difference in crank angle. In this way, by changing the composition ratio of each member in the present invention, the driving sensation that matches the human body characteristics, the pedal trajectory when descending, the trajectory of the pedal when returning, the trajectory at the conversion point, etc. You can select a trajectory shape that suits your needs.
  • the conversion rate of the present plan represents the power of reciprocating motion. It was possible to convert the drive torque to a leveled and constant ratio, and the previously wasted portion could be effectively converted to the drive force.
  • the drive conversion characteristics can be changed according to the amount of depression, and the leg force can be converted into the rotational torque without waste over the entire stroke.
  • the pedal stroke can be converted at a constant rate regardless of the position.
  • the pedal trajectory is straightened to eliminate unnecessary movement.
  • conventional bicycle driving it was necessary to depress the pedal in the circumferential direction in consideration of rotational movement, but in this plan, it is simply a straight line and can be converted into rotational torque as it is by simply depressing the pedal in one direction. It is possible to reduce the simple and useless muscle movement and to achieve efficient pedaling.
  • the pedal is lifted, there is little movement back and forth, and it returns almost in the shape of a bow, so there is no useless movement in the front-rear direction compared to the conventional circular movement locus.
  • even when the pedal is moved from the stepping-on leg to the pulling leg if the straight is lifted, there is no wasteful resistance and the lifting force is easily utilized.
  • FIG. 4 shows the drive device of the present invention interlocked with the drive shaft of the electrically assisted bicycle.
  • a torque sensor 25 is attached to the drive shaft 7 of the electrically assisted bicycle frame 20, and the pedal depression force is detected and sent to the controller 23.
  • a signal from the vehicle speed sensor 26 is also sent to the controller 24, and a current corresponding to the vehicle speed and driving torque is supplied from the battery 22 to the electric motor-21.
  • the resultant device 23 is linked to the drive shaft 7 and the electric motor 21 and functions to add the pedal driving force P and the electric motor driving force M together. So far, it is the same as an ordinary electric assist bicycle.
  • a crank member 9 is linked to the drive shaft 7 of the electric assist bicycle.
  • the swing member 10 is pivotally supported at one end by the swing member fixing fulcrum shaft 14 on the frame 20.
  • the connecting member 11 is provided with a pedal 13 at one end, and the other end is pivotally supported on the end of the crank member 9 by a crank member free fulcrum shaft 16, and a part between both ends is swung by a swing member free fulcrum shaft 15.
  • Member 10 It is pivotally supported at the other end.
  • the layout constitutes the lever link mechanism of this proposal.
  • the pedal depression force is transmitted to the crankshaft, the amount of distortion of the crankshaft is measured by the torque sensor 25, and the value is transmitted to the controller 24 as the drive force.
  • the driving force M of the electric motor 21 is input to the resultant force mechanism 23 and transmitted to the driving shaft 7 as the resultant force with the pedal depression force, thereby enabling efficient driving of the electrically assisted bicycle according to the present invention.
  • the electric assist bicycle generates motor driving torque according to the human driving torque. Therefore, the electric assist bicycle according to the present invention has an electric motor because the human driving torque is constant. -Torque is also leveled, and you can run longer distances with smooth running.
  • Electric assist bicycles are widely known in which an electric assist power device including a motor and a speed reduction mechanism is provided on the bicycle, and power can be supplied from the electric assist power device so that the bicycle can travel easily.
  • the output of the electric motor detects the pedal depression force, and is increased or decreased according to the amount.
  • the conventional bicycle has a driving angle of 0 when the crank angle is at the top dead center and the bottom dead center.
  • the motor drive force also stopped, and when the speed was high, the phenomenon was alleviated by inertia, but there was a problem that smooth running was impossible, such as causing a state of breathing.
  • the assist torque becomes constant, and an electrically assisted bicycle that solves this problem can be provided.
  • the material of this member is preferably an aluminum alloy or the like often used for a bicycle crank member in consideration of weight reduction, strength and cost.
  • the rear wheel sprocket 6 incorporates a ratchet mechanism (free) as in the conventional bicycle. When the occupant pushes down the pedal 13 to the return curve c side, the rear wheel sprocket 6 can be There is no problem.
  • FIG. 28 shows a case where the swinging member free support shaft 14 and the swinging member 10 are set upward with respect to the drive shaft 7. Depending on the frame structure, the same function can be exhibited even if it is mounted on the upper side. As a result, the range of freedom of selection can be expanded in designing a rational layout of the bicycle.
  • the drive device can be linked to the rear wheel axle.
  • FIG. 29 shows an embodiment in which the present drive mechanism is attached to the rear wheel axle 5 via a hub gear (axle transmission mechanism) 18.
  • the crank member 9 is interlocked with the rear wheel axle 3, and the drive mechanism of the present plan is assembled to the left and right. Since the pedal 13 is installed on the rear side of the vehicle body 1 and the pedal locus a is inclined, the pedal 13 installed on the rear side of the vehicle body can be kicked back in combination with the forward leaning posture of the occupant. It can be exhibited more effectively. Since the front and rear transmission mechanisms such as chains and sprockets can be omitted, it is possible to reduce the transmission frictional force and reduce the weight of the conventional drive device with high efficiency.
  • the device of the present invention only requires a small pedal force over the entire stroke. If the pedal force is the same, a faster speed can be achieved. On the uphill, it is less likely to stop and fall, and the climbing performance is improved.
  • FIG. 1, 2, and 3 a front wheel 2 that rotates around a front wheel axle 4 that is in front of the vehicle body 1 in a traveling direction, and a rear wheel 3 that rotates around a rear wheel axle 5 disposed behind the vehicle body 1.
  • the driving force of the drive shaft 7 is applied to the rear wheel by a chain 17 wound around a rear wheel sprocket 6 that rotates integrally with the rear wheel axle 5 in one direction and a drive sprocket wheel 8 that is linked to the drive shaft 7.
  • the left and right crank members 9 ⁇ / b> R and 9 ⁇ / b> L are attached to the drive shaft 7 pivotally supported on the frame 1 with an angle of 180 °.
  • the left and right rocking members 10R and 10L are pivotally supported on the frame 1 by left and right rocking member fixing fulcrum shafts 14R and 14L. Further, the left and right connecting members 11R and 11L are provided with left and right pedals 13R and 13L at one end, and the other end is pivotally supported by the end portions of the crank members 9R and 9L by the crank member free support shafts 16R and 16L. A part between them is pivotally supported on the other end of each of the rocking members 10R, 10L by left and right rocking member free support shafts 15R, 15L.
  • the inter-shaft length between the drive shaft 7 and the crank member free fulcrum shafts 16R and 16L is r
  • the inter-axis length between the swing member fixed fulcrum shafts 14R and 14L and the swing member free fulcrum shafts 15R and 15L is x.
  • the left and right oscillating member fixed fulcrum shafts 14R and 14L are configured to be freely rotatable independently from each other at a coaxial position.
  • the angle ⁇ between the drive shaft / oscillating member fixed fulcrum shaft extension line g passing through the moving member fixed fulcrum shaft 14 and the vertical line f passing through the drive shaft is set to ⁇
  • the pedal descending line b has an angle ⁇ with respect to the vertical line.
  • the left and right oscillating member fixed fulcrum shafts 14R and 14L are independent on the left and right, and can be formed as a drive mechanism even when they are not on the coaxial line.
  • the coaxial line is natural.
  • the swinging member fixed fulcrum shafts 14 ⁇ / b> R and 14 ⁇ / b> L are firmly and vertically supported on the frame 1 by two bearings in the axial direction like the drive shaft 7. Further, the connecting members 11R and 11L are pivotally supported by the crank member free fulcrum shafts 16R and 16L in the axial direction firmly and vertically by two bearings. Further, the connecting members 11R and 11L are firmly and vertically supported by two bearings in the axial direction at the ends of the swinging members 10R and 10L. Pedals 13R and 13 are firmly and vertically supported by L2 series bearings at the other end portions of the connecting members 11R and 11L. Maintains axial rigidity with respect to the pedal. Needless to say, a structure in which sufficient strength in the axial direction is ensured to ensure sufficient rigidity when a pedal is applied to the pedal and force is transmitted to the drive shaft without waste.
  • FIG. 22 shows the pedal trajectory explanatory diagram of the present invention in FIG. 15 in which the right pedal 13R is in the state R1, and the left pedal 13L is in the state L1.
  • the crank member 9 rotates clockwise, and the swinging member 10 swings around the connecting member 11 and swings clockwise.
  • the pedal 13 descends along a pedal descending straight line b in a substantially linear locus parallel to the drive shaft / oscillating member free fulcrum shaft extension line g. Therefore, the layout on the frame of the drive shaft / swinging member free fulcrum shaft extension line g line can be varied or preset so that the pedal descending straight line b is optimally inclined for the human body.
  • FIG. 23 shows a state where the right pedal 13R is R3 and the left pedal 13L is L3 in the pedal locus explanatory diagram of the present invention shown in FIG.
  • the right pedal 13R descends to the position of the middle point of the pedal descending straight line b.
  • FIG. 24 shows a state where the right pedal 13R is R5 and the left pedal 13L is L5 in the pedal locus explanatory diagram of the present invention of FIG.
  • the pedal 13R descends to a position slightly above the lowest point of the pedal descending straight line b.
  • the right foot pedal 13R feels that the load increases because the drive conversion rate starts to decrease as shown in FIG. 18, and stops applying the load to the right foot pedal 13 and starts applying the load to the left foot alternately.
  • the left pedal 13L is immediately below the top of the pedal descending straight line b as shown in FIG.
  • the drive moves to the left foot, and the right foot pedal is on the same drive shaft, so it is lowered to the lowest point of the pedal descending straight line b and rises along the pedal return curve c.
  • FIG. 25 shows a state of R7 in the pedal locus explanatory diagram of the present invention.
  • the right foot pedal 13R jumps up along a pedal return curve c while drawing a bow-shaped locus.
  • the swing member 10 is reversed and swings counterclockwise.
  • the present invention is applicable not only to a drive conversion mechanism that converts a human-powered reciprocating motion such as a bicycle into a rotational motion, but also to a drive conversion device that converts a reciprocating kinetic energy such as wave power generation and natural energy power generation such as tidal current power generation into rotational motion. Is possible.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

En ce qui concerne les dispositifs mis en œuvre par l'homme, les réels mouvements entraînés par l'homme ne sont pas suffisamment utilisés et convertis en forces d'entraînement efficaces. La raison en est que le procédé d'entrée de mouvement est basé sur des mouvements de rotation de pédale à manivelle, en ne tenant aucun compte des mouvements naturels des sections de jambe de corps humain. L'invention concerne un dispositif mis en œuvre par l'homme de manière à être mis en œuvre avec un élément de manivelle (9) qui est verrouillé avec un arbre d'entraînement (7) qui est supporté de manière pivotante par un châssis (1), ledit châssis (1) étant un élément d'une pièce de véhicule ou d'une structure de machine (la distance entre arbres entre l'arbre d'entraînement (7) et un arbre de support mobile d'élément de manivelle (16) est dénotée par r) ; un élément oscillant (10) dont une extrémité est supportée de manière pivotante par le châssis (1) par le biais d'un arbre de support fixe d'élément oscillant (14) (la distance entre arbres entre l'arbre de support fixe d'élément oscillant (14) et un arbre de support mobile d'élément oscillant (15) est dénotée par x); un élément de raccordement (11) dont une extrémité est pourvue d'une pédale (13) qui est supportée de manière pivotante par un arbre de support de pédale (12), dont l'autre extrémité est supportée de manière pivotante par une extrémité de l'élément de manivelle (9) par le biais de l'arbre de support mobile d'élément de manivelle (16), et dont une partie entre les deux extrémités est supportée de manière pivotante par l'autre extrémité de l'élément oscillant (10) par le biais de l'arbre de support mobile d'élément oscillant (15) (la distance entre arbres entre l'arbre de support mobile d'élément de manivelle (16) et l'arbre de support mobile d'élément oscillant (15) est dénotée par y); et une section fixe constituée de cette partie du châssis qui est entre l'arbre de support fixe d'élément oscillant (14) et l'arbre d'entraînement (7) (la distance entre arbres entre l'arbre de support fixe d'élément oscillant (14) et l'arbre d'entraînement (7) est dénotée par w). Le dispositif mis en œuvre par l'homme est caractérisé en ce qu'un mécanisme de manivelle à levier est configuré dont conditions suivantes sont satisfaites : (r + x) < (y + w), (r + y) < (x + w), et (r + w) < (x + y). Au moyen de ce dispositif, la force humaine est convertie de manière efficace en force d'entraînement, ceci donnant lieu à une amélioration sensible de l'efficacité d'entraînement.
PCT/JP2011/064316 2010-06-22 2011-06-22 Dispositif mis en œuvre par l'homme WO2011162307A1 (fr)

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JP2012521510A JPWO2011162307A1 (ja) 2010-06-22 2011-06-22 人力駆動装置

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JP2010141528 2010-06-22
JP2010-141528 2010-06-22

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016116789A1 (fr) * 2015-01-20 2016-07-28 Krykun Gennadii Pavlovych Bicyclette
WO2022077078A1 (fr) * 2020-10-15 2022-04-21 Carneiro Mendes Jose Marcio Système intelligent de pédalage

Citations (3)

* Cited by examiner, † Cited by third party
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JPS5382054U (fr) * 1976-12-07 1978-07-07
JPH11263276A (ja) * 1998-03-18 1999-09-28 Sony Corp 揺動支点を有する駆動力入力装置を用いた自転車
JPH11348866A (ja) * 1998-06-12 1999-12-21 Sony Corp 自転車

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Publication number Priority date Publication date Assignee Title
JPS5382054U (fr) * 1976-12-07 1978-07-07
JPH11263276A (ja) * 1998-03-18 1999-09-28 Sony Corp 揺動支点を有する駆動力入力装置を用いた自転車
JPH11348866A (ja) * 1998-06-12 1999-12-21 Sony Corp 自転車

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016116789A1 (fr) * 2015-01-20 2016-07-28 Krykun Gennadii Pavlovych Bicyclette
WO2022077078A1 (fr) * 2020-10-15 2022-04-21 Carneiro Mendes Jose Marcio Système intelligent de pédalage

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