WO2018173695A1 - Power unit for electrically assisted vehicle - Google Patents

Power unit for electrically assisted vehicle Download PDF

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Publication number
WO2018173695A1
WO2018173695A1 PCT/JP2018/008020 JP2018008020W WO2018173695A1 WO 2018173695 A1 WO2018173695 A1 WO 2018173695A1 JP 2018008020 W JP2018008020 W JP 2018008020W WO 2018173695 A1 WO2018173695 A1 WO 2018173695A1
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WO
WIPO (PCT)
Prior art keywords
ring gear
transmission
carrier
hub
way clutch
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PCT/JP2018/008020
Other languages
French (fr)
Japanese (ja)
Inventor
利記 小久保
Original Assignee
武蔵精密工業株式会社
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Publication date
Application filed by 武蔵精密工業株式会社 filed Critical 武蔵精密工業株式会社
Publication of WO2018173695A1 publication Critical patent/WO2018173695A1/en

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  • the present invention relates to a vehicle, particularly to a wheel hub case that is rotatably supported by a hub shaft, a transmission mechanism that transmits pedaling force input from a pedal to the hub case in a shiftable manner, and a motor that outputs the driving force of the motor to the hub case.
  • the present invention relates to a power unit for an electric auxiliary vehicle in which a drive system is accommodated side by side in the axial direction.
  • axial direction and radial direction refer to an axial direction and a radial direction based on the hub axis, respectively.
  • a speed change mechanism is supported by the hub shaft and can be switched between a fixed state and a rotatable state with respect to the hub shaft by the switching means.
  • the first one-way clutch that enables power transmission and the first one-way clutch are interposed between the speed change carrier and the hub case at positions shifted in the axial direction, so that power can be transmitted only from the speed change carrier to the hub case side. 2
  • One-way clutch and hub support bearing interposed between transmission carrier and hub case It is known to have (for example see Patent Document 1).
  • the driven part from the first and second one-way clutches must be provided on one end wall part of the hub case on the transmission mechanism part side. . Therefore, it is necessary to provide the three driven parts having a large load burden separately on the one end wall part while ensuring the rigidity and strength of the one end wall part. This is a factor, which is also disadvantageous in reducing the size of the power unit.
  • the present invention has been made in view of such circumstances, and provides a power unit for an electrically assisted vehicle that can achieve miniaturization based on a new structure in which first and second one-way clutches are arranged on a transmission ring gear. With the goal.
  • the present invention is directed to a wheel hub case that is rotatably supported by a hub shaft, a transmission mechanism that transmits a pedaling force input from a pedal to the hub case in a shiftable manner, and a driving force of the motor. And a motor drive system that outputs the power to the hub case.
  • the power transmission unit for an electric auxiliary vehicle is housed side by side in the axial direction, and the speed change mechanism portion is supported by the hub shaft and is switched to the hub shaft by switching means.
  • a shift sun gear that can be switched between a fixed state and a rotatable state, a shift carrier that receives the pedal effort, a shift planetary gear that is rotatably supported by the shift carrier and meshes with the shift sun gear, and the shift planet A transmission ring gear meshing with the gear, and interposed between the transmission ring gear and the hub case, enables transmission of power only from the transmission ring gear to the hub case side.
  • a second one-way clutch interposed between an inner periphery and an outer periphery of the transmission ring gear to enable power transmission only from the carrier extension portion to the transmission ring gear side; an outer periphery of the carrier extension portion; A hub support bearing interposed between the hub case and at least a part of the hub support bearing being at the same position in the axial direction as at least a part of the second one-way clutch.
  • the present invention provides a speed change mechanism for transmitting a pedaling force input from a pedal to one end wall of the hub case in a shiftable manner to a hub case of a wheel rotatably supported by a hub shaft.
  • a motor drive system that outputs a motor drive force to the one end wall portion and is accommodated side by side in the axial direction, wherein the speed change mechanism portion is supported by the hub shaft and switched.
  • a shift sun gear that can be switched between a fixed state and a relatively rotatable state with respect to the hub shaft by means, a shift carrier to which the pedal force is input, a rotation carrier that is rotatably supported by the shift carrier and meshes with the shift sun gear.
  • the transmission planetary gear, the transmission ring gear meshing with the transmission planetary gear, and the transmission ring gear and the one end wall portion are interposed between the transmission ring gear and the one end wall portion side.
  • a second one-way clutch that is interposed between opposing circumferential surfaces of the carrier extension and the transmission ring gear, and that allows power transmission only from the carrier extension to the transmission ring gear.
  • a second feature is that the one end wall portion is provided with a driven portion to which power from the motor drive system is input.
  • the transmission ring gear includes a ring gear main body portion having an internal tooth meshing with the transmission planetary gear, and the motor drive system in the axial direction from the ring gear main body portion.
  • the second one-way clutch is interposed between the outer periphery of the ring gear extension and the inner periphery of the carrier extension.
  • the present invention further includes a transmission ring gear support bearing interposed between an inner periphery of the ring gear extension and an opposing peripheral surface of the transmission carrier, and the transmission ring gear support bearing.
  • a fourth feature is that at least a part of is at the same position in the axial direction as at least a part of the second one-way clutch.
  • the first one-way clutch interposed between the hub case and the transmission ring gear and the second one-way clutch interposed between the transmission ring gear and the transmission carrier are displaced from each other in the axial direction.
  • the hub support bearing which is disposed on the transmission ring gear and is interposed between the transmission carrier and the hub case, is positioned at the same position in the axial direction as at least a part of the second one-way clutch.
  • the speed change mechanism portion is reduced in the axial direction, thereby reducing the size of the power unit. Can contribute.
  • the first one-way clutch interposed between the one end wall portion of the hub case and the transmission ring gear and the second one-way clutch interposed between the transmission ring gear and the transmission carrier are displaced in the axial direction. Since the driven portion to which the power from the motor drive system is input is provided on the one end wall portion of the hub case, the driven portion receiving the power in the one end wall portion of the hub case is a motor. It is only necessary to provide the driven part from the drive system and the driven part from the first one-way clutch, so that the one end wall part can be reduced in size and structure, and the power unit can be reduced in size.
  • the transmission ring gear includes a ring gear main body portion having internal teeth meshing with the transmission planetary gear, and a ring gear extension portion extending from the ring gear main body portion in the axial direction on the opposite side to the motor drive system.
  • the second one-way clutch is interposed between the outer periphery of the ring gear extension portion and the inner periphery of the carrier extension portion, so that the total axial width of the first and second one-way clutches is the transmission planetary gear. Even if the tooth width is longer than the above, the two clutches can be arranged in series on the transmission ring gear without difficulty while being adjacent to each other in the axial direction.
  • a transmission ring gear support bearing is provided between the inner periphery of the ring gear extension and the opposed peripheral surface of the transmission carrier, and at least a part of the transmission ring gear support bearing includes: Since the transmission ring gear is located at the same position in the axial direction as at least a part of the second one-way clutch, even if the transmission ring gear becomes longer in the axial direction due to the series arrangement of the first and second one-way clutches, Therefore, the speed change planetary gear that is stably supported by the speed change carrier and meshes with the speed change ring gear can be smoothly rotated. In addition, since the transmission ring gear support bearing partially overlaps the ring gear extension portion in the radial direction, the axial extension of the bearing can be suppressed, so that the power unit can be reduced in the axial direction.
  • FIG. 1 is an overall longitudinal sectional view of a power unit for a battery-assisted bicycle according to a first embodiment of the present invention.
  • FIG. 2 is an enlarged view taken along the arrow 2 in FIG.
  • First embodiment 3 is an enlarged view taken along the line 3 in FIG. 1 (a cross-sectional view taken along line 3-3 in FIG. 4).
  • First embodiment 4A and 4B show a locked state of the transmission sun gear with respect to the hub shaft.
  • FIG. 4A is a sectional view taken along line 4A-4A in FIG. 3
  • FIG. 4B is a sectional view taken along line 4B-4B in FIG.
  • 5A and 5B show the unlocked state of the transmission sun gear with respect to the hub shaft.
  • FIG. 1 is an overall longitudinal sectional view of a power unit for a battery-assisted bicycle according to a first embodiment of the present invention.
  • FIG. 2 is an enlarged view taken along the arrow 2 in FIG.
  • First embodiment 3 is an enlarged view
  • FIG. 5A is a diagram corresponding to FIG. 4A
  • FIG. 5B is a diagram corresponding to FIG. It is.
  • FIG. 6 is a view corresponding to FIG. 2 showing a second embodiment of the present invention.
  • FIG. 7 is a view corresponding to FIGS. 2 and 6 showing a third embodiment of the present invention.
  • hird embodiment is a view corresponding to FIGS. 2 and 6 showing a third embodiment of the present invention.
  • B2 Hub support second bearing (hub support bearing) B4 ⁇ Gears for supporting the transmission ring gear C1, C2 ⁇ First and second one-way clutch H ⁇ Hub case He ⁇ End wall member (one end wall portion) M ... Motor MD ... Motor drive system S ... Shift mechanism (switching means) T ... Transmission mechanism U ... Power unit for battery-assisted bicycle (Power unit for battery-assisted vehicle) 11... Hub shaft 22... Transmission carrier 22 Ba... Carrier extension 23... Transmission sun gear 24. Part 25m ... ring gear main body part 25mg ⁇ ⁇ ⁇ internal teeth 62 ⁇ ⁇ ⁇ inner extension part (driven part) of the second end wall member half
  • a power unit U for a power-assisted bicycle which is an example of a power unit for a power-assisted vehicle, functions as a single hub shaft 11 that functions as an axle for supporting a wheel of an electric bicycle, for example, a rear wheel, and a hub portion of a rear wheel.
  • a hub case H that is rotatably supported by the hub shaft 11, a transmission mechanism T that is accommodated in the hub case H and that transmits a pedaling force input from the pedal to the hub case H so as to be variable, and a transmission mechanism unit in the hub case H
  • a motor drive system MD that is disposed adjacent to T in the axial direction and can drive the hub case H electrically.
  • the hub shaft 11 is formed as an integral shaft by forging or machining. Although not shown, both end portions of the hub shaft 11 are inserted and supported by the left and right rear forks, and are coupled and fixed by fastening means such as nuts, as in a conventionally known electric bicycle.
  • the hub case H has a bottomed cylindrical hub case body Hm having one end opened and an end wall Hmb integrally formed at the other end, and an annular end detachably coupled to the opened one end Hme of the hub case body Hm.
  • a wall member He He.
  • the end wall member He has a first end so as to surround the first end wall member half He1 and the first end wall member half He1, for example.
  • the second end wall member half body He ⁇ b> 2 is fitted and fixed to the outer peripheral portion of the wall member half body He ⁇ b> 1.
  • the outer peripheral portion of the second end wall member half body He2 is inlay-fitted to one end portion Hme of the hub case main body Hm.
  • the first and second end wall member halves He1 and He2 may be coupled to each other by an appropriate coupling means, for example, press fitting, welding, screwing, or the like, or may be integrally formed.
  • the coupling means of the end wall member He to the hub case main body Hm penetrates the end wall member He (more specifically, the second end wall member half body He2), and the outer periphery of the one end Hme of the hub case main body Hm.
  • the end wall member He more specifically, the second end wall member half body He2
  • the outer periphery of the one end Hme of the hub case main body Hm can also be adopted.
  • a rear wheel spoke (not shown) is fixed to the outer periphery of the hub case body Hm.
  • the end wall Hmb of the hub case H is rotatably supported by the hub shaft 11 via the hub supporting first bearing B1 and the end wall member He via the hub supporting second bearing B2.
  • a hub support ring 15r that holds the hub support first bearing B1 between the inner periphery of the end wall portion Hmb and the hub shaft 11 is supported via a support nut 15n. Is done.
  • the support nut 15n fits and supports the inner peripheral portion of the hub support ring 15r.
  • the support nut 15n is screwed to the hub shaft 11, and the screwed position is fixed by the lock nut 16.
  • the hub shaft 11 has a transmission carrier of the transmission mechanism T that holds the hub supporting second bearing B2 between the inner periphery of the end wall member He (more specifically, the first end wall member half body He1). 22 is rotatably supported via a carrier support bearing B3 as will be described later.
  • the hub supporting first and second bearings B1 and B2 are arranged on the radially inner side of the outer diameter of the motor drive system MD (and therefore the motor M) when viewed in a projection plane orthogonal to the hub shaft 11.
  • the transmission mechanism T includes a driven sprocket 21 as an input member to which a pedaling force from a pedal is input, a transmission carrier 22 that is coupled to the driven sprocket 21 so as to rotate integrally with the driven sprocket 21, and can rotate on the hub shaft 11.
  • the transmission sun gear 23 is rotatably fitted and supported on the outer periphery of the motor 11, and is interposed between the transmission sun gear 23 and the hub shaft 11 so that the transmission sun gear 23 can be switched between a fixed state and a rotatable state on the hub shaft 11.
  • the pedal force input to the speed change carrier 22 is transferred to the hub case via the speed change planetary gear 24 and the speed change ring gear 25.
  • the pedal treading force is transmitted as a rotational force to the driven sprocket 21 through a chain transmission mechanism including the driven sprocket 21, and the rotational force is transmitted to the transmission carrier 22 and further transmitted to the hub case H through the transmission mechanism T. To drive the rear wheels.
  • the transmission carrier 22 is divided into, for example, a cylindrical first carrier half body 22A and a disk-shaped second carrier half body 22B in order to facilitate manufacturing.
  • One end 22Aa of the first carrier half 22A integrally has a carrier shaft support wall that supports both ends of the carrier shaft 27, whereby the one end 22Aa is connected to the carrier shaft 27 and the variable planetary gear 24. And supported by the hub shaft 11 via the transmission sun gear 23.
  • the carrier support bearing B3 between the inner periphery of the other end 22Ab of the first carrier half body 22A and the outer periphery of the stopper ring 17 that is non-rotatably fitted (for example, press-fitted) to the outer periphery of the hub shaft 11, the carrier support bearing B3.
  • the other end 22Ab is rotatably supported by the hub shaft 11 via the carrier supporting bearing B3.
  • each inner peripheral portion of the driven sprocket 21 adjacent to the second carrier half 22B is spline fitted to the outer periphery of the first carrier half 22A, and is fixed by a washer 28 and a retaining ring 29.
  • first and second carrier halves 22A and 22B may be coupled to each other by other suitable coupling means such as welding, screwing, bonding, or the like, or may be integrally formed.
  • a cylindrical carrier extension 22Ba extending toward the motor M is integrally formed on the axial inner side surface of the outer peripheral portion of the second carrier half 22B, and the carrier extension 22Ba is more than the transmission ring gear 25. It is formed in a large diameter cylindrical shape. Between the outer peripheral surface of the carrier extension portion 22Ba and the opposed peripheral surface between the inner periphery of the end wall member He (more specifically, the second end wall member half body He2), the above-described second bearing for hub support is provided. B2 is interposed.
  • the transmission ring gear 25 is integrally formed with a ring gear main body portion 25m having an inner tooth 25mg that meshes with the transmission planetary gear 24, and a ring gear extending portion 25a extending from the ring gear main body portion 25m in the opposite direction to the motor drive system MD in the axial direction.
  • the ring gear extension 25a is concentrically surrounded by the carrier extension 22Ba. Between the inner circumference of the ring gear extension 25a and the outer circumference of the transmission carrier 22 (more specifically, the one end 22Aa of the first carrier half 22A), a transmission ring gear support bearing B4 is interposed. .
  • the one-way transmission mechanism OT is provided between the transmission ring gear 25 and the end wall member He, and can transmit power from the transmission ring gear 25 only to the end wall member He side, and the first one-way clutch C1. Is provided between the speed change carrier 22 and the speed change ring gear 25 at a position shifted in the axial direction, and includes a second one-way clutch C2 capable of transmitting power only from the speed change carrier 22 to the speed change ring gear 25.
  • the first one-way clutch C1 is interposed between the opposed peripheral surfaces of the outer periphery of the ring gear main body portion 25m and the inner peripheral boss portion 63 of the first end wall member half body He1, and the second one-way clutch.
  • C2 is interposed between opposing peripheral surfaces of the inner periphery of the carrier extension portion 22Ba and the outer periphery of the ring gear extension portion 25a.
  • At least a part (most part in the present embodiment) of the second one-way clutch C2 and at least a part (all in the present embodiment) of the transmission ring gear support bearing B4 are in the same position in the axial direction. That is, the arrangement is overlapped in the radial direction. Further, at least a part (all in this embodiment) of the second one-way clutch C2 and at least a part (most part in the present embodiment) of the second hub supporting bearing B2 are in the same position in the axial direction, that is, the diameter. It is an arrangement that overlaps in the direction.
  • the first and second one-way clutches C1 and C2 have the same structure as a conventionally well-known one-way clutch structure, and although not shown, for example, any one of the opposing circumferential surfaces of the inner race and the outer race A plurality of engagement grooves provided at intervals on one peripheral surface, and an engaging member (for example, a ratchet claw) that is pivotally supported on one of the other peripheral surfaces so as to be able to engage with and disengage from the engagement groove. And a spring that repels each engaging element in a locking direction with the engaging groove.
  • the inner race and the outer race may be separated from the members provided with the first and second one-way clutches C1 and C2, may be retrofitted, or may be formed integrally.
  • the outer peripheral surfaces of the ring gear main body portion 25m and the ring gear extending portion 25a which are the attachment surfaces of the first and second one-way clutches C1 and C2 in the transmission ring gear 25, have the same diameter.
  • the inner peripheral surface of the inner peripheral boss 63 of the first end wall member half body He1 serving as the mounting surface of the first one-way clutch C1 in the end wall member He and the mounting surface of the second one-way clutch C2 in the transmission carrier 22 are provided.
  • the inner peripheral surface of the carrier extension 22Ba has the same diameter. Accordingly, the first and second one-way clutches C1 and C2 can use parts having the same specifications, and cost savings can be achieved by sharing parts.
  • the circumferential direction of the engagement element and the engagement groove in the first one-way clutch C1 is the same as that of the second one-way clutch C2. They are set in opposite directions.
  • the shift mechanism S includes a plurality of ratchet grooves 23 a that are recessed in the circumferential direction on the inner circumferential surface of the transmission sun gear 23, and a plurality that are recessed in the circumferential direction on the outer circumferential surface of the hub shaft 11.
  • the claw 41 is fitted in the outer periphery of the hub shaft 11 in an elastically contracted state and pressed against the outer periphery of the intermediate portion 41m of the ratchet claw 41 so as to constantly urge the claw 41 in the engagement direction with the ratchet groove 23a (ie, the rising direction of the ratchet claw 41).
  • the ring spring 42 and a recess 431i in which the tip portion 41bs of the base end portion 41b of the ratchet pawl 41 can protrude and retract are provided on the inner peripheral surface and can be rotated between a predetermined lock position and an unlock position. Then, the operation drum 43 fitted and supported on the outer periphery of the hub shaft 11 and the movable end 44a is provided on the operation drum 43 so as to urge the operation drum 43 to the unlock position (namely, the position of FIG. 5B).
  • the operation drum 43 is divided into first and second drum halves 431 and 432 that are connected to each other so as not to rotate relative to each other (for example, meshing and coupling). From the outer end of the second drum half 432, a plurality of operating rod portions 432t arranged at intervals in the circumferential direction of the operating drum 43 are integrally extended outward in the axial direction. Each operation lever 432t protrudes outwardly from the speed change carrier 22 through the insertion grooves formed in the inner peripheral surfaces of the fixing ring 46 and the stopper ring 17 respectively. The operation lever 432t can rotate the operation drum 43 between a lock position and an unlock position by an operation unit CU described later.
  • the ratchet pawl 41 released from the operation drum 43 is based on the biasing force of the ring spring 42. Since the state is switched to the latched state in the ratchet groove 23a, the transmission sun gear 23 is connected to the hub shaft 11, that is, in a fixed state and cannot be rotated. As a result, the speed change planetary gear 24 meshed with the speed change sun gear 23 revolves around the speed change carrier shaft 27 while revolving around the hub shaft 11 as the speed change carrier 22 rotates, so that the speed change planet 22 rotates.
  • the speed is increased at 24 and transmitted to the transmission ring gear 25, and the increased rotation of the transmission ring gear 25 is transmitted to the end wall member He and thus to the hub case H via the second one-way clutch C ⁇ b> 2.
  • the second speed increased from the first speed in the transmission mechanism T is established.
  • a unit case CUc of an operation unit CU for switching the shift mechanism S is fixed to the outer periphery of the hub shaft 11 by a nut 18 at a position adjacent to the outer side in the axial direction of the transmission carrier 22.
  • an operation plate 71 that can engage with the operation lever portion 432t of the shift mechanism S and can rotate the operation drum 43 is accommodated and supported in a rotatable manner.
  • the operation plate 71 is connected to an operation lever 72 that protrudes outside the unit case CUc and can rotate the operation plate 71.
  • the operation lever 72 can be remotely operated from the outside. Therefore, the occupant can operate the operation unit CU by hand operation, and by selectively switching the operation drum 43 of the shift mechanism S to either the lock position or the unlock position based on the operation input, the first operation described above is performed.
  • the speed change operation between the second speed and the second speed can be arbitrarily performed.
  • the motor drive system MD includes an electric motor M and a speed reduction mechanism R that decelerates the driving force of the motor M and transmits it to the end wall member He of the hub case H.
  • the motor M includes, for example, a bottomed cylindrical motor case 31 that is open at one end 31 a and faces the end wall member He, a stator 32 that is fixed to the inner peripheral surface of the body portion of the motor case 31, and the radial direction of the stator 32.
  • a rotor 33 with a permanent magnet disposed on the inner side and a cylindrical motor shaft 34 for fixing the rotor 33 to the outer peripheral portion are provided.
  • the motor shaft 34 is rotatably fitted and supported on the outer periphery of the hub shaft 11 via a pair of motor shaft support first and second bearings B5 and B5 '.
  • a boss-like inner peripheral portion of the end wall portion 31b that becomes the bottom wall of the motor case 31 is fitted and fixed to the outer periphery of a boss member 35 that is fitted and fixed to the outer periphery of the hub shaft 11 (press-fit in this embodiment), for example.
  • a fixing means for example, combined use of a spline and a retaining ring, screwing or the like
  • an electronic control unit ECU for controlling energization to the motor M (more specifically, the coil portion of the stator 32) is attached.
  • the wiring extending from the electronic control unit ECU is drawn out through the through hole of the hub support ring 15r. Note that the wiring is connected to a pedaling force detection means, an in-vehicle battery or the like (not shown).
  • the reduction mechanism R integrally couples a reduction sun gear 51 that is rotationally driven by the motor M, a first gear 52a that meshes with the reduction sun gear 51, and a second gear 52b that is arranged coaxially with the first gear 52a.
  • a second reduction ring gear 55 that meshes with the second gear 52b.
  • the reduction sun gear 51 is press-fitted and fixed to the outer periphery of the hub shaft 11 adjacent to a reduction carrier supporting first bearing B6 described later.
  • a fixing means of the reduction sun gear 51 a fixing means different from the present embodiment, for example, welding, caulking, adhesion, spline fitting, and a combined use of a retaining ring may be employed.
  • the reduction carrier 53 includes a reduction carrier shaft 56 that rotatably penetrates and supports each reduction planetary gear 52, a first carrier half 53a having a first side wall portion s1 that fixes one end of the reduction carrier shaft 56, and A second carrier half 53b having a second side wall portion s2 that sandwiches the reduction planetary gear 52 between the first side wall portion s1 and fixes the other end portion of the reduction carrier shaft 56;
  • the first carrier half 53a integrally has a plurality of connecting arm portions 53au, and the tip of the connecting arm portion 53au is fixed to the second carrier half 53b.
  • the first side wall portion s1 is connected to the motor shaft 34 (and thus via the motor shaft 34) via the first carrier B6 for speed reduction carrier support interposed between the inner periphery of the first carrier half 53a and the opposed peripheral surface of the motor shaft 34.
  • the hub shaft 11) is rotatably supported.
  • the second side wall portion s2 is rotatable on the hub shaft 11 via the second carrier B6 ′ for supporting the speed reduction carrier interposed between the inner periphery of the second carrier half 53b and the opposed peripheral surface of the hub shaft 11. Supported.
  • a fixing ring 57 for engaging the inner race of the second bearing B 6 ′ for supporting the deceleration carrier and holding the second bearing B 6 ′ (and hence the deceleration carrier 53) on the hub shaft 11. Is inserted (for example, press-fitted).
  • the first reduction ring gear 54 is integrally formed with a ring gear main body portion 54m having an inner tooth 54mg that meshes with the first gear 52a and a ring gear extension portion 54a that extends from the ring gear main body portion 54m to the outside of the motor case 31 in the axial direction.
  • a ring gear main body portion 54m having an inner tooth 54mg that meshes with the first gear 52a and a ring gear extension portion 54a that extends from the ring gear main body portion 54m to the outside of the motor case 31 in the axial direction.
  • the first reduction ring gear 54 is rotated via the hub case H (more specifically, the second end wall member half body He2).
  • a first reduction ring gear support bearing B7 to be freely supported is interposed. Accordingly, the inner peripheral surface of the ring gear extending portion 54a becomes the mounting surface on the first reduction ring gear 54 side of the bearing B7.
  • the first reduction ring gear 54 is fixed to the motor case 31.
  • the reduction planetary gear 52 supported so as to rotate freely rotates around the reduction carrier shaft 56 while revolving around the hub shaft 11. Then, the revolution and rotation of the reduction planetary gear 52 are transmitted from the second gear 52b to the second reduction ring gear 55, so that the rotation of the drive electric motor 4 is transmitted to the hub case H at a high reduction ratio, as will be described later. It becomes possible.
  • the second one-way clutch C2 is interposed between the transmission carrier 22 and the transmission ring gear 25, and the first one-way clutch C1 is interposed between the transmission ring gear 25 and the end wall member He. Even when the pedal rotation is slow and the hub case H is fast, the rotation of the hub case H is not transmitted to the pedal side.
  • the motor M is energized from the electronic control unit ECU, and the rotation of the motor shaft 34 causes the speed reduction mechanism R to rotate. After that, it is sufficiently decelerated and transmitted to the end wall member He and therefore to the hub case H. As a result, insufficient pedaling force is assisted by the driving force of the motor M, so that it is possible to travel without difficulty even on an uphill.
  • the first one-way clutch C1 interposed between the end wall member He and the transmission ring gear 25, and the second one-way clutch C2 interposed between the transmission ring gear 25 and the transmission carrier 22; are arranged in series on the transmission ring gear 25 (more specifically, the outer peripheral surfaces of the transmission ring gear main body 25m and the ring gear extension 25a) at positions shifted in the axial direction, and further between the transmission carrier 22 and the end wall member He.
  • the second bearing B2 for supporting the hub interposed between the second one-way clutch C2 and the second one-way clutch C2 is positioned so as to be in the same position in the axial direction (that is, overlaps in the radial direction) with the majority of the second one-way clutch C2.
  • the transmission mechanism T is reduced in the axial direction compared to the conventional structure in which the first and second one-way clutches C1 and C2 and the hub supporting second bearing B2 are arranged in the axial direction. Miniaturization of the power unit U is achieved.
  • the first and second one-way clutches C1 and C2 are arranged in series on the transmission ring gear 25 as described above, while one end wall portion of the hub case H, that is, the end wall member He is provided from the motor drive system MD.
  • a driven portion to which power is input (more specifically, the inner extending portion 62 of the second end wall member half body He2) is provided.
  • the driven portion from which the end wall member He receives power includes the driven portion from the motor drive system MD (the inner extending portion 62 of the second end wall member half body He2) and the driven portion from the first one-way clutch C1.
  • the transmission ring gear 25 includes a ring gear main body portion 25m having an inner tooth 25mg meshing with the transmission planetary gear 24, and a ring gear extending portion 25a extending axially outward from the ring gear main body portion 25m.
  • the clutch C2 is interposed between the outer periphery of the ring gear extension 25a and the inner periphery of the carrier extension 22Ba.
  • a transmission ring gear support bearing B4 is interposed between the inner periphery of the ring gear extension 25a and the opposed peripheral surface of the transmission carrier 22, and this transmission ring gear support bearing B4 is a large one of the second one-way clutch C2. Arranged in the same position in the axial direction as the part.
  • the transmission ring gear 25 is stably supported on the transmission carrier 22 via the transmission ring gear support bearing B4 even if the transmission ring gear 25 becomes longer in the axial direction due to the series arrangement of the first and second one-way clutches C1 and C2. Therefore, the tooth contact with the speed change planetary gear 24 is good, and the speed change planetary gear 24 can rotate smoothly and quietly.
  • the transmission ring gear support bearing B4 since the transmission ring gear support bearing B4 partially overlaps the ring gear extension 25a in the radial direction, the axial extension of the bearing B4 is suppressed, so that the power unit U can be downsized in the axial direction. It is done.
  • the reduction planetary gear 52 has first and second gears 52a and 52b arranged coaxially, and the first reduction ring gear 54 meshed with the first gear 52a is a bottomed cylinder.
  • the second reduction ring gear 55 fitted to the one end 31a of the motor case 31 and meshed with the second gear 52b is connected to the end wall member He (more specifically, the inner extension of the second end wall member half He2). 62, and a first reduction ring gear support bearing B7 is provided between the first reduction ring gear 54 and the end wall member He (more specifically, the outer periphery of the inner extension 62). Intervened.
  • the speed reduction mechanism R has sufficient support rigidity of the first and second speed reduction ring gears 54 and 55 for securing the speed reduction ratio while ensuring a high speed reduction ratio by utilizing the end wall member He. It can be secured.
  • the first reduction ring gear 54 is fixed to one end 31 a of the motor case 31, that is, a free end (open end), and is in a cantilevered form with respect to the hub shaft 11.
  • the ring gear extension 54a of the reduction ring gear 54 is supported by the end wall member He via the first reduction ring gear support bearing B7, so that the first reduction ring gear 54 is supported in a substantially doubly supported form. Is stable and effective in preventing shaft misalignment. Therefore, even if the rotational vibration of the motor M is directly transmitted to the first reduction ring gear 54, the vibration of the first reduction ring gear 54 can be suppressed as much as possible. Therefore, the first reduction ring gear 54 and the reduction planetary gear 52 (more specifically, the first reduction ring gear 54). It is possible to improve the durability by making the contact of the meshing portion with the 1 gear 52a) good, and to reduce the generation of noise from the meshing portion.
  • the one end portion 31a of the motor case 31 is supported on the hub case H side via the first reduction ring gear 54 and the first reduction ring gear support bearing B7. It is not necessary to support the 31a side, and accordingly, there is a space around the hub shaft 11.
  • both side walls s1, s2 (first and second carrier halves 53a, 53b) of the speed reduction carrier 53 are connected to the speed reduction carrier supporting first and second bearings B6, B6. Since it is supported on the hub axle 11 via B6 ', the deceleration carrier 53 that is wide in the axial direction can be supported at both ends with a long support span in the axial direction. Thereby, the stable support of the deceleration carrier 53 is achieved, aiming at size reduction of the power unit U.
  • the first reduction ring gear 54 of the present embodiment integrally has a ring gear extension 54a that extends in the axial direction from the one end 31a of the motor case 31 to the outside of the motor case 31, and this ring gear extension 54a. Since the peripheral surface is the mounting surface of the first reduction ring gear support bearing B7, a sufficient bearing diameter can be secured without specially increasing the diameter of the motor case 31 itself.
  • the first reduction ring gear support bearing B7 includes the outer periphery of the ring gear extension 54a 'of the first reduction ring gear 54 and the inner periphery of the outer extension 61' of the second end wall member half body He2.
  • the first embodiment only the outer peripheral surface of the ring gear extension 54a 'and the inner peripheral surface of the outer extension 61' serve as the mounting surface of the first reduction ring gear support bearing B7. It differs from the form.
  • each component in FIG. 6 corresponds to the corresponding component of the first embodiment. Only the same reference numerals are attached, and further description of the structure is omitted. Thus, also in the second embodiment, the same effect as the first embodiment can be expected.
  • an annular gap is defined between the opposed peripheral surfaces of the outer extending portions 61 and 61 ′ and the inner extending portions 62 and 62 ′ that protrude from the inner side surface in the axial direction of the end wall member He.
  • the ring gear extension portions 54a and 54a 'of the first reduction ring gear 54 are inserted into the annular gap, and the circumferential surfaces of the ring gear extension portions 54a and 54a' facing the annular gap are provided with the first reduction ring gear support bearing B7.
  • the mounting surface is provided.
  • an inner extending portion 62 ′′ is integrally connected to the inner peripheral side of the outer extending portion 61 ′′ projecting on the inner side surface in the axial direction of the end wall member He to extend the inner side.
  • the rigidity of the portion 62 ′′ (and hence the second reduction ring gear 55) is increased, and the extension end of the ring gear extension 54a ′′ of the first reduction ring gear 54 is opposed to the extension end of the inner extension 62 ′′. is doing.
  • the power unit U is disposed on the rear wheel, but this can also be disposed on the front wheel.
  • the vehicle on which the power unit U is mounted is described as a battery-assisted bicycle.
  • the power unit of the present invention can also be applied to a stepping-type battery-assisted three-wheeled vehicle.
  • the second reduction ring gear 55 is moved from the second reduction ring gear 55 to the hub case H side between the hub case H (end wall member He) and the second reduction ring gear 55.
  • a one-way clutch that transmits power only may be arranged.

Abstract

A power unit for an electrically assisted vehicle, wherein a transmission mechanism unit (T) is equipped with: a transmission sun gear (23) capable of switching between a state of being fixed and a state of being able to rotate relative to a hub shaft (11); a transmission carrier (22) to which pressing force is input; a first one-way clutch (C1) that transmits power only from a transmission ring gear (25) toward a hub case (H); a second one-way clutch (C2) that is interposed between a carrier extension part (22Ba) and the transmission ring gear, and that transmits power only from the carrier extension part toward the transmission ring gear; and a hub support bearing (B2) between the carrier extension part and the hub case. At least a portion of the bearing is in the same position in the axial direction as at least a portion of the second one-way clutch. Thus, the size of the power unit can be reduced in accordance with a novel structure in which the first one-way clutch between the hub case and the transmission ring gear and the second one-way clutch between the transmission ring gear and the transmission carrier are arranged in series on the transmission ring gear at positions offset from each other in the axial direction.

Description

電動補助車両用動力ユニットPower unit for electric auxiliary vehicle
　本発明は、車両、特にハブ軸に回転可能に支持される車輪のハブケースに、ペダルから入力された踏力を変速可能にハブケースに伝達する変速機構部と、モータの駆動力をハブケースに出力するモータ駆動系とが軸方向に並んで収容される電動補助車両用動力ユニットに関する。 The present invention relates to a vehicle, particularly to a wheel hub case that is rotatably supported by a hub shaft, a transmission mechanism that transmits pedaling force input from a pedal to the hub case in a shiftable manner, and a motor that outputs the driving force of the motor to the hub case. The present invention relates to a power unit for an electric auxiliary vehicle in which a drive system is accommodated side by side in the axial direction.
　尚、本発明及び本明細書において、「軸方向」及び「径方向」は、それぞれハブ軸を基準にした軸方向及び径方向をいう。 In the present invention and this specification, “axial direction” and “radial direction” refer to an axial direction and a radial direction based on the hub axis, respectively.
　上記電動補助車両用動力ユニットとして、例えば変速機構部が、ハブ軸に支持されて切換手段によりハブ軸に対し固定状態と回転可能状態とに切換え可能な変速サンギヤと、ペダル踏力が入力される変速キャリアと、変速キャリアに回転可能に支持されて変速サンギヤに噛合する変速遊星ギヤと、変速遊星ギヤに噛合する変速リングギヤと、変速リングギヤ及びハブケース間に介装されて、変速リングギヤからハブケース側へのみ動力伝達を可能とする第１ワンウェイクラッチと、第１ワンウェイクラッチとは軸方向にずれた位置で変速キャリア及びハブケース間に介装されて、変速キャリアからハブケース側へのみ動力伝達を可能とする第２ワンウェイクラッチと、変速キャリア及びハブケース間に介装されるハブ支持用軸受とを備えるものが知られている（例えば下記特許文献１を参照）。 As the power unit for the electric auxiliary vehicle, for example, a speed change mechanism is supported by the hub shaft and can be switched between a fixed state and a rotatable state with respect to the hub shaft by the switching means. A carrier, a speed change planetary gear rotatably supported by the speed change carrier and meshed with the speed change sun gear, a speed change ring gear meshed with the speed change planetary gear, and interposed between the speed change ring gear and the hub case, from the speed change ring gear only to the hub case side The first one-way clutch that enables power transmission and the first one-way clutch are interposed between the speed change carrier and the hub case at positions shifted in the axial direction, so that power can be transmitted only from the speed change carrier to the hub case side. 2 One-way clutch and hub support bearing interposed between transmission carrier and hub case It is known to have (for example see Patent Document 1).
日本特許第４４３７６２３号公報Japanese Patent No. 4437623
　ところで上記従来構造では、第１，第２ワンウェイクラッチ及びハブ支持用軸受の三者が軸方向で並んで配置されるため、それだけ変速機構部が軸方向に嵩張ってしまい、従って、動力ユニットの小型化を図る上で不利である。 By the way, in the above conventional structure, since the three members of the first and second one-way clutches and the hub support bearings are arranged side by side in the axial direction, the transmission mechanism portion becomes bulky in the axial direction, and accordingly, the power unit This is disadvantageous for miniaturization.
　また上記従来構造では、ハブケースの、変速機構部側の一端壁部に、モータ駆動系からの動力を受ける被動部に加えて、第１，第２ワンウェイクラッチからの被動部も各々設ける必要がある。従って、荷重負担の大きい都合３系統の被動部を一端壁部に別々に、しかも一端壁部の剛性強度を確保しつつ設ける必要が有ることから、一端壁部の大型化や構造複雑化を招く要因となり、これまた動力ユニットの小型化を図る上で不利である。 Further, in the above conventional structure, in addition to the driven part that receives power from the motor drive system, the driven part from the first and second one-way clutches must be provided on one end wall part of the hub case on the transmission mechanism part side. . Therefore, it is necessary to provide the three driven parts having a large load burden separately on the one end wall part while ensuring the rigidity and strength of the one end wall part. This is a factor, which is also disadvantageous in reducing the size of the power unit.
　本発明は、かかる事情に鑑みてなされたもので、変速リングギヤ上に第１，第２ワンウェイクラッチを配置した新規構造に基づいて小型化を達成可能とした電動補助車両用動力ユニットを提供することを目的とする。 The present invention has been made in view of such circumstances, and provides a power unit for an electrically assisted vehicle that can achieve miniaturization based on a new structure in which first and second one-way clutches are arranged on a transmission ring gear. With the goal.
　上記目的を達成するために、本発明は、ハブ軸に回転可能に支持される車輪のハブケースに、ペダルから入力された踏力を変速可能に該ハブケースに伝達する変速機構部と、モータの駆動力を該ハブケースに出力するモータ駆動系とが軸方向に並んで収容される電動補助車両用動力ユニットであって、前記変速機構部は、前記ハブ軸に支持されて、切換手段により該ハブ軸に対し固定状態と回転可能状態とに切換え可能な変速サンギヤと、前記踏力が入力される変速キャリアと、前記変速キャリアに回転可能に支持されて前記変速サンギヤに噛合する変速遊星ギヤと、前記変速遊星ギヤに噛合する変速リングギヤと、前記変速リングギヤ及び前記ハブケース間に介装されて、該変速リングギヤから該ハブケース側へのみ動力伝達を可能とする第１ワンウェイクラッチと、前記変速リングギヤよりも大径に形成されて前記変速キャリアより延出するキャリア延出部と、前記第１ワンウェイクラッチとは軸方向にずれた位置で前記キャリア延出部の内周と前記変速リングギヤの外周との間に介装されて、該キャリア延出部から該変速リングギヤ側へのみ動力伝達を可能とする第２ワンウェイクラッチと、前記キャリア延出部の外周と前記ハブケースとの間に介装されるハブ支持用軸受とを備え、前記ハブ支持用軸受の少なくとも一部が前記第２ワンウェイクラッチの少なくとも一部と軸方向で同一位置にあることを第１の特徴とする。 In order to achieve the above object, the present invention is directed to a wheel hub case that is rotatably supported by a hub shaft, a transmission mechanism that transmits a pedaling force input from a pedal to the hub case in a shiftable manner, and a driving force of the motor. And a motor drive system that outputs the power to the hub case. The power transmission unit for an electric auxiliary vehicle is housed side by side in the axial direction, and the speed change mechanism portion is supported by the hub shaft and is switched to the hub shaft by switching means. A shift sun gear that can be switched between a fixed state and a rotatable state, a shift carrier that receives the pedal effort, a shift planetary gear that is rotatably supported by the shift carrier and meshes with the shift sun gear, and the shift planet A transmission ring gear meshing with the gear, and interposed between the transmission ring gear and the hub case, enables transmission of power only from the transmission ring gear to the hub case side. The first one-way clutch, a carrier extending portion that is formed with a larger diameter than the transmission ring gear and extends from the transmission carrier, and the first one-way clutch is positioned at a position offset in the axial direction of the carrier extending portion. A second one-way clutch interposed between an inner periphery and an outer periphery of the transmission ring gear to enable power transmission only from the carrier extension portion to the transmission ring gear side; an outer periphery of the carrier extension portion; A hub support bearing interposed between the hub case and at least a part of the hub support bearing being at the same position in the axial direction as at least a part of the second one-way clutch. And
　また上記目的を達成するために、本発明は、ハブ軸に回転可能に支持される車輪のハブケースに、ペダルから入力された踏力を変速可能に該ハブケースの一端壁部に伝達する変速機構部と、モータの駆動力を前記一端壁部に出力するモータ駆動系とが軸方向に並んで収容される電動補助車両用動力ユニットであって、前記変速機構部は、前記ハブ軸に支持されて切換手段により該ハブ軸に対し固定状態と相対回転可能な状態とに切換え可能な変速サンギヤと、前記踏力が入力される変速キャリアと、前記変速キャリアに回転可能に支持されて前記変速サンギヤに噛合する変速遊星ギヤと、前記変速遊星ギヤに噛合する変速リングギヤと、前記変速リングギヤと前記一端壁部との間に介装されて、該変速リングギヤから該一端壁部側へのみ動力伝達を可能とする第１ワンウェイクラッチと、前記変速リングギヤよりも大径に形成されて前記変速キャリアより一体に延出するキャリア延出部と、前記第１ワンウェイクラッチとは軸方向にずれた位置で前記キャリア延出部と前記変速リングギヤとの対向周面間に介装されて、該キャリア延出部から該変速リングギヤ側へのみ動力伝達を可能とする第２ワンウェイクラッチとを備え、前記ハブケースの前記一端壁部には、前記モータ駆動系からの動力が入力される被動部が設けられることを第２の特徴とする。 In order to achieve the above-mentioned object, the present invention provides a speed change mechanism for transmitting a pedaling force input from a pedal to one end wall of the hub case in a shiftable manner to a hub case of a wheel rotatably supported by a hub shaft. And a motor drive system that outputs a motor drive force to the one end wall portion and is accommodated side by side in the axial direction, wherein the speed change mechanism portion is supported by the hub shaft and switched. A shift sun gear that can be switched between a fixed state and a relatively rotatable state with respect to the hub shaft by means, a shift carrier to which the pedal force is input, a rotation carrier that is rotatably supported by the shift carrier and meshes with the shift sun gear. The transmission planetary gear, the transmission ring gear meshing with the transmission planetary gear, and the transmission ring gear and the one end wall portion are interposed between the transmission ring gear and the one end wall portion side. A first one-way clutch that enables transmission, a carrier extension portion that is formed larger in diameter than the transmission ring gear and extends integrally with the transmission carrier, and a position that is shifted in the axial direction from the first one-way clutch And a second one-way clutch that is interposed between opposing circumferential surfaces of the carrier extension and the transmission ring gear, and that allows power transmission only from the carrier extension to the transmission ring gear. A second feature is that the one end wall portion is provided with a driven portion to which power from the motor drive system is input.
　また本発明は、第１又は第２の特徴に加えて、前記変速リングギヤは、前記変速遊星ギヤと噛合する内歯を有するリングギヤ本体部と、前記リングギヤ本体部から軸方向で前記モータ駆動系とは反対側に延びるリングギヤ延出部とを有しており、前記第２ワンウェイクラッチは、前記リングギヤ延出部の外周と前記キャリア延出部の内周との間に介装されることを第３の特徴とする。 According to the present invention, in addition to the first or second feature, the transmission ring gear includes a ring gear main body portion having an internal tooth meshing with the transmission planetary gear, and the motor drive system in the axial direction from the ring gear main body portion. And the second one-way clutch is interposed between the outer periphery of the ring gear extension and the inner periphery of the carrier extension. Three features.
　また本発明は、第３の特徴に加えて、前記リングギヤ延出部の内周と前記変速キャリアとの対向周面間に介装される変速リングギヤ支持用軸受を備え、前記変速リングギヤ支持用軸受の少なくとも一部は、前記第２ワンウェイクラッチの少なくとも一部と軸方向で同一位置にあることを第４の特徴とする。 In addition to the third feature, the present invention further includes a transmission ring gear support bearing interposed between an inner periphery of the ring gear extension and an opposing peripheral surface of the transmission carrier, and the transmission ring gear support bearing. A fourth feature is that at least a part of is at the same position in the axial direction as at least a part of the second one-way clutch.
　本発明の第１の特徴によれば、ハブケース及び変速リングギヤ間に介装した第１ワンウェイクラッチと、変速リングギヤ及び変速キャリア間に介装した第２ワンウェイクラッチとが、互いに軸方向にずれた位置で変速リングギヤ上に配置され、更に変速キャリアとハブケース間に介装されるハブ支持用軸受が、第２ワンウェイクラッチの少なくとも一部と軸方向で同一位置となるようにして第２ワンウェイクラッチの周囲を取り囲むので、第１及び第２ワンウェイクラッチ、並びにハブ支持用軸受の三者が軸方向に並ぶ従来構造に比べて変速機構部が軸方向に小型化され、これにより、動力ユニットの小型化に寄与することができる。 According to the first aspect of the present invention, the first one-way clutch interposed between the hub case and the transmission ring gear and the second one-way clutch interposed between the transmission ring gear and the transmission carrier are displaced from each other in the axial direction. The hub support bearing, which is disposed on the transmission ring gear and is interposed between the transmission carrier and the hub case, is positioned at the same position in the axial direction as at least a part of the second one-way clutch. As compared with the conventional structure in which the first and second one-way clutches and the hub support bearings are arranged in the axial direction, the speed change mechanism portion is reduced in the axial direction, thereby reducing the size of the power unit. Can contribute.
　また第２の特徴によれば、ハブケースの一端壁部及び変速リングギヤ間に介装した第１ワンウェイクラッチと、変速リングギヤ及び変速キャリア間に介装した第２ワンウェイクラッチとが、互いに軸方向にずれた位置で変速リングギヤ上に配置され、ハブケースの一端壁部には、モータ駆動系からの動力が入力される被動部が設けられるので、ハブケースの一端壁部において動力を受ける被動部としては、モータ駆動系からの被動部と第１ワンウェイクラッチからの被動部とを設けるだけで済み、それだけ一端壁部の小型化や構造簡素化が図られ、動力ユニットの小型化に寄与することができる。 According to the second feature, the first one-way clutch interposed between the one end wall portion of the hub case and the transmission ring gear and the second one-way clutch interposed between the transmission ring gear and the transmission carrier are displaced in the axial direction. Since the driven portion to which the power from the motor drive system is input is provided on the one end wall portion of the hub case, the driven portion receiving the power in the one end wall portion of the hub case is a motor. It is only necessary to provide the driven part from the drive system and the driven part from the first one-way clutch, so that the one end wall part can be reduced in size and structure, and the power unit can be reduced in size.
　また特に第３の特徴によれば、変速リングギヤは、変速遊星ギヤと噛合する内歯を有するリングギヤ本体部と、リングギヤ本体部から軸方向でモータ駆動系とは反対側に延びるリングギヤ延出部とを有し、第２ワンウェイクラッチは、リングギヤ延出部の外周とキャリア延出部の内周との間に介装されるので、第１，第２ワンウェイクラッチの軸方向合計幅が変速遊星ギヤの歯幅より長くなっても、両クラッチを、互いに軸方向に隣接させた状態で変速リングギヤ上に無理なく直列配置することができる。 In particular, according to the third feature, the transmission ring gear includes a ring gear main body portion having internal teeth meshing with the transmission planetary gear, and a ring gear extension portion extending from the ring gear main body portion in the axial direction on the opposite side to the motor drive system. And the second one-way clutch is interposed between the outer periphery of the ring gear extension portion and the inner periphery of the carrier extension portion, so that the total axial width of the first and second one-way clutches is the transmission planetary gear. Even if the tooth width is longer than the above, the two clutches can be arranged in series on the transmission ring gear without difficulty while being adjacent to each other in the axial direction.
　また特に第４の特徴によれば、リングギヤ延出部の内周と変速キャリアとの対向周面間に介装される変速リングギヤ支持用軸受を備え、変速リングギヤ支持用軸受の少なくとも一部は、第２ワンウェイクラッチの少なくとも一部と軸方向で同一位置にあるので、変速リングギヤは、これが第１，第２ワンウェイクラッチの直列配置に伴い軸方向に長くなっても、変速リングギヤ支持用軸受を介して変速キャリアに安定よく支持され、従って、変速リングギヤと噛合する変速遊星ギヤがスムーズに回転可能となる。しかも変速リングギヤ支持用軸受は、これがリングギヤ延出部と径方向に一部オーバラップすることで、該軸受の軸方向張出しが抑えられるため、動力ユニットの軸方向小型化に寄与することができる。 In particular, according to the fourth feature, a transmission ring gear support bearing is provided between the inner periphery of the ring gear extension and the opposed peripheral surface of the transmission carrier, and at least a part of the transmission ring gear support bearing includes: Since the transmission ring gear is located at the same position in the axial direction as at least a part of the second one-way clutch, even if the transmission ring gear becomes longer in the axial direction due to the series arrangement of the first and second one-way clutches, Therefore, the speed change planetary gear that is stably supported by the speed change carrier and meshes with the speed change ring gear can be smoothly rotated. In addition, since the transmission ring gear support bearing partially overlaps the ring gear extension portion in the radial direction, the axial extension of the bearing can be suppressed, so that the power unit can be reduced in the axial direction.
図１は本発明の第１実施形態における電動補助自転車用動力ユニットの全体縦断面図である。（第１の実施の形態）FIG. 1 is an overall longitudinal sectional view of a power unit for a battery-assisted bicycle according to a first embodiment of the present invention. (First embodiment) 図２は図１の２矢視部拡大図である。（第１の実施の形態）FIG. 2 is an enlarged view taken along the arrow 2 in FIG. (First embodiment) 図３は図１の３矢視部拡大図（図４の３－３線断面図）である。（第１の実施の形態）3 is an enlarged view taken along the line 3 in FIG. 1 (a cross-sectional view taken along line 3-3 in FIG. 4). (First embodiment) 図４はハブ軸に対する変速サンギヤのロック状態を示すものであって、図４（Ａ）は、図３の４Ａ－４Ａ線断面図、図４（Ｂ）は、図３の４Ｂ－４Ｂ線断面図である。（第１の実施の形態）4A and 4B show a locked state of the transmission sun gear with respect to the hub shaft. FIG. 4A is a sectional view taken along line 4A-4A in FIG. 3, and FIG. 4B is a sectional view taken along line 4B-4B in FIG. FIG. (First embodiment) 図５はハブ軸に対する変速サンギヤのアンロック状態を示すものであって、図５（Ａ）は、図４の（Ａ）対応図、図５（Ｂ）は、図４の（Ｂ）対応図である。（第１の実施の形態）5A and 5B show the unlocked state of the transmission sun gear with respect to the hub shaft. FIG. 5A is a diagram corresponding to FIG. 4A, and FIG. 5B is a diagram corresponding to FIG. It is. (First embodiment) 図６は本発明の第２実施形態を示す図２対応図である。（第２の実施の形態）FIG. 6 is a view corresponding to FIG. 2 showing a second embodiment of the present invention. (Second Embodiment) 図７は本発明の第３実施形態を示す図２・図６対応図である。（第３の実施の形態）FIG. 7 is a view corresponding to FIGS. 2 and 6 showing a third embodiment of the present invention. (Third embodiment)
Ｂ２・・・・ハブ支持用第２軸受（ハブ支持用軸受）
Ｂ４・・・・変速リングギヤ支持用軸受
Ｃ１，Ｃ２・・第１，第２ワンウェイクラッチ
Ｈ・・・・・ハブケース
Ｈｅ・・・・端壁部材（一端壁部）
Ｍ・・・・・モータ
ＭＤ・・・・モータ駆動系
Ｓ・・・・・シフト機構（切換手段）
Ｔ・・・・・変速機構部
Ｕ・・・・・電動補助自転車用動力ユニット（電動補助車両用動力ユニット）
１１・・・・ハブ軸
２２・・・・変速キャリア
２２Ｂａ・・キャリア延出部
２３・・・・変速サンギヤ
２４・・・・変速遊星ギヤ
２５・・・・変速リングギヤ
２５ａ・・・リングギヤ延出部
２５ｍ・・・リングギヤ本体部
２５ｍｇ・・内歯
６２・・・・第２端壁部材半体の内側延出部（被動部） B2 ... Hub support second bearing (hub support bearing)
B4 ··· Gears for supporting the transmission ring gear C1, C2 ··· First and second one-way clutch H ··· Hub case He ··· End wall member (one end wall portion)
M ... Motor MD ... Motor drive system S ... Shift mechanism (switching means)
T ... Transmission mechanism U ... Power unit for battery-assisted bicycle (Power unit for battery-assisted vehicle)
11... Hub shaft 22... Transmission carrier 22 Ba... Carrier extension 23... Transmission sun gear 24. Part 25m ... ring gear main body part 25mg · · · internal teeth 62 · · · inner extension part (driven part) of the second end wall member half
　本発明の実施形態を、添付図面に基づいて以下に説明する。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
第１の実施の形態First embodiment
　先ず、図１～図５に基づいて、本発明の電動補助車両用動力ユニットの第１実施形態を説明する。 First, a first embodiment of a power unit for an electrically assisted vehicle according to the present invention will be described with reference to FIGS.
　電動補助車両用動力ユニットの一例である電動補助自転車用動力ユニットＵは、電動自転車の車輪、例えば後輪を支持する車軸として機能する単一のハブ軸１１と、後輪のハブ部として機能すべくハブ軸１１に回転可能に支持されるハブケースＨと、ハブケースＨに収容されて、ペダルから入力された踏力を変速可能にハブケースＨに伝達する変速機構部Ｔと、ハブケースＨ内で変速機構部Ｔに対し軸方向に隣接配置されてハブケースＨを電動で駆動し得るモータ駆動系ＭＤとを備える。 A power unit U for a power-assisted bicycle, which is an example of a power unit for a power-assisted vehicle, functions as a single hub shaft 11 that functions as an axle for supporting a wheel of an electric bicycle, for example, a rear wheel, and a hub portion of a rear wheel. A hub case H that is rotatably supported by the hub shaft 11, a transmission mechanism T that is accommodated in the hub case H and that transmits a pedaling force input from the pedal to the hub case H so as to be variable, and a transmission mechanism unit in the hub case H And a motor drive system MD that is disposed adjacent to T in the axial direction and can drive the hub case H electrically.
　ハブ軸１１は、本実施形態では鍛造又は機械加工により一体物の軸として形成される。ハブ軸１１の両端部は、図示はしないが、従来周知の電動自転車と同様に、左右のリヤフォークに嵌挿、支持され、且つナット等の締結手段で結合、固定される。 In the present embodiment, the hub shaft 11 is formed as an integral shaft by forging or machining. Although not shown, both end portions of the hub shaft 11 are inserted and supported by the left and right rear forks, and are coupled and fixed by fastening means such as nuts, as in a conventionally known electric bicycle.
　ハブケースＨは、一端が開放され且つ他端に端壁部Ｈｍｂを一体に有する有底円筒状のハブケース本体Ｈｍと、ハブケース本体Ｈｍの開放された一端部Ｈｍｅに着脱可能に結合される環状の端壁部材Ｈｅとを備える。 The hub case H has a bottomed cylindrical hub case body Hm having one end opened and an end wall Hmb integrally formed at the other end, and an annular end detachably coupled to the opened one end Hme of the hub case body Hm. A wall member He.
　端壁部材Ｈｅは、本実施形態では製作加工を容易化するために、例えば円環状の第１端壁部材半体Ｈｅ１と、第１端壁部材半体Ｈｅ１を囲繞するようにして第１端壁部材半体Ｈｅ１の外周部に嵌合、固定される第２端壁部材半体Ｈｅ２とより分割構成される。第２端壁部材半体Ｈｅ２の外周部はハブケース本体Ｈｍの一端部Ｈｍｅにインロー嵌合される。第１，第２端壁部材半体Ｈｅ１，Ｈｅ２の相互間は、適当な結合手段、例えば圧入、溶接、螺合等により結合してもよく、或いは一体に形成してもよい。 In this embodiment, the end wall member He has a first end so as to surround the first end wall member half He1 and the first end wall member half He1, for example. The second end wall member half body He <b> 2 is fitted and fixed to the outer peripheral portion of the wall member half body He <b> 1. The outer peripheral portion of the second end wall member half body He2 is inlay-fitted to one end portion Hme of the hub case main body Hm. The first and second end wall member halves He1 and He2 may be coupled to each other by an appropriate coupling means, for example, press fitting, welding, screwing, or the like, or may be integrally formed.
　端壁部材Ｈｅのハブケース本体Ｈｍへの結合手段は、本実施形態では端壁部材Ｈｅ（より具体的には第２端壁部材半体Ｈｅ２）を貫通してハブケース本体Ｈｍの一端部Ｈｍｅの外周ボス部に螺挿される複数のボルト１４で構成されるが、その他の適当な結合手段、例えば圧入も採用可能である。ハブケース本体Ｈｍの外周部には、後輪のスポーク（図示せず）が固定される。 In this embodiment, the coupling means of the end wall member He to the hub case main body Hm penetrates the end wall member He (more specifically, the second end wall member half body He2), and the outer periphery of the one end Hme of the hub case main body Hm. Although constituted by a plurality of bolts 14 screwed into the boss portion, other suitable coupling means such as press-fitting can also be adopted. A rear wheel spoke (not shown) is fixed to the outer periphery of the hub case body Hm.
　ハブケースＨは、これの端壁部Ｈｍｂがハブ支持用第１軸受Ｂ１を介して、また端壁部材Ｈｅがハブ支持用第２軸受Ｂ２を介してそれぞれハブ軸１１に回転自在に支持される。　　　 The end wall Hmb of the hub case H is rotatably supported by the hub shaft 11 via the hub supporting first bearing B1 and the end wall member He via the hub supporting second bearing B2. *
　その支持構造をより具体的に説明すると、ハブ軸１１には、ハブ支持用第１軸受Ｂ１を端壁部Ｈｍｂ内周との間で保持するハブ支持リング１５ｒが、支持ナット１５ｎを介して支持される。支持ナット１５ｎは、ハブ支持リング１５ｒの内周部を嵌合、支持するものであって、ハブ軸１１に螺合され、その螺合位置はロックナット１６で固定される。而して、端壁部Ｈｍｂをハブ支持用第１軸受Ｂ１及びハブ支持リング１５ｒを介してハブ軸１１に支持させる組立工程では、支持ナット１５ｎによりハブ支持用第１軸受Ｂ１に対する予圧を調整可能である。 The support structure will be described more specifically. A hub support ring 15r that holds the hub support first bearing B1 between the inner periphery of the end wall portion Hmb and the hub shaft 11 is supported via a support nut 15n. Is done. The support nut 15n fits and supports the inner peripheral portion of the hub support ring 15r. The support nut 15n is screwed to the hub shaft 11, and the screwed position is fixed by the lock nut 16. Thus, in the assembly process in which the end wall Hmb is supported on the hub shaft 11 via the hub support first bearing B1 and the hub support ring 15r, the preload on the hub support first bearing B1 can be adjusted by the support nut 15n. It is.
　またハブ軸１１には、ハブ支持用第２軸受Ｂ２を端壁部材Ｈｅ（より具体的には第１端壁部材半体Ｈｅ１）内周との間で保持する、変速機構部Ｔの変速キャリア２２が、後述するようにキャリア支持用軸受Ｂ３を介して回転可能に支持される。 Further, the hub shaft 11 has a transmission carrier of the transmission mechanism T that holds the hub supporting second bearing B2 between the inner periphery of the end wall member He (more specifically, the first end wall member half body He1). 22 is rotatably supported via a carrier support bearing B3 as will be described later.
　尚、ハブ支持用第１，第２軸受Ｂ１，Ｂ２は、ハブ軸１１と直交する投影面で見て、モータ駆動系ＭＤ（従ってモータＭ）の外径よりも径方向内方側に配置される。 The hub supporting first and second bearings B1 and B2 are arranged on the radially inner side of the outer diameter of the motor drive system MD (and therefore the motor M) when viewed in a projection plane orthogonal to the hub shaft 11. The
　次に変速機構部Ｔの一例を説明する。変速機構部Ｔは、ペダルからの踏力が入力される入力部材としての被動スプロケット２１と、被動スプロケット２１に一体に回転するよう結合されてハブ軸１１上を回転可能な変速キャリア２２と、ハブ軸１１の外周に回転自在に嵌合、支持された変速サンギヤ２３と、変速サンギヤ２３及びハブ軸１１間に介装されて変速サンギヤ２３をハブ軸１１に固定状態と回転可能状態とに切換え可能な切換手段としてのシフト機構Ｓと、変速キャリア２２に回転可能に支持されて変速サンギヤ２３に噛合する複数の変速遊星ギヤ２４と、変速遊星ギヤ２４に噛合する変速リングギヤ２５と、変速サンギヤ２３のハブ軸１１に対する前記固定状態では変速キャリア２２に入力された踏力を変速遊星ギヤ２４及び変速リングギヤ２５を介してハブケースＨの端壁部材Ｈｅに伝達させ、また前記回転可能状態では上記踏力を変速遊星ギヤ２４を介さずに端壁部材Ｈｅに伝達させる一方向伝動機構ＯＴとを備える。 Next, an example of the transmission mechanism T will be described. The transmission mechanism T includes a driven sprocket 21 as an input member to which a pedaling force from a pedal is input, a transmission carrier 22 that is coupled to the driven sprocket 21 so as to rotate integrally with the driven sprocket 21, and can rotate on the hub shaft 11. The transmission sun gear 23 is rotatably fitted and supported on the outer periphery of the motor 11, and is interposed between the transmission sun gear 23 and the hub shaft 11 so that the transmission sun gear 23 can be switched between a fixed state and a rotatable state on the hub shaft 11. A shift mechanism S as switching means, a plurality of transmission planetary gears 24 rotatably supported on the transmission carrier 22 and meshing with the transmission sun gear 23, a transmission ring gear 25 meshing with the transmission planetary gear 24, and a hub of the transmission sun gear 23 In the fixed state with respect to the shaft 11, the pedal force input to the speed change carrier 22 is transferred to the hub case via the speed change planetary gear 24 and the speed change ring gear 25. Is transmitted to the end wall member He, also in the rotatable state and a one-way transmission mechanism OT for transmitting to the end wall member He without via the transmission planetary gear 24 to the pedal force.
　被動スプロケット２１には、被動スプロケット２１を含むチェーン伝動機構を介してペダルの踏力が回転力として伝達され、その回転力が変速キャリア２２に伝わり、更に変速機構部Ｔを介してハブケースＨに伝達されて後輪を駆動する。 The pedal treading force is transmitted as a rotational force to the driven sprocket 21 through a chain transmission mechanism including the driven sprocket 21, and the rotational force is transmitted to the transmission carrier 22 and further transmitted to the hub case H through the transmission mechanism T. To drive the rear wheels.
　変速キャリア２２は、本実施形態では製作加工を容易化するために、例えば円筒状の第１キャリア半体２２Ａと、円板状の第２キャリア半体２２Ｂとより分割構成される。第１キャリア半体２２Ａの一端部２２Ａａは、キャリア軸２７の両端部を支持するキャリア軸支持壁部を一体に有しており、これにより、一端部２２Ａａは、キャリア軸２７、変速遊星ギヤ２４及び変速サンギヤ２３を介してハブ軸１１に支持される。一方、第１キャリア半体２２Ａの他端部２２Ａｂの内周と、ハブ軸１１外周に相対回転不能に嵌着（例えば圧入）されるストッパリング１７の外周との間にはキャリア支持用軸受Ｂ３が介装されており、これより、他端部２２Ａｂは、キャリア支持用軸受Ｂ３を介してハブ軸１１に回転自在に支持される。 In this embodiment, the transmission carrier 22 is divided into, for example, a cylindrical first carrier half body 22A and a disk-shaped second carrier half body 22B in order to facilitate manufacturing. One end 22Aa of the first carrier half 22A integrally has a carrier shaft support wall that supports both ends of the carrier shaft 27, whereby the one end 22Aa is connected to the carrier shaft 27 and the variable planetary gear 24. And supported by the hub shaft 11 via the transmission sun gear 23. On the other hand, between the inner periphery of the other end 22Ab of the first carrier half body 22A and the outer periphery of the stopper ring 17 that is non-rotatably fitted (for example, press-fitted) to the outer periphery of the hub shaft 11, the carrier support bearing B3. Thus, the other end 22Ab is rotatably supported by the hub shaft 11 via the carrier supporting bearing B3.
　また第１キャリア半体２２Ａの軸方向中間部の外周には、第２キャリア半体２２Ｂの内周部が圧入により嵌合、固定される。更に第１キャリア半体２２Ａの外周には、第２キャリア半体２２Ｂに隣接する被動スプロケット２１の各内周部がスプライン嵌合され、且つワッシャ２８及び止め輪２９により固定される。 Further, the inner peripheral portion of the second carrier half body 22B is fitted and fixed to the outer periphery of the intermediate portion in the axial direction of the first carrier half body 22A by press-fitting. Furthermore, each inner peripheral portion of the driven sprocket 21 adjacent to the second carrier half 22B is spline fitted to the outer periphery of the first carrier half 22A, and is fixed by a washer 28 and a retaining ring 29.
　尚、被動スプロケット２１の固定手段として、止め輪２９に代えて、他の適当な固定手段、例えばナットを使用してもよい。尚また、第１，第２キャリア半体２２Ａ，２２Ｂの相互は、他の適当な結合手段、例えば溶接、螺合、接着等により結合してもよく、或いは一体に形成してもよい。 In addition, instead of the retaining ring 29, other suitable fixing means, for example, a nut, may be used as the fixing means for the driven sprocket 21. In addition, the first and second carrier halves 22A and 22B may be coupled to each other by other suitable coupling means such as welding, screwing, bonding, or the like, or may be integrally formed.
　また第２キャリア半体２２Ｂの外周部の軸方向内側面には、モータＭ側に延びる円筒状のキャリア延出部２２Ｂａが一体に突設され、キャリア延出部２２Ｂａは、変速リングギヤ２５よりも大径の円筒状に形成される。そして、キャリア延出部２２Ｂａの外周と、端壁部材Ｈｅ（より具体的には第２端壁部材半体Ｈｅ２）の内周との対向周面間には、前述のハブ支持用第２軸受Ｂ２が介装される。 A cylindrical carrier extension 22Ba extending toward the motor M is integrally formed on the axial inner side surface of the outer peripheral portion of the second carrier half 22B, and the carrier extension 22Ba is more than the transmission ring gear 25. It is formed in a large diameter cylindrical shape. Between the outer peripheral surface of the carrier extension portion 22Ba and the opposed peripheral surface between the inner periphery of the end wall member He (more specifically, the second end wall member half body He2), the above-described second bearing for hub support is provided. B2 is interposed.
　変速リングギヤ２５は、変速遊星ギヤ２４と噛合する内歯２５ｍｇを有するリングギヤ本体部２５ｍと、リングギヤ本体部２５ｍから軸方向でモータ駆動系ＭＤとは反対側に延びるリングギヤ延出部２５ａとを一体に有しており、リングギヤ延出部２５ａは、キャリア延出部２２Ｂａにより同心状に囲繞される。リングギヤ延出部２５ａの内周と変速キャリア２２（より具体的には第１キャリア半体２２Ａの一端部２２Ａａ）外周との対向周面間には、変速リングギヤ支持用軸受Ｂ４が介装される。 The transmission ring gear 25 is integrally formed with a ring gear main body portion 25m having an inner tooth 25mg that meshes with the transmission planetary gear 24, and a ring gear extending portion 25a extending from the ring gear main body portion 25m in the opposite direction to the motor drive system MD in the axial direction. The ring gear extension 25a is concentrically surrounded by the carrier extension 22Ba. Between the inner circumference of the ring gear extension 25a and the outer circumference of the transmission carrier 22 (more specifically, the one end 22Aa of the first carrier half 22A), a transmission ring gear support bearing B4 is interposed. .
　次に一方向伝動機構ＯＴの一例を説明する。一方向伝動機構ＯＴは、変速リングギヤ２５及び端壁部材Ｈｅ間に設けられて、変速リングギヤ２５から端壁部材Ｈｅ側へのみ動力伝達を可能とする第１ワンウェイクラッチＣ１と、第１ワンウェイクラッチＣ１とは軸方向にずれた位置で変速キャリア２２及び変速リングギヤ２５間に設けられて、変速キャリア２２から変速リングギヤ２５側へのみ動力伝達を可能とする第２ワンウェイクラッチＣ２とを備える。 Next, an example of the one-way transmission mechanism OT will be described. The one-way transmission mechanism OT is provided between the transmission ring gear 25 and the end wall member He, and can transmit power from the transmission ring gear 25 only to the end wall member He side, and the first one-way clutch C1. Is provided between the speed change carrier 22 and the speed change ring gear 25 at a position shifted in the axial direction, and includes a second one-way clutch C2 capable of transmitting power only from the speed change carrier 22 to the speed change ring gear 25.
　特に本実施形態において、第１ワンウェイクラッチＣ１は、リングギヤ本体部２５ｍの外周と第１端壁部材半体Ｈｅ１の内周ボス部６３との対向周面間に介装され、また第２ワンウェイクラッチＣ２は、キャリア延出部２２Ｂａの内周とリングギヤ延出部２５ａの外周との対向周面間に介装される。 In particular, in the present embodiment, the first one-way clutch C1 is interposed between the opposed peripheral surfaces of the outer periphery of the ring gear main body portion 25m and the inner peripheral boss portion 63 of the first end wall member half body He1, and the second one-way clutch. C2 is interposed between opposing peripheral surfaces of the inner periphery of the carrier extension portion 22Ba and the outer periphery of the ring gear extension portion 25a.
　而して、第２ワンウェイクラッチＣ２の少なくとも一部（本実施形態では大部分）と、変速リングギヤ支持用軸受Ｂ４の少なくとも一部（本実施形態では全部）とは軸方向で同一位置にあり、即ち径方向にオーバラップした配置である。また第２ワンウェイクラッチＣ２の少なくとも一部（本実施形態では全部）と、ハブ支持用第２軸受Ｂ２の少なくとも一部（本実施形態では大部分）とは軸方向で同一位置にあり、即ち径方向にオーバラップした配置である。 Thus, at least a part (most part in the present embodiment) of the second one-way clutch C2 and at least a part (all in the present embodiment) of the transmission ring gear support bearing B4 are in the same position in the axial direction. That is, the arrangement is overlapped in the radial direction. Further, at least a part (all in this embodiment) of the second one-way clutch C2 and at least a part (most part in the present embodiment) of the second hub supporting bearing B2 are in the same position in the axial direction, that is, the diameter. It is an arrangement that overlaps in the direction.
　第１，第２ワンウェイクラッチＣ１，Ｃ２は、従来周知のワンウェイクラッチ構造と同様の構造を有するものであって、図示はしないが、例えば、インナレース及びアウタレース相互の対向周面のうちの何れか一方の周面に間隔をおいて設けられる複数の係合溝と、その何れか他方の周面に揺動可能に軸支されて係合溝に係脱可能な係合子（例えばラチェット爪）と、各係合子を係合溝との係止方向に弾発するばねとを備える。尚、インナレース及びアウタレースは、第１，第２ワンウェイクラッチＣ１，Ｃ２が設けられる部材と別体、後付けでもよいし、或いは一体に形成してもよい。 The first and second one-way clutches C1 and C2 have the same structure as a conventionally well-known one-way clutch structure, and although not shown, for example, any one of the opposing circumferential surfaces of the inner race and the outer race A plurality of engagement grooves provided at intervals on one peripheral surface, and an engaging member (for example, a ratchet claw) that is pivotally supported on one of the other peripheral surfaces so as to be able to engage with and disengage from the engagement groove. And a spring that repels each engaging element in a locking direction with the engaging groove. The inner race and the outer race may be separated from the members provided with the first and second one-way clutches C1 and C2, may be retrofitted, or may be formed integrally.
　また、本実施形態では、変速リングギヤ２５における第１，第２ワンウェイクラッチＣ１，Ｃ２の取付面となるリングギヤ本体部２５ｍ及びリングギヤ延出部２５ａの各外周面が同一径である。また端壁部材Ｈｅにおける第１ワンウェイクラッチＣ１の取付面となる第１端壁部材半体Ｈｅ１の内周ボス部６３の内周面と、変速キャリア２２における第２ワンウェイクラッチＣ２の取付面となるキャリア延出部２２Ｂａの内周面も同一径である。従って、第１，第２ワンウェイクラッチＣ１，Ｃ２は、同一仕様の部品を使用可能となり、部品共通化によるコスト節減が図られる。但し、第１，第２ワンウェイクラッチＣ１，Ｃ２は、動力伝達方向が互いに逆向きであるため、第１ワンウェイクラッチＣ１における係合子及び係合溝の周方向の向きは、第２ワンウェイクラッチＣ２のそれとは互いに逆向きに設定される。 In this embodiment, the outer peripheral surfaces of the ring gear main body portion 25m and the ring gear extending portion 25a, which are the attachment surfaces of the first and second one-way clutches C1 and C2 in the transmission ring gear 25, have the same diameter. In addition, the inner peripheral surface of the inner peripheral boss 63 of the first end wall member half body He1 serving as the mounting surface of the first one-way clutch C1 in the end wall member He and the mounting surface of the second one-way clutch C2 in the transmission carrier 22 are provided. The inner peripheral surface of the carrier extension 22Ba has the same diameter. Accordingly, the first and second one-way clutches C1 and C2 can use parts having the same specifications, and cost savings can be achieved by sharing parts. However, since the power transmission directions of the first and second one-way clutches C1 and C2 are opposite to each other, the circumferential direction of the engagement element and the engagement groove in the first one-way clutch C1 is the same as that of the second one-way clutch C2. They are set in opposite directions.
　次にシフト機構Ｓの一例を、主として図３～図５を参照して説明する。 Next, an example of the shift mechanism S will be described mainly with reference to FIGS.
　シフト機構Ｓは、変速サンギヤ２３の内周面に周方向に間隔をおいて凹設された複数のラチェット溝２３ａと、ハブ軸１１の外周面に周方向に間隔をおいて凹設された複数の爪収納孔１１ａと、爪収納孔１１ａに起伏揺動可能に嵌合、支持され且つその起伏揺動により爪本体部４１ａの爪先部分４１ａｓがラチェット溝２３ａに係脱し得るラチェット爪４１と、ラチェット爪４１をラチェット溝２３ａへの係合方向（即ちラチェット爪４１の起立方向）に常時付勢すべくハブ軸１１外周に弾性収縮状態で嵌装され且つラチェット爪４１の中間部４１ｍ外周に圧接するリングばね４２と、ラチェット爪４１の基端部４１ｂの爪先部分４１ｂｓが出没可能な凹部４３１ｉを内周面に有すると共に所定のロック位置・アンロック位置間を回動可能としてハブ軸１１外周に嵌合支持される操作ドラム４３と、操作ドラム４３をアンロック位置（即ち図５（Ｂ）の位置）側に回動付勢すべく操作ドラム４３に可動端４４ａを係止させる捩じりばねよりなる戻しばね４４と、ハブ軸１１外周に相対回転不能に嵌着（例えば圧入）されて戻しばね４４の固定端４４ｂを係止させるばね受けリング４５と、操作ドラム４３の外端に隣接配置されてハブ軸１１外周に相対回転不能に嵌着（例えば圧入）される操作ドラム抜止め用の固定リング４６とを備えている。 The shift mechanism S includes a plurality of ratchet grooves 23 a that are recessed in the circumferential direction on the inner circumferential surface of the transmission sun gear 23, and a plurality that are recessed in the circumferential direction on the outer circumferential surface of the hub shaft 11. A claw storage hole 11a, a ratchet claw 41 which is fitted and supported so as to be able to swing up and down in the claw storage hole 11a, and by which the claw tip portion 41as of the claw body 41a can be engaged and disengaged with the ratchet groove 23a, and a ratchet The claw 41 is fitted in the outer periphery of the hub shaft 11 in an elastically contracted state and pressed against the outer periphery of the intermediate portion 41m of the ratchet claw 41 so as to constantly urge the claw 41 in the engagement direction with the ratchet groove 23a (ie, the rising direction of the ratchet claw 41). The ring spring 42 and a recess 431i in which the tip portion 41bs of the base end portion 41b of the ratchet pawl 41 can protrude and retract are provided on the inner peripheral surface and can be rotated between a predetermined lock position and an unlock position. Then, the operation drum 43 fitted and supported on the outer periphery of the hub shaft 11 and the movable end 44a is provided on the operation drum 43 so as to urge the operation drum 43 to the unlock position (namely, the position of FIG. 5B). A return spring 44 made of a torsion spring to be locked, a spring receiving ring 45 fitted to the outer periphery of the hub shaft 11 so as not to be relatively rotatable (for example, press-fitted) to lock the fixed end 44b of the return spring 44, and an operation drum 43 and a fixing ring 46 for retaining the operation drum, which is disposed adjacent to the outer end of 43 and fitted into the outer periphery of the hub shaft 11 so as not to be relatively rotatable (for example, press-fitted).
　操作ドラム４３は、相対回転不能に相互が連結（例えば噛み合い結合）される第１，第２ドラム半体４３１，４３２より分割構成される。第２ドラム半体４３２の外端からは、操作ドラム４３の周方向に間隔をおいて並ぶ複数の操作杆部４３２ｔが軸方向外方側に一体に延出している。そして、各操作杆部４３２ｔは、固定リング４６及びストッパリング１７の各内周面にそれぞれ凹設した挿通溝を緩く貫通して変速キャリア２２の外方に突出する。操作杆部４３２ｔは、後述する操作ユニットＣＵにより操作ドラム４３をロック位置・アンロック位置間で回動操作できるようになっている。 The operation drum 43 is divided into first and second drum halves 431 and 432 that are connected to each other so as not to rotate relative to each other (for example, meshing and coupling). From the outer end of the second drum half 432, a plurality of operating rod portions 432t arranged at intervals in the circumferential direction of the operating drum 43 are integrally extended outward in the axial direction. Each operation lever 432t protrudes outwardly from the speed change carrier 22 through the insertion grooves formed in the inner peripheral surfaces of the fixing ring 46 and the stopper ring 17 respectively. The operation lever 432t can rotate the operation drum 43 between a lock position and an unlock position by an operation unit CU described later.
　而して、操作ドラム４３が、図５（Ｂ）に示すアンロック位置に保持されるときは、操作ドラム４３に連動するラチェット爪４１の爪本体部４１ａがリングばね４２の付勢力に抗してラチェット溝２３ａから離脱した状態（即ち爪収納孔１１ａへの収納状態）におかれる。これにより、変速サンギヤ２３がハブ軸１１に対し回転可能状態となり、変速遊星ギヤ２４も変速サンギヤ２３と同様、フリー回転可能である。そのため、踏力に応動した変速キャリア２２の回転は、第２ワンウェイクラッチＣ２、変速リングギヤ２５、第１ワンウェイクラッチＣ１を経て端壁部材Ｈｅ従ってハブケースＨに直接（即ち変速遊星ギヤ２４を介さずに）伝達される。かくして、変速機構部Ｔにおいて第１速が確立する。 Thus, when the operation drum 43 is held at the unlock position shown in FIG. 5B, the claw body 41a of the ratchet claw 41 interlocked with the operation drum 43 resists the urging force of the ring spring 42. Thus, it is placed in a state of being detached from the ratchet groove 23a (ie, stored in the claw storage hole 11a). As a result, the transmission sun gear 23 becomes rotatable with respect to the hub shaft 11, and the transmission planetary gear 24 is free to rotate as well as the transmission sun gear 23. Therefore, the rotation of the speed change carrier 22 in response to the pedaling force is directly transmitted to the end wall member He and thus to the hub case H via the second one-way clutch C2, the speed change ring gear 25, and the first one-way clutch C1 (that is, not via the speed change planetary gear 24). Communicated. Thus, the first speed is established in the transmission mechanism T.
　それに対し、操作ドラム４３が戻しばね４４に抗して図４（Ｂ）に示すロック位置に保持されるときは、操作ドラム４３より解放されたラチェット爪４１が、リングばね４２の付勢力に基づきラチェット溝２３ａへの係止状態に切換わるため、変速サンギヤ２３がハブ軸１１に対し接続即ち固定状態となって回転不能となる。これにより、変速サンギヤ２３と噛合する変速遊星ギヤ２４が、変速キャリア２２の回転に伴いハブ軸１１回りを公転しつつ変速キャリア軸２７回りを自転するため、変速キャリア２２の回転は、変速遊星ギヤ２４で増速されて変速リングギヤ２５に伝達され、その増速された変速リングギヤ２５の回転が第２ワンウェイクラッチＣ２を経て端壁部材Ｈｅ従ってハブケースＨに伝達される。かくして、変速機構部Ｔにおいて第１速よりも増速された第２速が確立する。 On the other hand, when the operation drum 43 is held at the lock position shown in FIG. 4B against the return spring 44, the ratchet pawl 41 released from the operation drum 43 is based on the biasing force of the ring spring 42. Since the state is switched to the latched state in the ratchet groove 23a, the transmission sun gear 23 is connected to the hub shaft 11, that is, in a fixed state and cannot be rotated. As a result, the speed change planetary gear 24 meshed with the speed change sun gear 23 revolves around the speed change carrier shaft 27 while revolving around the hub shaft 11 as the speed change carrier 22 rotates, so that the speed change planet 22 rotates. The speed is increased at 24 and transmitted to the transmission ring gear 25, and the increased rotation of the transmission ring gear 25 is transmitted to the end wall member He and thus to the hub case H via the second one-way clutch C <b> 2. Thus, the second speed increased from the first speed in the transmission mechanism T is established.
　ところでハブ軸１１の外周には、シフト機構Ｓを切換操作するための操作ユニットＣＵのユニットケースＣＵｃが、変速キャリア２２の軸方向外方側に隣接した位置でナット１８により固定される。ユニットケースＣＵｃ内には、シフト機構Ｓの操作杆部４３２ｔに係合して操作ドラム４３を回動操作し得る作動板７１が回動可能に収容、支持される。 Incidentally, a unit case CUc of an operation unit CU for switching the shift mechanism S is fixed to the outer periphery of the hub shaft 11 by a nut 18 at a position adjacent to the outer side in the axial direction of the transmission carrier 22. In the unit case CUc, an operation plate 71 that can engage with the operation lever portion 432t of the shift mechanism S and can rotate the operation drum 43 is accommodated and supported in a rotatable manner.
　作動板７１には、ユニットケースＣＵｃ外に張り出して作動板７１を回動操作可能な操作レバー７２が連結され、操作レバー７２は、外部から遠隔操作可能である。従って、乗員は、手元操作で操作ユニットＣＵを操作でき、その操作入力に基づいてシフト機構Ｓの操作ドラム４３をロック位置・アンロック位置の何れかに選択的に切換えることにより、前述の第１速と第２速の変速切換操作を任意に行うことができる。 The operation plate 71 is connected to an operation lever 72 that protrudes outside the unit case CUc and can rotate the operation plate 71. The operation lever 72 can be remotely operated from the outside. Therefore, the occupant can operate the operation unit CU by hand operation, and by selectively switching the operation drum 43 of the shift mechanism S to either the lock position or the unlock position based on the operation input, the first operation described above is performed. The speed change operation between the second speed and the second speed can be arbitrarily performed.
　次にモータ駆動系ＭＤの一例を説明する。モータ駆動系ＭＤは、電動式のモータＭと、モータＭの駆動力を減速してハブケースＨの端壁部材Ｈｅに伝達する減速機構部Ｒとを備える。 Next, an example of the motor drive system MD will be described. The motor drive system MD includes an electric motor M and a speed reduction mechanism R that decelerates the driving force of the motor M and transmits it to the end wall member He of the hub case H.
　モータＭは、例えば、一端部３１ａが開放され且つ端壁部材Ｈｅに対向する有底円筒状のモータケース３１と、モータケース３１の胴部内周面に固着したステータ３２と、ステータ３２の径方向内方側に配置される永久磁石付きロータ３３と、ロータ３３を外周部に固定する円筒状のモータ軸３４とを備える。モータ軸３４は、ハブ軸１１外周に一対のモータ軸支持用第１，第２軸受Ｂ５，Ｂ５′を介して回転自在に嵌合、支持される。 The motor M includes, for example, a bottomed cylindrical motor case 31 that is open at one end 31 a and faces the end wall member He, a stator 32 that is fixed to the inner peripheral surface of the body portion of the motor case 31, and the radial direction of the stator 32. A rotor 33 with a permanent magnet disposed on the inner side and a cylindrical motor shaft 34 for fixing the rotor 33 to the outer peripheral portion are provided. The motor shaft 34 is rotatably fitted and supported on the outer periphery of the hub shaft 11 via a pair of motor shaft support first and second bearings B5 and B5 '.
　モータケース３１の底壁となる端壁部３１ｂの、ボス状をなす内周部は、例えばハブ軸１１の外周に嵌合固定（本実施形態では圧入）したボス部材３５の外周に嵌合固定（本実施形態ではスプライン圧入）される。尚、本実施形態とは異なる固定手段（例えば、スプラインと止め輪の併用、螺合等）により、端壁部３１ｂの内周部をハブ軸１１外周に固定してもよい。 A boss-like inner peripheral portion of the end wall portion 31b that becomes the bottom wall of the motor case 31 is fitted and fixed to the outer periphery of a boss member 35 that is fitted and fixed to the outer periphery of the hub shaft 11 (press-fit in this embodiment), for example. (In this embodiment, spline press-fitting). Note that the inner peripheral portion of the end wall portion 31b may be fixed to the outer periphery of the hub shaft 11 by a fixing means (for example, combined use of a spline and a retaining ring, screwing or the like) different from the present embodiment.
　またモータケース３１の端壁部３１ｂ外面には、モータＭ（より具体的にはステータ３２のコイル部）への通電制御を行う電子制御装置ＥＣＵが付設される。電子制御装置ＥＣＵから延びる配線は、ハブ支持リング１５ｒの貫通孔を通して外部に引き出される。尚、その配線は、図示しない踏力検出手段や車載バッテリ等に接続される。 Further, on the outer surface of the end wall portion 31b of the motor case 31, an electronic control unit ECU for controlling energization to the motor M (more specifically, the coil portion of the stator 32) is attached. The wiring extending from the electronic control unit ECU is drawn out through the through hole of the hub support ring 15r. Note that the wiring is connected to a pedaling force detection means, an in-vehicle battery or the like (not shown).
　次に減速機構部Ｒの一例を説明する。減速機構部Ｒは、モータＭにより回転駆動される減速サンギヤ５１と、減速サンギヤ５１に噛合する第１ギヤ５２ａ、及び第１ギヤ５２ａに対し小径且つ同軸に並ぶ第２ギヤ５２ｂを一体的に結合してなる複数の減速遊星ギヤ５２と、減速遊星ギヤ５２を回転自在に支持する減速キャリア５３と、モータケース３１の一端部３１ａに嵌着されて第１ギヤ５２ａに噛合する第１減速リングギヤ５４と、第２ギヤ５２ｂに噛合する第２減速リングギヤ５５とを備える。 Next, an example of the deceleration mechanism R will be described. The reduction mechanism R integrally couples a reduction sun gear 51 that is rotationally driven by the motor M, a first gear 52a that meshes with the reduction sun gear 51, and a second gear 52b that is arranged coaxially with the first gear 52a. A plurality of reduction planetary gears 52, a reduction carrier 53 that rotatably supports the reduction planetary gear 52, and a first reduction ring gear 54 that is fitted to one end 31a of the motor case 31 and meshes with the first gear 52a. And a second reduction ring gear 55 that meshes with the second gear 52b.
　減速サンギヤ５１は、後述する減速キャリア支持用第１軸受Ｂ６に隣接してハブ軸１１外周に圧入、固定される。尚、減速サンギヤ５１の固定手段としては、本実施形態とは異なる固定手段、例えば溶接、カシメ、接着、スプライン嵌合及び止め輪の併用等を採用してもよい。 The reduction sun gear 51 is press-fitted and fixed to the outer periphery of the hub shaft 11 adjacent to a reduction carrier supporting first bearing B6 described later. In addition, as a fixing means of the reduction sun gear 51, a fixing means different from the present embodiment, for example, welding, caulking, adhesion, spline fitting, and a combined use of a retaining ring may be employed.
　減速キャリア５３は、各々の減速遊星ギヤ５２を回転自在に貫通、支持する減速キャリア軸５６と、減速キャリア軸５６の一端部を固定する第１側壁部ｓ１を有する第１キャリア半体５３ａと、第１側壁部ｓ１との間に減速遊星ギヤ５２を挟み且つ減速キャリア軸５６の他端部を固定する第２側壁部ｓ２を有する第２キャリア半体５３ｂとを備える。第１キャリア半体５３ａは、複数の連結腕部５３ａｕを一体に有しており、連結腕部５３ａｕの先部が、第２キャリア半体５３ｂに固定される。 The reduction carrier 53 includes a reduction carrier shaft 56 that rotatably penetrates and supports each reduction planetary gear 52, a first carrier half 53a having a first side wall portion s1 that fixes one end of the reduction carrier shaft 56, and A second carrier half 53b having a second side wall portion s2 that sandwiches the reduction planetary gear 52 between the first side wall portion s1 and fixes the other end portion of the reduction carrier shaft 56; The first carrier half 53a integrally has a plurality of connecting arm portions 53au, and the tip of the connecting arm portion 53au is fixed to the second carrier half 53b.
　第１側壁部ｓ１は、第１キャリア半体５３ａの内周及びモータ軸３４の対向周面間に介装した減速キャリア支持用第１軸受Ｂ６を介してモータ軸３４（従ってモータ軸３４を介してハブ軸１１）に回転自在に支持される。一方、第２側壁部ｓ２は、第２キャリア半体５３ｂの内周及びハブ軸１１の対向周面間に介装した減速キャリア支持用第２軸受Ｂ６′を介してハブ軸１１に回転自在に支持される。尚、ハブ軸１１外周には、減速キャリア支持用第２軸受Ｂ６′のインナレースに係合して第２軸受Ｂ６′（従って減速キャリア５３）をハブ軸１１上に保持するための固定リング５７が嵌着（例えば圧入）される。 The first side wall portion s1 is connected to the motor shaft 34 (and thus via the motor shaft 34) via the first carrier B6 for speed reduction carrier support interposed between the inner periphery of the first carrier half 53a and the opposed peripheral surface of the motor shaft 34. The hub shaft 11) is rotatably supported. On the other hand, the second side wall portion s2 is rotatable on the hub shaft 11 via the second carrier B6 ′ for supporting the speed reduction carrier interposed between the inner periphery of the second carrier half 53b and the opposed peripheral surface of the hub shaft 11. Supported. On the outer periphery of the hub shaft 11, a fixing ring 57 for engaging the inner race of the second bearing B 6 ′ for supporting the deceleration carrier and holding the second bearing B 6 ′ (and hence the deceleration carrier 53) on the hub shaft 11. Is inserted (for example, press-fitted).
　第１減速リングギヤ５４は、第１ギヤ５２ａと噛合する内歯５４ｍｇを有するリングギヤ本体部５４ｍと、リングギヤ本体部５４ｍから軸方向でモータケース３１外に延出するリングギヤ延出部５４ａとを一体に有する。 The first reduction ring gear 54 is integrally formed with a ring gear main body portion 54m having an inner tooth 54mg that meshes with the first gear 52a and a ring gear extension portion 54a that extends from the ring gear main body portion 54m to the outside of the motor case 31 in the axial direction. Have.
　ところで端壁部材Ｈｅ、特に第２端壁部材半体Ｈｅ２の軸方向内側面には、軸方向内方側に延出してハブケース本体Ｈｍ内周に嵌合する円筒状の外側延出部６１が一体に突設され、また第２端壁部材半体Ｈｅ２の軸方向内側面の内周部には、軸方向内方側に延出し且つ外側延出部６１により同心状に囲繞される円筒状の内側延出部６２が一体に突設される。そして、第１減速リングギヤ５４のリングギヤ延出部５４ａが、外側延出部６１及び内側延出部６２の相互間に画成される環状空隙に突入している。 By the way, on the inner side surface in the axial direction of the end wall member He, particularly the second end wall member half body He2, there is a cylindrical outer extending portion 61 that extends inward in the axial direction and fits into the inner periphery of the hub case body Hm. A cylindrical shape projecting integrally and extending inward in the axial direction and concentrically surrounded by an outer extending portion 61 on the inner peripheral portion of the inner end surface in the axial direction of the second end wall member half body He <b> 2. The inner extending portion 62 is integrally projected. The ring gear extension 54 a of the first reduction ring gear 54 enters an annular gap defined between the outer extension 61 and the inner extension 62.
　またリングギヤ延出部５４ａの内周と内側延出部６２の外周との間には、第１減速リングギヤ５４をハブケースＨ（より具体的には第２端壁部材半体Ｈｅ２）を介して回転自在に支持させる第１減速リングギヤ支持用軸受Ｂ７が介装される。従って、リングギヤ延出部５４ａの内周面が上記軸受Ｂ７の第１減速リングギヤ５４側の取付面となる。 Further, between the inner periphery of the ring gear extension 54a and the outer periphery of the inner extension 62, the first reduction ring gear 54 is rotated via the hub case H (more specifically, the second end wall member half body He2). A first reduction ring gear support bearing B7 to be freely supported is interposed. Accordingly, the inner peripheral surface of the ring gear extending portion 54a becomes the mounting surface on the first reduction ring gear 54 side of the bearing B7.
　而して、モータＭに駆動される減速サンギヤ５１の回転が減速遊星ギヤ５２の第１ギヤ５２ａに伝えられると、第１減速リングギヤ５４がモータケース３１に固定されていることから、減速キャリア５３に回転可能に支持された減速遊星ギヤ５２がハブ軸１１回りを公転しながら減速キャリア軸５６回りに自転する。そして、この減速遊星ギヤ５２の公転及び自転が第２ギヤ５２ｂから第２減速リングギヤ５５に伝達されることで、後述するように、駆動用電動モータ４の回転をハブケースＨに高い減速比で伝達可能となる。 Thus, when the rotation of the reduction sun gear 51 driven by the motor M is transmitted to the first gear 52 a of the reduction planetary gear 52, the first reduction ring gear 54 is fixed to the motor case 31. The reduction planetary gear 52 supported so as to rotate freely rotates around the reduction carrier shaft 56 while revolving around the hub shaft 11. Then, the revolution and rotation of the reduction planetary gear 52 are transmitted from the second gear 52b to the second reduction ring gear 55, so that the rotation of the drive electric motor 4 is transmitted to the hub case H at a high reduction ratio, as will be described later. It becomes possible.
　次に、第１実施形態の作用を説明する。電動補助自転車の走行中、搭乗者によるペダルの踏力は、変速機構部Ｔを介して二段階（第１速又は第２速）に変速されて端壁部材Ｈｅ、従ってハブケースＨに伝達される。 Next, the operation of the first embodiment will be described. During the travel of the battery-assisted bicycle, the pedaling force of the pedal by the occupant is shifted in two stages (first speed or second speed) via the speed change mechanism T and transmitted to the end wall member He and thus the hub case H.
　例えば、シフト機構Ｓの操作ドラム４３がアンロック位置に在って、変速サンギヤ２３とハブ軸１１間の接続が解除されているときは、変速キャリア２２の回転が第２ワンウェイクラッチＣ２、変速リングギヤ２５、第１ワンウェイクラッチＣ１を経て直接、端壁部材Ｈｅに伝達される。これにより、後輪の一部であるハブケースＨが変速キャリア２２と同じ回転数で回転する。 For example, when the operation drum 43 of the shift mechanism S is in the unlocked position and the connection between the transmission sun gear 23 and the hub shaft 11 is released, the rotation of the transmission carrier 22 is rotated by the second one-way clutch C2, the transmission ring gear. 25, directly transmitted to the end wall member He via the first one-way clutch C1. As a result, the hub case H that is a part of the rear wheel rotates at the same rotational speed as that of the transmission carrier 22.
　一方、シフト機構Ｓの操作ドラム４３がロック位置に在って、変速サンギヤ２３がハブ軸１１に固定されているときは、変速キャリア２２の回転が変速遊星ギヤ２４及び変速リングギヤ２５を経て増速されて端壁部材Ｈｅに伝達される。これにより、ハブケースＨが、変速キャリア２２の回転に対し増速されて回転する。 On the other hand, when the operation drum 43 of the shift mechanism S is in the locked position and the transmission sun gear 23 is fixed to the hub axle 11, the rotation of the transmission carrier 22 is increased through the transmission planetary gear 24 and the transmission ring gear 25. And transmitted to the end wall member He. As a result, the hub case H rotates at an increased speed relative to the rotation of the transmission carrier 22.
　尚、変速キャリア２２及び変速リングギヤ２５間には第２ワンウェイクラッチＣ２が、また変速リングギヤ２５及び端壁部材Ｈｅ間には第１ワンウェイクラッチＣ１がそれぞれ介装されるため、例えば、下り坂において、ペダルの回転が遅くハブケースＨの回転が速い場合でも、ハブケースＨの回転がペダル側に伝達されることはない。 The second one-way clutch C2 is interposed between the transmission carrier 22 and the transmission ring gear 25, and the first one-way clutch C1 is interposed between the transmission ring gear 25 and the end wall member He. Even when the pedal rotation is slow and the hub case H is fast, the rotation of the hub case H is not transmitted to the pedal side.
　また、電動補助自転車の走行中、図示しない負荷検出手段により後輪の走行負荷増大が検出されると、電子制御装置ＥＣＵからモータＭに通電がなされ、モータ軸３４の回転が減速機構部Ｒを経て十分に減速されて端壁部材Ｈｅ従ってハブケースＨに伝達される。これにより、踏力不足がモータＭの駆動力で補助されるため、例えば、登り坂でも無理なく走行可能となる。 In addition, when an increase in the rear wheel driving load is detected by a load detection means (not shown) during driving of the battery-assisted bicycle, the motor M is energized from the electronic control unit ECU, and the rotation of the motor shaft 34 causes the speed reduction mechanism R to rotate. After that, it is sufficiently decelerated and transmitted to the end wall member He and therefore to the hub case H. As a result, insufficient pedaling force is assisted by the driving force of the motor M, so that it is possible to travel without difficulty even on an uphill.
　また本実施形態の変速機構部Ｔにおいては、端壁部材Ｈｅ及び変速リングギヤ２５間に介装した第１ワンウェイクラッチＣ１と、変速リングギヤ２５及び変速キャリア２２間に介装した第２ワンウェイクラッチＣ２とが、互いに軸方向にずれた位置で変速リングギヤ２５上（より具体的には変速リングギヤ本体２５ｍ及びリングギヤ延出部２５ａの各外周面）に直列配置され、更に変速キャリア２２と端壁部材Ｈｅ間に介装されるハブ支持用第２軸受Ｂ２が、第２ワンウェイクラッチＣ２の大部分と軸方向で同一位置となる（即ち径方向にオーバラップする）ようにして第２ワンウェイクラッチＣ２の周囲を取り囲む配置となっている。これにより、第１，第２ワンウェイクラッチＣ１，Ｃ２、並びにハブ支持用第２軸受Ｂ２の三者が軸方向に並ぶ従来構造に比べて変速機構部Ｔが軸方向に小型化されるため、それだけ動力ユニットＵの小型化が達成される。 In the transmission mechanism T of the present embodiment, the first one-way clutch C1 interposed between the end wall member He and the transmission ring gear 25, and the second one-way clutch C2 interposed between the transmission ring gear 25 and the transmission carrier 22; Are arranged in series on the transmission ring gear 25 (more specifically, the outer peripheral surfaces of the transmission ring gear main body 25m and the ring gear extension 25a) at positions shifted in the axial direction, and further between the transmission carrier 22 and the end wall member He. The second bearing B2 for supporting the hub interposed between the second one-way clutch C2 and the second one-way clutch C2 is positioned so as to be in the same position in the axial direction (that is, overlaps in the radial direction) with the majority of the second one-way clutch C2. Surrounding arrangement. As a result, the transmission mechanism T is reduced in the axial direction compared to the conventional structure in which the first and second one-way clutches C1 and C2 and the hub supporting second bearing B2 are arranged in the axial direction. Miniaturization of the power unit U is achieved.
　また第１，第２ワンウェイクラッチＣ１，Ｃ２が、上記のように変速リングギヤ２５上に直列配置される一方で、ハブケースＨの一端壁部、即ち端壁部材Ｈｅには、モータ駆動系ＭＤからの動力が入力される被動部（より具体的には第２端壁部材半体Ｈｅ２の内側延出部６２）が設けられる。これにより、端壁部材Ｈｅが動力を受ける被動部としては、モータ駆動系ＭＤからの被動部（第２端壁部材半体Ｈｅ２の内側延出部６２）と第１ワンウェイクラッチＣ１からの被動部（第１端壁部材半体Ｈｅ１の内周ボス部６３）しかなく、それだけ端壁部材Ｈｅの小型化や構造簡素化が図られ、延いては動力ユニットＵの小型化が図られる。 The first and second one-way clutches C1 and C2 are arranged in series on the transmission ring gear 25 as described above, while one end wall portion of the hub case H, that is, the end wall member He is provided from the motor drive system MD. A driven portion to which power is input (more specifically, the inner extending portion 62 of the second end wall member half body He2) is provided. As a result, the driven portion from which the end wall member He receives power includes the driven portion from the motor drive system MD (the inner extending portion 62 of the second end wall member half body He2) and the driven portion from the first one-way clutch C1. There is only (the inner peripheral boss portion 63 of the first end wall member half body He1), so that the end wall member He can be reduced in size and structure, and the power unit U can be further reduced in size.
　また変速リングギヤ２５は、変速遊星ギヤ２４と噛合する内歯２５ｍｇを有するリングギヤ本体部２５ｍと、リングギヤ本体部２５ｍから軸方向外方に延びるリングギヤ延出部２５ａとを有しており、第２ワンウェイクラッチＣ２がリングギヤ延出部２５ａの外周とキャリア延出部２２Ｂａの内周との間に介装される。これにより、第１，第２ワンウェイクラッチＣ１，Ｃ２の軸方向合計幅が変速遊星ギヤ２４の歯幅より長くても、両クラッチＣ１，Ｃ２を、互いに軸方向に隣接させた状態で変速リングギヤ２５上に無理なく直列配置可能となる。 The transmission ring gear 25 includes a ring gear main body portion 25m having an inner tooth 25mg meshing with the transmission planetary gear 24, and a ring gear extending portion 25a extending axially outward from the ring gear main body portion 25m. The clutch C2 is interposed between the outer periphery of the ring gear extension 25a and the inner periphery of the carrier extension 22Ba. As a result, even if the total axial width of the first and second one-way clutches C1 and C2 is longer than the tooth width of the transmission planetary gear 24, both the clutches C1 and C2 are axially adjacent to each other, and the transmission ring gear 25 Can be placed in series without difficulty.
　更にリングギヤ延出部２５ａの内周と変速キャリア２２との対向周面間には変速リングギヤ支持用軸受Ｂ４が介装されており、この変速リングギヤ支持用軸受Ｂ４は、第２ワンウェイクラッチＣ２の大部分と軸方向で同一位置に配置される。これにより、変速リングギヤ２５は、これが第１，第２ワンウェイクラッチＣ１，Ｃ２の前記した直列配置に伴い軸方向に長くなっても、変速リングギヤ支持用軸受Ｂ４を介して変速キャリア２２に安定よく支持されるから、変速遊星ギヤ２４との歯当たりも良好であり、変速遊星ギヤ２４がスムーズ且つ静粛に回転可能となる。しかも変速リングギヤ支持用軸受Ｂ４は、これがリングギヤ延出部２５ａと径方向に一部オーバラップすることで、該軸受Ｂ４の軸方向張出しが抑えられることから、動力ユニットＵの軸方向小型化が図られる。 Further, a transmission ring gear support bearing B4 is interposed between the inner periphery of the ring gear extension 25a and the opposed peripheral surface of the transmission carrier 22, and this transmission ring gear support bearing B4 is a large one of the second one-way clutch C2. Arranged in the same position in the axial direction as the part. As a result, the transmission ring gear 25 is stably supported on the transmission carrier 22 via the transmission ring gear support bearing B4 even if the transmission ring gear 25 becomes longer in the axial direction due to the series arrangement of the first and second one-way clutches C1 and C2. Therefore, the tooth contact with the speed change planetary gear 24 is good, and the speed change planetary gear 24 can rotate smoothly and quietly. Moreover, since the transmission ring gear support bearing B4 partially overlaps the ring gear extension 25a in the radial direction, the axial extension of the bearing B4 is suppressed, so that the power unit U can be downsized in the axial direction. It is done.
　また、本実施形態の減速機構部Ｒにおいては、減速遊星ギヤ５２が同軸に並ぶ第１，第２ギヤ５２ａ，５２ｂを有し、第１ギヤ５２ａに噛合する第１減速リングギヤ５４が有底筒状のモータケース３１の一端部３１ａに嵌着され、第２ギヤ５２ｂに噛合する第２減速リングギヤ５５が端壁部材Ｈｅ（より具体的には第２端壁部材半体Ｈｅ２の内側延出部６２の内周）に設けられ、第１減速リングギヤ５４と、端壁部材Ｈｅ（より具体的には上記内側延出部６２の外周）との間には、第１減速リングギヤ支持用軸受Ｂ７が介装される。これにより、減速機構部Ｒは、高い減速比を確保しながらも、その減速比確保のための第１，第２減速リングギヤ５４，５５の支持剛性が、端壁部材Ｈｅを活用して十分に確保可能である。 In the speed reduction mechanism R of the present embodiment, the reduction planetary gear 52 has first and second gears 52a and 52b arranged coaxially, and the first reduction ring gear 54 meshed with the first gear 52a is a bottomed cylinder. The second reduction ring gear 55 fitted to the one end 31a of the motor case 31 and meshed with the second gear 52b is connected to the end wall member He (more specifically, the inner extension of the second end wall member half He2). 62, and a first reduction ring gear support bearing B7 is provided between the first reduction ring gear 54 and the end wall member He (more specifically, the outer periphery of the inner extension 62). Intervened. As a result, the speed reduction mechanism R has sufficient support rigidity of the first and second speed reduction ring gears 54 and 55 for securing the speed reduction ratio while ensuring a high speed reduction ratio by utilizing the end wall member He. It can be secured.
　特に第１減速リングギヤ５４は、これがモータケース３１の一端部３１ａ、即ち自由端部（開放端部）に固定されていて、ハブ軸１１に対しては片持ち支持形態であるが、この第１減速リングギヤ５４のリングギヤ延出部５４ａを、第１減速リングギヤ支持用軸受Ｂ７を介して端壁部材Ｈｅに支持させたことで、第１減速リングギヤ５４が実質的に両持ち支持形態となって支持が安定し、軸ずれ防止に有効である。従って、第１減速リングギヤ５４にモータＭの回転振動が直接伝達されても、第１減速リングギヤ５４の振動を極力抑制できるため、第１減速リングギヤ５４と減速遊星ギヤ５２（より具体的には第１ギヤ５２ａ）との噛合部の歯当たりを良好にして耐久性を高めることができ、また噛合部からの騒音の発生を低減可能となる。 In particular, the first reduction ring gear 54 is fixed to one end 31 a of the motor case 31, that is, a free end (open end), and is in a cantilevered form with respect to the hub shaft 11. The ring gear extension 54a of the reduction ring gear 54 is supported by the end wall member He via the first reduction ring gear support bearing B7, so that the first reduction ring gear 54 is supported in a substantially doubly supported form. Is stable and effective in preventing shaft misalignment. Therefore, even if the rotational vibration of the motor M is directly transmitted to the first reduction ring gear 54, the vibration of the first reduction ring gear 54 can be suppressed as much as possible. Therefore, the first reduction ring gear 54 and the reduction planetary gear 52 (more specifically, the first reduction ring gear 54). It is possible to improve the durability by making the contact of the meshing portion with the 1 gear 52a) good, and to reduce the generation of noise from the meshing portion.
　また上記のようにモータケース３１の一端部３１ａを第１減速リングギヤ５４及び第１減速リングギヤ支持用軸受Ｂ７を介してハブケースＨ側に支持させたことで、ハブ軸１１にモータケース３１の一端部３１ａ側を支持させる必要はなくなり、それに伴い、ハブ軸１１周囲にスペースの余裕が生じる。そして、本実施形態では、このスペースを利用して、減速キャリア５３の両側壁部ｓ１，ｓ２（第１，第２キャリア半体５３ａ，５３ｂ）を減速キャリア支持用第１，第２軸受Ｂ６，Ｂ６′を介してハブ軸１１上に支持するため、軸方向に幅広の減速キャリア５３を、軸方向に長い支持スパンを以て両持ち支持可能となる。これにより、動力ユニットＵの小型化を図りながら減速キャリア５３の安定支持が図られる。 Further, as described above, the one end portion 31a of the motor case 31 is supported on the hub case H side via the first reduction ring gear 54 and the first reduction ring gear support bearing B7. It is not necessary to support the 31a side, and accordingly, there is a space around the hub shaft 11. In this embodiment, by using this space, both side walls s1, s2 (first and second carrier halves 53a, 53b) of the speed reduction carrier 53 are connected to the speed reduction carrier supporting first and second bearings B6, B6. Since it is supported on the hub axle 11 via B6 ', the deceleration carrier 53 that is wide in the axial direction can be supported at both ends with a long support span in the axial direction. Thereby, the stable support of the deceleration carrier 53 is achieved, aiming at size reduction of the power unit U.
　さらに本実施形態の第１減速リングギヤ５４は、モータケース３１の一端部３１ａよりモータケース３１外に軸方向に延出するリングギヤ延出部５４ａを一体に有していて、このリングギヤ延出部５４ａの周面が、第１減速リングギヤ支持用軸受Ｂ７の取付面とされているため、モータケース３１自体を特別に大径化しなくても十分な軸受径を確保可能となる。 Further, the first reduction ring gear 54 of the present embodiment integrally has a ring gear extension 54a that extends in the axial direction from the one end 31a of the motor case 31 to the outside of the motor case 31, and this ring gear extension 54a. Since the peripheral surface is the mounting surface of the first reduction ring gear support bearing B7, a sufficient bearing diameter can be secured without specially increasing the diameter of the motor case 31 itself.
第２の実施の形態Second embodiment
　次に、図６に基づいて、本発明の第２実施形態を説明する。第２実施形態では、第１減速リングギヤ支持用軸受Ｂ７が、第１減速リングギヤ５４のリングギヤ延出部５４ａ′の外周と第２端壁部材半体Ｈｅ２の外側延出部６１′の内周との間に介装されていて、リングギヤ延出部５４ａ′の外周面及び外側延出部６１′の内周面が第１減速リングギヤ支持用軸受Ｂ７の取付面となる点だけが、第１実施形態と相違する。 Next, a second embodiment of the present invention will be described based on FIG. In the second embodiment, the first reduction ring gear support bearing B7 includes the outer periphery of the ring gear extension 54a 'of the first reduction ring gear 54 and the inner periphery of the outer extension 61' of the second end wall member half body He2. In the first embodiment, only the outer peripheral surface of the ring gear extension 54a 'and the inner peripheral surface of the outer extension 61' serve as the mounting surface of the first reduction ring gear support bearing B7. It differs from the form.
　第２実施形態の電動補助自転車用動力ユニットＵのその他の構成は、第１実施形態の動力ユニットＵと同じであるので、図６において各構成要素には、第１実施形態の対応する構成要素と同じ参照符号を付すにとどめ、これ以上の構造説明は省略する。而して、第２実施形態においても、第１実施形態と同様の作用効果が期待できる。 Since the other configuration of the power assisted bicycle power unit U of the second embodiment is the same as that of the power unit U of the first embodiment, each component in FIG. 6 corresponds to the corresponding component of the first embodiment. Only the same reference numerals are attached, and further description of the structure is omitted. Thus, also in the second embodiment, the same effect as the first embodiment can be expected.
第３の実施の形態Third embodiment
　次に、図７に基づいて、本発明の第３実施形態を説明する。第１，第２実施形態では、端壁部材Ｈｅの軸方向内側面に各々突設した外側延出部６１，６１′及び内側延出部６２，６２′の対向周面間に環状空隙を画成し、その環状空隙に第１減速リングギヤ５４のリングギヤ延出部５４ａ，５４ａ′を突入させ、その環状空隙に臨むリングギヤ延出部５４ａ，５４ａ′の周面を第１減速リングギヤ支持用軸受Ｂ７の取付面としている。 Next, a third embodiment of the present invention will be described based on FIG. In the first and second embodiments, an annular gap is defined between the opposed peripheral surfaces of the outer extending portions 61 and 61 ′ and the inner extending portions 62 and 62 ′ that protrude from the inner side surface in the axial direction of the end wall member He. The ring gear extension portions 54a and 54a 'of the first reduction ring gear 54 are inserted into the annular gap, and the circumferential surfaces of the ring gear extension portions 54a and 54a' facing the annular gap are provided with the first reduction ring gear support bearing B7. The mounting surface.
　これに対し第３実施形態では、端壁部材Ｈｅの軸方向内側面に突設した外側延出部６１″の内周側に内側延出部６２″を一体に連設して、内側延出部６２″（従って第２減速リングギヤ５５）の剛性強度を高めており、また第１減速リングギヤ５４のリングギヤ延出部５４ａ″の延出端が内側延出部６２″の延出端と対向近接している。 On the other hand, in the third embodiment, an inner extending portion 62 ″ is integrally connected to the inner peripheral side of the outer extending portion 61 ″ projecting on the inner side surface in the axial direction of the end wall member He to extend the inner side. The rigidity of the portion 62 ″ (and hence the second reduction ring gear 55) is increased, and the extension end of the ring gear extension 54a ″ of the first reduction ring gear 54 is opposed to the extension end of the inner extension 62 ″. is doing.
　第３実施形態の電動補助自転車用動力ユニットＵのその他の構成は、第２実施形態の動力ユニットＵと同じであるので、図７において各構成要素には、第２実施形態の対応する構成要素と同じ参照符号を付すにとどめ、これ以上の構造説明は省略する。而して、第３実施形態においても、第１，第２実施形態と同様の作用効果が期待できる。 Other configurations of the power unit U for the battery-assisted bicycle according to the third embodiment are the same as those of the power unit U according to the second embodiment. Therefore, in FIG. 7, each component is a corresponding component of the second embodiment. Only the same reference numerals are attached, and further description of the structure is omitted. Thus, also in the third embodiment, the same operational effects as those in the first and second embodiments can be expected.
　以上、本発明の第１～第３実施形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。 The first to third embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.
　例えば、前記実施形態では、動力ユニットＵを後輪に配置しているが、これを前輪に配置することもできる。 For example, in the above-described embodiment, the power unit U is disposed on the rear wheel, but this can also be disposed on the front wheel.
　また前記実施形態では、動力ユニットＵを搭載した車両が電動補助自転車であるものについて説明したが、本発明の動力ユニットは、足踏み式の電動補助三，四輪車にも適用可能である。 In the above-described embodiment, the vehicle on which the power unit U is mounted is described as a battery-assisted bicycle. However, the power unit of the present invention can also be applied to a stepping-type battery-assisted three-wheeled vehicle.
　また前記実施形態には示されていないが、モータＭの引きずりを防止するためにハブケースＨ（端壁部材Ｈｅ）と第２減速リングギヤ５５との間に、第２減速リングギヤ５５からハブケースＨ側へのみ動力を伝達するワンウェイクラッチを配置してもよい。 Although not shown in the embodiment, in order to prevent the motor M from dragging, the second reduction ring gear 55 is moved from the second reduction ring gear 55 to the hub case H side between the hub case H (end wall member He) and the second reduction ring gear 55. A one-way clutch that transmits power only may be arranged.

Claims (4)

  1. 　ハブ軸（１１）に回転可能に支持される車輪のハブケース（Ｈ）に、ペダルから入力された踏力を変速可能に該ハブケース（Ｈ）に伝達する変速機構部（Ｔ）と、モータ（Ｍ）の駆動力を該ハブケース（Ｈ）に出力するモータ駆動系（ＭＤ）とが軸方向に並んで収容される電動補助車両用動力ユニットであって、
    　前記変速機構部（Ｔ）は、
    　前記ハブ軸（１１）に支持されて切換手段（Ｓ）により該ハブ軸（１１）に対し固定状態と回転可能状態とに切換え可能な変速サンギヤ（２３）と、
    　前記踏力が入力される変速キャリア（２２）と、
    　前記変速キャリア（２２）に回転可能に支持されて前記変速サンギヤ（２３）に噛合する変速遊星ギヤ（２４）と、
    　前記変速遊星ギヤ（２４）に噛合する変速リングギヤ（２５）と、
    　前記変速リングギヤ（２５）及び前記ハブケース（Ｈ）間に介装されて、該変速リングギヤ（２５）から該ハブケース（Ｈ）側へのみ動力伝達を可能とする第１ワンウェイクラッチ（Ｃ１）と、
    　前記変速リングギヤ（２５）よりも大径に形成されて前記変速キャリア（２２）より延出するキャリア延出部（２２Ｂａ）と、
    　前記第１ワンウェイクラッチ（Ｃ１）とは軸方向にずれた位置で前記キャリア延出部（２２Ｂａ）の内周と前記変速リングギヤ（２５）の外周との間に介装されて、該キャリア延出部（２２Ｂａ）から該変速リングギヤ（２５）側へのみ動力伝達を可能とする第２ワンウェイクラッチ（Ｃ２）と、
    　前記キャリア延出部（２２Ｂａ）の外周と前記ハブケース（Ｈ）との間に介装されるハブ支持用軸受（Ｂ２）とを備え、
    　前記ハブ支持用軸受（Ｂ２）の少なくとも一部が前記第２ワンウェイクラッチ（Ｃ２）の少なくとも一部と軸方向で同一位置にあることを特徴とする、電動補助車両用動力ユニット。     A speed change mechanism (T) for transmitting a pedaling force input from a pedal to the hub case (H) so as to be able to be shifted to a hub case (H) of a wheel rotatably supported by the hub axle (11), and a motor (M) A motor drive system (MD) for outputting the driving force of the motor to the hub case (H) and accommodated side by side in the axial direction,
    The transmission mechanism (T)
    A transmission sun gear (23) supported by the hub shaft (11) and switchable between a fixed state and a rotatable state with respect to the hub shaft (11) by switching means (S);
    A shift carrier (22) to which the pedal effort is input;
    A shift planetary gear (24) rotatably supported by the shift carrier (22) and meshing with the shift sun gear (23);
    A transmission ring gear (25) meshing with the transmission planetary gear (24);
    A first one-way clutch (C1) interposed between the transmission ring gear (25) and the hub case (H) and capable of transmitting power only from the transmission ring gear (25) to the hub case (H);
    A carrier extension portion (22Ba) that has a larger diameter than the transmission ring gear (25) and extends from the transmission carrier (22);
    The carrier is extended between the inner periphery of the carrier extension portion (22Ba) and the outer periphery of the transmission ring gear (25) at a position offset in the axial direction from the first one-way clutch (C1). A second one-way clutch (C2) that enables power transmission only from the portion (22Ba) to the transmission ring gear (25) side;
    A hub support bearing (B2) interposed between the outer periphery of the carrier extension part (22Ba) and the hub case (H);
    The power unit for an electrically assisted vehicle, wherein at least a part of the hub supporting bearing (B2) is at the same position in the axial direction as at least a part of the second one-way clutch (C2).
  2. 　ハブ軸（１１）に回転可能に支持される車輪のハブケース（Ｈ）に、ペダルから入力された踏力を変速可能に該ハブケース（Ｈ）の一端壁部（Ｈｅ）に伝達する変速機構部（Ｔ）と、モータ（Ｍ）の駆動力を前記一端壁部（Ｈｅ）に出力するモータ駆動系（ＭＤ）とが軸方向に並んで収容される電動補助車両用動力ユニットであって、
    　前記変速機構部（Ｔ）は、
    　前記ハブ軸（１１）に支持されて切換手段により該ハブ軸（１１）に対し固定状態と相対回転可能な状態とに切換え可能な変速サンギヤ（２３）と、
    　前記踏力が入力される変速キャリア（２２）と、
    　前記変速キャリア（２２）に回転可能に支持されて前記変速サンギヤ（２３）に噛合する変速遊星ギヤ（２４）と、
    　前記変速遊星ギヤ（２４）に噛合する変速リングギヤ（２５）と、
    　前記変速リングギヤ（２５）と前記一端壁部（Ｈｅ）との間に介装されて、該変速リングギヤ（２５）から該一端壁部（Ｈｅ）側へのみ動力伝達を可能とする第１ワンウェイクラッチ（Ｃ１）と、
    　前記変速リングギヤ（２５）よりも大径に形成されて前記変速キャリア（２２）より一体に延出するキャリア延出部（２２Ｂａ）と、
    　前記第１ワンウェイクラッチ（Ｃ１）とは軸方向にずれた位置で前記キャリア延出部（２２Ｂａ）と前記変速リングギヤ（２５）との対向周面間に介装されて、該キャリア延出部（２２Ｂａ）から該変速リングギヤ（２５）側へのみ動力伝達を可能とする第２ワンウェイクラッチ（Ｃ２）とを備え、
    　前記ハブケース（Ｈ）の前記一端壁部（Ｈｅ）には、前記モータ駆動系（ＭＤ）からの動力が入力される被動部（６２）が設けられることを特徴とする、電動補助車両用動力ユニット。     A speed change mechanism (T) for transmitting a pedaling force input from a pedal to one end wall (He) of the hub case (H) to a hub case (H) of a wheel rotatably supported by the hub shaft (11). ) And a motor drive system (MD) that outputs the drive force of the motor (M) to the one end wall (He), and is housed side by side in the axial direction,
    The transmission mechanism (T)
    A transmission sun gear (23) supported by the hub shaft (11) and switchable between a fixed state and a relatively rotatable state with respect to the hub shaft (11) by switching means;
    A shift carrier (22) to which the pedal effort is input;
    A shift planetary gear (24) rotatably supported by the shift carrier (22) and meshing with the shift sun gear (23);
    A transmission ring gear (25) meshing with the transmission planetary gear (24);
    A first one-way clutch, which is interposed between the transmission ring gear (25) and the one end wall (He), and allows power transmission only from the transmission ring gear (25) to the one end wall (He) side. (C1),
    A carrier extension part (22Ba) formed larger in diameter than the transmission ring gear (25) and extending integrally from the transmission carrier (22);
    The carrier extension portion (22) and the transmission ring gear (25) are interposed between the opposed peripheral surfaces at a position offset in the axial direction from the first one-way clutch (C1). 22Ba) and a second one-way clutch (C2) that enables power transmission only from the transmission ring gear (25) side,
    The one end wall (He) of the hub case (H) is provided with a driven part (62) to which power from the motor drive system (MD) is input. .
  3. 　前記変速リングギヤ（２５）は、前記変速遊星ギヤ（２４）と噛合する内歯（２５ｍｇ）を有するリングギヤ本体部（２５ｍ）と、前記リングギヤ本体部（２５ｍ）から軸方向で前記モータ駆動系（ＭＤ）とは反対側に延びるリングギヤ延出部（２５ａ）とを有しており、
    　前記第２ワンウェイクラッチ（Ｃ２）は、前記リングギヤ延出部（２５ａ）の外周と前記キャリア延出部（２２Ｂａ）の内周との間に介装されることを特徴とする、請求項１又は２に記載の電動補助車両用動力ユニット。     The transmission ring gear (25) includes a ring gear main body (25m) having internal teeth (25mg) meshing with the transmission planetary gear (24), and the motor drive system (MD) in the axial direction from the ring gear main body (25m). ) And a ring gear extension (25a) extending on the opposite side,
    The second one-way clutch (C2) is interposed between an outer periphery of the ring gear extension (25a) and an inner periphery of the carrier extension (22Ba). The power unit for an electric auxiliary vehicle according to 2.
  4. 　前記リングギヤ延出部（２５ａ）の内周と前記変速キャリア（２２）との対向周面間に介装される変速リングギヤ支持用軸受（Ｂ４）を備え、
    　前記変速リングギヤ支持用軸受（Ｂ４）の少なくとも一部は、前記第２ワンウェイクラッチ（Ｃ２）の少なくとも一部と軸方向で同一位置にあることを特徴とする、請求項３に記載の電動補助車両用動力ユニット。
          A transmission ring gear support bearing (B4) interposed between the inner circumference of the ring gear extension (25a) and the opposed peripheral surface of the transmission carrier (22);
    The electric auxiliary vehicle according to claim 3, wherein at least a part of the bearing for supporting the transmission ring gear (B4) is at the same position in the axial direction as at least a part of the second one-way clutch (C2). Power unit.
PCT/JP2018/008020 2017-03-23 2018-03-02 Power unit for electrically assisted vehicle WO2018173695A1 (en)

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CN110014830A (en) * 2019-04-18 2019-07-16 西南大学 The mechanical double overdrive clutch self-adapting automatic gear shift bridge of planetary system output
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