WO2019103022A1 - Unité d'entraînement de vélo à assistance électrique et vélo à assistance électrique - Google Patents

Unité d'entraînement de vélo à assistance électrique et vélo à assistance électrique Download PDF

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Publication number
WO2019103022A1
WO2019103022A1 PCT/JP2018/042920 JP2018042920W WO2019103022A1 WO 2019103022 A1 WO2019103022 A1 WO 2019103022A1 JP 2018042920 W JP2018042920 W JP 2018042920W WO 2019103022 A1 WO2019103022 A1 WO 2019103022A1
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WO
WIPO (PCT)
Prior art keywords
crankshaft
motor
drive unit
shaft
substrate
Prior art date
Application number
PCT/JP2018/042920
Other languages
English (en)
Japanese (ja)
Inventor
将史 川上
Original Assignee
パナソニックＩｐマネジメント株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by パナソニックＩｐマネジメント株式会社 filed Critical パナソニックＩｐマネジメント株式会社
Priority to CN201880075692.2A priority Critical patent/CN111372841B/zh
Priority to JP2019555328A priority patent/JP7454790B2/ja
Priority to DE112018006005.5T priority patent/DE112018006005T5/de
Publication of WO2019103022A1 publication Critical patent/WO2019103022A1/fr
Priority to JP2024008377A priority patent/JP2024028573A/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/10—Arrangements of batteries for propulsion
    • B62J43/13—Arrangements of batteries for propulsion on rider-propelled cycles with additional electric propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a drive unit and an electrically assisted bicycle attached to an electrically assisted bicycle capable of traveling by adding an auxiliary driving force generated by a motor to a manual driving force by a pedaling force from a pedal.
  • An electrically assisted bicycle (also referred to as an electrically powered bicycle) that can easily travel even on an uphill or the like is already widely known.
  • a drive unit having a motor or the like built therein is disposed at a location where a crankshaft is provided.
  • the drive unit having a relatively large weight is disposed at a low position at the center in the front-rear direction of the electrically assisted bicycle (that is, in the middle between the front and rear wheels). Therefore, the motor-assisted bicycle of this arrangement is easier to lift the front wheels and the rear wheels compared to those in which the motor is built in the front wheel hub or the rear wheel hub, and even if there are steps on the traveling path There is an advantage that the vehicle can be easily maneuvered, and the running stability is also good.
  • the drive unit incorporates a substrate (also referred to as a main substrate or a drive substrate) on which various electronic components for driving or controlling the motor are mounted.
  • a substrate also referred to as a main substrate or a drive substrate
  • This substrate has a relatively large area because large electronic components such as FETs and a relatively large number of electronic components are mounted. Further, as shown in, for example, Japanese Patent Application Laid-Open No. 2016-203735 etc., this substrate is disposed around the crankshaft in a side view (viewed in the direction of the crankshaft center).
  • the present invention solves the above-mentioned problems, and it is possible to miniaturize, for example, the area around the crankshaft can be minimized, and drive of an electrically assisted bicycle capable of exhibiting the function as a bicycle well. It is an object of the present invention to provide a unit and a motor-assisted bicycle provided with the drive unit.
  • the drive unit of the electrically assisted bicycle is attached to an electrically assisted bicycle capable of traveling by applying an auxiliary driving force by a motor to a manual driving force by a pedal force from a pedal.
  • a drive unit of a motor-assisted bicycle including: a mounting portion attached to an intermediate position between a front wheel and a rear wheel of the motor-assisted bicycle, and a crankshaft through which a manual drive force from the pedal is transmitted And a driving force output wheel body for outputting a driving force, wherein the crankshaft and the motor are disposed at mutually different axial centers, and a substrate is disposed inside the driving unit.
  • the substrate is characterized in that the substrate is arranged to have a portion overlapping the stator of the motor when viewed from the side along the crankshaft.
  • a plurality of substrates may be provided inside the drive unit, in which case the substrate having a portion overlapping the stator of the motor is the substrate of the largest area of the plurality of substrates.
  • the substrate is arranged to have a portion overlapping the stator of the motor when viewed from the side, a substrate with a sufficiently large area can be adopted as the substrate.
  • a substrate separate substrate or part of the substrate
  • the area of the substrate around the crankshaft can be reduced, so the layout of the drive unit should be devised. Therefore, the distance from the crankshaft to the rear wheel axle can be made closer to that of a general bicycle.
  • the substrates be disposed so as to overlap in a half or more area of the stator of the motor in a side view.
  • the substrate may be disposed so as to overlap from the region where the stator of the motor is disposed to the region around the crankshaft.
  • a motor rotation sensor for reading the rotation of the motor and a crankshaft rotation sensor for reading the rotation of the crankshaft may be attached to the substrate, which makes it possible to reduce the number of parts and the time for mounting.
  • the rotation of the motor is transmitted to the driving force output wheel body that outputs the driving force via the two-step reduction mechanism, and the ratio of the number of rotations of the motor to the number of rotations of the driving force output wheel body
  • the reduction ratio is 30 to 37.
  • the minimum radius around a crankshaft is 50 mm or less.
  • the electrically assisted bicycle including the drive unit of the present invention is provided with a reduction gear mechanism having a plurality of pairs of reduction gears, and the reduction gear mechanism includes an intermediate shaft disposed parallel to the crankshaft and the intermediate shaft.
  • a plurality of intermediate shaft reduction gears provided, a crankshaft reduction gear rotatably disposed on the outer periphery of the crankshaft, to which a manual drive force and an auxiliary drive force are transmitted, and a motor shaft provided on a motor shaft
  • an intermediate shaft bearing rotatably supporting the intermediate shaft, the intermediate shaft being disposed between the crankshaft and the motor shaft with respect to the front-rear direction, and the crank
  • the intermediate shaft Axis is Kura Characterized in that it is disposed above the line connecting the click shaft and the motor shaft.
  • crankshaft, the motor shaft and the intermediate shaft it is preferable to arrange the crankshaft, the motor shaft and the intermediate shaft so that the crossing angle of the line connecting the shaft center with the shaft center is within 30 degrees to 70 degrees in the clockwise direction.
  • the intermediate shaft bearing can be downsized (downsized in the width direction or the radial direction), and in turn, the drive unit can be downsized (for example, the drive unit can be downsized in the width direction or the like).
  • a drive power supply device for an electrically assisted bicycle includes the drive unit and a storage battery for supplying power to the drive unit.
  • the electrically assisted bicycle according to the present invention is characterized by comprising the drive unit for the electrically assisted bicycle according to any one of the above or the drive power feeding device.
  • the substrate by arranging the substrate so as to have a portion overlapping the stator of the motor in a side view, the substrate having a sufficiently large area can be adopted as the substrate, and the substrate is also provided around the crankshaft. Even when (a separate substrate or part of the substrate) is disposed, the area of the substrate around the crankshaft can be reduced. Thereby, the distance from the crankshaft to the axle of the rear wheel can be made closer to a general bicycle by devising the arrangement of the drive unit. Further, by arranging the substrate so as to have a portion overlapping the stator of the motor in a side view, there is also a so-called sound insulation effect in which the substrate can block the sound generated by the motor.
  • the rotation of the motor is transmitted to the driving force output wheel mounted on the drive unit via the two-step reduction mechanism, and the number of rotations of the driving force output wheel is
  • the reduction gear ratio which is the ratio of the number of rotations of the motor to the gear ratio
  • the reduction gear ratio is the ratio of the number of rotations of the motor to the gear ratio
  • a reduction gear having a relatively small diameter can be used as the reduction gear coaxial with the crankshaft. It is possible to reduce the diameter (radius and diameter) around the crankshaft. Thereby, the distance from the crankshaft to the axle of the rear wheel can be made closer to a general bicycle (for example, a so-called sport bicycle).
  • the distance from the crankshaft to the axle of the rear wheel can be a general bicycle (for example, a so-called sports bicycle) It is possible to get closer to
  • the crank shaft when the intermediate shaft is disposed between the crank shaft and the motor shaft in the front-rear direction and the motor shaft is disposed forward of the crank shaft, the crank shaft When the motor shaft is disposed rearward of the straight line connecting the motor shaft and the motor shaft is disposed rearward of the crankshaft, the intermediate shaft is disposed above the straight line connecting the crankshaft and the motor shaft, or Furthermore, in a state in which the drive unit is viewed from the right side in the forward direction, the axial center of the crankshaft and the axial center of the intermediate shaft with respect to a line connecting the axial center of the crankshaft and the axial center of the motor shaft The crankshaft, the motor shaft, and the intermediate shaft are arranged such that the crossing angle of the connecting line is within 30 degrees to 70 degrees in the clockwise direction.
  • the reaction forces on the intermediate shaft generated when the reduction gears mesh with each other can be suppressed so as to mutually cancel each other and be minimized, and the intermediate shaft bearing and hence the drive unit can be miniaturized (for example, The drive unit can be miniaturized in the width direction or the like).
  • the drive unit can be miniaturized in the width direction or the like.
  • the left-right direction and the front-back direction in the following description mean the direction in the state where a person boarded the said electrically assisted bicycle 1 toward the advancing direction.
  • the configuration of the present invention is not limited to the configuration described below.
  • Reference numeral 1 in FIG. 1 denotes an electrically assisted bicycle to which a drive unit according to the embodiment of the present invention is attached.
  • the electrically assisted bicycle 1 comprises a metal frame 2 comprising a head pipe 2a, a front fork 2b, an upper pipe 2c, a lower pipe 2g, an upright pipe 2d, a chain stay 2e, a seat stay 2f and the like.
  • a drive unit (drive unit device) 20 provided with a control unit and the like for controlling various electrical components including the drive unit 20 and a drive power supply to the motor 21
  • a hand-operated operation unit 18 attached to the battery 12 consisting of a secondary battery, a handle 5 or the like, allowing a passenger or the like to operate, and capable of changing settings of the power supply of the motor-assisted bicycle 1 and traveling mode etc.
  • Drive sprocket mounted as a drive force output wheel body that is mounted so as to rotate integrally with 7a coaxially and output the resultant force of manual drive force and auxiliary drive force combined (also called front sprocket, crank sprocket or front gear) 13) and a rear sprocket (also sometimes referred to as a rear gear) 14 as a rear wheel body attached to a hub (also referred to as a rear hub) 9 of the rear wheel 4, a drive sprocket 13 and the rear sprocket 14 And a chain 15 as an endless driving force transmission body wound endlessly in a possible state.
  • a drive power supply device (drive unit module) is configured by the drive unit 20 and the battery 12.
  • the motor-assisted bicycle 1 can travel by adding the auxiliary driving force generated by the motor 21 to the manual driving force by the stepping force from the pedal 8 and the resultant force obtained by adding the auxiliary driving force to the manual driving force is the driving sprocket 13. Is transmitted to the rear wheel 4 via the chain 15 and the rear sprocket 14 or the like.
  • the battery 12 is an example of a storage battery, and a secondary battery is preferable, but the storage battery may be a capacitor or the like.
  • the crank 7 is composed of a crank arm 7b provided respectively on the left and right and a crankshaft 7a connecting the left and right crank arms 7b, and the pedal 8 is rotatably attached to the end of the crank arm 7b.
  • the drive unit 20 is disposed at an intermediate position between the front wheel 3 and the rear wheel 4, more specifically, at a location where the crankshaft 7 a passes through. Then, with such an arrangement configuration, the drive unit 20 with a relatively large weight is disposed at the center of the power-assisted bicycle 1 in the front-rear direction. As a result, the front wheels 3 and rear wheels 4 can be easily lifted, and even if there is a step on the traveling path, the vehicle body (frame 2 etc.) of the electrically assisted bicycle 1 can be well managed. Sex is also considered good.
  • the drive unit 20 has an outer shell portion and the like formed by unit cases 22 including first to third cases 22a to 22c, and the drive unit 20 (in this embodiment, a rear portion of the drive unit 20).
  • the crankshaft 7a passes through the crankshaft insertion area 16) provided on the left and right.
  • the unit case 22 is integrally formed with a mounting portion 22d for mounting the drive unit 20 at an intermediate position between the front wheel and the rear wheel in the electrically assisted bicycle.
  • a substantially cylindrical human power transmitting body 28 to which a human power driving force from the crankshaft 7a is transmitted to the outer periphery of the crankshaft 7a, and an interlocking cylindrical body 23 to which the human power driving force from the human power transmitting body 28 is transmitted;
  • the manual drive force from the interlocking cylinder 23 is transmitted through the one-way clutch (one-way clutch for auxiliary drive force) 30 or the like, and the resultant force combining the manual drive force and the auxiliary drive force from the motor 21.
  • a resultant force transmitting body 29 for transmitting the driving sprocket 13 to the driving sprocket 13.
  • a motor 21 as a driving source is disposed, and a substrate (also referred to as a driving substrate or a main substrate) 24 provided with electronic components for performing various electrical controls is also disposed.
  • a control unit is configured by the substrate 24 and the electronic component (FET (field effect transistor) 24a, a capacitor, a microcomputer, etc.) mounted on the substrate. As shown in FIGS.
  • the axial center of the rotation shaft 21a of the motor 21, the axial center of the crankshaft 7a, and the axial center of the intermediate shaft 40 described later are different in position from each other.
  • the rotary shaft 21a, the intermediate shaft 40, and the crankshaft 7a of the motor 21 are disposed sequentially from the front, and the intermediate shaft 40 is disposed below the straight line connecting the crankshaft 7a and the motor shaft 21a. ing.
  • a portion excluding the both end portions of the crankshaft 7a, the human power transmission body 28, the interlocking cylindrical body 23, the resultant force transmission body 29, the speed reduction mechanism 25, A motor 21, a torque sensor 31 described later, a rotation detector 11, a rotation detector (rotation sensor) 10 and the like are provided.
  • a manual drive force and an auxiliary drive force are combined in the drive unit 20, and this combined resultant force is a drive sprocket provided outside the drive unit 20 (more specifically, outside the unit case 22 of the drive unit 20). It is comprised so that it may be output from 13.
  • crankshaft 7 a is rotatably disposed by bearings (crankshaft bearings) 26 and 27 in a state in which the rear portion of the drive unit 20 penetrates left and right.
  • a cylindrical human power transmitter 28 is fitted on the outer periphery of the left side portion of the crankshaft 7a via the serration portion (or spline portion) 7c so as to rotate integrally with the crankshaft 7a. .
  • a serration portion (or spline portion) 28b is also formed at a position corresponding to the serration portion (or spline portion) 7c of the crankshaft 7a in the inner periphery of the human power transmission body 28, and the serration portion (or spline portion) of the crankshaft 7a ) 7c is engaged.
  • a magnetostriction generating portion 31b to which magnetic anisotropy is imparted is formed on the outer peripheral surface of the human power transmitting body 28, and a coil 31a is disposed on the outer periphery via a fixed gap (space).
  • a magnetostrictive torque sensor (human power detection unit) 31 is configured by the generation unit 31 b and the coil 31 a.
  • the magnetostriction generating portion 31b is formed in a spiral shape that forms, for example, +45 degrees and -45 degrees with respect to the axial center direction of the human power transmission body 28.
  • the interlocking cylindrical body 23 is disposed at a position adjacent to the right side of the human power transmission body 28 on the outer periphery of the crankshaft 7 a in a rotatable state with respect to the crankshaft 7 a. Then, the serration portion (or spline portion) 28a formed on the outer periphery of the right end portion of the human power transmission body 28 and the serration portion (or spline portion) 23a formed on the inner periphery of the left end portion of the interlocking cylinder 23 are engaged with each other The interlocking cylinder 23 rotates integrally with the human power transmitter 28.
  • the serration portion (or spline portion) 23a formed on the inner periphery of the left end portion of the interlocking cylinder 23 is fitted to the serration portion (or spline portion) 28a of the human power transmission body 28 from the outside There is.
  • the rotation detector 11 for detecting the rotation state of the interlocking cylinder 23 is attached to the outer periphery of the left portion of the interlocking cylinder 23.
  • a rotation detector (rotation sensor) 10 as a crankshaft rotation sensor is attached and fixed to the unit case 22 side so as to face the rotation detection body 11 from the outer peripheral side.
  • an optical sensor having an emitter and a light receiver is arranged in the rotation direction of the rotation detector 11 (not shown). It has a large number of teeth extending rightward in a comb-like shape.
  • the control unit inputs the detected signal to detect the number of rotations (rotation amount) and the rotation direction of the interlocking cylinder 23.
  • a magnetic sensor such as a Hall IC may be provided to detect the number of rotations (the amount of rotation) and the direction of rotation of the interlocking cylinder 23.
  • the interlocking cylindrical body 23 rotates integrally with the human power transmission body 28, and the human power transmission body 28 integrally rotates with the crankshaft 7a, so that the rotation amount and the rotational direction of the interlocking cylindrical body 23 are detected.
  • the rotation number (rotation amount) and the rotation direction of the crankshaft 7a and the pedal 8 can also be detected.
  • the resultant force transmission body 29 is disposed on the outer periphery of the right side portion of the interlocking cylinder 23 via a one-way clutch (one-way clutch for cutting off the auxiliary driving force) 30. Then, when the pedal 8 is crawled forward, the manual drive force transmitted to the interlocking cylinder 23 is transmitted to the resultant force transmission body 29 via the one-way clutch 30.
  • the motor 21 has its rotation shaft 21a and rotor 21b rotatably supported by motor shaft bearings 32,33. Further, a rotary shaft 21a of the motor 21 is protruded rightward, and a motor shaft reduction gear 39 described later is formed on the outer periphery of the protruding portion.
  • the reduction mechanism 25 has an intermediate shaft 40 disposed parallel to the crankshaft 7 a and a large-diameter reduction gear (first reduction gear: crankshaft-side reduction gear) 36 formed on the left side of the resultant force transmission body 29. And two pairs of reduction gears 36 to 39, etc., which constitute a two-step reduction mechanism. Then, the reduction mechanism 25 combines the manual drive force transmitted through the crankshaft 7a with the auxiliary drive force transmitted from the motor 21, and a resultant force obtained by combining the manual drive force and the auxiliary drive force. Is transmitted to the force transmission body 29.
  • the intermediate shaft 40 extends leftward and rightward in the longitudinal central portion of the drive unit 20, and is disposed rotatably supported by bearings (intermediate shaft bearings) 34 and 35 in a posture parallel to the crankshaft 7a. .
  • the intermediate shaft 40 is attached with a large diameter second intermediate shaft reduction gear 37, a small diameter third intermediate shaft reduction gear 38, and a one-way clutch 42 for manual drive force cutting.
  • a one-way clutch 42 for cutting off the manual drive force is disposed between the outer periphery of the intermediate shaft 40 and the inner periphery of the second intermediate shaft reduction gear 37, and cuts the manual drive force from the pedal 8. belongs to. That is, when the motor 21 is not driven by the one-way clutch 42 and the auxiliary driving force is not generated, the manual drive force from the pedal 8 is disconnected by the one-way clutch 42 for manual drive force cutting. Thus, the rotor 21b of the motor 21 need not be rotated. On the other hand, when the motor 21 is driven to rotate, the intermediate shaft 40 and the second intermediate shaft reduction gear 37 are connected via the one-way clutch 42, and the second and third intermediate shaft reduction gears are 37 and 38 integrally rotate with the intermediate shaft 40.
  • the motor 21 is rotated to output the auxiliary driving force.
  • the rotation of the motor 21 is decelerated, and the torque of the auxiliary driving force from the motor 21 is amplified and transmitted to the intermediate shaft 40 side.
  • the small diameter third intermediate shaft reduction gear 38 meshes with the large diameter first reduction gear 36 integrally formed on the resultant force transmission body 29, the torque of the auxiliary driving force transmitted to the intermediate shaft 40 Is further amplified and transmitted to the first reduction gear 36.
  • the reduction ratio which is the ratio of the number of rotations of the motor 21 to the number of rotations of the drive sprocket 13, is set to 30 to 37 (more than 30 and less than 37). Further, the minimum radius of the drive unit 20 around the crankshaft 7a (around the crankshaft) is 50 mm or less.
  • the base 24 views the drive unit 20 in a side view along the crankshaft 7a (a side view along the axial center direction of the crankshaft 7a), as shown in FIG. (In more detail, it is arrange
  • the substrate 24 is disposed so as to overlap in the area of half or more of the stator 21 c of the motor 21.
  • the substrate 24 is disposed so as to overlap from the area where the stator 21c of the motor 21 is disposed to the area around the crankshaft 7a.
  • the substrate 24 is also provided in a region overlapping with the rotor 21 b of the motor 21 as shown in FIG. 3 when viewed from the side. Then, the substrates 24 are arranged so as to overlap in the area of half or more of the rotor 21 b of the motor 21. That is, in this embodiment, the substrate 24 is also provided in a region overlapping the motor 21 (entire motor) as shown in FIG. 3 when viewed from the side, and this substrate 24 is a half of the motor 21. It is arrange
  • the substrate 24 is also provided in a region where the first reduction gear 36 and the stator 21c of the motor 21 do not overlap, as shown in FIG. 3 in a side view. .
  • the substrate 24 is provided between the motor 21 and the first reduction gear 36, the resultant force transmission body 29, and the interlocking cylinder 23 in plan view (or front view). There is. Further, when the substrate 24 is viewed from the front (when viewed in the front-rear direction), the substrate 24 is provided in a region overlapping with the human power transmitter 28, as schematically shown in FIG. In this embodiment, the substrate 24 is provided in a region not overlapping with the second reduction gear 37 as shown in FIG. 3 when viewed from the side.
  • the substrate 24 is provided in a region not overlapping with the second reduction gear 37 as schematically shown in FIG. 2 when viewed from the front (when viewed along the front-rear direction).
  • the present invention is not limited to this.
  • the second reduction gear 37 may partially overlap with the second reduction gear 37.
  • a rotation detector (rotation sensor) 10 (more specifically, a connection leg for connection of the rotation detector (rotation sensor) 10 as a crankshaft rotation sensor for reading the rotation of the crankshaft on the substrate 24). Section is attached.
  • the bearing 24 supports the rotation detector 11 or the rotation detector (rotation sensor) 10, the crankshaft 7a, etc.
  • the shaft 7a is provided between a bearing 26) and a torque sensor 31 which are supported from the side opposite to the side where the drive sprocket 13 is provided.
  • a plurality of magnets are arranged in the circumferential direction so that the magnetic poles of the adjacent magnets are different from each other in the rotor 21b of the motor 21.
  • a substantially cylindrical magnetism imparting member 21d is disposed.
  • the outer peripheral portion of the magnetism imparting member 21d is formed to project to the right, and a motor rotation sensor 43 for reading the rotation of the motor 21 is disposed to face the end 21da of the magnetism imparting member 21d which is projected. ing.
  • the motor rotation sensor 43 is attached to the substrate 24.
  • the magnetism imparting member 21 d may be magnetized similarly to the arrangement of the rotor 21 b of the motor 21 only at the end 21 da thereof.
  • the motor 21 is disposed in an area (deceleration mechanism installation area) in which the demagnetizing member 21 d includes the decelerating mechanism 25 having the plurality of decelerating gears 36 to 39 and the like. It is also used as a partitioning member to partition the motor area (motor installation area).
  • grease or the like for reducing friction between the reduction gears 36 to 39 is designed not to intrude into the motor 21 side, the present invention is not limited to this.
  • Reference numeral 21 ca in FIG. 2 denotes a connection wire for energizing the coil of the stator 21 c.
  • the manual driving force based on the pedaling force applied to the pedal 8 is transmitted from the crankshaft 7a to the manual transmission body 28, the interlocking cylindrical body 23, and the combined body 29.
  • the driving force is detected by a torque sensor 31 provided on the human power transmitter 28.
  • the auxiliary driving force corresponding to the manual driving force is transmitted to the resultant force transmission body 29 via the reduction gear 36 of the reduction mechanism 25 and the like, and the resultant force combined by the resultant force transmission body 29 is supplied from the drive sprocket 13 to the chain. It is transmitted to the rear wheel 4 via 15.
  • the auxiliary driving force (assisting force) of the motor 21 corresponding to the manual driving force it is possible to travel easily even on an uphill or the like.
  • the substrate 24 is disposed so as to have a portion overlapping the stator 21 c of the motor 21 when viewed from the side, adopting a substrate with a sufficiently large area as the substrate 24 it can. Further, even when the substrate 24 is disposed also around the crankshaft 7 a as in this embodiment, the area of the region around the crankshaft 7 a in the substrate 24 can be reduced to a small amount.
  • the arrangement for example, arranging the motor 21 in front of the crank shaft 7a
  • the distance from the crank shaft 7a to the axle of the rear wheel 4 can be a general bicycle (for example, a so-called sport type bicycle) Can be closer to
  • the substrate 24 by disposing the substrate 24 so as to overlap with the area of half or more of the stator 21 c of the motor 21 in side view, the area of the region around the crankshaft 7 a in the substrate 24 is minimized. It can be suppressed. Therefore, the distance between the crankshaft 7a and the axle of the rear wheel 4 can be made closer to the function of a general bicycle (for example, a so-called sport-type bicycle). Further, by arranging the substrate 24 so as to have a portion overlapping the stator 21 c of the motor 21 in a side view, the noise generated by the motor 21 can be blocked by the substrate 24. That is, by arranging the substrate 24 to overlap with the area of half or more of the stator 21 c of the motor 21 as described above, the sound insulation effect can be further enhanced.
  • the motor rotation sensor 43 for reading the rotation of the motor 21 and the rotation detector 10 as a crankshaft rotation sensor for reading the rotation of the crankshaft 7a are attached to the substrate 24.
  • the substrate 24 is viewed in plan (or front), and the motor 21, the first reduction gear 36, the resultant force transmission body 29, and the interlocking cylinder 23 are provided.
  • the rotation detector 10 as the motor rotation sensor 43 or the crankshaft rotation sensor can be easily attached to the substrate 24.
  • the substrate 24 is provided so as to overlap the rotor 21b of the motor 21 and the magnetism imparting member 21d in a side view, the motor rotation sensor 43 can be easily attached to the substrate 24. is there.
  • crankshaft rotation sensor auxiliary substrate 24 A to which the rotation detector 10 as a crankshaft rotation sensor is attached is provided separately from the substrate (main substrate) 24,
  • the crankshaft rotation sensor auxiliary substrate 24A may be connected to the substrate (main substrate) 24 (a first modified example of the first embodiment).
  • the motor rotation detection auxiliary substrate 24B to which the motor rotation sensor 43 is attached is provided separately from the substrate (main substrate) 24, and the motor rotation detection auxiliary substrate 24B is a substrate (main substrate) 24. (The second modified example of the first embodiment).
  • the substrate (main substrate) 24 includes the rotation detector 11 or the rotation detector (rotation sensor) 10, the crankshaft 7a, etc. Between the torque sensor 31 and the bearing 26 (the bearing 26 on the side opposite to the side on which the drive sprocket 13 is provided in the crankshaft 7 a) of the bearing 26. Even in these cases, it is preferable that the substrate (main substrate) 24 be larger (larger in area) than the auxiliary 24A for crankshaft rotation sensor or the auxiliary substrate 24B for detecting motor rotation.
  • the reduction gear ratio which is a ratio, is configured to be 30 to 37. Thereby, a relatively small diameter reduction gear can be used as the first reduction gear 36 coaxial with the crankshaft 7a.
  • the diameter (radius and diameter) around the crankshaft 7a in the drive unit 20 can be reduced, and the arrangement of the drive unit 21 is devised (for example, the motor 21 is disposed in front of the crankshaft 7a) And so on, the distance from the crankshaft 7a to the axle of the rear wheel 4 can be made closer to a general bicycle (for example, a so-called sport-type bicycle).
  • a general bicycle for example, a so-called sport-type bicycle.
  • the distance from the crankshaft 7a to the axle of the rear wheel 4 is a general bicycle (for example, It will be possible to get closer to a sport-type bicycle.
  • the minimum radius of the drive unit 20 around the crankshaft 7a (around the crankshaft) is set to 45 mm or less, the distance from the crankshaft 7a to the axle of the rear wheel 4 can be further reduced to a general bicycle (for example, It will be possible to get closer to a sport-type bicycle.
  • the reduction mechanism 25A provided in the drive unit 20 is a one-way clutch (for cutting off the auxiliary driving force) on the outer peripheral side and the right side of the interlocking cylinder 23.
  • a plurality of selectable shift speeds with different gear ratios in this embodiment, two shift speeds of a low speed stage and a high speed stage
  • a one-way clutch 30 to combine the driving force with the force transmitting member 29.
  • the speed reduction mechanism 25A is rotatably disposed on the outer periphery of the crankshaft 7a, and the rotation transmission cylinder 49 transmits the rotation of the interlocking cylinder 23 via the one-way clutch (one-way clutch for cutting off the auxiliary driving force) 30.
  • a low speed transmission gear (also referred to as a crankshaft-side low speed transmission) 36A integrally formed extending radially outward from the right cylindrical portion of the rotation transmission cylinder 49, the rotation transmission cylinder 49, and the resultant force transmitting member 29 and a low speed stage clutch 51 capable of transmitting the driving force of the crankshaft low speed transmission gear 36A to the resultant force transmission body 29 and a high speed stage rotatably disposed on the outer periphery of the resultant force transmission body 29.
  • a low speed transmission gear also referred to as a crankshaft-side low speed transmission
  • 36A integrally formed extending radially outward from the right cylindrical portion of the rotation transmission cylinder 49, the rotation transmission cylinder 49, and the resultant force transmitting member 29 and a low speed stage clutch 51 capable of transmitting the driving force of the crankshaft low speed transmission gear 36A to the resultant force transmission body 29 and a high speed stage rotatably disposed on the outer periphery of the resultant force transmission body 29.
  • Low-speed transmission gear (also referred to as intermediate-shaft low-speed transmission gear) formed integrally with the transmission gear (also referred to as crankshaft high-speed transmission gear) 36B and the intermediate shaft 40 and meshed with the crankshaft-side low-speed transmission gear 36A
  • a high-speed stage clutch 55 capable of transmitting the resultant force from the intermediate shaft 40 to the crankshaft-side high-speed transmission gear 36B and the resultant force transmitting body 29 and provided on the outer periphery of the intermediate shaft tooth portion 40a
  • a high speed gear shift tooth portion (intermediate speed gear tooth portion (intermediate gear) which is constituted by an engagement claw which can freely move out of the gear clutch 55 (more specifically, the main body 55a of the high speed gear clutch 55) to the outer circumferential side
  • the high speed gear clutch 55 is disposed on the outer peripheral side of the intermediate shaft 40 so as to be movable in the same axial direction as the axial center of the intermediate shaft 40.
  • crankshaft-side low-speed transmission gear 36A has a larger diameter than the crankshaft-side high-speed transmission gear 36B
  • the intermediate-shaft low-speed transmission gear 38A has a diameter larger than that of the intermediate shaft-side high-speed transmission gear 38B. It has a small diameter.
  • the gear shift movement arm 62 is preferably driven by an electric transmission 51 (shown schematically in FIG. 7) provided inside the drive unit 20 (or outside the drive unit), for example, It is preferable that the hand operation unit 18 be provided with a switch for gear shift switching so that the gear can be switched.
  • the present invention is not limited to this, and an arm for shift movement (a shift portion moved through a wire or the like) 62 may be provided in the vicinity of the steering wheel.
  • the gear shift member 61 When the low gear is selected, as shown in FIGS. 6 and 8, the gear shift member 61 is moved to the left side by the gear shift movement arm 62, and the high speed clutch 55 can be engaged and disengaged.
  • the intermediate shaft side high speed gear shift tooth portion 38B formed of the joint claw is turned down and separated from the crankshaft high speed gear shift gear 36B.
  • the manual drive force transmitted from the interlocking cylinder 23 through the one-way clutch (one-way clutch for cutting off the auxiliary drive force) 30 and the intermediate shaft 40 and the intermediate shaft side low-speed transmission gear 38A from the motor side The auxiliary driving force transmitted through is transmitted to the rotation transmission cylinder 49 in a relatively low rotation state and combined, and this rotation driving force (combined force) is transmitted through the low speed stage clutch 51 and the combined force transferring body 29 to the drive sprocket It is output from 13.
  • the gear shift member 61 When the high gear is selected, the gear shift member 61 is moved to the right side by the gear shift movement arm 62 as shown in FIGS.
  • the claw portion engageable with the step-change gear 36B (specifically, the tooth portion of the crankshaft-side high-speed step-change gear 36B) can be erected, and the rotation of the crankshaft-side high-speed step-change gear 36B can be transmitted to the resultant force transmission body 29 State. Therefore, the manual driving force transmitted from the interlocking cylinder 23 through the one-way clutch (one-way clutch for cutting off the auxiliary driving force) 30 is the crankshaft-side low speed transmission gear 36A and the intermediate shaft low speed transmission While being transmitted to the intermediate shaft 40 via 38A, the auxiliary driving forces are combined to form a resultant force.
  • the resultant force is transmitted to the resultant force transmission body 29 via the high speed gear clutch 55 in a relatively high-speed rotation state via the intermediate shaft high speed gear shift gear 38B and the crankshaft high speed gear shift gear 36B to drive the sprocket It is output from 13.
  • the resultant force transmission body 29 rotates at a higher speed than the rotation transmission cylinder 49, the low speed clutch 51 is rotated.
  • this drive unit 20 it is also possible to switch the shift position in the drive unit 20. Also in this embodiment, the same effect can be obtained by providing the substrate 24 and the like in the same arrangement as the above embodiment.
  • the reduction gear ratio which is the ratio of the number of rotations of the motor 21 to the number of rotations of the drive sprocket 13 in the low gear, is 30 to 37, and the reduction gear ratio in the high gear is less than this.
  • a crankshaft having a relatively small diameter can be used as the crankshaft side low speed transmission gear 36A (and the crankshaft high speed transmission gear 36B) coaxial with 7a, and similar effects can be obtained.
  • the high speed gear clutch 55 is provided on the outer periphery of the intermediate shaft 40.
  • the present invention is not limited to this, and may be provided in the outer peripheral region of the crankshaft 7a.
  • an auxiliary substrate for crankshaft rotation sensor 24A to which the rotation detector 10 as a crankshaft rotation sensor is attached is provided separately from the substrate (main substrate) 24, and for this crankshaft rotation sensor
  • the auxiliary 24A may be configured to be connected to the substrate (main substrate) 24.
  • the motor rotation detection auxiliary substrate 24B to which the motor rotation sensor 43 is attached is provided separately from the substrate (main substrate) 24, and the motor rotation detection auxiliary substrate 24B is connected to the substrate (main substrate) 24. May be
  • the motor shaft (rotation shaft 21a of motor 21) is disposed forward of crankshaft 7a, and a straight line connecting crankshaft 7a and motor shaft 21a.
  • the intermediate shaft 40 is disposed below.
  • the first reduction gear (crankshaft side reduction gear) 36 is made into a helical (diagonal tooth) gear to achieve noise reduction.
  • FIG. 11 corresponds to the first embodiment.
  • the motor shaft 21a and the motor shaft reduction gear 39 are rotated clockwise (clockwise) in a right side view.
  • the second intermediate shaft reduction gear 37 and the intermediate shaft 40 and the third intermediate shaft reduction gear 38 meshing with each other are rotated counterclockwise (counterclockwise) in a right side view, and the third intermediate shaft reduction gear
  • the first crankshaft-side reduction gear 36 meshing with 38 is rotated clockwise (clockwise) in a right side view.
  • V1 is a tangential force vector to the intermediate shaft bearing 35 due to the engagement of the motor shaft reduction gear 39 and the second intermediate shaft reduction gear 37
  • V2 is the motor shaft reduction gear 39 and the second intermediate shaft
  • V3 is a load vector by the thrust force to the intermediate shaft bearing 35 by meshing between the motor shaft reduction gear 39 and the second intermediate shaft reduction gear 37 .
  • V4 is a tangential force vector to the intermediate shaft bearing 35 due to the engagement between the first reduction gear (crankshaft side reduction gear) 36 and the third intermediate shaft reduction gear 38
  • V5 is a first reduction gear (crankshaft (Side reduction gear) 36 and the separation force vector to the intermediate shaft bearing 35 by meshing between the third intermediate shaft reduction gear 38
  • V6 is the first reduction gear (crankshaft side reduction gear) 36 and the third intermediate shaft reduction
  • V7 is a reaction force (combined force) vector acting (combined) on the intermediate shaft 40.
  • the force vectors V1 to P6 to the intermediate shaft 40 generated when the reduction gears 36 to 39 are engaged with each other are less likely to cancel each other, so the state in which these force vectors V1 to P6 are combined In the intermediate shaft 40, a relatively large force vector V7 acts. Therefore, the intermediate shaft bearings 34, 35 rotatably supporting the intermediate shaft 40, particularly, the right intermediate shaft bearing close to the third intermediate shaft reduction gear 38 meshing with the first crankshaft side reduction gear 36 transmitting the resultant force In order to receive a large reaction force 35, a large one capable of supporting a large force is used. As a result, the drive unit 20 is enlarged (in the present embodiment, in particular, the intermediate shaft 40 of the drive unit 20 is The dimension in the width direction of the place where it is arranged becomes large).
  • the distance L1 (see FIG. 2) between the left and right crank arms 7b is a common bicycle (for example, a so-called sport type bicycle) Because it increases more than the above, there is a drawback that the function as a general bicycle (for example, a so-called sport-type bicycle) is difficult to access.
  • the crankshaft 7a is disposed (this arrangement is the same as the above embodiment), but unlike the above embodiment, the intermediate shaft 40 is disposed above the straight line connecting the crankshaft 7a and the motor shaft 21a. It is done. Further, in this case, with the drive unit 20 viewed from the right side as viewed from the right side with respect to the advancing direction, as shown in FIG. 15, with respect to a line A connecting the axis of the crankshaft 7a and the axis of the motor shaft 21a. Of the line connecting the axis of the crankshaft 7a and the axis of the intermediate shaft 40 is within 30 to 70 degrees in the clockwise direction. An axis 40 is arranged.
  • the drive unit 20 of the electrically assisted bicycle according to the third embodiment mainly includes the intermediate shaft 40, the crankshaft 7a, and the motor shaft, as compared with the drive unit 20 according to the first embodiment.
  • the arrangement (21a) and the structure (size etc.) of the bearing associated with this arrangement are different, and the other configuration is the same as that of the drive unit 20 according to the first embodiment. That is, the second and third intermediate shaft reduction gears 37 and 38 attached to the intermediate shaft 40, the motor shaft reduction gear 39 attached to the motor shaft 21a, and the outer periphery of the crankshaft 7a
  • the first reduction gears (crankshaft side reduction gears) 36 are all helical (diagonal teeth) gears to achieve noise reduction.
  • the motor shaft 21a and the motor shaft reduction gear 39 are rotated clockwise (clockwise) in a right side view.
  • the second intermediate shaft reduction gear 37 and the intermediate shaft 40 and the third intermediate shaft reduction gear 38 meshing with each other are rotated counterclockwise (counterclockwise) in a right side view, and the third intermediate shaft reduction gear
  • the first crankshaft-side reduction gear 36 meshing with 38 is rotated clockwise (clockwise) in a right side view.
  • V11 is a tangential force vector to the intermediate shaft bearing 35 by the engagement of the motor shaft reduction gear 39 and the second intermediate shaft reduction gear 37
  • V12 is the motor shaft reduction gear 39 and the second intermediate shaft
  • V13 is a load vector by the thrust force to the intermediate shaft bearing 35 by meshing between the motor shaft reduction gear 39 and the second intermediate shaft reduction gear 37 .
  • V14 is a tangential force vector to the intermediate shaft bearing 35 due to the engagement between the first reduction gear (crankshaft side reduction gear) 36 and the third intermediate shaft reduction gear 38
  • V15 is a first reduction gear (crankshaft (Side reduction gear) 36 and the separation force vector to the intermediate shaft bearing 35 by the meshing of the third intermediate shaft reduction gear 38
  • V16 is the first reduction gear (crankshaft side reduction gear) 36 and the third intermediate shaft reduction
  • P17 is a reaction force (combined force) vector acting on the intermediate shaft 40 (combined force).
  • V11 to P16 to the intermediate shaft 40 generated when the reduction gears 36 to 39 mesh with each other cancel each other, and finally, the reaction force (synthetic force) P17 acting on the intermediate shaft is
  • the intermediate shaft bearing 35 can be smaller, it is possible to adopt a small size (small in the width direction or radial direction) capable of supporting a relatively small load, which in turn reduces the size of the drive unit 20 (for example, The drive unit 20 can be miniaturized in the width direction or the like.
  • the distance L2 between the crank arms can be made close to the distance between the crank arms of a general bicycle (for example, a so-called sport type bicycle).
  • the drive sprocket 13 having a shape in which the center side is expanded to the right side is used, by using a small size as the intermediate shaft bearing 35, an intermediate portion of the drive sprocket 13 is formed. It can arrange so that the part holding the intermediate shaft bearing 35 in the shaft bearing 35 or the 1st case 22a can be entered, and the drive unit 20 is further miniaturized (for example, the drive unit 20 is miniaturized in the width direction etc.) can do. As a result, the distance L2 between the crank arms can be made closer to a general bicycle (for example, a so-called sport bicycle).
  • the intermediate shaft 40 is a crank
  • shaft 7a and the motor shaft 21a was described, it does not restrict to this. That is, as shown in FIG. 17, when the motor shaft 21a is disposed rearward of the crankshaft 7a, the intermediate shaft 40 is disposed above the straight line connecting the crankshaft 7a and the motor shaft 21a. It should be configured.
  • the drive unit 20 is viewed from the right side in a traveling direction
  • the crossing angle of the line connecting the axial center of the crankshaft 7a and the axial center of the intermediate shaft 40 is clockwise with respect to the line connecting the axial center of the crankshaft 7a and the axial center of the motor shaft 21a. It is preferable to arrange the crankshaft 7a, the motor shaft 21a and the intermediate shaft 40 so as to be within 30 degrees to 70 degrees.
  • the same operation and effect can be obtained by applying the same arrangement and configuration to the drive unit 20 having a built-in transmission mechanism. It is.
  • the present invention is applicable to drive units for various types of electrically assisted bicycles capable of traveling by adding an auxiliary driving force generated by a motor to a manual driving force by a pedaling force from a pedal and such electrically assisted bicycles.

Abstract

L'invention concerne une petite unité d'entraînement dans laquelle une zone autour d'un vilebrequin de celle-ci peut être réduite au minimum en termes de taille, et un vélo à assistance électrique équipé de cette unité d'entraînement. Une unité d'entraînement 20 équipée d'un moteur est disposée dans une position centrale entre une roue avant et une roue arrière. Un vilebrequin 7a et un moteur 21 sont disposés le long d'axes mutuellement différents dans l'unité d'entraînement 20. Un substrat 24 est disposé à l'intérieur de l'unité d'entraînement 20. Lorsque l'unité d'entraînement 20 est vue depuis un côté le long du vilebrequin 7a, le substrat 24 est disposé de manière à avoir une partie chevauchant un stator 21c du moteur 21.
PCT/JP2018/042920 2017-11-24 2018-11-21 Unité d'entraînement de vélo à assistance électrique et vélo à assistance électrique WO2019103022A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN201880075692.2A CN111372841B (zh) 2017-11-24 2018-11-21 电动助力自行车的驱动单元及电动助力自行车
JP2019555328A JP7454790B2 (ja) 2017-11-24 2018-11-21 電動アシスト自転車の駆動ユニットおよび電動アシスト自転車
DE112018006005.5T DE112018006005T5 (de) 2017-11-24 2018-11-21 Antriebseinheit eines Fahrrads mit elektrischer Unterstützung und Fahrrad mit elektrischer Unterstützung
JP2024008377A JP2024028573A (ja) 2017-11-24 2024-01-24 駆動ユニットおよび電動アシスト自転車

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JP2017225304 2017-11-24

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CN (1) CN111372841B (fr)
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EP4303112A1 (fr) * 2022-07-06 2024-01-10 Robert Bosch GmbH Mécanisme à manivelle d'un véhicule pouvant fonctionner avec la force musculaire et/ou la force motrice

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JP6918890B2 (ja) 2019-10-11 2021-08-11 ヤマハ発動機株式会社 駆動ユニットおよび電動補助自転車
DE102021208679A1 (de) 2021-08-10 2023-01-19 Zf Friedrichshafen Ag Fahrradantrieb und Fahrrad

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JP2007176354A (ja) * 2005-12-28 2007-07-12 Matsushita Electric Ind Co Ltd 電動自転車用駆動ユニット
JP2011207361A (ja) * 2010-03-30 2011-10-20 Honda Motor Co Ltd アシストユニットにおける磁極センサ構造
JP2014196080A (ja) * 2013-03-29 2014-10-16 ヤマハ発動機株式会社 駆動ユニット及び電動補助自転車
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JP7454790B2 (ja) 2024-03-25
CN111372841A (zh) 2020-07-03
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JP2024028573A (ja) 2024-03-04
CN111372841B (zh) 2022-09-20

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