WO2019180857A1

WO2019180857A1 - Drive supplementing unit and electric assist device with same

Info

Publication number: WO2019180857A1
Application number: PCT/JP2018/011235
Authority: WO
Inventors: 三浩高原; 山崎　宏; 龍太高崎; 行孝近藤
Original assignee: 株式会社オートテクニックジャパン
Priority date: 2018-03-21
Filing date: 2018-03-21
Publication date: 2019-09-26
Also published as: JPWO2019180857A1; JP6678846B2; TW201940381A

Abstract

Provided are: a drive supplementing unit which is relatively compact and which can transmit high torque; and an electric assist device which is provided with the drive supplementing unit. A drive supplementing unit 10 supplements, with a motor 12, manual drive applied by a user to a power input shaft 11, and extracts power out of a power output shaft. Also, the drive supplementing unit 10 is provided with: a first clutch 14 which is rotated by the manual drive force of the user and which has a first clutch surface 17; a second clutch 15 which is rotated by the motor drive force of the motor 12 and which has a second clutch surface 18; and a third clutch 16 connected in a drivable manner to the power output shaft and which has a third clutch surface 19. Further, the first clutch surface 17 and the second clutch surface 18 face the third clutch surface 19 in the axial direction of the power input shaft 11, and the first clutch 14 and the second clutch 15 are arranged substantially concentric with each other.

Description

Drive assist unit and electric assist device including the same

The present invention relates to a drive assist unit and an electric assist device including the drive assist unit, and more particularly to a drive assist unit in which a member constituting a clutch for transmitting a driving force is disposed along a drive input shaft, and an electric assist device including the drive assist unit. About.

In a general drive assist unit, a clutch is interposed in the power transmission path in the unit in order to assist human power by the user with the drive force of the motor. By connecting the clutch, the power supply side and the power output side are connected in a driving manner, and by disconnecting the clutch, the power supply side and the power output side are separated in a driving manner.

Patent Document 1 describes a roller speed reducer with a built-in clutch mechanism and a bicycle with an auxiliary drive device including the roller speed reducer. Here, after the output of the motor is decelerated by the reduction gear, the power is transmitted to the chain sprocket. Moreover, the power after deceleration is transmitted by a clutch. With this configuration, the motor and the speed reduction mechanism can be accommodated in the casing in a compact manner, and weight distribution can be improved.

JP-A-9-169290

However, in the roller speed reduction device described in Patent Document 1 described above, the clutch mechanism for appropriately transmitting power is configured to face outward in the radial direction, so it is not easy to reduce the size of the clutch mechanism.

In addition, as described above, if the clutch mechanism is configured to face radially outward with respect to the shaft, it is not easy to increase the area where the clutch surfaces contact each other, and in order to transmit a large torque There is a problem that a large clutch mechanism is required.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a drive assist unit that is relatively small and capable of transmitting a large torque, and an electric assist device including the drive assist unit. There is.

The drive assist unit of the present invention is a drive assist unit that assists the human power drive given to the power input shaft by the user with a motor and takes out the power from the power output shaft to the outside, and rotates by the human power drive force of the user, A first clutch having a first clutch surface; a second clutch having a second clutch surface that is rotated by a motor driving force of the motor; and a third clutch surface having a third clutch surface that is drivingly connected to the power output shaft. 3 clutches, wherein the first clutch surface, the second clutch surface, and the third clutch surface face each other along the axial direction of the power input shaft, and the first clutch and the second clutch The clutch is arranged substantially concentrically.

In the drive assist unit of the present invention, the first clutch, the second clutch, and the third clutch have a substantially annular shape, and the first clutch, the second clutch, and the third clutch have holes. The power input shaft passes through the portion.

In the drive assist unit of the present invention, the first clutch surface, the second clutch surface, and the third clutch surface each have washboard-like clutch teeth extending along a radial direction. .

In the drive assist unit of the present invention, the human power driving force is input via the power input shaft that passes through the first clutch, the second clutch, and the third clutch, and the power input shaft is It is characterized by passing through the power output shaft.

The drive assist unit of the present invention further includes a speed reducer that transmits the driving force of the motor to the second clutch, and the power input shaft penetrates the speed reducer.

In the drive assist unit of the present invention, the first clutch and the second clutch are urged toward the third clutch by an urging means.

Further, the electric assist device includes the above-described drive assist unit.

The drive assist unit of the present invention is a drive assist unit that assists the human power drive given to the power input shaft by the user with a motor and takes out the power from the power output shaft to the outside, and rotates by the human power drive force of the user, A first clutch having a first clutch surface; a second clutch having a second clutch surface that is rotated by a motor driving force of the motor; and a third clutch surface having a third clutch surface that is drivingly connected to the power output shaft. 3 clutches, wherein the first clutch surface, the second clutch surface, and the third clutch surface face each other along the axial direction of the power input shaft, and the first clutch and the second clutch The clutch is arranged substantially concentrically. Therefore, the first clutch, the second clutch, and the third clutch can be simplified by engaging the clutch surfaces of the first clutch and the third clutch by disposing the clutch surfaces facing each other. With the configuration, the driving force of the user can be transmitted to the output shaft. In addition, the driving force of the motor can be transmitted to the output shaft by engaging the second clutch and the third clutch. Furthermore, since the first clutch and the second clutch are arranged substantially concentrically, the user can be assisted by the driving force of the motor with a simple structure.

In the drive assist unit of the present invention, the first clutch, the second clutch, and the third clutch have a substantially annular shape, and the first clutch, the second clutch, and the third clutch have holes. The power input shaft passes through the portion. Therefore, by arranging the clutches in the space around the output shaft, the members constituting the drive assist unit can be made compact.

In the drive assist unit of the present invention, the first clutch surface, the second clutch surface, and the third clutch surface each have washboard-like clutch teeth extending along a radial direction. . Therefore, each clutch has washboard-like clutch teeth extending along the radial direction, so that the clutches can be easily engaged with each other during operation.

In the drive assist unit of the present invention, the human power driving force is input via the power input shaft that passes through the first clutch, the second clutch, and the third clutch, and the power input shaft is It is characterized by passing through the power output shaft. Therefore, since a part of the power input shaft is built in the power output shaft, the overall configuration of the unit can be simplified.

The drive assist unit of the present invention further includes a speed reducer that transmits the driving force of the motor to the second clutch, and the power input shaft penetrates the speed reducer. Therefore, since the power input shaft is partially built in the speed reducer, the overall configuration of the unit can be simplified.

In the drive assist unit of the present invention, the first clutch and the second clutch are urged toward the third clutch by an urging means. Therefore, the first clutch and the second clutch are urged toward the third clutch by the urging means such as a spring, so that the clutch surfaces of the first clutch and the second clutch and the clutch surface of the third clutch are connected. The teeth can be stably engaged, and the power can be stably transmitted.

Further, the electric assist device includes the above-described drive assist unit. Therefore, since the configuration for transmitting the driving force can be simplified, the overall configuration of the electrically assisted moving device can be simplified, and the overall weight can be reduced.

(A) is a perspective view which shows the drive assistance unit which concerns on embodiment of this invention, (B) is a side view which shows the bicycle which concerns on embodiment of this invention. It is a block diagram which shows the connection structure of the drive auxiliary unit which concerns on embodiment of this invention. It is a disassembled perspective view which shows the structure of the drive assistance unit which concerns on embodiment of this invention. It is a disassembled perspective view which shows the structure of the drive auxiliary unit which concerns on embodiment of this invention from another angle. It is a figure which shows the drive auxiliary unit which concerns on embodiment of this invention, and is an exploded perspective view which shows the other structure of a motor. It is sectional drawing which shows the structure of the drive assistance unit which concerns on embodiment of this invention. It is a figure which shows the drive auxiliary unit which concerns on embodiment of this invention, (A) is the disassembled perspective view which looked at the principal part of the drive auxiliary unit from the left, (B) looked at the part from the right It is a disassembled perspective view. It is a flowchart which shows operation | movement of the drive assistance unit which concerns on embodiment of this invention. (A) to (D) are schematic views showing the operation of the drive assist unit according to the embodiment of the present invention. It is a figure which shows the drive assistance unit which concerns on embodiment of this invention, and is a graph which shows the relationship between the opening degree of a throttle, and speed.

Hereinafter, the drive assist unit 10 according to the present embodiment and the electric assist device including the drive assist unit 10 will be described with reference to the drawings. In the following description, the same members are denoted by the same reference numerals in principle, and repeated description is omitted. Furthermore, in the following description, the respective directions of up, down, front, back, left, and right are used, and the left and right indicate directions when facing the traveling direction of the electric assist device. Further, in the present application, “substantial” means a range in consideration of a range of manufacturing errors and mounting errors.

Referring to FIG. 1A, a drive assist unit 10 includes a case 29, a crank 43 attached to the right side of the case 29, and a pedal 45 rotatably attached to an outer end portion of the crank 43. A crank 44 attached to the left side of the case 29, a pedal 46 rotatably attached to the outer end of the crank 44, and a sprocket 39 attached to the right side of the case 29. Yes.

The drive assisting unit 10 is a unit that gives an assisting driving force to the bicycle 40 as an electric assisting device that will be described later, and assists the manpower driving force that the user gives to the

pedals

45 and 46. Specifically, the drive assist unit 10 rotates the sprocket 39 with the assist drive force, thereby obtaining a comprehensive drive force without requiring the user to apply a large human drive force to the

pedals

45 and 46. be able to. Furthermore, as will be described later, an electric assist device such as a bicycle can be driven by only the driving force generated from the drive assist unit 10.

FIG. 1B shows a bicycle 40 as an example of an electric assist in which the drive assist unit 10 described above is incorporated. The bicycle 40 is a bicycle with a so-called electric assist function in which driving force is assisted by the driving assist unit 10.

The drive assist unit 10 described above is fixed to the frame of the bicycle 40. A chain 33 is hung between the sprocket 39 of the bicycle 40 and a sprocket (not shown) of the wheel 50. Furthermore, the frame of the bicycle 40 is provided with a detachable battery 41, and a control device 42 that controls the operation of the drive assisting unit 10 is also provided in the bicycle 40. Although not shown here, a throttle 47 for controlling the auxiliary driving force of the driving auxiliary unit 10 is provided near the handle of the bicycle 40.

The driving assistance unit 10 generates an auxiliary driving force with the electric power supplied from the battery 41 based on an instruction from the control device 42, and rotates the wheel 50 via the chain 33 with the auxiliary driving force. By doing in this way, the bicycle 40 can be moved at high speed compared with the human-powered driving force which a user gives to the pedal 46, and the fatigue of the user accompanying a bicycle driving | running can be reduced. Furthermore, the bicycle 40 can move at high speed.

FIG. 2 is a block diagram showing a connection configuration of the drive assist unit 10. With reference to this figure, the drive assist unit 10 includes a control device 42, a torque detector 48, a motor 12, a speed reducer 35, a first clutch 14, a second clutch 15, and a third clutch 16.

Further, the driving assist unit 10 receives the manual driving force of the

pedals

45 and 46, the operation amount of the throttle 47, and the power of the battery 41. Based on these inputs, the drive assist unit 10 outputs an assist drive force for rotating the wheel 50 of the bicycle 40 described above.

The torque detector 48 detects the magnitude of torque generated when the user pedals the

pedals

45 and 46, and transmits an electrical signal corresponding to the magnitude of the torque to the control device 42. Information indicating the rotation speed of the motor 12 is also input to the control device 42.

The control device 42 has a CPU, RAM, ROM and the like. Based on information indicating the magnitude of torque input from the torque detector 48, the control device 42 performs predetermined arithmetic processing using a predetermined program incorporated therein, and rotates the motor 12 at a predetermined speed. A control signal to be generated is generated.

The auxiliary driving force generated by the rotation of the motor 12 is converted into a predetermined rotational speed and torque by the reduction gear 35 and transmitted to the second clutch 15. On the other hand, the first clutch 14 is drivingly connected to the

pedals

45 and 46. The first clutch 14 and the second clutch 15 are configured to mesh with the third clutch 16 as appropriate. The third clutch 16 is drivingly connected to the sprocket 39 described above, and the bicycle 40 can be advanced by rotating the wheel 50 by rotating the third clutch 16.

With reference to FIG. 3 and FIG. 4, the specific structure of the drive assist unit 10 described above will be described. 3 is an exploded perspective view of the driving auxiliary unit 10 as viewed from the left side, and FIG. 4 is an exploded perspective view of the driving auxiliary unit 10 as viewed from the right side.

With reference to FIGS. 3 and 4, the case 29 described above includes a right case 30, a center case 32, and a left case 31, and each member constituting the drive assist unit 10 is built in the case 29. . A spider 38, a sprocket 39, and a crank 43 are disposed on the right side of the right case 30. The spider 38 and the sprocket 39 are drivingly connected to the third clutch 16, and these members rotate together.

The crank 43 is fitted to the right end side of the power input shaft 11. A crank 44 to which a pedal 46 is attached is fitted on the left end side of the power input shaft 11. The power input shaft 11 has a function of transmitting, to the first clutch 14, human driving force (stepping force) generated when the user pedals the

pedals

45 and 46. Here, the power input shaft 11 is also referred to as a crankshaft.

The first clutch 14, the second clutch 15, and the third clutch 16 constituting the clutch mechanism are arranged on the left side of the right case 30. The first clutch 14 appropriately transmits the manpower driving force to the third clutch 16 as described above. The second clutch 15 appropriately transmits the auxiliary driving force generated from the motor 12 to the third clutch 16. Details of the first clutch 14, the second clutch 15, and the third clutch 16 will be described later.

The third clutch 16 is a clutch that receives one or both of the human driving force and the auxiliary driving force. The right side end of the third clutch 16 is connected to the spider 38, and the third clutch 16 and the spider 38 rotate in synchronization.

Here, a needle bearing 26 is disposed inside the third clutch 16. The needle bearing 26 is a so-called bearing and is disposed between the third clutch 16 and the power input shaft 11 and allows asynchronous rotation of the third clutch 16 and the power input shaft 11.

A spring 28 is disposed on the left side of the first clutch 14. The springs 28 are coil springs having winding axes in the left-right direction, and a plurality of springs 28 are arranged along the circumferential direction of the first clutch 14. The spring 28 is a biasing unit that biases the first clutch 14 toward the right side. The left end of the spring 28 is supported by an output case 51.

The second clutch 15 is a clutch formed in a substantially annular shape that is rotated by the auxiliary driving force of the motor 12 described above. The second clutch 15 and the third clutch 16 mesh with each other as appropriate, and the auxiliary driving force of the motor 12 is transmitted to the spider 38 through both meshing.

A spring 27 is disposed on the left side of the second clutch 15. The springs 27 are coil springs having winding axes in the left-right direction, and a plurality of springs 27 are arranged along the circumferential direction of the second clutch 15. The spring 27 is a biasing unit that biases the second clutch 15 toward the right side. The left end of the spring 27 is supported by the output case 51.

The output case 51 is disposed between the second clutch 15 and the speed reducer 35 and is a substantially annular member for transmitting the auxiliary driving force decelerated by the speed reducer 35 to the second clutch 15. is there. Although not shown here, the claw portion that protrudes outward in the radial direction of the second clutch 15 is engaged with the cut portion of the output case 51. As a result, the output case 51 and the second clutch 15 rotate in synchronization. The left side surface of the output case 51 is connected to the output surface of the speed reducer 35. With this configuration, the second clutch 15 and the speed reducer 35 are drivingly connected.

The reduction gear 35 increases the torque by reducing the rotational speed of the auxiliary driving force input from the input unit arranged on the left end side thereof by the reduction mechanism arranged therein, and converts the auxiliary driving force after conversion. Is output from the output unit arranged on the right end side. The input side of the speed reducer 35 is connected to the motor 12, and the output side of the speed reducer 35 is connected to the second clutch 15 via the output case 51.

The motor 12 may be an inner rotor type or an outer rotor type. When the motor 12 is an outer rotor type, the motor 12 includes a stator 49 and an outer rotor 34. The stator 49 has, for example, a plurality of electric magnets arranged along the circumferential direction, and the outer rotor 34 has a plurality of permanent magnets arranged along the circumferential direction. The outer rotor 34 is connected to a drive input unit of the speed reducer 35.

Referring to FIG. 5, when the motor 12 is an inner rotor type, the motor 12 includes a stator 60 and an inner rotor 61. The stator 60 includes, for example, a plurality of electric magnets wound along the circumferential direction, and the inner rotor 61 includes a plurality of permanent magnets disposed along the circumferential direction. The stator 60 is fixed to the central case 32 with screws. The inner rotor 61 is connected to the drive input unit of the speed reducer 35. A ring stopper 62 is disposed on the left side of the inner rotor 61. Here, a counterbore part is formed on the right side surface of the inner rotor 61, and a drive plate 63 is fitted into the counterbore part, and is connected to the shaft of the speed reducer 35 through the center of the stator 60.

Here, whether the outer rotor type or the inner rotor type is adopted as the motor 12, the connection with the battery 41, the control operation of the control device 42, and the size of the drive auxiliary unit 10 are the same.

As described above, the

cranks

43 and 44 are connected to both ends of the power input shaft 11, and the power input shaft 11 rotates when the user pedals the

pedals

45 and 46. Further, the power input shaft 11 passes through each member constituting the drive assist unit 10. Specifically, from the right side, the power input shaft 11 includes a sprocket 39, a spider 38, a right case 30, a third clutch 16, a needle bearing 26, a first clutch 14, a second clutch 15, an output case 51, The speed reducer 35, the motor 12, and the left case 31 are passed through. Thus, the whole structure of the drive auxiliary unit 10 can be simplified by setting it as the structure which the power input shaft 11 penetrates each member. The power input shaft 11 is drivingly connected to the first clutch 14, and the first clutch 14 rotates in synchronization with the power input shaft 11.

Here, although not shown in FIGS. 3 and 4, an oil seal, a seal cap, a wheel stopper, a bearing, and the like are disposed between the crank 44 and the left case 31. Further, a bearing, a ring stopper, and the like are disposed between the speed reducer 35 and the output case 51. Further, an oil seal and a seal cap are disposed between the right case 30 and the spider 38. Further, an inner case 52 is disposed on the right side of the output case 51.

Further, each member constituting the drive assist unit 10 is arranged around a shaft 55 extending in the left-right direction.

FIG. 6 is a cross-sectional view of the drive assist unit 10 having the above-described configuration. The details of each member shown in this figure are as described above. Moreover, although the above-described torque detector 48 is built in the drive assist unit 10, the operation of the torque detector 48 departs from the features of the present invention. Is omitted.

Referring to FIG. 7, a clutch mechanism for transmitting the above-described human driving force and auxiliary driving force will be described. 7A is an exploded perspective view of the first clutch 14, the second clutch 15 and the third clutch 16 as viewed from the left side, and FIG. 7B is an exploded view of these members as viewed from the right side. It is a perspective view.

Referring to FIG. 7A, the third clutch 16 has a substantially annular third clutch surface 19 formed on the left side main surface. A cylindrical portion 37 is formed on the right portion of the third clutch 16, and the cylindrical portion 37 penetrates the right case 30 and is connected to the spider 38. The cylindrical portion 37 functions as a power output shaft that extracts power to the outside. The third clutch face 19 is formed with third clutch teeth 25 extending along the radial direction at substantially equal intervals along the circumferential direction. In other words, the third clutch surface 19 is formed by a plurality of third clutch teeth 25 extending radially. The third clutch teeth 25 have a washboard shape along the circumferential direction. Specifically, when the third clutch teeth 25 are viewed from the left side, the third clutch teeth 25 are parallel to the inclined surface 53 inclined to the left side along the clockwise direction and the shaft 55. And an axial parallel surface 54. Here, the inclined surface 53 and the axis parallel surface 54 are formed as flat surfaces, for example, and the same applies to the other first clutch 14 and second clutch 15.

Further, the first clutch 14, the second clutch 15, and the third clutch 16 described above are formed with substantially

circular holes

20, 21, and 22, respectively. The power input shaft 11 passes through the

holes

20, 21, and 22.

Referring to FIG. 7B, the first clutch 14 and the second clutch 15 are arranged substantially concentrically around the shaft 55. Further, each of the first clutch 14 and the second clutch 15 has a substantially annular shape. Further, the first clutch 14 is disposed inside the second clutch 15. That is, the positions of the first clutch 14 and the second clutch 15 in the left-right direction are the same.

The first clutch surface 17 is formed on the right main surface of the first clutch 14, that is, the main surface facing the third clutch 16, and meshes with the third clutch surface 19 of the third clutch 16 as appropriate. Moreover, the 1st clutch teeth 23 extended along a radial direction are formed in the 1st clutch surface 17 at equal intervals along the circumferential direction. The shape of the first clutch surface 17 of the first clutch 14 is a shape in which irregularities are reversed from the third clutch surface 19 of the third clutch 16. Specifically, when the first clutch 14 is viewed from the right side, the first clutch tooth 23 has an inclined surface 56 that is inclined clockwise along the clockwise direction and an axis parallel to the axis 55. It is comprised from the parallel surface 57. FIG.

Since the first clutch 14 has the first clutch surface 17 having such a shape, the first clutch 14 and the third clutch 16 can be engaged in a predetermined direction. Specifically, the axis parallel surface 54 of the third clutch tooth 25 of the third clutch 16 shown in FIG. 7A and the axis parallel of the first clutch tooth 23 of the first clutch 14 shown in FIG. The surface 57 abuts against the circumferential direction. When viewed from the right in this state, when the first clutch 14 rotates clockwise, the first clutch teeth 23 of the first clutch 14 and the third clutch teeth 25 of the third clutch 16 mesh with each other. Therefore, the third clutch 16 can be rotated by the driving force of the first clutch 14. In this case, the manual driving force rotates the sprocket 39 described above via the first clutch 14 and the third clutch 16 and rotates the wheel 50 of the bicycle 40.

A second clutch surface 18 is formed on the main surface on the right side of the second clutch 15, that is, the main surface facing the third clutch 16, and meshes appropriately with the third clutch surface 19 of the third clutch 16. Further, second clutch teeth 24 extending along the radial direction are formed on the second clutch surface 18 at equal intervals along the circumferential direction. The shape of the second clutch teeth 24 of the second clutch 15 is a shape in which irregularities are reversed from those of the third clutch surface 19 of the third clutch 16. Specifically, when the second clutch 15 is viewed from the right side, the second clutch tooth 24 has an inclined surface 58 inclined in the clockwise direction and an axis parallel to the axis 55. And a parallel surface 59.

The second clutch 15 has the second clutch surface 18 having the above-described shape, whereby the second clutch 15 and the third clutch 16 can be engaged in a predetermined direction. Specifically, the axis parallel surface 54 of the third clutch tooth 25 of the third clutch 16 shown in FIG. 7A and the axis parallel of the second clutch tooth 24 of the second clutch 15 shown in FIG. The surface 59 abuts against the circumferential direction. In this state, when viewed from the right, when the second clutch 15 rotates clockwise, the second clutch teeth 24 of the second clutch 15 and the third clutch teeth 25 of the third clutch 16 mesh with each other. Therefore, the third clutch 16 can be rotated by the driving force of the second clutch 15. In this case, the auxiliary driving force by the motor 12 rotates the sprocket 39 described above via the second clutch 15 and the third clutch 16 and rotates the wheel 50 of the bicycle 40.

Here, in the state where the first clutch 14, the second clutch 15, and the third clutch 16 are incorporated in the drive assist unit 10, the inner peripheral portion of the first clutch surface 17 is the inner peripheral portion of the third clutch surface 19. Is almost the same. In this state, the outer periphery of the second clutch surface 18 is substantially coincident with the outer periphery of the third clutch surface 19. By doing in this way, the substantially whole area of the 1st clutch surface 17, the 2nd clutch surface 18, and the 3rd clutch surface 19 can be used effectively as a surface to mesh.

Here, as described above, in the clutch configuration according to the present embodiment, the first clutch surface 17 of the first clutch 14, the second clutch surface 18 of the second clutch 15, and the third clutch surface of the third clutch 16. 19 face each other in parallel along the axis 55. By doing in this way, the area which the 1st clutch surface 17 and the 3rd clutch surface 19 mesh, and the area which the 2nd clutch surface 18 and the 3rd clutch surface 19 mesh can be enlarged. . Therefore, since a large torque can be transmitted with a small clutch configuration, the overall configuration of the drive assist unit 10 can be reduced in size.

Furthermore, in this embodiment, the 1st clutch 14 and the 2nd clutch 15 are arrange | positioned concentrically. Specifically, the clutch structure of the present embodiment includes a first clutch 14, a second clutch 15, and a third clutch 16, and the first clutch 14 and the second clutch 15 are power input clutches. The third clutch 16 is a power output clutch. Here, the first clutch 14 and the second clutch 15, which are power input clutches, are arranged concentrically around the shaft 55. By doing in this way, the 1st clutch 14 which transmits a manpower driving force, and the 2nd clutch 15 which transmits the auxiliary driving force from the motor 12 can be switched easily, and also both are narrow space. Can be stored.

Furthermore, the first clutch surface 17 of the first clutch 14, the second clutch surface 18 of the second clutch 15, and the third clutch surface 19 of the third clutch 16 are in surface contact. Therefore, a large effective area for transmitting power can be secured. Furthermore, the first clutch 14, the second clutch 15, and the third clutch 16 can be easily assembled in the manufacturing process.

Further, the power input shaft 11 shown in FIG. 3 or the like penetrates the inside of the cylindrical portion 37 of the third clutch 16 that is the power output shaft shown in FIG. Therefore, the power input shaft 11 and the cylindrical portion 37 to / from which power is input / output can be accommodated in the drive auxiliary unit 10 in a compact manner.

Based on FIG. 8 and FIG. 9, the operation of the drive assisting unit 10 will be described with reference to the above-described figures. FIG. 8 is a flowchart showing the operation of the drive assist unit 10, and FIG. 9 is a schematic diagram showing the state of the clutch structure in each state.

In the following description, the free state indicates a state where the clutch surfaces of the clutches are not engaged with each other, that is, a state where torque is not transmitted to the third clutch 16 via the clutch surfaces. The locked state indicates a state where the clutch surfaces of the clutches are engaged with each other, that is, a state where torque is transmitted to the third clutch 16 via the clutch surfaces. Moreover, in each figure of FIG. 9, the clutches which are transmitting the power are schematically shown in close contact, and the clutches which are not transmitting the power are schematically shown separated from each other.

First, in step S10, it is determined whether or not the bicycle 40 is in a stopped state. If the bicycle 40 is in a stopped state, that is, if step S10 is YES, the first clutch 14 and the second clutch 15 are in a free state (step S17). This state is shown in FIG. In this step, the first clutch surface 17 of the first clutch 14 does not mesh with the third clutch surface 19 of the third clutch 16. Further, the second clutch surface 18 of the second clutch 15 does not mesh with the third clutch surface 19 of the third clutch 16. Therefore, the wheel 50 of the bicycle 40 can freely rotate. In this step, the third clutch 16 rotates, but the first clutch 14 and the second clutch 15 do not rotate. In step S17, the rotation speeds of the

pedals

45 and 46 are zero, and the output rotation speed of the speed reducer 35 (motor 12) is also zero.

If the bicycle 40 is not in a stopped state, that is, if step S10 is NO and the vehicle is running manually (YES in step S10), the first clutch 14 is locked and the second clutch 15 is free (step). S18). This state is shown in FIG. In this step, the first clutch surface 17 of the first clutch 14 and the third clutch surface 19 of the third clutch 16 are engaged with each other. The second clutch surface 18 of the second clutch 15 and the third clutch surface 19 of the third clutch 16 are not in mesh with each other. Therefore, torque generated by the user stroking the

pedals

45 and 46 is transmitted to the wheel 50 via the first clutch 14 and the third clutch 16, and the bicycle 40 moves forward at a speed desired by the user. In step S18, the first clutch 14 and the third clutch 16 rotate, but the second clutch 15 does not rotate. Moreover, in this step S18, the output rotation speed of the reduction gear 35 (motor 12) is also zero.

If the traveling state of the bicycle 40 is not a human-powered traveling state (NO in step S11), it is determined whether or not the traveling state of the bicycle 40 is an assist traveling state (step S12). If the traveling state of the bicycle 40 is the assist traveling state, that is, if step S12 is YES, the rotational speed P (rotational speed) of the

pedals

45 and 46 and the output rotational speed A of the speed reducer 35 from step S13 to step S15. Drive control based on the comparison result with (rotational speed) is performed.

Specifically, if the rotation speed P of the

pedals

45 and 46 is higher than the output rotation speed A of the speed reducer 35, the first clutch 14 is locked, as shown in FIG. The two clutch 15 is in a free state (YES in step S13, step S19). Therefore, torque generated by the user stroking the

pedals

45 and 46 is transmitted to the wheel 50 via the first clutch 14 and the third clutch 16, and the bicycle 40 moves forward at a speed desired by the user.

If the rotational speed P of the

pedals

45 and 46 and the output rotational speed A of the speed reducer 35 are substantially the same speed (NO in step S13, YES in step S14), the first clutch 14 is in the locked state, and the second The clutch 15 is also locked (step S20) (see FIG. 9D). Therefore, the torque generated when the user pedals the

pedals

45 and 46 is transmitted to the wheel 50 via the first clutch 14 and the third clutch 16. In this step, for example, the control device 42 rotates the motor 12 at a predetermined rotation speed based on the output of the torque detector 48 shown in FIG. Further, torque generated by the rotation of the motor 12 is also transmitted to the wheels 50 via the speed reducer 35 and the second clutch 15. Therefore, the user can drive the bicycle 40 at a predetermined speed while reducing fatigue.

If the rotation speed P of the

pedals

45 and 46 is lower than the output rotation speed A of the speed reducer 35 (NO in step S14, step S15), the first clutch 14 is in a free state and the second clutch 15 is in a locked state. (Step S21) (see FIG. 9C). Therefore, the torque generated when the user pedals the

pedals

45 and 46 is not transmitted to the wheel 50. On the other hand, torque generated by the rotation of the motor 12 is transmitted to the wheels 50 via the speed reducer 35 and the second clutch 15. Further, in this step, when the opening degree of the throttle 47 is increased, the torque generated from the motor 12 is increased based on the instruction of the control device 42, and a large auxiliary driving force can be obtained in the assist running state. The user can move more comfortably using the bicycle 40.

Such matters will be described with reference to FIG. The horizontal axis of the graph in FIG. 10 indicates the opening of the throttle 47, and the vertical axis indicates the traveling speed of the bicycle 40. Referring to this figure, when the user increases the opening of throttle 47 in step S21 described above, the traveling speed of bicycle 40 increases in direct proportion to the opening of throttle 47. Therefore, the user can move using the bicycle 40 at a speed desired by the user by increasing the opening of the throttle 47. Further, when the opening degree of the throttle 47 exceeds a certain value, for example, when the opening degree of the throttle 47 reaches about 90%, the speed of the bicycle 40 does not increase even if the opening degree of the throttle 47 is further increased. ing.

If the traveling state of the bicycle 40 is the EV traveling state (NO in step S12, YES in step S16), the first clutch 14 is in a free state and the second clutch 15 is in a locked state (step S22). Therefore, the user does not have to pedal the

pedals

45 and 46. On the other hand, torque generated by the rotation of the motor 12 is transmitted to the wheels 50 via the speed reducer 35 and the second clutch 15. Further, in this step, as in step S21, when the opening degree of the throttle 47 is increased, the torque generated from the motor 12 is increased based on an instruction from the control device 42, and a large auxiliary driving force can be obtained. The user can move more comfortably using the bicycle 40. When the determination in step S16 is completed (NO in step S16), the process returns to step S10.

As mentioned above, although embodiment of this invention was shown, this invention is not limited to the said embodiment.

For example, although the bicycle 40 is illustrated as the electric assist device in FIG. 1B, an apparatus other than the bicycle 40 may be employed as the electric assist device. For example, a device having two or more wheels can be employed as the electric assist device. In addition, as the electric assist device, an electric assist motorcycle, a cargo type electric assist device, an electric mountain bike, an electric assist bicycle for leisure, a boat, and the like may be employed.

Referring to FIG. 7, first clutch surface 17 of first clutch 14, second clutch surface 18 of second clutch 15, and third clutch surface 19 of third clutch 16 are in close contact with each other. Although configured, the clutch surfaces can be separated as appropriate according to the situation of the clutch configuration. That is, referring to FIG. 7A, when the second clutch 15 and the third clutch 16 are engaged, the first clutch surface 17 of the first clutch 14 is replaced with the third clutch surface of the third clutch 16. It may be separated from 19. Further, the second clutch surface 18 of the third clutch 16 may be separated from the third clutch surface 19 of the third clutch 16 when the first clutch 14 and the third clutch 16 are engaged. By doing in this way, it can suppress that noise generate | occur | produces when the clutch surfaces which are not meshing contact.

Further, referring to FIG. 3, the first clutch 14 and the second clutch 15 are biased toward the third clutch 16 by the spring 28 and the spring 27 which are biasing means. Other configurations can also be adopted. Specifically, as the urging means, one coil spring or one spring plate is employed on the circumferences of the first clutch 14 and the second clutch 15, respectively, so that the number of parts constituting the drive assist unit 10 can be reduced. Can be reduced.

10 drive auxiliary unit 11 power input shaft 12 motor 14 first clutch 15 second clutch 16 third clutch 17 first clutch surface 18 second clutch surface 19 third clutch surface 20 hole 21 hole 22 hole 23 first clutch Teeth 24 Second clutch teeth 25 Third clutch teeth 26 Needle bearing 27 Spring 28 Spring 29 Case 30 Right case 31 Left case 32 Central case 33 Chain 34 Outer rotor 35 Reducer 37 Cylindrical portion 38 Spider 39 Sprocket 40 Bicycle 41 Battery 42 Control Device 43 Crank 44 Crank 45 Pedal 46 Pedal 47 Throttle 48 Torque detector 49 Stator 50 Wheel 51 Output case 52 Inner case 53 Inclined surface 54 Axis parallel surface 5 Axis 56 inclined surface 57 axially parallel surface 58 inclined surface 59 axially parallel surface 60 stator 61 inner rotor 62 sprag 63 drive plate

Claims

It is a drive assist unit that assists the human power drive that the user gives to the power input shaft with the motor and takes the power out from the power output shaft,
A first clutch that is rotated by a human driving force of the user and has a first clutch surface;
A second clutch that rotates by a motor driving force of the motor and has a second clutch surface;
A third clutch that is drivingly connected to the power output shaft and has a third clutch surface;
The first clutch surface, the second clutch surface, and the third clutch surface are opposed along the axial direction of the power input shaft,
The drive assist unit, wherein the first clutch and the second clutch are arranged substantially concentrically.
The first clutch, the second clutch, and the third clutch have a substantially annular shape,
The drive assist unit according to claim 1, wherein the power input shaft passes through holes of the first clutch, the second clutch, and the third clutch.
The said 1st clutch surface, the said 2nd clutch surface, and the said 3rd clutch surface each have wash-board-like clutch teeth extended along a radial direction, The Claim 1 or Claim 2 characterized by the above-mentioned. Drive auxiliary unit.
The human power driving force is input via the power input shaft that passes through the first clutch, the second clutch, and the third clutch,
The drive assist unit according to any one of claims 1 to 3, wherein the power input shaft passes through the power output shaft.
A speed reducer that transmits the driving force of the motor to the second clutch;
The drive assist unit according to any one of claims 1 to 4, wherein the power input shaft passes through the speed reducer.
6. The drive assist unit according to claim 1, wherein the first clutch and the second clutch are urged toward the third clutch by an urging unit. .
An electric assist device comprising the drive assist unit according to any one of claims 1 to 6.