WO2019227704A1 - 一种助力装置 - Google Patents

一种助力装置 Download PDF

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Publication number
WO2019227704A1
WO2019227704A1 PCT/CN2018/101984 CN2018101984W WO2019227704A1 WO 2019227704 A1 WO2019227704 A1 WO 2019227704A1 CN 2018101984 W CN2018101984 W CN 2018101984W WO 2019227704 A1 WO2019227704 A1 WO 2019227704A1
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WO
WIPO (PCT)
Prior art keywords
wheel
fixedly connected
driven wheel
motor
driving wheel
Prior art date
Application number
PCT/CN2018/101984
Other languages
English (en)
French (fr)
Inventor
黄跃波
Original Assignee
Huang Yuebo
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 Huang Yuebo filed Critical Huang Yuebo
Publication of WO2019227704A1 publication Critical patent/WO2019227704A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • 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
    • 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

Definitions

  • the invention relates to a power-assisting device, in particular to a power-assisting device for assisting a bicycle.
  • Boost bicycles are the fastest growing bicycle category in the market.
  • the power-assisted motor is located in the middle of the frame, and its power is directly output to the center shaft or crankset.
  • the motor's rear power scheme has a reasonable center of gravity, high transmission efficiency, no motor reluctance (an inherent defect of the wheel booster motor) when skiing (an important way for cycling), and the motor can use the rear dial / tower wheel transmission Variable speed and variable torque functions, thereby improving its dynamic characteristics.
  • the main purpose of the present invention is to enable the bicycle using the power-assisting device to simply restore the performance before modification.
  • the booster device of the present invention includes: a booster motor, a driving wheel, a driven wheel, and a bottom bracket; the booster motor can be detachably and fixedly connected to the frame; the driving wheel and the driven wheel mesh with each other, mesh in a chain ring, or tighten on a transmission belt
  • the driving wheel is integrally manufactured or fixedly connected to the output end of the booster motor; the driven wheel is integrally manufactured or fixedly connected to the input end of the first overrunning clutch; the output end of the first overrunning clutch is integratedly manufactured or fixedly connected to the middle The end of the shaft or the root of the crank; or the input end of the second overrunning clutch is integrally manufactured or fixedly connected to the output of the booster motor; the drive wheel is integrally manufactured or fixedly connected to the output of the second overrunning clutch; the driven wheel is integrally manufactured or It is fixedly connected to the end of the bottom bracket or the root of the crank.
  • the invention has many advantages: 1. In the case that the power assist motor is disassembled, the invention only retains the driven wheel (or driven wheel + overrunning clutch) at the bottom shaft or crank, because its structure is light and it is located in the positive center of gravity of the bicycle. Below. At this time, the riding experience of the bicycle (only the driven wheels are kept) is basically the same as the original bicycle. This characteristic makes the present invention have the advantage that the performance of the power-assisted bicycle is restored to substantially the same as that of the original bicycle by removing the motor. 2. If the driven wheel is set on the crank, there is no need to change the center axle of the original car, only one modified crank can be replaced. This solution has the advantages of low cost, wide application range, and simple modification. 3.
  • the invention adopts a mid-position power scheme. 5. Due to the action of the overrunning clutch, even when the booster motor is not removed, the booster motor will not be driven even when the booster motor is not removed, thereby avoiding the effect of the booster motor idling resistance. 6. Since the bottom bracket or crank and the power-assisted motor are designed as independent components, the invention also has the advantage: assuming that the cyclist has a mountain bike and a road bike, he only needs to buy two pairs of cheap medium-sized bicycles.
  • axle modification or crank modification were installed on his two bicycles respectively, and the expensive power-assisted motor, he only needed to buy one set and install it on the bicycle traveling on the same day. In this way, he can experience the brisk riding feel of the power-assisted bicycle in different riding environments at a relatively cheap price (buy one set of booster motors less). Obviously this is a more economical solution, especially suitable for families with multiple bicycles, so it has broad market prospects.
  • a secondary object of the present invention is that the booster does not increase the crank Q value.
  • the driven wheel is provided on the side of the frame where the transmission wheel is not provided.
  • the driven wheel is provided on the side of the frame where the transmission wheel is not provided, and the idle space there is used reasonably to avoid increasing the Q value.
  • the transmission wheel is a plurality of chainrings, a front derailleur needs to be provided for speed change.
  • the driven wheel (and driving wheel) is set on the other side to avoid conflict with the front derailleur.
  • the driving wheel is a sprocket
  • the driven wheel is a sprocket
  • the booster device also includes a chain ring
  • the driving wheel and the driven wheel are respectively meshed at the two ends of the chain ring to form a chain transmission pair.
  • the driving wheel is a pulley
  • the driven wheel is a pulley
  • the booster device also includes a transmission belt ring
  • the driving wheel and the driven wheel are respectively tensioned at two ends of the belt ring to form a belt transmission pair.
  • One scheme of the transmission pair is: the driving wheel is a cylindrical gear and the driven wheel is a cylindrical gear; or the driving wheel is a bevel gear and the driven wheel is a bevel gear; the driven wheel and the driving wheel mesh with each other to form a gear transmission pair.
  • a secondary object of the present invention is to make the transmission pair have the function of a speed reducer to simplify the system, reduce costs, and reduce weight.
  • the diameter of the driving wheel is smaller than the diameter of the driven wheel.
  • a secondary object of the present invention is to protect the transmission pair to prevent harmful factors such as muddy water from hindering the power-assisting device; and to prevent the rider's trousers from getting caught in the transmission pair mechanism.
  • the booster device also includes a protective cover; the protective cover is fixedly connected to the frame and / or the booster motor; the protective cover is external to the transmission pair.
  • a main object of the present invention is to provide a bicycle which adopts the aforementioned booster device, and thus has the advantages of the aforementioned booster device.
  • the bicycle includes a power assist device according to any one of claims 1 to 7.
  • FIG. 1 is a left side view of the booster device of Embodiment 1.
  • FIG. 1 is a left side view of the booster device of Embodiment 1.
  • FIG. 2 is a front view of the boosting device of Embodiment 1.
  • FIG. 2 is a front view of the boosting device of Embodiment 1.
  • Fig. 3 is a plan view of the booster device of the first embodiment.
  • FIG. 4 is an exploded view of the assisting device of Embodiment 1.
  • FIG. 4 is an exploded view of the assisting device of Embodiment 1.
  • FIG. 5 is a schematic diagram of a connection between a motor and a driving gear of Embodiment 1.
  • FIG. 5 is a schematic diagram of a connection between a motor and a driving gear of Embodiment 1.
  • FIG. 6 is an exploded view of the overrunning clutch of the first embodiment.
  • FIG. 7 is a connection diagram of a motor, an overrunning clutch, and a driving gear according to the second embodiment.
  • FIG. 8 is a schematic diagram of connection of a shaft, a crank, and a driven gear in Embodiment 2.
  • FIG. 8 is a schematic diagram of connection of a shaft, a crank, and a driven gear in Embodiment 2.
  • FIG. 9 is a schematic diagram of another connection scheme of a shaft, a crank, and a driven gear in Embodiment 2.
  • FIG. 10 is a schematic diagram of a connection of a shaft, a crank, an overrunning clutch, and a driven gear in Embodiment 2.
  • FIG. 10 is a schematic diagram of a connection of a shaft, a crank, an overrunning clutch, and a driven gear in Embodiment 2.
  • FIG. 11 is a schematic view of a third embodiment in which a motor is mounted on a frame lower tube.
  • FIG. 12 is a schematic view of a third embodiment of a motor installed between a frame lower tube and a frame vertical tube.
  • FIG. 13 is a schematic diagram of a bevel gear pair of a transmission pair according to the fourth embodiment.
  • FIG. 14 is a schematic view of a motor connected to a frame standpipe in Embodiment 4.
  • FIG. 14 is a schematic view of a motor connected to a frame standpipe in Embodiment 4.
  • FIG. 15 is a schematic diagram of a transmission pair according to Embodiment 4 as a chain transmission pair.
  • FIG. 16 is a schematic diagram of a belt transmission pair in Embodiment 4.
  • FIG. 17 is a schematic view of a protective cover for a spur gear in Embodiment 5.
  • FIG. 17 is a schematic view of a protective cover for a spur gear in Embodiment 5.
  • FIG. 18 is a schematic diagram of a protective cover for a spur gear according to Embodiment 5, the view direction is right to left.
  • FIG. 19 is a perspective view of another protective cover for a spur gear of Embodiment 5.
  • FIG. 19 is a perspective view of another protective cover for a spur gear of Embodiment 5.
  • FIG. 20 is a schematic view of a protective cover for a bevel gear in Embodiment 5.
  • FIG. 20 is a schematic view of a protective cover for a bevel gear in Embodiment 5.
  • FIG. 21 is an exploded view of a protective cover for a bevel gear of Embodiment 5.
  • FIG. 21 is an exploded view of a protective cover for a bevel gear of Embodiment 5.
  • FIG. 22 is an exploded view of a protective cover for a chain transmission pair or a belt transmission pair according to the fifth embodiment.
  • FIG. 23 is a schematic diagram of a booster device in which the driven wheel and the transmission wheel are located at the same end of the middle shaft according to the sixth embodiment.
  • Transmission wheel Connected to the end of the crank or the bottom of the axle (usually the right side of the bicycle) to transmit power to the bicycle drive wheel through a booster such as a chain, belt or transmission shaft.
  • a booster such as a chain, belt or transmission shaft.
  • This description uses the forward direction of the bicycle as the front.
  • This description uses the conventional layout of the power assist device on the right side of the frame as an example. For the bicycle with the power assist device on the left, the principle is the same and will not be repeated.
  • the middle portion of the bottom bracket 101 penetrates the inside of the bottom bracket 102.
  • the crankset 108 transmission wheel
  • the shaft hole of the crank 109 is machined with an internal spline, and its interference sleeve is on the right end of the center shaft 101.
  • An end cap screw 120 is screwed into the internal thread at the right end of the bottom bracket 101 so that the crank 109 is fixedly connected to the bottom bracket 101.
  • the driven wheel 103 is provided at the end (generally the left end) of the bottom bracket 101 without the transmission wheel (crankset 108).
  • An outer spline 101a is machined on the end of the bottom bracket 101, and an inner spline is machined on the inner ring 106a of the overrunning clutch 106, and the two are overly sleeved together (or the inner ring 106a is manufactured integrally with the end of the bottom bracket 101 and is glued Connected or welded together).
  • a washer 105 is preferably provided between the overrunning clutch 106 and the left bearing of the center sleeve 102.
  • the outer ring 106b of the overrunning clutch 106 is machined with an external spline
  • the driven gear 103 is a cylindrical gear.
  • the shaft hole of the driven gear 103 is machined with an internal spline, and the two are sleeved together in an interference fit (or the driven gear 103 and the outer ring 106b are integrally manufactured, bonded or welded together).
  • the shaft hole at the root of the crank 107 that is, the end where the crank 107 is connected to the center shaft 101
  • the internal spline 107a is sleeved on the outer end of the center shaft 101 101a.
  • the central shaft 101 is a hollow shaft and has internal threads at both ends.
  • the end cap screw 120 is screwed into the internal thread at the left end of the bottom bracket 101, so that the crank 107 is fixedly connected to the end of the bottom bracket 101 (or the root of the crank 107 and the end of the bottom bracket 101 are integrally manufactured, bonded or welded in together).
  • the input or output of the overrunning clutch referred to in the present invention is based on the path of power. For example, power is transmitted from the driven gear 103 to the outer ring 106b of the overrunning clutch 106, and the outer ring 106b is the input end of the overrunning clutch here. While the inner ring 106a transmits power to the bottom shaft 101, the inner ring 106a is the output end of the overrunning clutch here.
  • the end of the main shaft 118 of the motor 111 is machined with an external spline, and the shaft hole of the drive gear 116 is machined with an internal spline.
  • the two are overly sleeved together (or the drive gear 116 and the main shaft 118 are integrally manufactured, bonded, or welded). Together), it is preferable to provide a retaining ring 117 at the end of the main shaft 118.
  • the housing of the motor 111 is integrally manufactured (or welded or bolted) in a semi-circular tubular mounting seat 112, and the position of the mounting seat 112 in the standpipe 150 of the frame is adjusted until the driven gear 103 and the driving gear 116 mesh with each other, and then bolts are used.
  • the mounting base 112 is connected to the other semi-circular tubular mounting base 115, so that the motor 111 can be detachably and fixedly connected to the frame.
  • the inner peripheral surface of the inner ring 106a of the overrunning clutch 106 is provided with an inner spline for connecting the bottom bracket 101, and the outer peripheral surface of the inner ring 106a is provided with a plurality of ratchet teeth in the circumferential direction.
  • the inner peripheral surface of the outer ring 106b of the overrunning clutch 106 is provided with a plurality of pawls 106c in the circumferential direction, and the pawl 106c pivots to the axis of the overrunning clutch 106 by the spring force of the reed.
  • An outer spline for connecting the driven gear 103 is provided on the outer peripheral surface of the outer ring 106b.
  • One end cover 106e is provided on each side of the outer ring 106b.
  • the ratchet teeth of the inner ring 106a interact with the pawl 106c so that the outer ring 106b can only rotate unidirectionally relative to the inner ring 106a.
  • the electric control system (the electric control system is not the present invention, not shown) supplies power to the motor 111, and the power of the motor 111 is transmitted to the driven gear 103 through the driving gear 116 to The clutch 106 is passed, to the bottom bracket 101, to the crankset 108, and the bicycle is assisted.
  • the motor 111 does not work and the center shaft 101 rotates, but the overrunning clutch 106 is idling, so the motor 111 will not be driven and no resistance will be generated.
  • the overrunning clutch also includes different structures such as wedge type and roller chute type. Since the overrunning clutch is the existing technology well known to those skilled in the art, The description no longer details the specific structure of other types of overrunning clutches. 2. At the fixed connections of the bottom shaft and the inner ring of the overrunning clutch, the outer ring of the overrunning clutch and the driven gear, the bottom shaft and the crank, the motor main shaft and the driving gear, etc., the foregoing description shows the spline connection and other solutions. . In addition, the present invention also includes a variety of fixed connections or integrated manufacturing solutions, which are exemplified as follows: 2.1.
  • Non-circular cross-section shaft / hole connections (including internal and external spline connections).
  • the end of the bottom bracket is a hexagonal prism, and the cross-sectional shape of the cavity beyond the inner ring of the clutch is a corresponding hexagon, and the two are connected together in an interference.
  • Thread connection For example, the end of the bottom bracket has external threads, and the inner end of the external thread is provided with an integral retaining ring.
  • the inner ring of the overrunning clutch is a screw hole.
  • the inner ring of the overrunning clutch is manufactured integrally with the bottom bracket.
  • the end of the bottom bracket is processed with multiple ratchet teeth along the circumferential surface.
  • the driven gear is manufactured integrally with the outer ring of the overrunning clutch.
  • the inside of the shaft hole of the driven gear is provided with a plurality of pawls in the circumferential direction.
  • the technician can reasonably select various types of connection structures including those not shown in this specification. 4.
  • a booster motor is often connected with a reducer. Therefore, the output end of the motor referred to in the present invention also includes a power output end of the motor reducer, such as the power output shaft of the reducer.
  • the overrunning clutch is installed between the motor main shaft and the gear: As shown in Figure 7, the inner ring of the overrunning clutch 206 is machined with an internal spline, and the end of the main shaft 218 of the motor 211 is machined with an external spline, which is in an interference connection. Together (or the inner ring of the overrunning clutch 206 is integrally manufactured, bonded, or welded with the main shaft 218), it is preferable that an end of the main shaft 218 is further provided with a retaining ring 217 for preventing detachment.
  • the shaft hole 216a of the driving gear 216 is processed with an internal spline, and the outer ring of the overrunning clutch 206 is processed with an external spline, and the two are connected together in an interference (or integrally manufactured, bonded or welded together). 2.1.1. As shown in Fig.
  • the shaft hole 203a of the driven gear 203 is machined with an internal spline, and the interference sleeve is sleeved on the external spline 201a at the left end of the center shaft 201 (or the shaft hole of the driven gear 203 has
  • the internal thread and the end of the central shaft 201 have external threads, and the two are fixedly connected in a threaded manner; or the driven gear 203 and the end of the central shaft 201 are integrally manufactured, bonded or welded together).
  • the inner spline 207b of the shaft hole at the root of the crank 207 and the outer spline 201a are sleeved together and fixed with end screws. 2.1.2, or as shown in FIG.
  • the root of the crank 207 is provided with a tubular connecting portion 207a that is integrally manufactured or fixedly connected (such as interference shaft / hole fitting, welding).
  • the inner peripheral surface of the connecting portion 207a is machined with The inner spline, the connecting portion 207a and the outer spline 201a are connected in an interference connection.
  • the outer peripheral surface of the connecting portion 207a has an external spline that cooperates with the inner spline of the shaft hole 203a, and the two are connected in an interference fit (or the outer peripheral surface of the connecting portion has external threads, and the shaft hole of the driven wheel has internal threads.
  • the plan of the overrunning clutch at the root of the crank As shown in FIG. 10, the root of the crank 207 is integrally manufactured or fixedly connected with a tubular connecting portion 207c.
  • the inner peripheral surface of the connecting portion 207c has an external spline with the end of the center shaft 201 Internal spline of 201a interference fit.
  • the outer peripheral surface of the connecting portion 207c has an external spline that is in interference fit with the internal spline of the overrunning clutch 206, and the inner ring of the overrunning clutch 206 is overset on the connecting portion 207a (or both are fixed by screwing as before) Connection; or the inner ring of the overrunning clutch 206 is integrally manufactured, bonded or welded with the connecting portion 207a), and the shaft hole 203b of the driven gear 203 is sleeved on the outer ring of the overrunning clutch 206 in an interference manner. (Or the two are fixedly connected by screw connection as before; or the driven gear 203 and the outer ring of the overrunning clutch 206 are integrally manufactured, bonded or welded together).
  • Example 1 The main difference between this example and Example 1 is that the installation position of the booster motor is different.
  • the frame lower tube 351 is provided with two integral (or fixedly connected) ear plates 351a, and the housing of the motor 311 is provided with two lifting ears 311a.
  • the lifting ears 311a and the ear plates 351a are respectively fixed with bolts 351b. connected.
  • the frame lower tube 351 is provided with an integrated (or fixed connection) ear plate 351 b
  • the frame riser 350 is provided with an integrated (or fixed connection) ear plate 350 b
  • the housing of the motor 311 is provided with two integrated lifting eyes 311b.
  • the lifting ears 311b and the ear plates (351b; 350b) are fixedly connected by bolts 357, respectively.
  • the ear plate is fixedly connected to the frame by means of a pipe hoop or a fastener (see the connection of the booster motor to the frame).
  • the ear plate is fixedly connected to the frame with reference to the connection manner of the booster motor and the frame.
  • the main difference between this example and Embodiment 1 is that the driven wheel and the driving wheel are different.
  • the driving wheel 416 a is a bevel gear
  • the driven wheel 403 a is a bevel gear
  • the housing of the motor 411 is provided with an integral mounting seat 411a.
  • the mounting seat 411a is a semicircular tube.
  • the buckle 411b is a semi-circular shape. One end of the buckle 411b is pivotally connected to one side of the mounting seat 411a. When 450 is in position, the buckle 411b is rotated to be closed with the mounting seat 411a and connected together with a bolt 411c.
  • the driving wheel 416B is a sprocket
  • the driven wheel 403B is a sprocket
  • the chain ring 470 meshes with the teeth of the driving wheel 416B and the driven wheel 403B.
  • the driving wheel 416C is a driving pulley
  • the driven wheel 403C is a driving pulley
  • the driving belt 471 is tensioned on the outer peripheral surfaces of the driving wheel 416C and the driven pulley 403C.
  • the present invention can adopt gear pair and chain transmission.
  • the pair and belt transmission pair are used as the power transmission mechanism of the booster motor.
  • the diameter of the driven wheel is preferably greater than the diameter of the driving wheel.
  • the advantage of this design is to use the characteristics of the transmission pair to change the transmission ratio, so that the transmission pair functions as a reducer, so that the relatively high motor speed can be reduced to a suitable bottom shaft speed.
  • the booster device further includes a protective cover.
  • the protective cover includes an upper cover 580 and a lower cover 585.
  • the upper cover 580 is box-shaped, and the cover is outside the driving gear.
  • the upper cover 580 is provided with a connecting plate 581 with an integrated structure.
  • the cover wall on the side of the upper cover 580 adjacent to the motor 511 is provided with a through groove 582 configured to pass from the lower edge of the upper cover 580 to the position of the main shaft of the upper cover 580 corresponding to the motor 511.
  • the upper cover 580 is placed on the outside of the driving gear from top to bottom, and the main shaft of the motor 511 is located in the through groove 582.
  • the lower cover 585 is box-shaped and covers the outside of the driven gear 503. Through walls 586 are formed on both sides of the lower cover 585.
  • the through groove 586 is configured to penetrate from the upper edge of the lower cover 585 to a position from the center axis 501.
  • the lower cover 585 is placed on the outside of the driven gear 503 from bottom to top, and the bottom bracket 501 is located in the through groove 586.
  • the upper cover 580 and the lower cover 585 are fixedly connected together with screws 587.
  • Figure 19 shows another protective cover.
  • the protective cover 570 is an overall box shape and covers the outside of the gear pair.
  • the inner cover wall is provided with a through groove 571 for receiving a motor spindle.
  • the outer cover wall is provided with a through groove 572 for receiving the central shaft.
  • a lower portion of the protective cover 570 is an opening 573.
  • Figures 20 and 21 show a protective cover for a bevel gear pair.
  • the protective cover 590 is funnel-shaped.
  • the protective cover 590 is external to the driving bevel gear 516.
  • the protective cover 590 is also processed with a notch 591 to expose the meshing point of the active bevel gear 516.
  • the protective cover 590 is fixedly connected to the power assist motor 511 by screws 596.
  • the protective cover 592 is funnel-shaped.
  • the cover is outside the driven bevel gear 503.
  • the protective cover 592 has a notch 593 to expose the meshing position of the driven bevel gear 503.
  • the protective cover 592 is provided with an integrated connection seat, and three screws 597
  • the connecting seat 553 and the connecting seat of the protective cover 592 passing through the five-way frame of the frame fixedly connect the protective cover 592 to the five-way frame.
  • the end face of the protective cover (590; 592) is open.
  • FIG. 22 shows a protective cover for a chain transmission pair or a belt transmission pair.
  • the protective cover 530 is box-shaped, and its size can accommodate a driven sprocket or a driven pulley.
  • the upper portion of the protective cover 530 is cut away to accommodate the passing of a chain link or a belt loop.
  • the protective cover 530 is fixedly connected to the connecting seat 553 at the five-way of the frame with three screws 597.
  • the protective cover 531 is box-shaped, and its size can accommodate the driving sprocket or driving pulley, and the lower part is open to accommodate the passing of the chain or belt ring.
  • the protective cover 531 is provided with a connecting plate 531a.
  • the protective cover 532 is box-shaped, and is configured to be able to cover the outside of the protective cover 530 and the protective cover 531, and is fixed to the outside of the protective cover 530 and the protective cover 531 by means of friction. 532a, so that it is not necessary to remove the crank when installing the protective cover 532.
  • the driven wheel 603 and the transmission wheel 608 are both located at the right end of the bottom bracket 601.
  • the crank Q value is large because the driven wheel 603 and the transmission wheel 608 are located on the same side of the frame.

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Abstract

一种助力装置，特别是一种用于助力自行车的助力装置，包括：助力电机（111）、主动轮（116）、从动轮（103）、中轴（101）；助力电机能拆卸的固定连接在车架；主动轮与从动轮相互啮合、啮合在链环、或张紧在传动带环以组成传动副；主动轮一体制造或固定连接在助力电机的输出端；从动轮一体制造或固定连接在第一超越离合器（106）的输入端；第一超越离合器的输出端一体制造或固定连接在中轴的端部或曲柄（107）的根部。采用该助力装置的自行车能够简单的恢复至改装前的性能。

Description

一种助力装置 技术领域
本发明涉及一种助力装置，特别是一种用于助力自行车的助力装置。
背景技术
助力自行车是目前市场增长最快的自行车种类。在助力自行车的各类总体布局中，助力电机位于车架中部、其动力直接输出至中轴或牙盘的中置动力方案，相比采用前轮毂助力电机的前置动力方案和采用后轮毂助力电机的后置动力方案，具有重心合理、传动效率高、滑行(自行车骑行的一种重要方式)时无电机磁阻(轮毂助力电机的固有缺陷)、电机能利用后拨/塔轮变速装置的变转速和变扭矩功能，从而提高其动力特性等优点。
现有的中置助力电机改装技术中，有这样一类改装方案：助力电机与中轴组合为1个整体的改装部件。改装时，以该部件替换原中轴即可。但在无助力骑行时，该部件的尺寸和重量使得改装后的自行车的性能劣于原自行车。
发明内容
本发明的主要目的是使采用该助力装置的自行车能够简单的恢复至改装前的性能。
为此，本发明助力装置包括：助力电机、主动轮、从动轮、中轴；助力电机能拆卸的固定连接在车架；主动轮与从动轮相互啮合、啮合在链环、或张紧在传动带环以组成传动副；主动轮一体制造或固定连接在助力电机的输出端；从动轮一体制造或固定连接在第一超越离合器的输入端；第一超越离合器的输出端一体制造或固定连接在中轴的端部或曲柄的根部；或第二超越离合器的输入端一体制造或固定连接在助力电机的输出端；主动轮一体制造或固定连接在第二超越离合器的输出端；从动轮一体制造或固定连接在中轴的端部或曲柄的根部。
本发明具有较多优点：1.在拆卸了助力电机的情况下，本发明仅在中轴或曲柄处保留了从动轮(或从动轮+超越离合器)，由于其结构轻巧且位于自行车重心的正下方。此时自行车(仅保留从动轮部分)的骑行感受与原自行车基本相同。此特性使得本发明具有这样的优点：取下电机，助力自行车的性能即恢复至与原自行车基本相同。2.如从动轮设置在曲柄，则原车中轴无需变化，仅替换1只改装曲柄即可。该方案具有成本低廉，适用范围广，改装简易的优点。3.如从动轮设置在中轴，则原车其他部分无需变化，仅替换1只改装中轴即可。该方案具有成本低廉的优点。4.本发明采用中置动力方案。5.由于超越离合器的作用，无助力骑行状态下，即使没有卸下助力电机，助力电机也不会被带动，避免了助力电机空转阻力的影响。6.由于中轴或曲柄与助力电机被设计为相互独立的部件，本发明还具有这样的优势：假设骑行者有1辆山地车和1辆公路车，他只需要购买2副价格便宜的中轴改装件或曲柄改装件分别安装在他的2辆自行车上，而价格昂贵的助力电机，他只需购买1套安装在当日出行的那辆自行车上。这样他就能以相对便宜的价格(少购买1套助力电机)，在不同的骑行环境中均能体验助力自行车轻快的骑感。显然这是个较为经济的方案，尤其适用于拥有多辆自行车的家庭，因而具有广阔的市场前景。
本发明的一个次要目的是，该助力装置不会增加曲柄Q值。
为此，从动轮设于所述车架未设置传动轮的一侧。
从动轮设于所述车架未设置传动轮的一侧，合理利用了该处的闲置空间，避免增大Q值。另一方面，传动轮为多个牙盘时，需要设置前拨链器进行变速。将从动轮(和主动轮)设于另一侧，避免与前拨链器冲突。
传动副的一个方案是：主动轮为链轮；从动轮为链轮；助力装置还包括链环；主动轮和从动轮分别啮合在链环的两端组成链传动副。
传动副的一个方案是：主动轮为皮带轮；从动轮为皮带轮；助力装置还包括传动带环； 主动轮和从动轮分别张紧在皮带环的两端组成带传动副。
传动副的一个方案是：主动轮为圆柱齿轮，从动轮为圆柱齿轮；或主动轮为锥齿轮，从动轮为锥齿轮；从动轮与主动轮相互啮合组成齿轮传动副。
本发明的一个次要目的是，使传动副具有减速器的功能，以简化系统，降低成本、减轻重量。
为此，主动轮的直径＜从动轮的直径。
本发明的一个次要目的是，对传动副进行保护，避免外界不良因素如泥水对助力装置的妨害；又避免骑行者裤脚卷入传动副机构中。
为此，助力装置还包括保护罩；保护罩固定连接在车架和/或助力电机；保护罩罩在传动副的外部。
本发明的一个主要目的是，提供一种自行车，其采用了前述助力装置，因而具有前述助力装置的优点。
为此，该自行车包括权利要求1至7中任一权利要求所述的助力装置。
附图说明
此处的附图用来提供对本发明的进一步理解，构成本申请的一部分，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。下面接合附图对本发明的具体说明方式作进一步的详细说明。
图1是实施例1助力装置的左侧视图。
图2是实施例1助力装置的前视图。
图3是实施例1助力装置的俯视图。
图4是实施例1助力装置的分解图。
图5是实施例1电机、主动齿轮的连接示意图。
图6是实施例1超越离合器的分解图。
图7是实施例2电机、超越离合器、主动齿轮的连接示意图。
图8是实施例2中轴、曲柄、从动齿轮的连接示意图。
图9是实施例2中轴、曲柄、从动齿轮的另一种连接方案示意图。
图10是实施例2中轴、曲柄、超越离合器、从动齿轮的连接示意图。
图11是实施例3电机安装在车架下管的示意图。
图12是实施例3电机安装在车架下管与车架竖管之间的示意图。
图13是实施例4传动副为锥齿轮副的示意图。
图14是实施例4电机连接在车架竖管的示意图。
图15是实施例4传动副为链传动副的示意图。
图16是实施例4传动副为带传动副的示意图。
图17是实施例5一种用于圆柱齿轮的保护罩的示意图。
图18是实施例5一种用于圆柱齿轮的保护罩的示意图，该视图方向为右向左。
图19是实施例5另一种用于圆柱齿轮的保护罩的透视图。
图20是实施例5一种用于锥齿轮的保护罩的示意图。
图21是实施例5一种用于锥齿轮的保护罩的分解图。
图22是实施例5一种用于链传动副或带传动副的保护罩的分解图。
图23是实施例6一种从动轮与传动轮位于中轴同侧端部的助力装置的示意图。
具体实施方式
注：1.传动轮：连接在曲柄端部或中轴端部(通常为自行车的右侧)，以将动力通过链条、皮带或传动轴等助力装置传递给自行车驱动轮。例如常见的自行车牙盘。2.本说明以自行车前 进的方向为前方。3.本说明以助力装置位于车架右侧的常规布局为例进行说明。对于助力装置位于左侧的自行车，其原理相同而不再赘述。
实施例1
如图1至图6所示，同现有技术那样：中轴101的中部贯穿在中轴套102的内部。牙盘108(传动轮)与曲柄109的根部一体制造(或螺钉固定连接、或花键过盈连接)。曲柄109的轴孔加工有内花键，其过盈的套在中轴101的右端。一枚端盖螺钉120旋紧在在中轴101右端的内螺纹中，以使曲柄109固定连接在中轴101。注：牙盘108、曲柄109、中轴101和中轴套102相互之间的连接均为现有技术，且非发明点所在，因而不再详述。
为了合理利用空间，不增大曲柄Q值，从动轮103设于中轴101未设置传动轮(牙盘108)的一端(一般为左端)。中轴101的端部加工有外花键101a，超越离合器106的内圈106a加工有内花键，二者过盈的套在一起(或内圈106a与中轴101的端部一体制造、粘接或焊接在一起)。为了限定超越离合器106在轴向的位移，优选在超越离合器106与中轴套102的左边轴承之间设置了垫圈105。超越离合器106的外圈106b加工有外花键，从动齿轮103为圆柱齿轮。从动齿轮103的轴孔加工有内花键，二者过盈的套在一起(或从动齿轮103与外圈106b一体制造、粘接或焊接在一起)。在超越离合器106的左侧，曲柄107根部(即曲柄107连接中轴101的这端)的轴孔加工有内花键107a，内花键107a过盈的套在中轴101左端的外花键101a。中轴101为空心轴，其两端具有内螺纹。端盖螺钉120旋紧在中轴101左端的内螺纹中，以使曲柄107固定连接在中轴101的端部(或曲柄107的根部与中轴101的端部一体制造、粘接或焊接在一起)。注：本发明所称超越离合器的输入端或输出端，是依据动力的路径而言。例如动力由从动齿轮103传递至超越离合器106的外圈106b，则外圈106b在这里是超越离合器的输入端。而内圈106a将动力传递给中轴101，则内圈106a在这里是超越离合器的输出端。
电机111的主轴118的端部加工有外花键，主动齿轮116的轴孔加工有内花键，二者过盈的套在一起(或主动齿轮116与主轴118一体制造、粘接、或焊接在一起)，优选在主轴118的端部设有防脱的卡环117。电机111的外壳一体制造(或焊接、螺栓连接)在半圆管状的安装座112，调节安装座112在车架的竖管150的位置，直至从动齿轮103与主动齿轮116相互啮合，再以螺栓连接安装座112与另一半圆管状的安装座115，这样就使电机111能拆卸的固定连接在车架。
超越离合器106的内圈106a的内周面设有用于连接中轴101的内花键，内圈106a的外周面沿周向设有多只棘齿。超越离合器106的外圈106b的内周面沿周向设有多只棘爪106c，棘爪106c依靠簧片的簧力向超越离合器106的轴心枢转。外圈106b的外周面设有用于连接从动齿轮103的外花键。在外圈106b的两侧，各设有1个端盖106e。内圈106a的棘齿与棘爪106c相互作用使得外圈106b只能相对内圈106a单向旋转。
下面对本方案的动作原理进行说明：助力骑行时，电控系统(电控系统非本发明，未示出)向电机111供电，电机111的动力通过主动齿轮116传递给从动齿轮103、至超越离合器106、至中轴101、至牙盘108，从而使自行车得到助力。非助力骑行时，电机111不工作，中轴101转动，但超越离合器106发生空转，因此电机111不会被带动，也就不会产生阻力。
注：1.除前述棘爪棘齿式超越离合器外，超越离合器还包括例如楔块式，滚柱斜槽式等不同的结构，由于超越离合器为本领域技术人员熟知的现有技术，因而本说明不再详述其他类型超越离合器的具体结构。2.在中轴与超越离合器的内圈、超越离合器的外圈与从动齿轮的轴孔、中轴与曲柄、电机主轴与主动齿轮等固定连接处，前述说明示出了花键连接等方案。除此之外，本发明还包括多种固定连接或一体制造方案，举例说明如下：2.1.非圆截面的轴/孔连接(包括内外花键连接)。例如中轴的端部为六棱柱，超越离合器的内圈的空腔的截面形状为相应的六边形，二者过盈的连接在一起。2.2.螺纹连接：例如中轴的端部具有外螺纹，外螺 纹的内端设有一体的档环，超越离合器的内圈为螺孔，当超越离合器的内圈沿中轴的外螺纹旋转至紧贴档环，中轴和超越离合器固定连接，(注意螺纹方向为逆力方向，即电机的动力使螺纹副趋紧而不是松脱)。2.3.1.超越离合器的内圈与中轴为一体制造，例如中轴的端部沿圆周面加工有多个棘齿。2.3.2.从动齿轮与超越离合器的外圈一体制造，例如从动齿轮的轴孔内部沿周向设有多个棘爪。3.技术人员在理解本发明总体技术方案的基础上，可合理的选用包括本说明书未示出的各类连接结构。4.现有技术中，助力电机往往连接了减速器，因此，本发明所指电机输出端，还包括电机减速器的动力输出端，例如该减速器的动力输出轴。
实施例2
本例与实施例1的主要不同之处是，超越离合器设置不同。
2.1、超越离合器设置在电机主轴与齿轮之间：如图7所示，超越离合器206的内圈加工有内花键，电机211的主轴218的端部加工有外花键，二者过盈连接在一起(或超越离合器206的内圈与主轴218一体制造、粘接或焊接在一起)，优选主轴218的端部还设有防脱的卡环217。主动齿轮216的轴孔216a加工有内花键，超越离合器206的外圈加工有外花键，二者过盈的连接在一起(或一体制造、粘接或焊接在一起)。2.1.1、如图8所示，从动齿轮203的轴孔203a加工有内花键，其过盈的套在中轴201左端的外花键201a上(或从动齿轮203的轴孔具有内螺纹与中轴201的端部具有外螺纹，二者以螺纹连接的方式固定连接；又或从动齿轮203与中轴201的端部一体制造、粘接或焊接在一起)。曲柄207根部的轴孔的内花键207b与外花键201a套接在一起，并以端部螺丝固定。2.1.2、或如图9所示，曲柄207的根部设有一体制造或固定连接(例如过盈的轴/孔配合、焊接)的管状的连接部207a，连接部207a的内周面加工有内花键，连接部207a与外花键201a过盈连接在一起。连接部207a的外周面具有与轴孔203a的内花键为配合的外花键，二者过盈连接在一起(或连接部的外周面具有外螺纹，从动轮的轴孔具有内螺纹，二者以螺纹连接的方式固定连接在一起；又或曲柄207的根部与从动齿轮203一体制造、粘接或焊接)。2.1.3、由于在电机输出端与主动齿轮间设置超越离合器，在无助力骑行时，超越离合器空转，中轴不会带动电机转动。
2.2、超越离合器设置在曲柄根部的方案：如图10所示，曲柄207根部一体制造或固定连接了管状的连接部207c，连接部207c的内周面具有与中轴201端部的外花键201a过盈配合的内花键。连接部207c的外周面具有与超越离合器206的内花键为过盈配合的外花键，超越离合器206的内圈过盈的206套在连接部207a(或二者如前以螺纹连接方式固定连接；又或超越离合器206的内圈与连接部207a一体制造、粘接或焊接)，从动齿轮203的轴孔203b过盈的套在超越离合器206的外圈。(或二者如前以螺纹连接方式固定连接；又或从动齿轮203与超越离合器206的外圈一体制造、粘接或焊接在一起)。
实施例3
本例与实施例1的主要不同之处是，助力电机的安装位置不同。
如图11所示，车架下管351设有2个一体(或固定连接)的耳板351a，电机311的外壳设有2个吊耳311a，吊耳311a与耳板351a分别采用螺栓351b固定连接在一起。
如图12所示，车架下管351设有一体(或固定连接)的耳板351b，车架竖管350设有一体(或固定连接)的耳板350b。电机311的外壳设有2个一体的吊耳311b。吊耳311b与耳板(351b；350b)分别采用螺栓357固定连接在一起。
注：将耳板固定连接在车架的管件上具有多种方法，例如，耳板以管箍或扣件(参见图14助力电机与车架的连接)连接的方式固定连接在车架。或耳板参照图5助力电机与车架的连接方式，固定连接至车架。
实施例4
本例与实施例1的主要不同之处是，从动轮和主动轮不同。
如图13所示，主动轮416a为锥齿轮，从动轮403a为锥齿轮，二者啮合在一起。电机411的外壳设有一体的安装座411a，安装座411a为半圆管状，卡扣411b为半圆环状，卡扣411b的一端枢接在安装座411a的一侧，当电机411在车架竖管450上就位时，卡扣411b转动至与安装座411a合拢并以螺栓411c连接在一起。
如图14所示，主动轮416B为链轮，从动轮403B为链轮，链环470啮合在主动轮416B和从动轮403B的齿牙上。
如图15所示，主动轮416C为传动带轮，从动轮403C为传动带轮，传动带471张紧在主动轮416C和从动轮403C的外周面。
技术人员观察图1、图12、图13、图14和图15后容易理解，无论助力电机设置在车架的竖管、下管或二者之间，本发明都能采用齿轮副、链传动副、带传动副作为助力电机的传力机构。
本发明优选从动轮的直径＞主动轮的直径。如此设计的好处是利用传动副能改变传动比的特点，使传动副兼减速器的功能，这样能使相对较高的电机转速降到合适的中轴转速。
实施例5
本例与实施例1的主要不同之处是，助力装置还包括保护罩。
如图17、图18所示，保护罩包括上罩580和下罩585，上罩580为盒状，其罩在主动齿轮的外部。上罩580设有一体结构的连接板581。上罩580邻近电机511一侧的罩壁设有贯通槽582，贯通槽582构造为由上罩580的下沿贯穿至上罩580的对应电机511的主轴所在的位置。安装时，由上至下使上罩580套在主动齿轮的外部，电机511的主轴位于贯通槽582之中。当上罩580就位后，以3枚螺钉583分别贯穿连接板581的3个安装孔再旋紧在助力电机511的外壳上对应设置的3个螺孔中。下罩585为盒状，其罩在从动齿轮503的外部。下罩585的两侧罩壁设有贯通槽586。贯通槽586构造为由下罩585的上沿贯通至从中轴501所在的位置。安装时，使下罩585由下至上套在从动齿轮503的外部，中轴501位于贯通槽586中。上罩580与下罩585以螺钉587固定连接在一起。
图示19出了另一种保护罩。保护罩570为整体的盒状，其罩在齿轮副的外部。其内侧罩壁设有容纳电机主轴的贯通槽571。其外侧罩壁设有容纳中轴的贯通槽572。保护罩570的下部为开口573。安装时，由上至下将保护罩570插入就位，再以螺钉将保护罩570的连接板575与电机的外壳固定连接。
图20、图21示出了一种用于锥齿轮副的保护罩。保护罩590为漏斗状，其罩在主动锥齿轮516的外部，保护罩590还加工有缺口591，以露出主动锥齿轮516的啮合处，保护罩590以螺钉596固定连接在助力电机511。保护罩592为漏斗状，其罩在从动锥齿轮503的外部，保护罩592具有缺口593，以露出从动锥齿轮503的啮合处，保护罩592设有一体的连接座，3枚螺钉597贯穿车架五通处的连接座553和保护罩592的连接座将保护罩592固定连接在车架五通处。为了示出保护罩(590；592)内部结构，保护罩(590；592)的端面为敞开。实际中还可优选增设类似相机镜头盖的罩盖来密封保护罩(590；592)的端面。
图22示出了一种用于链传动副或带传动副的保护罩。保护罩530为盒状，其大小能容纳从动链轮或从动带轮。保护罩530的上部被切除，以容纳链环或传动带环通过。保护罩530以3枚螺钉597固定连接在车架五通处的连接座553。保护罩531为盒状，其大小能容纳主动链轮或主动带轮，其下部敞开以容纳链环或带环通过。保护罩531设有连接板531a，3枚螺钉583贯穿连接板531a再旋紧在电机511外壳的螺孔中，以将保护罩531固定连接在助力电机511。保护盖532为盒状，其构造为能罩在保护罩530和保护罩531的外部，并依靠摩擦力固定在保护罩530和保护罩531的外部，其下部设有容纳中轴通过的贯通槽532a，这样在安装保护罩532时不必拆卸曲柄。
实施例6
本例与实施例1的主要不同之处是，从动轮和传动轮均位于中轴的同侧端部。
如图23所示，从动轮603和传动轮608(链轮)均位于中轴601的右端。但这类方案由于从动轮603和传动轮608均位于车架的同侧，会有曲柄Q值较大的问题。
虽然本发明以较佳实施例揭露如上，但并非限定本发明实施的范围。任何本领域的普通技术人员，在不脱离本发明的发明范围内，当可作些许的改进，即凡是依照本发明所做的同等改进，应为本发明的范围所涵盖。

Claims (8)

  1. 一种助力装置，包括助力电机、主动轮、从动轮、中轴；
    所述助力电机能拆卸的固定连接在车架；
    所述主动轮与所述从动轮相互啮合、啮合在链环、或张紧在传动带环以组成传动副；
    所述主动轮一体制造或固定连接在所述助力电机的输出端；所述从动轮一体制造或固定连接在第一超越离合器的输入端；所述第一超越离合器的输出端一体制造或固定连接在所述中轴的端部或曲柄的根部；或
    第二超越离合器的输入端一体制造或固定连接在所述助力电机的输出端；所述主动轮一体制造或固定连接在所述第二超越离合器的输出端；所述从动轮一体制造或固定连接在所述中轴的端部或所述曲柄的根部。
  2. 如权利要求1所述的助力装置，其特征是，所述从动轮设于所述车架未设置传动轮的一侧。
  3. 如权利要求1所述的助力装置，其特征是，所述主动轮为链轮；所述从动轮为链轮；所述主动轮和所述从动轮分别啮合在所述链环的两端组成链传动副。
  4. 如权利要求1所述的助力装置，其特征是，所述主动轮为皮带轮；所述从动轮为皮带轮；所述主动轮和所述从动轮分别张紧在所述传动带环的两端组成带传动副。
  5. 如权利要求1所述的助力装置，其特征是，所述主动轮为圆柱齿轮；所述从动轮为圆柱齿轮；或所述主动轮为锥齿轮，所述从动轮为锥齿轮；所述从动轮与所述主动轮相互啮合组成齿轮传动副。
  6. 如权利要求1所述的助力装置，其特征是，所述主动轮的直径＜所述从动轮的直径。
  7. 如权利要求1所述的助力装置，其特征是，所述助力装置还包括保护罩；所述保护罩固定连接在所述车架和/或所述助力电机；所述保护罩罩在所述传动副的外部。
  8. 一种自行车，其特征是，该自行车包括权利要求1至7中任一权利要求所述的助力装置。
PCT/CN2018/101984 2018-06-02 2018-08-23 一种助力装置 WO2019227704A1 (zh)

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CN101607585A (zh) * 2009-07-17 2009-12-23 陈戈平 一种混合动力自行车
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