Crank assembly for human-powered vehicle

Abstract

The crank assembly includes a crank arm, a front sprocket unit, and at least one chain drop control protrusion. The at least one chain drop control protrusion is configured to block a drive chain from entering a space disposed radially inward from the at least one control protrusion and between the crank arm and the front sprocket unit in an axial direction. The at least one chain drop control protrusion is configured to be disposed in at least one of an axially inward crank surface of the crank arm and an axially outward sprocket surface of the front sprocket unit. The at least one chain drop control protrusion has a through hole.

Description

Technical Field

[0001] This invention relates to a crank assembly for human-powered vehicles. Background Technology

[0002] The human-powered vehicle includes a crank unit. The crank unit includes an arm and a sprocket. A pedal is attached to the arm. The sprocket rotates together with the arm. A chain engages with the sprocket teeth. The chain may slip off the sprocket teeth toward the arm. Preferably, when the chain slips off the sprocket teeth, it is confined to the space between the sprocket and the arm. Summary of the Invention

[0003] According to a first aspect of the invention, a crank assembly for a manually operated vehicle includes a crank arm, a front sprocket unit, and at least one chain slippage control protrusion. The crank arm has an axially outward crank surface and an axially inward crank surface, the inward crank surface being disposed on the opposite side of the axially outward crank surface in an axial direction relative to the rotational center axis of the crank assembly. The inward crank surface is configured to face the axial center plane of the manually operated vehicle in an axial direction when the crank assembly is mounted to the manually operated vehicle. The front sprocket unit has an axially outward sprocket surface and an axially inward sprocket surface, the inward sprocket surface being disposed on the opposite side of the axially outward sprocket surface. The inward sprocket surface is configured to face the axial center plane of the manually operated vehicle in an axial direction when mounted. The front sprocket unit includes a sprocket body and a plurality of sprocket teeth extending radially outward from the sprocket body in a radial direction relative to the rotational center axis. At least one chain slippage control protrusion is configured to prevent the drive chain from entering the space between the crank arm and the front sprocket unit, which is radially inward from the at least one control protrusion and axially positioned therein. The at least one chain slippage control protrusion is configured to be located on at least one of the axially inward crank surface of the crank arm and the axially outward sprocket surface of the front sprocket unit. The at least one chain slippage control protrusion has a through hole.

[0004] By utilizing the crank assembly according to the first aspect, the through-hole reduces the weight of at least one chain slippage control protrusion. Therefore, the at least one chain slippage control protrusion can restrict the drive chain from entering the space provided between the front sprocket unit and the crank arm when the drive chain slips from the multiple sprocket teeth of the front sprocket unit, while simultaneously reducing the weight of the crank assembly.

[0005] According to a second aspect of the invention, the crank assembly according to the first aspect is configured such that at least one chain disengagement control protrusion has a free end and an attachment end, the attachment end being configured to engage at least one of an axially inward crank surface of a crank arm and an axially outward sprocket surface of a front sprocket unit. A through-hole has a central axis extending from one of the free end and the attachment end to the other of the free end and the attachment end.

[0006] Using the crank assembly according to the second aspect, at least one chain slippage control protrusion can restrict the drive chain from entering the space provided between the front sprocket unit and the crank arm when the drive chain slips from multiple sprocket teeth of the front sprocket unit, while reliably reducing the weight of the crank assembly.

[0007] According to a third aspect of the invention, the crank assembly of the second aspect is configured such that at least one chain slippage control protrusion has a chain slippage control section and an attachment section, the attachment section being adjacent to the chain slippage control section in the axial direction of the hole relative to the central axis of the hole. The chain slippage control section includes a free end. The attachment section includes an attachment end.

[0008] By utilizing the crank assembly according to the third aspect, the chain slippage control section can reliably limit the drive chain from entering the space provided between the front sprocket unit and the crank arm when the drive chain slips from multiple sprocket teeth of the front sprocket unit, while reducing the weight of the crank assembly.

[0009] According to a fourth aspect of the invention, the crank assembly of the third aspect is configured such that the chain slippage control section has a first maximum diameter relative to the central axis of the hole. The attachment section has a second maximum diameter relative to the central axis of the hole. The first maximum diameter is greater than the second maximum diameter.

[0010] By utilizing the crank assembly according to the fourth aspect, the second maximum diameter can reduce the size of the attachment hole of the front sprocket unit to which the attachment segment is attached. Therefore, the rigidity of at least one of the front sprocket unit and the crank arm can be ensured.

[0011] According to a fifth aspect of the invention, the crank assembly according to the third or fourth aspect is configured such that the chain slippage control section has a first axial length relative to the central axis of the hole. The attachment section has a second axial length relative to the central axis of the hole. The first axial length is greater than the second axial length.

[0012] By utilizing the crank assembly according to the fifth aspect, the weight of at least one chain slippage control protrusion can be reliably reduced.

[0013] According to a sixth aspect of the invention, the crank assembly according to any one of the third to fifth aspects is configured such that the chain slippage control section has a radially outermost surface and a chamfered portion relative to the central axis of the bore. The free end has an axial free end surface relative to the central axis of the bore. The chamfered portion is disposed between the radially outermost surface and the axial free end surface.

[0014] By utilizing the crank assembly according to the sixth aspect, the chamfered portion allows the chain slippage control section to be positioned closer to one of the front sprocket unit and the crank arm, while at least one chain slippage control protrusion restricts the drive chain from entering the space provided between the front sprocket unit and the crank arm when the drive chain slips from multiple sprocket teeth of the front sprocket unit, while reliably reducing the weight of the crank assembly.

[0015] According to a seventh aspect of the invention, the crank assembly according to the sixth aspect is configured such that the chamfered portion has curvature.

[0016] Using the crank assembly according to the seventh aspect, the chamfered portion reliably allows the chain slippage control section to be arranged closer to one of the front sprocket unit and the crank arm, while at least one chain slippage control protrusion restricts the drive chain from entering the space provided between the front sprocket unit and the crank arm when the drive chain slips from multiple sprocket teeth of the front sprocket unit, while reliably reducing the weight of the crank assembly.

[0017] According to an eighth aspect of the invention, the crank assembly according to any one of the third to seventh aspects is configured such that the through hole has a threaded portion provided in at least one chain slip control section of the chain slip control protrusion.

[0018] Using the crank assembly according to the eighth aspect, the threaded portion enables another component to be attached to at least one chain detachment control protrusion.

[0019] According to a ninth aspect of the invention, the crank assembly according to the eighth aspect further includes an additional chain slippage control protrusion configured to thread into the threaded portion of the through hole.

[0020] By using the crank assembly according to the ninth aspect, at least one chain detachment control protrusion can be adapted to various crank assemblies by attaching the additional chain detachment control protrusion to or removing the additional chain detachment control protrusion from at least one chain detachment control protrusion.

[0021] According to a tenth aspect of the invention, the crank assembly according to any one of the third to ninth aspects is configured such that the through hole has a large-diameter hole and a small-diameter hole connected to the large-diameter hole. The large-diameter hole extends from the free end in the axial direction of the hole relative to the central axis of the hole. The small-diameter hole extends from the attachment end in the axial direction of the hole.

[0022] Using the crank assembly according to the tenth aspect, at least one of the large-diameter hole and the small-diameter hole can be used to accurately attach an additional component to at least one chain drop control protrusion.

[0023] According to the eleventh aspect of the invention, the crank assembly according to the tenth aspect is configured such that a large-diameter bore and a small-diameter bore are connected to each other at a connection point. A threaded portion extends from the connection point along the axial direction of the bore in the small-diameter bore.

[0024] Using the crank assembly according to aspect eleven, at least one of a large-diameter hole and a small-diameter hole can be used to attach an additional component to at least one chain drop control protrusion with greater accuracy.

[0025] According to the twelfth aspect of the invention, the crank assembly according to the eleventh aspect is configured such that the connection point is located in the chain slippage control section.

[0026] Using the crank assembly according to aspect 12, the position of the connection point allows for a longer small-diameter bore. Therefore, the small-diameter bore can be used to reliably attach additional components to at least one chain slip control protrusion with greater accuracy.

[0027] According to the thirteenth aspect of the invention, the crank assembly according to any one of the third to twelfth aspects is constructed such that the attachment section has a non-circular cross-sectional shape.

[0028] Using the crank assembly according to the thirteenth aspect, when an additional component is attached to at least one chain slip control protrusion, the non-circular cross-sectional shape can restrict the rotation of at least one chain slip control protrusion relative to at least one of the crank arm and the front sprocket unit.

[0029] According to a fourteenth aspect of the invention, the crank assembly according to any one of the eighth to thirteenth aspects is configured such that at least one chain slippage control protrusion has a chain slippage control section and an attachment section, the attachment section being adjacent to the chain slippage control section in the axial direction of the hole relative to the central axis of the hole. The through hole has a non-threaded portion disposed in the attachment section and adjacent to the threaded portion. The non-threaded portion has a non-threaded inner diameter equal to the minor inner diameter of the threaded portion.

[0030] By utilizing the crank assembly according to aspect fourteen, the non-threaded portion makes it easy to form a threaded portion in the through hole.

[0031] According to a fifteenth aspect of the invention, the crank assembly according to any one of the first to fourteenth aspects further includes an electrical component disposed on the crank arm at a position radially inward from at least one chain detachment control protrusion.

[0032] Using the crank assembly according to aspect fifteen, at least one chain detachment control protrusion can reduce interference between the drive chain and electrical components when the drive chain detaches from the multiple sprocket teeth of the front sprocket unit. Therefore, when the drive chain detaches from the multiple sprocket teeth of the front sprocket unit, the electrical components can be protected from the influence of the drive chain.

[0033] According to a sixteenth aspect of the invention, the crank assembly according to the fifteenth aspect is configured such that the electrical components include a force sensor.

[0034] Using the crank assembly according to the sixteenth aspect, when the drive chain disengages from multiple sprocket teeth of the front sprocket unit, at least one chain disengagement control protrusion can protect the force sensor from the influence of the drive chain.

[0035] According to a seventeenth aspect of the invention, the crank assembly according to the fifteenth or sixteenth aspect further includes a cover member configured to be attached to an axially inward crank surface of the crank arm so as to cover electrical components in the assembled state of the crank assembly.

[0036] Using the crank assembly according to the seventeenth aspect, when the drive chain disengages from the multiple sprocket teeth of the front sprocket unit, at least one chain disengagement control protrusion can protect the cover member from the influence of the drive chain. Furthermore, when the drive chain disengages from the multiple sprocket teeth of the front sprocket unit, the cover member can reliably protect the electrical components from the influence of the drive chain.

[0037] According to the eighteenth aspect of the invention, the crank assembly according to the seventeenth aspect is configured such that the cover member is made of a non-metallic material.

[0038] Using the crank assembly according to the eighteenth aspect, when the drive chain disengages from multiple sprocket teeth of the front sprocket unit, at least one chain disengagement control protrusion can protect the cover member made of non-metallic material from the influence of the drive chain. Furthermore, the cover member can reliably protect electrical components from the influence of the drive chain when the drive chain disengages from multiple sprocket teeth of the front sprocket unit, while simultaneously reducing the weight of the crank assembly.

[0039] According to a nineteenth aspect of the invention, the crank assembly according to any one of the first to eighteenth aspects is configured such that at least one chain slip control protrusion includes a plurality of chain slip control protrusions spaced apart from each other in a circumferential direction relative to the axis of rotation.

[0040] Using the crank assembly according to the nineteenth aspect, when the drive chain disengages from multiple sprocket teeth of the front sprocket unit, multiple chain disengagement control protrusions can reliably restrict the drive chain from entering the space between the front sprocket unit and the crank arm.

[0041] According to the twentieth aspect of the invention, the crank assembly according to any one of the first to nineteenth aspects is configured such that at least one chain slip control protrusion is disposed radially inward from a plurality of sprocket teeth.

[0042] Using the crank assembly according to the twentieth aspect, when the drive chain disengages from multiple sprocket teeth of the front sprocket unit, at least one chain disengagement control protrusion can reliably restrict the drive chain from entering the space provided between the front sprocket unit and the crank arm. Attached Figure Description

[0043] A more complete understanding of the invention and its many accompanying advantages can be readily obtained, as the invention can be better understood when considered in conjunction with the accompanying drawings and with reference to the following detailed description.

[0044] Figure 1 This is a perspective view of the crank assembly according to the first embodiment.

[0045] Figure 2 yes Figure 1 The side elevation view of the crank assembly shown is omitted, with one crank arm omitted.

[0046] Figure 3 It is along Figure 2 The cross-sectional view of the crank assembly taken from line III-III.

[0047] Figure 4 yes Figure 1 Another side elevation view of the crank assembly shown.

[0048] Figure 5 It is along Figure 2 A cross-sectional view of the crank assembly taken from line VV.

[0049] Figure 6 yes Figure 1 A partial perspective view of the crank assembly shown.

[0050] Figure 7 yes Figure 1 A partial top view of the crank assembly shown.

[0051] Figure 8 It is along Figure 7 A cross-sectional view of the crank assembly taken from line VIII-VIII.

[0052] Figure 9 yes Figure 1 The crank assembly shown is a partial side elevation view.

[0053] Figure 10 It is along Figure 9 A partial cross-sectional view of the crank assembly taken by line XX.

[0054] Figure 11 It is along Figure 9 A partial cross-sectional view of the crank assembly taken by line XI-XI.

[0055] Figure 12It is along Figure 9 A partial cross-sectional view of the crank assembly taken from line XII-XII.

[0056] Figure 13 yes Figure 12 The crank assembly shown is a partially enlarged cross-sectional view.

[0057] Figure 14 It is along Figure 7 A partial cross-sectional view of the crank assembly taken from line XIV-XIV.

[0058] Figure 15 It is a partial cross-sectional view of a crank assembly based on a modified example.

[0059] Figure 16 It is along Figure 7 A partial cross-sectional view of the crank assembly taken by line XVI-XVI.

[0060] Figure 17 It is along Figure 7 A partial cross-sectional view of the crank assembly taken from line XVII-XVII.

[0061] Figure 18 This is a perspective view of the crank assembly according to the second embodiment.

[0062] Figure 19 yes Figure 18 A partial perspective view of the crank assembly shown.

[0063] Figure 20 It is along Figure 18 A partial cross-sectional view of the crank assembly taken from line XX-XX.

[0064] Figure 21 yes Figure 18 Another perspective view of the crank assembly shown.

[0065] Figure 22 yes Figure 20 The crank assembly shown is a partially enlarged cross-sectional view.

[0066] Figure 23 This is a perspective view of the crank assembly according to the third embodiment.

[0067] Figure 24 yes Figure 23 A partial perspective view of the crank assembly shown.

[0068] Figure 25 It is along Figure 23 A partial cross-sectional view of the crank assembly taken from line XXV-XXV.

[0069] Figure 26 yes Figure 25The crank assembly shown is a partially enlarged cross-sectional view.

[0070] Figure 27 yes Figure 23 The crank assembly shown is a side elevation view.

[0071] Figure 28 yes Figure 23 The crank assembly shown is a partial side elevation view.

[0072] Figure 29 It is along Figure 28 A partial cross-sectional view of the crank assembly taken from line XXIX-XXIX.

[0073] Figure 30 This is a partial top view of a crank assembly based on a modified example.

[0074] Figure 31 This is a partial top view of the crank assembly according to another variation.

[0075] Figure 32 This is a partial rear view of the crank assembly according to another variation.

[0076] Figure 33 This is a partial rear view of the crank assembly according to another variation. Detailed Implementation

[0077] Embodiments will now be described with reference to the accompanying drawings, wherein similar reference numerals in the various drawings denote corresponding or identical elements.

[0078] First Embodiment

[0079] like Figure 1 As shown, the crank assembly 10 for manually driven vehicle 2 is rotatable relative to vehicle body 2A about a rotational central axis A1. The crank assembly 10 is configured to rotate relative to vehicle body 2A about the rotational central axis A1 in the rotational drive direction D1 during pedaling.

[0080] In this application, a human-powered vehicle refers to a vehicle powered by the human force of at least one user (i.e., a rider). Human-powered vehicles include various types of bicycles, such as mountain bikes, road bikes, city bikes, freight bikes, hand-cranked bikes, and recumbent bikes. Furthermore, human-powered vehicles include electric bicycles (E-bikes). Electric bicycles include electric-assisted bicycles, which are constructed to use an electric motor to assist in the propulsion of the vehicle. However, the total number of wheels in a human-powered vehicle is not limited to two. For example, human-powered vehicles include vehicles with one wheel or three or more wheels. In particular, human-powered vehicles do not include vehicles that use only an internal combustion engine as their power source. Generally, light road vehicles, including vehicles that do not require a driver's license on public roads, are considered human-powered vehicles.

[0081] In this application, the following directional terms "forward," "rearward," "forward," "backward," "left," "right," "lateral," "upward," and "downward," as well as any other similar directional terms, refer to the direction determined based on the user's standard position in the human-powered vehicle 2 (e.g., on the seat or saddle) and facing the handlebars or steering gear. Therefore, these terms, as used to describe the crank assembly 10 or other components, should be interpreted relative to the human-powered vehicle 2 equipped with the crank assembly 10 or other components, as used in an upright riding position on a horizontal plane.

[0082] like Figure 1 As shown, the crank assembly 10 for a manually driven vehicle 2 includes a crank arm 12 and a front sprocket unit 14. The crank assembly 10 includes a crankshaft 16. The crankshaft 16 extends along a rotational axis A1. The crankshaft 16 is configured to be rotatably supported by the vehicle body 2A about the rotational axis A1. The crank arm 12 is fixed to the crankshaft 16 to rotate together with the crankshaft 16 relative to the vehicle body 2A about the rotational axis A1. The crank assembly 10 includes an additional crank arm fixed to the crankshaft 16. In this embodiment, the crank arm 12 is the right crank arm. The additional crank arm is the left crank arm. However, if desired and / or desired, the configuration of the crank arm 12 can be applied to the left crank arm.

[0083] The front sprocket unit 14 is configured to engage with the drive chain 4. The front sprocket unit 14 is fixed to at least one of the crank arm 12 and the crank shaft 16. In a first embodiment, the front sprocket unit 14 is directly fixed to the crank arm 12 by a plurality of fasteners 17. However, if desired and / or required, the front sprocket unit 14 may be directly fixed to the crank shaft 16 or both the crank arm 12 and the crank shaft 16.

[0084] like Figure 2As shown, the front sprocket unit 14 includes a first front sprocket 18 and a second front sprocket 20. The first front sprocket 18 and the second front sprocket 20 are fixed to the crank arm 12 by a plurality of fasteners 17.

[0085] The first front sprocket 18 includes a sprocket body 18A and a plurality of sprocket teeth 18B. That is, the front sprocket unit 14 includes a sprocket body 18A and a plurality of sprocket teeth 18B. The sprocket body 18A of the first front sprocket 18 is fixed to the crank arm 12 by a plurality of fasteners 17. The plurality of sprocket teeth 18B extend radially outward from the sprocket body 18A in a radial direction relative to the rotation center axis A1.

[0086] The first front sprocket 18 can also be referred to as the front sprocket 18. The sprocket body 18A can also be referred to as the first sprocket body 18A. The sprocket tooth 18B can also be referred to as the first sprocket tooth 18B.

[0087] The second front sprocket 20 includes a second sprocket body 20A and a plurality of second sprocket teeth 20B. The second sprocket body 20A of the second front sprocket 20 is secured to the crank arm 12 by a plurality of fasteners 17. The plurality of second sprocket teeth 20B extend radially outward from the second sprocket body 20A in a radial direction relative to the rotation center axis A1.

[0088] The first front sprocket 18 has a first sprocket outer diameter DM11. The second front sprocket 20 has a second sprocket outer diameter DM12. The first sprocket outer diameter DM11 is larger than the second sprocket outer diameter DM12. However, if needed and / or desired, the first sprocket outer diameter DM11 may be smaller than the second sprocket outer diameter DM12. If needed and / or desired, the second front sprocket 20 may be omitted from the front sprocket unit 14.

[0089] like Figure 2 As shown, the crank arm 12 includes multiple connecting portions 22. (As indicated...) Figure 3 As shown, a plurality of connecting parts 22 are disposed between the first front sprocket 18 and the second front sprocket 20 in the axial direction D2 relative to the rotation center axis A1 of the crank assembly 10.

[0090] like Figure 4 As shown, the front sprocket unit 14 includes multiple receiving members 24. (As...) Figure 3 As shown, the receiving member 24 includes a threaded hole 24A. The fastener 17 includes an external thread 17A. The external thread 17A engages with the threaded hole 24A.

[0091] like Figure 5 As shown, the crank arm 12 has an axially outward crank surface 12A and an axially inward crank surface 12B. The axially inward crank surface 12B is disposed on the opposite side of the axially outward crank surface 12A in the axial direction D2 relative to the rotation center axis A1 of the crank assembly 10.

[0092] The axially inward crank surface 12B is configured to face the axial center plane CP of the manually driven vehicle 2 in the axial direction D2 when the crank assembly 10 is mounted to the manually driven vehicle 2. The axial center plane CP is perpendicular to the rotation center axis A1. For example, the axial center plane CP is defined to bisect the axial width of the vehicle body 2A in the axial direction D2.

[0093] The front sprocket unit 14 has an axially outward sprocket surface 14A and an axially inward sprocket surface 14B. The axially inward sprocket surface 14B is located on the opposite side of the axially outward sprocket surface 14A in the axial direction D2. The axially inward sprocket surface 14B is configured to face the axial center plane CP of the manually driven vehicle 2 in the axial direction D2 when in the installed state.

[0094] The axially inward crank surface 12B is configured to face the front sprocket unit 14 on the axial direction D2. The axially inward crank surface 12B is configured to face the axially outward sprocket surface 14A of the front sprocket unit 14 on the axial direction D2.

[0095] The axially inward crank surface 12B is spaced apart from the front sprocket unit 14 in the axial direction D2. The axially inward crank surface 12B is spaced apart from the axially outward sprocket surface 14A of the front sprocket unit 14 in the axial direction D2.

[0096] like Figure 6 As shown, the crank assembly 10 for the manually driven vehicle 2 includes at least one chain slippage control protrusion 30. In this embodiment, the at least one chain slippage control protrusion 30 includes a plurality of chain slippage control protrusions 30. That is, the crank assembly 10 for the manually driven vehicle 2 includes a plurality of chain slippage control protrusions 30.

[0097] The total number of chain detachment control protrusions 30 is equal to or greater than three. In this embodiment, the total number of chain detachment control protrusions 30 is equal to three. However, if needed and / or desired, the total number of chain detachment control protrusions 30 may be greater than or equal to two.

[0098] like Figure 5 As shown, at least one chain slippage control protrusion 30 is configured to prevent the drive chain 4 from entering the space SP located radially inward from the at least one control protrusion and axially in the direction D2 between the crank arm 12 and the front sprocket unit 14. Multiple chain slippage control protrusions 30 are configured to prevent the drive chain 4 from entering the space SP located radially inward from the multiple chain slippage control protrusions 30 and axially in the direction D2 between the crank arm 12 and the front sprocket unit 14.

[0099] At least one chain slippage control protrusion 30 is configured to be located in at least one of the crank arm 12 and the front sprocket unit 14. Multiple chain slippage control protrusions 30 are configured to be located in at least one of the crank arm 12 and the front sprocket unit 14.

[0100] At least one chain slippage control protrusion 30 is configured to be disposed on at least one of the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14. A plurality of chain slippage control protrusions 30 are configured to be disposed on at least one of the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14.

[0101] In this embodiment, a plurality of chain slippage control protrusions 30 are configured to be disposed in the front sprocket unit 14, within the crank arm 12 and the front sprocket unit 14. The plurality of chain slippage control protrusions 30 are configured to be disposed on the axially outward sprocket surface 14A, between the axially inward crank surface 12B and the axially outward sprocket surface 14A. However, if desired and / or desired, the plurality of chain slippage control protrusions 30 may be configured to be disposed only on the crank arm 12 or on both the crank arm 12 and the front sprocket unit 14. If desired and / or desired, the plurality of chain slippage control protrusions 30 may be configured to be disposed on the axially inward crank surface 12B of the crank arm 12 or on both the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14.

[0102] like Figure 7 and Figure 8 As shown, a plurality of chain detachment control protrusions 30 are spaced apart from each other in a circumferential direction D3 relative to the rotation center axis A1. In this embodiment, the plurality of chain detachment control protrusions 30 are directly coupled to the first front sprocket 18. The plurality of chain detachment control protrusions 30 are directly coupled to the sprocket body 18A of the first front sprocket 18. However, if desired and / or expected, at least one of the plurality of chain detachment control protrusions 30 may be directly coupled to a cover attached to at least one of the first front sprocket 18 and the second front sprocket 20.

[0103] like Figure 8 As shown, at least one chain slippage control protrusion is disposed radially inward from a plurality of sprocket teeth 18B. The plurality of chain slippage control protrusions 30 are at least partially disposed radially inward from the sprocket teeth 18B. The plurality of chain slippage control protrusions 30 are disposed entirely radially inward from the sprocket teeth 18B. However, if desired and / or expected, the plurality of chain slippage control protrusions 30 may be disposed partially radially inward from the sprocket teeth 18B. If desired and / or expected, the plurality of chain slippage control protrusions 30 may be disposed at least partially radially outward from the sprocket teeth 18B.

[0104] like Figure 9 As shown, when viewed from the axial direction D2, the plurality of chain slip control protrusions 30 overlap with the crank arm 12. However, if desired and / or expected, at least one of the plurality of chain slip control protrusions 30 may be configured not to overlap with the crank arm 12 when viewed from the axial direction D2.

[0105] like Figures 10 to 12 As shown, at least one chain detachment control protrusion 30 has a through hole 32. At least one of the plurality of chain detachment control protrusions 30 has a through hole 32. In this embodiment, each of the plurality of chain detachment control protrusions 30 has a through hole 32. However, if desired and / or expected, the through hole 32 can be omitted from at least one of the plurality of chain detachment control protrusions 30.

[0106] At least one chain slippage control protrusion 30 has a free end 33 and an attachment end 34. In this embodiment, each of the plurality of chain slippage control protrusions 30 has a free end 33 and an attachment end 34. A through hole 32 has a hole central axis A2. The hole central axis A2 extends from one of the free end 33 and the attachment end 34 to the other of the free end 33 and the attachment end 34. The attachment end 34 is configured to connect to at least one of an axially inward crank surface 12B of the crank arm 12 and an axially outward sprocket surface 14A of the front sprocket unit 14. The through hole 32 may be formed such that the through hole 32 extends to the... Figures 10 to 12 The directions parallel to the central axis A2 of the hole shown intersect.

[0107] In this embodiment, the attachment end 34 is configured to attach to the axially outward sprocket surface 14A of the front sprocket unit 14, between the axially inward crank surface 12B and the axially outward sprocket surface 14A. However, if desired and / or desired, the attachment end 34 may be configured to attach only to the axially inward crank surface 12B of the crank arm 12 or to both the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14.

[0108] At least one chain detachment control protrusion 30 has a chain detachment control section 36 and an attachment section 38. In this embodiment, each of the plurality of chain detachment control protrusions 30 has a chain detachment control section 36 and an attachment section 38. The attachment section 38 is adjacent to the chain detachment control section 36 in the bore axial direction D4 relative to the bore center axis A2. The attachment section 38 extends from the chain detachment control section 36 in the bore axial direction D4. The chain detachment control section 36 includes a free end 33. The attachment section 38 includes an attachment end 34. The chain detachment control section 36 is contactable with the drive chain 4 when the drive chain 4 detaches from the front sprocket unit 14 (e.g., the first front sprocket 18). The attachment section 38 is fixed to the front sprocket unit 14 (e.g., the first front sprocket 18).

[0109] In this embodiment, the chain detachment control section 36 and the attachment section 38 are integrally configured as a single component. However, if needed and / or desired, the chain detachment control section 36 may be a separate component from the attachment section 38.

[0110] like Figure 13 As shown, the front sprocket unit 14 includes an attachment hole 40. The first front sprocket 18 includes an attachment hole 40. The sprocket body 18A includes an attachment hole 40. An attachment segment 38 is at least partially disposed in the attachment hole 40. The attachment segment 38 extends through the attachment hole 40. A chain slippage control segment 36 is disposed outside the attachment hole 40. In this embodiment, the attachment segment 38 is partially disposed in the attachment hole 40. However, if desired and / or desired, the attachment segment 38 may be completely disposed in the attachment hole 40.

[0111] The attachment segment 38 includes a first attachment segment 38A and a second attachment segment 38B. The second attachment segment 38B includes an attachment end 34. The first attachment segment 38A is disposed within the attachment hole 40. The second attachment segment 38B is disposed outside the attachment hole 40. The second attachment segment 38B has an outer diameter that is larger than the outer diameter of the first attachment segment 38A. For example, the second attachment segment 38B is formed by forging. However, the second attachment segment 38B can be formed by other methods. The second attachment segment 38B can be omitted from the attachment segment 38, for example, if the attachment segment 38 is attached to the attachment hole 40 by adhesive or pressure fitting.

[0112] The chain detachment control section 36 has a first maximum diameter DM21 relative to the hole center axis A2. The attachment section 38 has a second maximum diameter DM22 relative to the hole center axis A2. The second maximum diameter DM22 is defined by the second attachment section 38B. In this embodiment, the first maximum diameter DM21 is larger than the second maximum diameter DM22. The ratio of the first maximum diameter DM21 to the second maximum diameter DM22 is greater than or equal to 1.2. In this embodiment, the first maximum diameter DM21 is equal to 4 mm. The second maximum diameter DM22 is equal to 3 mm. The ratio of the first maximum diameter DM21 to the second maximum diameter DM22 is equal to 1.33. However, the ratio of the first maximum diameter DM21 to the second maximum diameter DM22 is not limited to the above ratio and range. The first maximum diameter DM21 is not limited to the above diameter. The second maximum diameter DM22 is not limited to the above diameter.

[0113] The chain detachment control section 36 has a first axial length L1 relative to the central axis A2 of the hole. The attachment section 38 has a second axial length L2 relative to the central axis A2 of the hole. The first axial length L1 is greater than the second axial length L2. The ratio of the first axial length L1 to the second axial length L2 is greater than or equal to 1.5. In this embodiment, the first axial length L1 is equal to 3.2 mm. The second axial length L2 is equal to 2 mm. The ratio of the first axial length L1 to the second axial length L2 is equal to 1.6. However, the ratio of the first axial length L1 to the second axial length L2 is not limited to the above ratio and range. The first axial length L1 is not limited to the above length. The second axial length L2 is not limited to the above length.

[0114] like Figure 13 As shown, the chain detachment control section 36 has a radially outermost surface 36A relative to the central axis A2 of the hole. The free end 33 has an axially free end surface 33A relative to the central axis A2 of the hole. The chain detachment control section 36 has a chamfered portion 36B. The chamfered portion 36B is disposed between the radially outermost surface 36A and the axially free end surface 33A.

[0115] The chamfered portion 36B has curvature. The chamfered portion 36B includes a curved surface. The curved surface includes a curved convex surface. The curved surface has curvature. However, the shape of the chamfered portion 36B is not limited to the embodiment shown. If desired and / or expected, the chamfered portion 36B may include a surface other than a curved surface with curvature (e.g., a flat surface).

[0116] The through hole 32 has a threaded portion 32A. The threaded portion 32A is at least provided in the chain detachment control section 36 of at least one chain detachment control protrusion 30. The threaded portion 32A includes an internal thread. In this embodiment, the threaded portion 32A is completely provided in the chain detachment control section 36. However, if desired and / or as desired, the threaded portion 32A may be partially provided in the chain detachment control section 36.

[0117] like Figure 13 As shown, the through hole 32 has a large-diameter hole 32L and a small-diameter hole 32S connected to the large-diameter hole 32L. The large-diameter hole 32L extends from the free end 33 in the axial direction D4 relative to the hole's central axis A2. The small-diameter hole 32S extends from the attachment end 34 in the axial direction D4. The large-diameter hole 32L has a large diameter DM31. The small-diameter hole 32S has a small diameter DM32. The small diameter DM32 of the small-diameter hole 32S is smaller than the large diameter DM31 of the large-diameter hole 32L. The ratio of the large diameter DM31 to the small diameter DM32 is greater than or equal to 1.3.

[0118] In this embodiment, the large diameter DM31 is equal to 2.1 mm. The small diameter DM32 is equal to 1.6 mm. The ratio of the large diameter DM31 to the small diameter DM32 is equal to 1.31. However, the ratio of the large diameter DM31 to the small diameter DM32 is not limited to the above ratio and range. The large diameter DM31 is not limited to the above length. The small diameter DM32 is not limited to the above length.

[0119] The large-diameter hole 32L and the small-diameter hole 32S are connected to each other at connection point P1. A threaded portion 32A extends from connection point P1 in the small-diameter hole 32S along the axial direction D4. Connection point P1 is located in the chain slippage control section 36. However, if required and / or desired, connection point P1 may be located in the attachment section 38.

[0120] The through hole 32 has a non-threaded portion 32B disposed in the attachment section 38. The non-threaded portion 32B is adjacent to the threaded portion 32A. The non-threaded portion 32B has a non-threaded inner diameter DM41, which is equal to the minor inner diameter DM42 of the threaded portion 32A. The non-threaded inner diameter DM41 and the minor inner diameter DM42 are equal to the minor diameter DM32 of the small-diameter hole 32S. However, if required and / or desired, at least one of the non-threaded inner diameter DM41 and the minor inner diameter DM42 may be different from the minor diameter DM32 of the small-diameter hole 32S. If required and / or desired, the non-threaded inner diameter DM41 may be different from the minor inner diameter DM42.

[0121] like Figure 13As shown, the crank assembly 10 also includes an additional chain slippage control protrusion 50. The additional chain slippage control protrusion 50 is configured to threadedly engage with a threaded portion 32A of the through-hole 32. The additional chain slippage control protrusion 50 includes a head 52 and a rod 54. The head 52 is disposed at one end of the rod 54. The rod 54 includes an additional threaded portion 54A. The additional threaded portion 54A is configured to threadedly engage with the threaded portion 32A of the through-hole 32. For example, the additional threaded portion 54A includes external threads.

[0122] In this embodiment, the additional chain detachment control protrusion 50 is configured to be attached to the chain detachment control protrusion 30 via a threaded portion 32A and an additional threaded portion 54A. However, the additional chain detachment control protrusion 50 may be configured to be attached to the chain detachment control protrusion 30 using other structures such as adhesives and pressure fitting. In this variation, the threaded portion 32A may be omitted from the through-hole 32 if desired and / or desired. The additional threaded portion 54A may be omitted from the rod 54 of the additional chain detachment control protrusion 50 if desired and / or desired.

[0123] The head 52 has a radially outermost surface 52A, an axial end face 52B, and a chamfered portion 52C. The chamfered portion 52C is disposed between the radially outermost surface 52A and the axial end face 52B. However, the chamfered portion 52C may be omitted from the head 52 if required and / or desired.

[0124] like Figure 6 As shown, the additional chain detachment control protrusion 50 includes a tool engagement portion 55. The tool engagement portion 55 is disposed at the head 52. The tool engagement portion 55 includes a tool engagement hole 55A. In this embodiment, the tool engagement hole 55A includes a hexagonal hole. That is, the additional chain detachment control protrusion 50 includes an internal hexagonal screw. However, if desired and / or expected, the tool engagement portion 55 may be omitted from the additional chain detachment control protrusion 50. If desired and / or expected, the tool engagement portion 55 may include a structure other than a hexagonal hole.

[0125] like Figure 13 As shown, the head 52 has a first outer diameter DM51. The rod 54 has a second additional outer diameter DM52. For example, the second additional outer diameter DM52 is the outer major diameter of the additional threaded portion 54A. The first outer diameter DM51 of the head 52 is greater than the second additional outer diameter DM52 of the rod 54. The first outer diameter DM51 of the head 52 is equal to the first maximum diameter DM21 of the chain derailment control section 36. The first outer diameter DM51 of the head 52 is greater than the second maximum diameter DM22 of the attachment section 38. The second additional outer diameter DM52 of the rod 54 is less than the first maximum diameter DM21 of the chain derailment control section 36 and the second maximum diameter DM22 of the attachment section 38.

[0126] However, if desired and / or expected, the first outer diameter DM51 of the head 52 may be less than or equal to the second additional outer diameter DM52 of the rod 54. If desired and / or expected, the first outer diameter DM51 of the head 52 may differ from the first maximum diameter DM21 of the chain detachment control section 36. If desired and / or expected, the first outer diameter DM51 of the head 52 may be less than or greater than the first maximum diameter DM21 of the chain detachment control section 36. If desired and / or expected, the first outer diameter DM51 of the head 52 may be less than or equal to the second maximum diameter DM22 of the attachment section 38.

[0127] The head 52 has a third axial length L3. The rod 54 has a fourth axial length L4. The third axial length L3 is defined in the axial direction D4 of the hole. The fourth axial length L4 is defined in the axial direction D4 of the hole. In this embodiment, the fourth axial length L4 is longer than the third axial length L3. The first axial length L1 of the chain detachment control section 36 is longer than both the third axial length L3 and the fourth axial length L4. The second axial length L2 of the attachment section 38 is shorter than both the third axial length L3 and the fourth axial length L4. However, if desired and / or expected, the fourth axial length L4 may be shorter than or equal to the third axial length L3. If desired and / or expected, the first axial length L1 of the chain detachment control section 36 may be shorter than or equal to at least one of the third axial length L3 and the fourth axial length L4. If desired and / or expected, the second axial length L2 of the attachment section 38 may be longer than or equal to both the third axial length L3 and the fourth axial length L4.

[0128] like Figures 10 to 12 As shown, the first axial length L1 of the chain derailment control section 36 is longer than the minimum distance L5 defined between the additional chain derailment control protrusion 50 and the crank arm 12 in the axial direction D4 of the hole. The sum of the first axial length L1 and the third axial length L3 is longer than the minimum distance L5. However, if needed and / or desired, the first axial length L1 of the chain derailment control section 36 may be shorter than or equal to the minimum distance L5.

[0129] like Figure 9 and Figure 14 As shown, the attachment segment 38 has a circular cross-sectional shape. Figure 9 As shown, the second attachment segment 38B has a circular cross-sectional shape. Figure 14 As shown, the first attachment segment 38A has a circular cross-sectional shape. The attachment hole 40 has a circular shape. However, as... Figure 15As shown, attachment segment 38 may have a non-circular cross-sectional shape if required and / or desired. At least one of the first attachment segment 38A and the second attachment segment 38B may have a shape other than a circular cross-sectional shape if required and / or desired. The non-circular cross-sectional shape of the first attachment segment 38A restricts the rotation of the chain slip control protrusion 30 relative to the front sprocket unit 14.

[0130] like Figure 16 As shown, the chain detachment control section 36 has a circular cross-sectional shape. However, if required and / or desired, the chain detachment control section 36 may have a non-circular cross-sectional shape.

[0131] like Figure 17 As shown, the additional chain detachment control protrusion 50 has a circular cross-sectional shape. However, if required and / or desired, the additional chain detachment control protrusion 50 may have a non-circular cross-sectional shape.

[0132] Second Embodiment

[0133] The following will refer to Figures 18 to 22 The crank assembly 210 according to the second embodiment is described. Except for the electrical components and the additional chain slip control protrusion 50, the crank assembly 210 has the same structure and / or construction as the crank assembly 10. Therefore, elements having substantially the same function as in the first embodiment will be referred to using the same reference numerals herein, and for the sake of brevity, will not be described in detail and / or illustrated further.

[0134] like Figure 18 As shown, the crank assembly 210 for manually driven vehicle 2 includes crank arms 12 and a front sprocket unit 14. The crank assembly 210 includes a crankshaft 16.

[0135] like Figure 19 As shown, the crank assembly 210 for a manually operated vehicle 2 includes at least one chain slippage control protrusion 30. The at least one chain slippage control protrusion 30 includes a plurality of chain slippage control protrusions 30. In a second embodiment, an additional chain slippage control protrusion 50 is omitted from the crank assembly 210. However, if desired and / or as desired, the crank assembly 210 may include an additional chain slippage control protrusion 50.

[0136] like Figure 20As shown, the crank assembly 210 also includes an electrical component 260. The electrical component 260 is disposed on the crank arm 12 at a location radially inward from the plurality of chain release control protrusions 30. In this embodiment, the electrical component 260 includes a force sensor 262. The force sensor 262 is configured to sense forces applied to the crank arm 12. The force sensor 262 includes a strain gauge attached to the crank arm 12. However, if desired and / or desired, the force sensor 262 may include a sensor other than a strain gauge. If desired and / or desired, the electrical component 260 may include components other than the force sensor 262.

[0137] The crank assembly 210 also includes a wireless communication unit WC and a power supply PS. The wireless communication unit WC is electrically connected to electrical component 260. The wireless communication unit WC is electrically connected to force sensor 262. The wireless communication unit WC is configured to communicate wirelessly with an additional wireless communication unit. For example, the wireless communication unit WC is configured to wirelessly transmit data sensed by force sensor 262 to the additional wireless communication unit.

[0138] The power supply PS is electrically connected to the electrical component 260 and the wireless communication device WC to supply power to both. For example, the power supply PS is configured to be located within the crankshaft 16. The power supply PS includes a battery. However, if desired and / or expected, the power supply PS may be located outside the crankshaft 16. If desired and / or expected, the power supply PS may include components other than a battery.

[0139] The crank assembly 210 also includes a cover member 264. The cover member 264 is configured to attach to the axially inward crank surface 12B of the crank arm 12 so as to cover the electrical components 260 in the assembled state of the crank assembly 210.

[0140] In this embodiment, the cover member 264 is made of a non-metallic material. The cover member 264 is made of a resin material such as synthetic resin. However, if desired and / or expected, the cover member 264 may be made of a material other than a non-metallic material.

[0141] like Figure 21 As shown, crank assembly 210 includes an attachment cover member 266. The attachment cover member 266 is configured to attach to crank arm 12. For example, a wireless communication device WC is disposed within the attachment cover member 266. However, if desired and / or desired, the wireless communication device WC may be disposed in a location other than inside the attachment cover member 266. If desired and / or desired, the attachment cover member 266 may be configured to attach to other parts of crank assembly 210.

[0142] like Figure 22As shown, the first axial length L1 of the chain detachment control section 36 is longer than the minimum distance L6 defined between the chain detachment control protrusion 30 and the cover member 264 in the axial direction D4 of the hole. However, if required and / or desired, the first axial length L1 of the chain detachment control section 36 may be less than or equal to the minimum distance L6.

[0143] In this embodiment, the through hole 32 has a threaded portion 32A and a non-threaded portion 32B. However, if needed and / or desired, one of the threaded portion 32A and the non-threaded portion 32B can be omitted from the through hole 32.

[0144] Third Embodiment

[0145] The following will refer to Figures 23 to 28 The crank assembly 310 according to the third embodiment is described. Except for the chain slippage control protrusion 30, the crank assembly 310 has the same structure and / or construction as the crank assembly 210. Therefore, elements having substantially the same function as those in the first and second embodiments will be referred to by the same reference numerals herein, and for the sake of brevity, will not be described in detail and / or illustrated herein.

[0146] like Figure 23 As shown, the crank assembly 310 for manually driven vehicle 2 includes crank arms 12 and a front sprocket unit 14. The crank assembly 310 includes a crankshaft 16.

[0147] like Figure 24 As shown, the crank assembly 310 for a manually driven vehicle 2 includes at least one chain slippage control member 330. In this embodiment, the crank assembly 310 includes a single chain slippage control member 330. However, if desired and / or expected, the crank assembly 310 may include multiple chain slippage control members 330.

[0148] like Figure 25 As shown, at least one chain slippage control member 330 is configured to prevent the drive chain 4 from entering the space SP located radially inward from the at least one chain slippage control member 330 and disposed in the axial direction D2 between the crank arm 12 and the front sprocket unit 14.

[0149] At least one chain slippage control member 330 is configured to be disposed on at least one of the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14. The chain slippage control member 330 is configured to be disposed on the axially outward sprocket surface 14A, rather than the axially inward crank surface 12B. However, if desired and / or desired, at least one chain slippage control member 330 may be configured to be disposed only on the axially inward crank surface 12B or on both the axially inward crank surface 12B and the axially outward sprocket surface 14A.

[0150] like Figure 26 As shown, at least one chain detachment control member 330 has a proximal end 332 and a free distal end 334. The free distal end 334 is arranged radially outward from the proximal end 332 relative to the rotation center axis A1. The free distal end 334 is arranged radially outward from a plurality of sprocket teeth 18B.

[0151] The proximal end 332 is attached to at least one of the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14. In this embodiment, the proximal end 332 is attached to the axially outward sprocket surface 14A, of the axially inward crank surface 12B and the axially outward sprocket surface 14A. However, if desired and / or desired, the proximal end 332 may be attached only to the axially inward crank surface 12B, or to both the axially inward crank surface 12B and the axially outward sprocket surface 14A.

[0152] like Figure 27 As shown, the crank arm 12 has a maximum circumferential crank width W1 in the circumferential direction D3 relative to the rotation center axis A1. The maximum circumferential crank width W1 is defined in the circumferential direction D3. In this embodiment, a plurality of connecting portions 22 define the maximum circumferential crank width W1. However, if needed and / or desired, other portions of the crank arm 12 may define the maximum circumferential crank width W1.

[0153] like Figure 28 As shown, at least one chain detachment control member 330 has a maximum circumferential member width W2 in the circumferential direction D3. Figure 27 and Figure 28 As shown, the maximum circumferential member width W2 is equal to or less than the maximum circumferential crank width W1. In this embodiment, the maximum circumferential member width W2 is less than the maximum circumferential crank width W1. However, if needed and / or desired, the maximum circumferential member width W2 may be greater than or equal to the maximum circumferential crank width W1.

[0154] like Figure 28As shown, each of the plurality of sprocket teeth 18B has a circumferential tooth width W3, which is defined in the circumferential direction D3 between adjacent tooth root center points TB. The sprocket teeth 18B include tooth root center points TB and are disposed in the circumferential direction D3 between the tooth root center points TB. The maximum circumferential member width W2 is equal to or greater than the circumferential tooth width W3. The maximum circumferential member width W2 is equal to or greater than twice the circumferential tooth width W3.

[0155] In this embodiment, the maximum circumferential member width W2 is greater than the circumferential tooth width W3. The maximum circumferential member width W2 is greater than twice the circumferential tooth width W3. However, if needed and / or desired, the maximum circumferential member width W2 may be less than or equal to the circumferential tooth width W3.

[0156] At least one chain derailment control member 330 has a proximal end 332 with a maximum circumferential proximal width W4 in the circumferential direction D3. The maximum circumferential proximal width W4 is defined in the circumferential direction D3. The maximum circumferential proximal width W4 is equal to or greater than the circumferential tooth width W3. In this embodiment, the maximum circumferential proximal width W4 is greater than the circumferential tooth width W3. However, if required and / or desired, the maximum circumferential proximal width W4 may be less than or equal to the circumferential tooth width W3.

[0157] At least one chain detachment control member 330 has a free distal end 334 with a maximum circumferential distal width W5 in the circumferential direction D3. The maximum circumferential distal width W5 is defined in the circumferential direction D3. The maximum circumferential distal width W5 is equal to or greater than the circumferential tooth width W3. In this embodiment, the maximum circumferential distal width W5 is greater than the circumferential tooth width W3. However, if desired and / or expected, the maximum circumferential distal width W5 may be less than or equal to the circumferential tooth width W3.

[0158] like Figure 29 As shown, the proximal end 332 is attached at at least one of the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14 at a plurality of points 332P. In this embodiment, the proximal end 332 is attached at the axially outward sprocket surface 14A of the axially inward crank surface 12B and the axially outward sprocket surface 14A at a plurality of points 332P. However, if desired and / or expected, the proximal end 332 may be attached to only the axially inward crank surface 12B or to both the axially inward crank surface 12B and the axially outward sprocket surface 14A at a plurality of points 332P.

[0159] The chain detachment control member 330 includes a plurality of attachment segments 335. The plurality of attachment segments 335 define a plurality of points 332P. The plurality of attachment segments 335 are spaced apart from each other in the circumferential direction D3. The plurality of attachment segments 335 extend from a proximal end 332. The attachment segments 335 are at least partially disposed in the attachment holes 40 of the front sprocket unit 14. In this embodiment, the attachment segments 335 are partially disposed in the attachment holes 40 of the front sprocket unit 14. However, if desired and / or anticipated, the attachment segments 335 may be completely disposed in the attachment holes 40 of the front sprocket unit 14.

[0160] The attachment segment 335 includes a first attachment segment 335A, a second attachment segment 335B, and a hole 335C. The first attachment segment 335A is disposed within the attachment hole 40. The second attachment segment 335B is disposed outside the attachment hole 40. The hole 335C has a central axis A3. Point 332P is defined on the central axis A3. The first attachment segment 335A has an annular shape. The second attachment segment 335B has an annular shape. The outer diameter of the second attachment segment 335B is larger than the outer diameter of the first attachment segment 335A. For example, the second attachment segment 335B is formed by forging. However, the second attachment segment 335B can be formed by other methods. The second attachment segment 335B can be omitted from the attachment segment 335, for example, if the attachment segment 335 is attached to the attachment hole 40 by adhesive or pressure fitting.

[0161] In this embodiment, the free distal end 334 and the proximal end 332 are integrally configured as a single component. The attachment segment 335 and the proximal end 332 are integrally configured as a single component. However, if desired and / or expected, the free distal end 334 may be a component separate from the proximal end 332. If desired and / or expected, at least one of the attachment segments 335 may be a component separate from the proximal end 332.

[0162] In this embodiment, the total number of points 332P is three. The total number of attachment segments 335 is three. However, if needed and / or desired, the total number of points 332P may be greater than or equal to two. If needed and / or desired, the total number of attachment segments 335 may be greater than or equal to two.

[0163] Variations

[0164] In the first embodiment, as Figure 7 As shown, at least one chain slippage control protrusion 30 is configured to be disposed in the front sprocket unit 14 within the crank arm 12 and the front sprocket unit 14. At least one chain slippage control protrusion 30 is configured to be disposed in the axially outward sprocket surface 14A within the axially inward crank surface 12B and the axially outward sprocket surface 14A. However, as... Figure 30 and Figure 31As shown, if desired and / or expected, at least one chain slippage control protrusion 30 may be configured to be provided only on the crank arm 12 or on both the crank arm 12 and the front sprocket unit 14. If desired and / or expected, at least one chain slippage control protrusion 30 may be configured to be provided on the axially inward crank surface 12B of the crank arm 12 or on both the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14. This can also be applied to the crank assembly 210 according to the second embodiment.

[0165] In the first and second embodiments and their variations, each of the plurality of chain detachment control protrusions 30 has the same structure as the others. However, if needed and / or desired, at least one of the plurality of chain detachment control protrusions 30 may have a different structure from another of the plurality of chain detachment control protrusions 30.

[0166] In the first embodiment and its variations, each of the plurality of additional chain detachment control protrusions 50 has the same structure as the others. However, if desired and / or expected, at least one of the plurality of additional chain detachment control protrusions 50 may have a different structure from another of the plurality of additional chain detachment control protrusions 50.

[0167] In the third embodiment, as Figure 26 As shown, at least one chain slippage control member 330 is configured to be disposed in the front sprocket unit 14, within the crank arm 12 and the front sprocket unit 14. At least one chain slippage control member 330 is configured to be disposed in the axially outward sprocket surface 14A, within the axially inward crank surface 12B and the axially outward sprocket surface 14A. However, as... Figure 32 and Figure 33 As shown, if desired and / or expected, at least one chain slippage control member 330 may be configured to be provided only on the crank arm 12 or on both the crank arm 12 and the front sprocket unit 14. If desired and / or expected, at least one chain slippage control member 330 may be configured to be provided on the axially inward crank surface 12B of the crank arm 12 or on both the axially inward crank surface 12B of the crank arm 12 and the axially outward sprocket surface 14A of the front sprocket unit 14.

[0168] exist Figure 33In the illustrated variation, each of the plurality of chain detachment control members 330 has a different structure from the others. However, if needed and / or desired, at least one of the plurality of chain detachment control members 330 may have the same structure as another of the plurality of chain detachment control members 330.

[0169] If needed and / or desired, the first to third embodiments and their variations can be combined with each other. For example, the crank assembly 10 may include at least one chain slippage control protrusion 30 and at least one chain slippage control member 330.

[0170] In this application, the term "comprising" and its derivatives, as used herein, are intended to be open-ended terms that specify the presence of mentioned features, elements, components, groups, wholes, and / or steps, but do not exclude the presence of other unmentioned features, elements, components, groups, wholes, and / or steps. This concept also applies to words with similar meanings, such as the terms "having," "comprising," and their derivatives.

[0171] The terms “component,” “segment,” “part,” “section,” “element,” “body,” and “structure” can have a dual meaning of a single component or multiple components when used in the singular.

[0172] The ordinal numbers such as “first” and “second” used in this application are for identification purposes only and do not have any other meaning, such as a specific order. Furthermore, for example, the term “first element” does not itself imply the existence of a “second element,” nor does the term “second element” itself imply the existence of a “first element.”

[0173] The term "pair" as used in this article can cover a construction in which a pair of elements have the same shape or structure as each other, as well as a construction in which a pair of elements have different shapes or structures from each other.

[0174] The terms “a” (or “one”), “one or more” and “at least one” are used interchangeably in this document.

[0175] As used in this disclosure, the phrase “at least one of…” means “one or more” of the desired choices. For example, if the number of choices is two, the phrase “at least one of…” as used in this disclosure means “only one single choice” or “both choices”. For example, if the number of choices is equal to or more than three, the phrase “at least one of…” as used in this disclosure means “only one single choice” or “any combination of two or more choices”. For example, the phrase “at least one of A and B” covers (1) A alone, (2) B alone, and (3) both A and B. The phrase “at least one of A, B and C” includes (1) A alone, (2) B alone, (3) C alone, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all of A, B and C. In other words, in this disclosure, the phrase “at least one of A and B” does not mean “at least one A and at least one B”.

[0176] Finally, the degree terms such as “substantially,” “approximately,” and “approximately” used herein refer to a reasonable amount of deviation of the modified term such that the final result does not change significantly. All numerical values ​​described in this application can be interpreted as including terms such as “substantially,” “approximately,” and “approximately.”

[0177] Obviously, many modifications and variations of the invention are possible based on the above teachings. Therefore, it should be understood that the invention can be practiced in ways other than those specifically described herein, within the scope of the appended claims.

Claims

1. A crank assembly for a human-powered vehicle, the crank assembly comprising: A crank arm having an axially outward crank surface and an axially inward crank surface, the axially inward crank surface being disposed on the opposite side of the axially outward crank surface in an axial direction relative to the rotation center axis of the crank assembly, the axially inward crank surface being configured to face the axial center plane of the human-powered vehicle in the axial direction when the crank assembly is mounted to the human-powered vehicle. A front sprocket unit, the front sprocket unit having an axially outward sprocket surface and an axially inward sprocket surface, the axially inward sprocket surface being disposed on the opposite side of the axially outward sprocket surface in the axial direction, the axially inward sprocket surface being configured to face the axial center plane of the manually driven vehicle in the axial direction in the installed state, the front sprocket unit comprising: Sprocket body; and A plurality of sprocket teeth, the plurality of sprocket teeth extending radially outward from the sprocket body in a radial direction relative to the axis of rotation; and At least one chain slippage control protrusion is provided, the at least one chain slippage control protrusion being configured to prevent the drive chain from entering the space radially inward from the at least one chain slippage control protrusion and disposed in the axial direction between the crank arm and the front sprocket unit. The at least one chain slippage control protrusion is configured to be disposed on at least one of the axially inward crank surface of the crank arm and the axially outward sprocket surface of the front sprocket unit. The at least one chain slippage control protrusion has a through hole. The at least one chain detachment control protrusion has a free end and an attachment end, the attachment end being configured to be connected to at least one of the axially inward crank surface of the crank arm and the axially outward sprocket surface of the front sprocket unit. The through hole has a central axis extending from one of the free end and the attached end to the other of the free end and the attached end. The through hole has a threaded portion. The through hole has a large-diameter hole and a small-diameter hole connected to the large-diameter hole. The large-diameter hole extends from the free end in the axial direction relative to the central axis of the hole. The small-diameter hole extends from the attachment end in the axial direction of the hole. The large-diameter hole and the small-diameter hole are connected to each other at the connection point, and The threaded portion extends from the connection point along the axial direction of the hole in the small-diameter hole.

2. A crank assembly for a human-powered vehicle, the crank assembly comprising: A crank arm having an axially outward crank surface and an axially inward crank surface, the axially inward crank surface being disposed on the opposite side of the axially outward crank surface in an axial direction relative to the rotation center axis of the crank assembly, the axially inward crank surface being configured to face the axial center plane of the human-powered vehicle in the axial direction when the crank assembly is mounted to the human-powered vehicle. A front sprocket unit, the front sprocket unit having an axially outward sprocket surface and an axially inward sprocket surface, the axially inward sprocket surface being disposed on the opposite side of the axially outward sprocket surface in the axial direction, the axially inward sprocket surface being configured to face the axial center plane of the manually driven vehicle in the axial direction in the installed state, the front sprocket unit comprising: Sprocket body; and A plurality of sprocket teeth, the plurality of sprocket teeth extending radially outward from the sprocket body in a radial direction relative to the axis of rotation; and At least one chain slippage control protrusion is configured to prevent the drive chain from entering the space between the crank arm and the front sprocket unit, which is radially inward from the at least one chain slippage control protrusion and disposed in the axial direction. The at least one chain slippage control protrusion is disposed on at least one of the axially inward crank surface of the crank arm and the axially outward sprocket surface of the front sprocket unit. The at least one chain slippage control protrusion has a through hole, and the entire at least one chain slippage control protrusion is disposed radially inward from the outermost end of the plurality of sprocket teeth.

3. The crank assembly according to claim 2, wherein... The at least one chain detachment control protrusion has a free end and an attachment end, the attachment end being configured to connect to at least one of the axially inward crank surface of the crank arm and the axially outward sprocket surface of the front sprocket unit; and The through hole has a central axis extending from one of the free end and the attached end to the other of the free end and the attached end.

4. The crank assembly according to claim 1 or 3, wherein The at least one chain detachment control protrusion has a chain detachment control section and an attachment section, the attachment section being adjacent to the chain detachment control section in the axial direction of the hole relative to the central axis of the hole. The chain detachment control section includes the free end, and The attachment segment includes the attachment end.

5. The crank assembly according to claim 4, wherein... The chain detachment control section has a first maximum diameter relative to the central axis of the hole. The attachment segment has a second maximum diameter relative to the central axis of the hole, and The first maximum diameter is greater than the second maximum diameter.

6. The crank assembly according to claim 4, wherein The chain detachment control section has a first axial length relative to the central axis of the hole. The attachment segment has a second axial length relative to the central axis of the hole, and The first axial length is greater than the second axial length.

7. The crank assembly according to claim 4, wherein The chain detachment control section has a radially outermost surface and a chamfered portion relative to the central axis of the hole. The free end has an axial free end surface relative to the central axis of the hole, and The chamfered portion is disposed between the outermost radial surface and the free end surface in the axial direction.

8. The crank assembly according to claim 7, wherein The chamfered portion has curvature.

9. The crank assembly of claim 4, wherein... The through hole has a threaded portion, which is provided at least in the chain detachment control section of the at least one chain detachment control protrusion.

10. The crank assembly of claim 9, further comprising: An additional chain detachment control protrusion is provided, which is configured to thread into the threaded portion of the through hole.

11. The crank assembly of claim 4, wherein The through hole has a large-diameter hole and a small-diameter hole connected to the large-diameter hole. The large-diameter hole extends from the free end in the axial direction relative to the central axis of the hole, and The small-diameter hole extends from the attachment end in the axial direction of the hole.

12. The crank assembly of claim 11, wherein... The through hole has a threaded portion. The large-diameter hole and the small-diameter hole are connected to each other at the connection point, and The threaded portion extends from the connection point along the axial direction of the hole in the small-diameter hole.

13. The crank assembly of claim 12, wherein... The connection point is located in the chain detachment control section.

14. The crank assembly of claim 4, wherein... The attachment section has a non-circular cross-sectional shape.

15. The crank assembly of claim 9, wherein... The at least one chain detachment control protrusion has a chain detachment control section and an attachment section, the attachment section being adjacent to the chain detachment control section in the axial direction of the hole relative to the central axis of the hole. The through hole has a non-threaded portion located in the attachment section and adjacent to the threaded portion, and The non-threaded portion has a non-threaded inner diameter equal to the minor inner diameter of the threaded portion.

16. The crank assembly according to claim 1 or 2, further comprising: An electrical component is provided on the crank arm at a position radially inward from the at least one chain detachment control protrusion.

17. The crank assembly of claim 16, wherein... The electrical components include a force sensor.

18. The crank assembly of claim 16, further comprising: A cover member configured to be attached to the axially inward crank surface of the crank arm so as to cover the electrical components in the assembled state of the crank assembly.

19. The crank assembly of claim 18, wherein... The cover component is made of non-metallic material.

20. The crank assembly according to claim 1 or 2, wherein The at least one chain detachment control protrusion includes a plurality of chain detachment control protrusions spaced apart from each other in a circumferential direction relative to the axis of rotation.

21. The crank assembly according to claim 1 or 2, wherein The at least one chain detachment control protrusion is arranged radially inward from the plurality of sprocket teeth.

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