bicycle drive unit

Abstract

Bicycle drive unit (10) comprising: a case (12); a motor (30) which is / will be arranged in the housing (12); a crankshaft (14) which is rotatably supported around a first axis of rotation (X1) with respect to the housing (12); and at least one rib member (44) which is / will be rotatably arranged in relation to the housing (12), wherein the rib member (44) is operatively coupled to the crankshaft (14) to rotate and to generate an airflow in the housing (12) in response to a rotation of the crankshaft (14), wherein the rib member (44) is / will be arranged in relation to the motor (30) with an unobstructed passage (P1) between the rib member (44) and the motor (30) such that the airflow which is / will be generated by the rib member (44) reaches the motor (30) directly via the passage (P1).

Description

BACKGROUND Area of ​​the invention

[0001] This invention generally relates to a bicycle drive unit. In particular, the present invention relates to a bicycle drive unit comprising a motor. Background information

[0002] Traditionally, electrically assisted bicycles are well-known in the prior art, utilizing a motor as a power source. Specifically, the electrically assisted bicycle has a drive unit into which pedal force is applied. The drive unit contains the motor, which generates the driving force corresponding to the pedal force. The motor is / is located within a housing of the drive unit. In this type of drive unit, the pedal force and the motor's driving force are combined, and the combined driving force is then output to rotate the rear wheel.

[0003] US patent application US 5 845 727 A discloses a power-assist device for combining muscle power and motor power, comprising a muscle power drive unit, an auxiliary power drive unit and a leg power detection device.

[0004] US patent application US 2013 / 0095971A1 discloses a bicycle drive unit comprising a housing, a motor arranged in the housing, and a crankshaft rotatably supported relative to the housing about a first axis of rotation. The bicycle drive unit further comprises a derailleur mechanism and a torque combination mechanism. The torque combination mechanism is operatively coupled to the motor and the derailleur mechanism to combine an output of the motor and an output of the derailleur mechanism.

[0005] Japanese patent application JP 2007 / 176221A discloses a bicycle drive unit comprising a housing, a motor arranged in the housing, and a crankshaft rotatably supported relative to the housing about a first axis of rotation. The bicycle drive unit further comprises at least one ribbed element rotatably arranged relative to the housing. The ribbed element is provided on a gear to move the air in the housing and improve heat dissipation from the gear body.

[0006] European patent application EP 1 137 154 A1 describes a wheel motor, in particular for an electric-assisted bicycle, which is integrated directly into a front or rear wheel.

[0007] German patent DE 10 2013 100 503 B3 describes a hub drive device with an electric motor comprising a hub housing, which has a first hub housing side with an inner surface facing the interior of the hub housing and a second hub housing side with an inner surface facing the interior of the hub housing and is rotatably mounted relative to an axis. OVERVIEW

[0008] In general, the present invention relates to various features of the bicycle drive unit, which includes the motor. The motor generally generates heat inside the housing while it is operating. Since the motor is / is housed within the casing, the heat generated by the motor increases the temperature inside the casing.

[0009] One aspect of the present invention is to provide a bicycle drive unit with which a motor can be cooled in a suitable manner inside a housing.

[0010] In light of the prior art and according to a first aspect of the present invention, a bicycle drive unit is provided, comprising a housing, a motor, a crankshaft, and at least one finned element, lamellar element, or vane element. The motor is arranged within the housing. The crankshaft is rotatably supported about a first axis of rotation with respect to the housing. The finned element is rotatably arranged with respect to the housing. The finned element is operatively coupled to the crankshaft to rotate and to generate a first airflow within the housing as a result of or in response to rotation of the crankshaft. The finned element is arranged with respect to the motor with an unobstructed passage between the finned element and the motor such that the generated airflow from the finned element reaches the motor directly via this passage.

[0011] According to a second aspect of the present invention, a bicycle drive unit is provided, comprising a housing, a motor, a crankshaft, and at least one finned element, lamellar element, or vane element. The motor is arranged within the housing. The crankshaft is rotatably supported about a first axis of rotation with respect to the housing. The finned element is rotatably arranged with respect to the housing. The finned element is operatively coupled to the crankshaft to rotate and to generate a first airflow within the housing as a result of, or in response to, rotation of the crankshaft. The finned element is arranged radially outward with respect to an outermost section of the motor in a radial direction with respect to the first axis of rotation.

[0012] Preferably, the bicycle drive unit further includes a derailleur mechanism, shifting mechanism, or transmission mechanism, which includes a multitude of selectable gear ratios. The derailleur mechanism can be located within the housing. The derailleur mechanism can be operatively coupled to the crankshaft.

[0013] Preferably, the bicycle drive unit is / is designed such that the derailleur mechanism has a rotary output element which is / is rotatably arranged around a second axis of rotation in relation to the housing.

[0014] Preferably, the bicycle drive unit is / is designed such that the rib member is / is rotatably arranged around the second axis of rotation with respect to the housing.

[0015] Preferably, the bicycle drive unit is / is designed such that the ribbed element is / is arranged on the rotary output element in such a way that the ribbed element rotates integrally or uniformly with the rotary output element around the second axis of rotation as a consequence of or in response to the rotation of the crankshaft.

[0016] Preferably, the bicycle drive unit further includes a motor driver circuit which is / is attached in a fixed manner to an inner surface of the housing inside the housing.

[0017] Preferably, the motor drive unit is / is designed such that the ribbed element is arranged with respect to the motor driver circuit with an unobstructed passage between the ribbed element and the motor driver circuit in such a way that the generated airflow from the ribbed element reaches the motor driver circuit directly via the passage.

[0018] Preferably, the bicycle drive unit is designed such that the ribbed element is located between the motor and the motor driver circuit when viewed in a direction perpendicular to the first axis of rotation while the ribbed element is rotating.

[0019] Preferably, the bicycle drive unit further includes a shifting mechanism which includes a rotary output element rotatable about a second axis of rotation relative to the housing as a result of, or in response to, the rotation of the crankshaft. The shifting mechanism is / is arranged between the motor and the motor driver circuit in a direction along a plane perpendicular to the second axis of rotation.

[0020] Preferably, the bicycle drive unit is designed such that the housing has a drain opening on a lower part of the housing.

[0021] Preferably, the bicycle drive unit is designed such that the rib member extends radially outwards from an outer periphery of the rotary output member in a radial direction with respect to the second axis of rotation.

[0022] Preferably, the bicycle drive unit is designed such that the crankshaft is rotatably arranged in a crankshaft mounting hole of the motor.

[0023] Preferably, the bicycle drive unit is designed such that the first and second axes of rotation are offset from each other or in relation to each other.

[0024] Preferably, the bicycle drive unit is designed such that the first and second axes of rotation are parallel to each other.

[0025] Other tasks, features, aspects and advantages of the present disclosure will also become apparent to those skilled in the art from the following detailed description, which, in conjunction with the attached drawings, discloses an embodiment of the bicycle drive unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Referring to the attached drawings, which form part of this original revelation: The Fig. Figure 1 is a side elevation view of a drive train of an electrically assisted bicycle, which is equipped with a drive unit according to an embodiment; The Fig. Figure 2 is a cross-sectional view showing the drive unit according to one embodiment, along line II-II in the Fig. 1; and The Fig. Figure 3 is a schematic cross-sectional view showing the drive unit according to one embodiment, along line III-III in the Fig. 2. DETAILED DESCRIPTION OF EXECUTION FORMS

[0027] A selected embodiment will now be described with reference to the drawings. It will be obvious to those skilled in the art of bicycles from this disclosure that the following descriptions of the embodiment are provided solely for illustrative purposes and not for the purpose of limiting the invention as defined by the attached claims and their equivalents.

[0028] Initially referring to the Fig. 1 and Fig. Figure 2 shows a drive unit 10 (e.g., a bicycle drive unit) according to one embodiment. As in the Fig. As shown in Figure 1, the drive unit 10 is / will be arranged on a drive train 11 of an electrically assisted bicycle. In the illustrated embodiment, the Fig. Section 1 only describes sections relating to the drive train 11 of the electrically assisted bicycle, as other sections of the electrically assisted bicycle may be / be designed in a conventional manner. A detailed description of the electrically assisted bicycle is therefore omitted for the sake of brevity. As in the Fig. As shown in Figure 1, the drive train 11 essentially comprises a pair of pedals 100, a pair of crank arms 101, the drive unit 10, a first chain 102, a rear sprocket 103, and a rear hub 104. The pedals 100 are / will each be mounted to the free ends of the crank arms 101. The inner ends of the crank arms 101 are / will each be mounted to opposite ends of a crankshaft 14 (see the Fig. 2) the bicycle drive unit 10 is fixed. The first chain 102 is / will be operatively connected between the drive unit 10 and the rear sprocket 103. In the case of the drive train 11 of the electrically assisted bicycle, a pedal force acting on the pedals 100 is / will be transmitted to the rear hub 104, which is / will be rotatably coupled to a rear hub axle 105 in order to rotate a rear wheel (not shown) of the electrically assisted bicycle by means of the following transmission path: the crank arms 101 → the drive unit 10 → the first chain 102 → the rear sprocket 103 → the rear hub 104. During transmission of the pedal force, the drive unit 10 synthesizes or connects a motor output torque as a supporting power to assist the pedal force.In the illustrated embodiment, if a pedal force exceeding a predetermined threshold is detected, the motor output torque corresponding to the pedal force is generated as the assisting force or power. The drive unit 10 is typically located near a connecting section between a seat post (not shown) of a bicycle frame and a down tube (not shown) of the bicycle frame. A battery for the drive unit 10 is located along a rear support, the down tube, or the seat post / seat tube.

[0029] As in the Fig. As shown in Figure 1, the drive unit 10 is / will be arranged in the vicinity of the crank arms 101. In the illustrated embodiment, the drive unit 10 has, as shown in the Fig. Figure 2 shows a housing 12, the crankshaft 14, a first rotary transmission element 16, an intermediate shaft 18, a second rotary transmission element 20, a support shaft 22, a second chain 24, a third rotary transmission element 26, and a front gear ring 28. In the illustrated embodiment, the crankshaft 14, the intermediate shaft 18, and the support shaft 22 are arranged to extend parallel to each other at spaced-apart locations. As shown in the Fig. As shown in Figure 2, the drive unit 10 comprises a motor 30, a gearshift mechanism 32 (e.g., a derailleur mechanism), a reduction gear unit 34, a torque combination mechanism 36, and a clutch mechanism 38. In addition, the drive unit 10 includes a plurality of rib links 44 and a motor driver circuit 46. The bicycle drive unit 10 (e.g., the bicycle drive unit) thus includes the housing 12, the motor 30, the crankshaft 14, and the rib links 44 (e.g., at least one rib link). Furthermore, the bicycle drive unit 10 includes the gearshift mechanism 32 (e.g., the derailleur mechanism). The bicycle drive unit 10 also includes the motor driver circuit 46.

[0030] As in the Fig. As shown in Figure 2, the housing 12 contains the first rotary transmission element 16, the second rotary transmission element 20, the third rotary transmission element 26, the motor 30, the gearshift mechanism 32, the reduction gear unit 34, the torque combination mechanism 36, the clutch mechanism 38, the rib links 44, and the motor driver circuit 46. The motor 30 is thus located within the housing 12. The gearshift mechanism 32 (e.g., the shift mechanism) is also located within the housing 12.

[0031] The housing 12 is a component made of, for example, aluminum or another metal. However, part of the housing or the entire housing 12 can also be made of a synthetic resin or plastic. The housing 12 has a first side wall 12a and a second side wall 12b. The first side wall 12a and the second side wall 12b are formed independently as separate parts and face each other axially towards the crankshaft 14. The housing 12 comprises a main body, which contains the second side wall 12b, and a cover component, which contains the first side wall 12a.The cover element is / will be detachably anchored to the opening of the main housing body by means of bolts or other anchoring elements in order to form a receiving space for receiving the first rotary transmission element 16, the second rotary transmission element 20, the third rotary transmission element 26, the motor 30, the gearshift mechanism 32, the reduction gear unit 34, the torque combination mechanism 36, the coupling mechanism 38, the rib links 44, and the motor driver circuit 46. The first side wall 12a has a first side wall main body 12c and a first plate element 12d. The first plate element 12d is / will be detachably and non-rotatably installed at the first engagement hole 12e, which is / will be formed in the first side wall main body 12c. The second side wall 12b has a second side wall main body 12f.

[0032] The first plate member 12d is / will be made of a metallic material different from that of the first side wall main body 12c. Alternatively, it can of course also be / will be made of the same material as the first side wall main body 12c. The first plate member 12d is / will be detachably mounted to the outer side of the housing 12 on the first side wall main body 12c. At this point, the first plate member 12d is / will be formed as a round plate, with teeth and flanges formed on its outer peripheral sections for engagement with the first engagement hole 12e. The teeth of the first plate member 12d engage with the first engagement hole 12e. The flange of the first plate member 12d is / will be in contact with the side surface of the first side surface main body 12c.At the first engagement hole 12e, toothed grooves are formed for engagement with the teeth of the first plate member 12d. In this design or configuration, the first plate member 12d is non-rotatably coupled to the first side wall main body 12c.

[0033] The housing 12 has a pair of round first holes or bores 13a and 13b, and a pair of second holes or bores 13c and 13d. The first holes or bores 13a and 13b are formed in the first side wall main body 12c and the second side wall main body 12f, respectively. In the illustrated embodiment, first and second bearings 39a and 39b, such as ball bearings, are arranged in the first holes or bores 13a and 13b.

[0034] The second holes or bores 13c and 13d are formed in the first plate member 12d and the second side wall main body 12f. The support shaft 22 is / will be non-rotatably arranged in the second holes or bores 13c and 13d. In the illustrated embodiment, the first plate member 12d is / will be detachably coupled to the first side wall main body 12c. Alternatively, the first plate member 12d can be pressed or press-fitted into the first side wall main body 12c and thus be integral with it.

[0035] In the illustrated embodiment, the housing has a drain hole 12g on a lower part 12h of the first side wall 12a of the housing 12. In particular, the drain hole 12g extends through the lower part 12h of the first side wall 12a such that the drain hole 12g exchanges air between the interior and exterior of the housing 12. The drain hole 12g also discharges fluid by means of a flow.

[0036] The crankshaft 14 is a metallic shaft element made of, for example, iron, stainless steel, or a similar material. The crankshaft 14 is rotatably supported relative to the housing 12 about an axis of rotation X1 (e.g., a first axis of rotation). Specifically, the crankshaft 14 is rotatably supported by the first bearing 39a and the second bearing 39b. The two ends of the crankshaft 14 are arranged to protrude from the first side wall 12a and the second side wall 12b, respectively. The crank arms 101 are detachably and non-rotatably coupled to the crankshaft 14 at its end sections.At the end section of the crankshaft 14, on the side of the first main side wall body 12c, the crankshaft 14 has a large-diameter flange section 14a for positioning the first rotary transmission element 16 in the axial direction, and a toothed section 14b for connecting to the first rotary transmission element 16. The large-diameter flange section 14a and the toothed section 14b are arranged adjacent to each other. The flange section 14a is formed around the entire circumference of the crankshaft 14. Alternatively, the flange section 14a can be formed in sections along the circumference and protrude from the crankshaft 14.

[0037] The first rotary transmission element 16 is / will be non-rotatably coupled to the crankshaft 14 such that the first rotary transmission element 16 transmits the rotation of the crank arms 101. The first rotary transmission element 16 has a first pinion or gear 16a, which is / will be made of, for example, a synthetic resin, a plastic, or a metal. The first gear 16a is / will be connected to the toothed section 14b of the crankshaft 14 such that the first gear 16a and the crankshaft 14 rotate together. The first gear 16a is / will be fastened to the crankshaft 14 by means of a press fit, bonding, or another suitable fastening method. The first gear 16a comes into contact with the flange section 14a of the crankshaft 14 in such a way that the first gear 16a is / becomes positioned in the axial direction of the crankshaft 14.The first gear 16a is / will be rotatably supported on the housing 12 by means of the first bearing 39a. The crankshaft 14 is / will be rotatably supported on the housing 12 by means of the first bearing 39a and the first gear 16a.

[0038] The intermediate shaft 18 is a shaft element made of iron, stainless steel, or another metal. The intermediate shaft 18 has first and second end sections 18a and 18b. The first end section 18a is supported on the first side wall main body 12c, while the second end section 18b is supported on a second housing 56b of a motor housing 56 of the motor 30. The intermediate shaft 18 rotatably supports the second rotary transmission element 20.

[0039] The second rotary transmission element 20 is a link that transmits the rotation of the first rotary transmission element 16. The second rotary transmission element 20 has a second gear 20a, which engages with the first gear 16a, and a first ring gear 20b, which rotates together with the second gear 20a. The second rotary transmission element 20 is a link that is made, for example, of a synthetic resin, a plastic, or a metal. The second rotary transmission element 20 is rotatably supported on the intermediate shaft 18 by means of a bearing 40, such as a roller bearing with needle-shaped rollers. The second gear 20a has an engagement section 20c, which engages with an inner peripheral section 20d of the first ring gear 20b.The engagement section 20c is formed on a toothed surface that does not engage with the first gear 16a, and is formed from the toothed surface of the second gear 20a. An engagement section is formed on the inner peripheral section 20d of the first gear 20b, which engages with at least one section of the second gear 20a. As a result, the second gear 20a and the first gear 20b are non-rotatably coupled to each other. Furthermore, retainers are arranged on the second gear 20a to prevent axial rotation of the first gear 20b in the axial direction of the intermediate shaft 18. The retainers are arranged on both sides of the first gear 20b in the axial direction of the intermediate shaft 18.

[0040] The support shaft 22 is arranged to support the gearshift mechanism 32 and the clutch mechanism 38 with respect to the housing 12. The support shaft 22 has end sections that extend through the second holes 13c and 13d. The end sections of the support shaft 22 are each fastened to the first and second side walls 12a and 12b by means of the nut 42. The support shaft 22 extends through the gearshift mechanism 32 and the clutch mechanism 38. The support shaft 22 rotatably supports the third rotary transmission element 26.

[0041] The third rotary transmission link 26 is a link that transmits the rotation of the second rotary transmission link 20. The rotation of the second rotary transmission link is transmitted to the third rotary transmission link 26 by means of the second chain 24. The third rotary transmission link 26 has a second toothed ring 26a, which engages with the second chain 24. The second chain 24 is wound around the first toothed ring 20b and the second toothed ring 26a. The second toothed ring 26a is operatively coupled to the gearshift mechanism 32. In particular, the second toothed ring 26a is fixedly coupled to an input part 64 of the gearshift mechanism 32. The second toothed ring 26a is therefore rotatably supported on the support shaft 22 by means of the input part 64.

[0042] As in the Fig. As shown in Figure 2, the motor 30 is a type with an internal rotor. The motor 30 comprises the motor housing 56, a rotor 58 which is rotatably supported on the motor housing 56, and a stator 60 which is mounted on the motor housing 56. In the illustrated embodiment, the motor housing 56 has a first housing 56a, which is integrally formed with the housing 12, and a second housing 56b, which is detachably coupled to the first housing 56a. The motor housing 56 further has a shaft-supporting recess 56c, which supports the second end section 18b of the intermediate shaft 18 on the second housing 56b.

[0043] The rotor 58 is a cylindrical element arranged coaxially with respect to the crankshaft 14. The crankshaft 14 extends through the rotor 58. The rotor 58 has a magnet assembly 58a with a plurality of magnetic poles arranged side by side in the circumferential direction on the outer peripheral section of the rotor 58. The rotor 58 of the motor 30 has a crankshaft-receiving hole or bore 58b. The crankshaft 14 is rotatably mounted in the crankshaft-receiving hole 58b of the rotor 58 of the motor 30. The rotor 58 is rotatably supported on the motor housing 56 by means of a pair of bearings 62a and 62b, such as ball bearings. The bearings 62a and 62b are arranged on the outer peripheral side of the rotor 58. The bearing 62a is / will be installed on the first housing 56a, while the bearing 62b is / will be installed on the second housing 56b.

[0044] The stator 60 is / will be arranged opposite the rotor 58 on the outer peripheral side of the rotor 58. The stator 60 has a plurality of coils 60a, which are / will be arranged at specific intervals in the rotating direction. The stator 60 is / will be fixedly coupled to the inner peripheral section of the first housing 56a.

[0045] In the illustrated embodiment, the motor 30 is driven by means of the motor driver circuit 46. In particular, the motor driver circuit 46 comprises an inverter (not shown), a controller (not shown), and similar components. The inverter is driven by the controller. The controller regulates the inverter based on the pedal force and the speed of the bicycle. The motor driver circuit 46 is a conventionally known motor driver circuit. Therefore, for the sake of brevity, the detailed design and configuration of the motor driver circuit 46 will be omitted here.

[0046] In the illustrated embodiment, the axes of rotation of the motor 30 and the crankshaft 14 coincide. It is therefore possible to simplify the internal mechanism of the motor 30. As a result, the drive unit 10 can be further simplified. However, it is of course obvious to those skilled in the art in this disclosure that the motor 30 and the crankshaft 14 can be arranged relative to each other such that their axes of rotation are offset from each other.

[0047] The gearshift mechanism 32 is / will be arranged on the power transmission path between the third rotary transmission element 26 and the torque combination mechanism 36. The gearshift mechanism 32 comprises a shift motor unit 32a and a gearshift main body 32b. The shift motor unit 32a rotates an actuator element of the gearshift main body 32b towards a predetermined phase upon receiving a shifting action or a shifting operation from a switch which is / will be mounted on the handlebars or steering mechanism of the bicycle. The shift motor unit 32a is a conventionally known motor unit, such as the motor unit disclosed, for example, in Japanese patent number JP-3529723B2.It will of course be obvious to experts in the field from this revelation that the switching motor unit 32a can be replaced by a conventionally well-known mechanism for switching the power transmission path of the gear shift main body 32b, such as by a wire-operated actuator which is / will be operated by receiving a manual switching operation from a switch which is / will be installed on the handlebar or steering of the bicycle.

[0048] The gearshift main body 32b is a transmission unit, shifting unit, or switching unit that allows selection from a plurality of (e.g., eight) gear ratios. The design and configuration of the gearshift main body 32b is essentially identical to that of a conventionally known shifting unit, such as the shifting unit disclosed in US patent number US 6,607,465 B1 or US patent number US 7,682,283 B2, except for the configurations described in detail below.

[0049] The main gearshift body 32b of the gearshift mechanism 32 essentially comprises the support shaft 22, the input part 64, a planetary gear unit 66, and an output part or hub 68 (e.g., a rotary output element). The rotation of the third rotary transmission element 26 is transmitted to the input part 64, the planetary gear unit 66, and the output part 68. The input part 64, the planetary gear unit 66, and the output part 68 are each rotatably supported on the support shaft 22. In particular, the input part 64 is rotatably supported on the support shaft 22 and is operatively coupled to the crankshaft 14. The second gear ring 26a of the third rotary transmission element 26 is fixedly coupled to the input part 64 in such a way that they can rotate together. The planetary gear unit 66 is / will be arranged between the input part 64 and the output part 68. The planetary gear unit 66 selectively produces a plurality of (e.g., eight) gear ratios.The output part 68 is rotatably supported on the support shaft 22 and is operatively coupled to the torque combining mechanism 36. The output part 68 transmits the rotation to the torque combining mechanism 36 after a change in the rotational speed by the planetary gear unit 66. In the illustrated embodiment, as shown in the figure... Fig. As shown in Figure 2, the support shaft 22 supports the central shaft, which defines a rotational axis X2 (e.g., a second rotational axis) of the input part 64, the planetary gear unit 66, and the output part 68. In particular, the rotational axis X2 is parallel to the rotational axis X1 and offset with respect to the rotational axis X1. In the illustrated embodiment, the gearshift mechanism 32 (e.g., the shift mechanism) therefore includes a plurality of selectable gear ratios. The gearshift mechanism 32 (e.g., the shift mechanism) is / is operatively coupled to the crankshaft 14. Furthermore, the gearshift mechanism 32 (e.g., the shift mechanism) has the output part 68 (e.g., the rotary output element), which is rotatable with respect to the housing 12 about the rotational axis X2 (e.g., the second rotational axis) as a result of, or in response to, the rotation of the crankshaft 14. The rotation axes X1 and X2 (e.g. the first and second rotation axes) are offset from each other or in relation to each other.The rotation axes X1 and X2 (e.g. the first and second rotation axes) are parallel to each other.

[0050] The gearshift mechanism 32 is / will be arranged in the drive unit 10. It is possible to select from a variety of gear ratios using the gearshift mechanism 32. Consequently, assisted driving by the motor 30 can be carried out with high efficiency. Even if an internal shift unit is used instead of the gearshift mechanism 32, the shifting operation can be carried out quickly if the force acting on the gearshift mechanism 32 is small. The main shift body 32b of the gearshift mechanism 32 is essentially identical to a conventionally known shift unit, such as the shift unit disclosed in US Patent No. 6,607,465 or US Patent No. 7,682,283. A detailed description of the design and / or...For the sake of brevity, the configuration of the gearshift mechanism 32 will therefore be omitted here.

[0051] The reduction gear unit 34 transmits the rotation of the rotor 58 of the motor 30 to a torque-transmitting element 70. The reduction gear unit 34 has one or more gears. In the illustrated embodiment, the reduction gear unit 34 has a first planetary gear mechanism 72 and a second planetary gear mechanism 74. The first planetary gear mechanism 72 has a first sun gear 72a, which is / will be connected to the rotor 58, a plurality of first planetary gears 72b, a first support 72c, which rotatably supports the first planetary gears 72b, and a first ring gear 72d, which is / will be fixedly coupled to the housing 12.The second planetary gear mechanism 74 comprises a second sun gear 74a, which is connected to the first support 72c, a plurality of second planetary gears 74b, a second support 74c which rotatably supports the second planetary gears 74b, and a second ring gear 74d, which is fixedly coupled to the housing 12. The rotary output of the reduction gear unit 34 is transmitted to the torque-combining mechanism 36 by means of the torque-transmitting element 70. The torque-transmitting element 70 is formed integrally with the second support 74c. The torque-transmitting element 70 is rotatably supported by a second gear element 78 of the torque-combining mechanism 36. The torque-transmitting element 70 supports a plurality of pawls 80a of a one-way clutch 80.

[0052] The torque combining mechanism 36 transmits the rotational force of the motor 30 and the rotational force of the crankshaft 14 to the front ring gear 28. The torque combining mechanism 36 is operatively coupled to the motor 30 and the crankshaft 14 to combine the rotational outputs of the motor 30 and the crankshaft 14. The torque combining mechanism 36 comprises a first gear link 76, which is fixedly coupled to the output part 68 of the gearshift mechanism 32, a second gear link 78, which engages with the first gear link 76, and the one-way clutch 80. The torque combining mechanism 36 is operatively connected to the rotor 58 of the motor 30 by means of the one-way clutch 80 to receive the rotational output of the motor 30.

[0053] The second gear link 78 is / will be rotatably supported on the housing 12 by means of the second bearing 39b on the housing 12. A bearing 82, for example a ball bearing, is / will be installed between the inner peripheral section of the second gear link 78 and the outer peripheral surface of the crankshaft 14. Consequently, the crankshaft 14 is / will be rotatably supported on the housing 12 by means of the second gear link 78.

[0054] The second gear element 78 has a first annular recess 78a in which the one-way coupling 80 is / will be arranged, and a second annular recess 78b in which the second bearing 39b is / will be arranged. The second gear element 78 of the torque combination mechanism 36 has a ring gear mounting section 78c.

[0055] The first annular recess 78a is formed in an annular shape on the surface of the housing 12 opposite the second side wall 12b. The outer peripheral section on the inner side of the first annular recess 78a rotatably supports the torque-transmitting element 70. The second annular recess 78b is formed in an annular shape on the surface opposite the second side wall 12b. The inner ring of the second bearing 39b is arranged in the second annular recess 78b. The gear ring mounting section 78c is designed to be operatively fastened to the front gear ring 28 such that the front gear ring 28 rotates about the axis of rotation X1 in the forward direction when the crankshaft 14 rotates about the axis of rotation X1 in the forward direction.The gear ring assembly section 78c extends in an annular shape in the axial direction of the crankshaft 14, starting from the outer peripheral surface on the inner side of the second annular recess 78b. In the case of the second gear member 78, the second annular recess 78b is formed on the radially inner side of the first annular recess 78a. The front gear ring 28 is coupled to a connecting section 78d on the inner peripheral surface of the gear ring assembly section 78c. The connecting section 78d may have teeth. The front gear ring 28 is pressed into the connecting section 78d and is fixed by sealing through plastic deformation. The second gear member 78 and the front gear ring 28 therefore rotate together.

[0056] In the illustrated embodiment, the one-way clutch 80 transmits only the forward rotation of the motor 30, which drives the bicycle in the forward direction, to the gear link 78. Conversely, the forward rotation of the second gear link 78 with respect to the motor 30 is not transmitted to the motor 30. The one-way clutch 80 has a pawl 80a, a coupling tooth 80b, and an inner lateral link 80c. The pawl 80a is received such that it can pivot along the outer peripheral surface of the inner lateral link 80c between a release position and an engaging position. The pawl 80a is biased towards the engaging position. The coupling tooth 80b is formed on the inner peripheral surface on the outer side of the first annular recess 78a. The inner lateral link 80c is / we shaped in a ring-shaped form.The torque-transmitting member 70 is / will be rotatably supported on the inner peripheral section of the inner lateral member 80c.

[0057] The front gear ring 28 has an annular section 28b with gear teeth 28a formed on the outer peripheral section, and a cylindrical section 28c formed integrally on the inner peripheral section of the annular section 28b. The outer peripheral surface of the cylindrical section 28c is pressed into the inner peripheral section of the second annular recess 78b, and the tip section of the cylindrical section 28c is secured by sealing. However, the method for securing the front gear ring 28 is not limited to press fitting. The front gear ring 28 can be secured to the second gear link 78 by any other suitable method, such as screwing, bonding, fusion welding, etc. The front gear ring 28 rotates about the axis of rotation X1 of the crankshaft 14.The axis of rotation X1 of the crankshaft 14 and the axis of rotation of the front gear ring 28 therefore coincide. It will, of course, be obvious to those skilled in the art from this disclosure that the front gear ring 28 and the crankshaft 14 can be arranged relative to each other such that their axes of rotation are offset from each other.

[0058] In the case of this drive unit 10, as in the Fig. As shown in Figure 2, the torque generated by the pedal force in the forward direction of rotation is transmitted along the following transmission path: the crank arms 101 → the crankshaft 14 + the first rotary transmitting link 16 → the second rotary transmitting link 20 + the third rotary transmitting link 26 → the gearshift main body 32b → the first gear link 76 → the second gear link 78. On the other hand, the output torque of the motor 30 is transmitted along the following path: the reduction gear unit 34 → the torque transmitting link 70 → the one-way clutch 80 → the second gear link 78. The second gear link 78 combines these two torques to transmit them to the front gear ring 28. The forward rotation of the crank arms 101 is therefore transmitted to the front gear ring 28 after assistance from the motor 30.In the case of the gearshift main body 32b, the planetary gear unit 66 transmits the forward rotation of the crankshaft 14 through a plurality of power-transmitting paths to rotate the output part 68 around the axis of rotation X2 as a consequence of, or in response to, the forward rotation of the crankshaft 14.

[0059] As in the Fig. 2 and Fig. As shown in Figure 3, the rib elements 44 are arranged on an outer periphery 68a of the output part 68. In particular, in the illustrated embodiment, ten rib elements 44 are arranged equidistantly, i.e., at a constant distance, and circumferentially along the outer periphery 68a of the output part 68 with respect to the axis of rotation X2. It will, of course, be obvious to those skilled in the art that the number of rib elements 44 can be less than or more than ten, as required and / or desired. In the illustrated embodiment, the rib elements 44 are formed integrally with the output part 68 as a single, one-piece element. For example, the rib elements 44 and the output part 68 are made of a synthetic resin, a plastic, or a metallic material.The rib links 44 are therefore rotatable about the axis of rotation X2 together with the output part 68 relative to the housing 12. When the output part 68 rotates about the axis of rotation X2 as a result of, or in response to, the rotation of the crankshaft 14, the rib links 44 also rotate or complete revolutions about the axis of rotation X2, generating an airflow within the housing 12. In the illustrated embodiment, the rib links 44 are thus rotatably arranged about the axis of rotation X2 (e.g., the second axis of rotation) relative to the housing 12. In addition, the rib links 44 are / are arranged on the output part 68 (e.g. the rotary output link) such that the rib links 44 rotate integrally or uniformly with the output part 68 (e.g. the rotary output link) about the axis of rotation X2 (e.g. the second axis of rotation) as a result of or in response to the rotation of the crankshaft 14.In the illustrated embodiment, the rib members 44 are formed integrally with the output part 68. However, it will naturally be obvious to those skilled in the art from this disclosure that the rib members 44 can be formed independently as separate parts from the output part 68. In this case, the rib members 44 are fixedly coupled to the output part 68 by means of a suitable fastening method. Moreover, in this case, the rib members 44 and the output part 68 can each be made of different materials.

[0060] In the illustrated embodiment, each of the rib elements 44 has a flat, elongated, plate-like shape. The rib elements 44 are arranged on the outer periphery 68a of the output part 68 such that they extend radially outwards from the outer periphery 68a of the output part 68 with respect to the axis of rotation X2. In the illustrated embodiment, the rib elements 44 thus extend radially outwards from the outer periphery 68a of the output part 68 (e.g., the rotary output element) in the radial direction with respect to the axis of rotation X2 (e.g., the second axis of rotation). In particular, in the illustrated embodiment, each of the rib elements 44 has a pair of opposing side surfaces 44a, each oriented in opposite directions around the axis of rotation X2. The opposing side surfaces 44a have the largest area, orThe largest surface area among the surfaces of the rib members 44 is found on the rib members. The opposing side surfaces 44a are longer in a direction along the axis of rotation X2 than in a radial direction of the axis of rotation X2. In particular, the rib members 44 each extend axially along the outer periphery 68a of the output part 68. In the illustrated embodiment, the rib members 44 have a flat, elongated, plate-like shape. Of course, however, the rib members 44 can have a curved cross-sectional shape with respect to the radial direction, as long as the rib members 44 can generate an airflow inside the housing 12 as a result of, or in response to, the rotation of the crankshaft 14. Also, in the illustrated embodiment, the rib members 44 extend axially and continuously along the outer periphery 68a of the output part 68.However, each of the rib members 44 can be formed by a multitude of sections, which are arranged axially and separately along the outer periphery 68a of the output part 68.

[0061] As in the Fig. 2 and Fig. As shown in Figure 3, the motor 30 and the gearshift mechanism 32 are / will be arranged spaced apart from each other in a direction perpendicular to both the axis of rotation X1 and the axis of rotation X2. In particular, the rib members 44 are / will be arranged with respect to the motor 30 such that the motor 30 does not interfere with the rib members 44. In other words, as shown in the Fig. As shown in Figure 3, the motor 30 and the rib members 44 are arranged such that an imaginary circle passing through the distal ends of the rib members 44 does not touch or traverse any part of the motor 30. In the illustrated embodiment, the rib members 44 are thus arranged radially outward with respect to an outer section of the motor 30 and radially with respect to the axis of rotation X1 (e.g., the first axis of rotation). Furthermore, as shown in the Fig. 2 and Fig. As shown in Figure 3, the motor 30 and the gearshift mechanism 32 are arranged directly adjacent to each other. The phrase "directly adjacent to each other" here means, for example, that the motor 30 and the gearshift mechanism 32 are adjacent to each other without any other elements being arranged between them in the direction perpendicular to both the axis of rotation X1 and the axis of rotation X2. Thus, when the rib links 44 rotate together with the output part 68 as a result of, or in response to, the rotation of the crankshaft 14, the airflow generated by the rib links 44 then reaches the motor 30 directly along an unobstructed passage P1.In the illustrated embodiment, the finned members 44 are therefore arranged with respect to the motor 30 with an unobstructed passage P1 between the finned members 44 and the motor 30 such that the airflow generated by the finned members 44 reaches the motor 30 directly along the passage P1. In the illustrated embodiment, the airflow generated by the finned members 44 reaches the motor 30 directly. The motor 30 can therefore be cooled appropriately by the airflow within the housing 12.

[0062] As in the Fig. 2 and Fig. As shown in Figure 3, the motor driver circuit 46 is fixed to an inner surface 12i of the housing 12 within the housing 12. In particular, in the illustrated embodiment, the motor driver circuit 46 is fixed to the housing 12 by means of screws, adhesive, or in any other suitable manner. As mentioned above, the motor driver circuit 46 comprises the converter (not shown), the controller (not shown), and similar components. The motor driver circuit 46 is electrically coupled to the motor 30 to actuate the motor 30. As shown in the Fig. 2 and Fig. As shown in Figure 3, the motor driver circuit 46 and the gearshift mechanism 32 are / will be arranged spaced apart from each other. In particular, the rib links 44 are / will be arranged with respect to the motor driver circuit 46 such that the motor driver circuit 46 does not interfere with the rotation of the rib links 44. In other words, as shown in the Fig. As shown in Figure 3, the motor driver circuit 46 and the rib elements 44 are arranged such that the imaginary circle passing through the distal ends of the rib elements 44 does not touch or traverse any part of the motor driver circuit 46. Furthermore, as shown in the Fig. 2 and Fig. As shown in Figure 3, the motor driver circuit 46 and the gearshift mechanism 32 are arranged in a directly adjacent manner with respect to each other. The phrase "in a directly adjacent manner with respect to each other" here means, for example, that the motor driver circuit 46 and the gearshift mechanism 32 are adjacent with respect to each other without any links between them. Even if the rib links 44 rotate together with respect to the output part 68 as a result of, or in response to, the rotation of the crankshaft 14, the airflow generated by the rib links 44 then reaches the motor driver circuit 46 directly via an unobstructed passage P2.In the illustrated embodiment, the finned elements 44 are therefore arranged with respect to the motor driver circuit 46, with the unobstructed passage P2 between the finned elements 44 and the motor driver circuit 46, such that the airflow generated by the finned elements 44 reaches the motor driver circuit 46 directly via the passage P2. In the illustrated embodiment, the airflow generated by the finned elements 44 reaches the motor driver circuit 46 directly. The motor driver circuit 46 can thus be cooled appropriately by the airflow inside the housing.

[0063] As mentioned above, the motor 30, the rib links 44 and the motor driver circuit 46 are / will be, as in the Fig. As shown in Figure 3, the assembly is arranged such that the imaginary circle passing through the distal ends of the rib members 44 does not touch or cross any part of the motor 30 or any part of the motor driver circuit 46. In the illustrated embodiment, therefore, as shown in Figure 3, the rib members 44 do not touch or cross any part of the motor driver circuit 46. Fig. Figure 2 shows the rib links 44 located between the motor 30 and the motor driver circuit 46 when viewed from a direction perpendicular to the axis of rotation X1 (e.g., the first axis of rotation) while the rib links 44 are rotating. Furthermore, as shown in the Fig. Figure 3 shows the switching mechanism 32 between the motor 30 and the motor driver circuit 46 in one direction along a plane (e.g. the plane of the drawing). Fig. 3) arranged, which is perpendicular to the axis of rotation X2 (e.g. the second axis of rotation).

[0064] For the purposes of understanding the scope of the present invention, the term "comprise" and its derivatives, as used herein, are intended as open terms that specify the presence of the aforementioned features, elements, components, groups, integers, and / or steps, but do not exclude the presence of other unmentioned features, elements, components, groups, integers, and / or steps. The foregoing also applies to words with a similar meaning, such as "include," "exist," and their derivatives. Similarly, the terms "part," "section," "link," or "element," when used in the singular, may have the dual meaning of a single part or a plurality of parts, unless otherwise stated.

[0065] As used herein, the following directional terms "forward," "backward," "front," "backward," "upward," "downward," "above," "below," "sideways," "transverse," and "horizontal," as well as any other similar directional terms, denote such directions of a bicycle in an upright riding position, equipped with the bicycle component control apparatus. Similarly, these directional terms, as used to describe the bicycle component control apparatus, are to be understood in relation to a bicycle in an upright riding position on a horizontal surface.

[0066] It will also be understood that, despite the possible use of the terms "first" and "second" at this point to describe different components, these components are not thereby to be considered limited. The terms serve solely to distinguish one component from another. For example, a first component, as described above, could therefore also be referred to as a second component, and vice versa, without deviating from the teaching of the present invention. In the present embodiment, the terms "attached" or "fastening," as used here, include configurations in which an element is directly attached to another element by means of an attaching element; configurations in which the element is indirectly attached to the other element by means of an intermediate member; or configurations in which the element is indirectly attached to the other element by means of an intermediate member.intermediate links are attached / will be attached; and configurations in which one element is integral with another, i.e., one element is essentially a part of the other. This concept also applies to words of similar meaning, such as "connected," "coupled," "mounted," "bonded," "fixed," and their derivatives. Finally, terms of degree such as "essentially," "approximately," and "approximately," as used here, signify a proportionate degree of deviation from the modified concept, such that the end result is not substantially altered.

Claims

[1] Bicycle drive unit (10) comprising: a case (12); a motor (30) which is / will be arranged in the housing (12); a crankshaft (14) which is rotatably supported around a first axis of rotation (X1) with respect to the housing (12); and at least one rib member (44) which is / will be rotatably arranged in relation to the housing (12), wherein the rib member (44) is operatively coupled to the crankshaft (14) to rotate and to generate an airflow in the housing (12) in response to a rotation of the crankshaft (14), wherein the rib member (44) is / will be arranged in relation to the motor (30) with an unobstructed passage (P1) between the rib member (44) and the motor (30) such that the airflow which is / will be generated by the rib member (44) reaches the motor (30) directly via the passage (P1). [2] Bicycle drive unit (10) comprising: a case (12); a motor (30) which is / will be arranged in the housing (12); a crankshaft (14) which is rotatably supported around a first axis of rotation (X1) with respect to the housing (12); and at least one rib member (44) which is / will be rotatably arranged in relation to the housing (12), wherein the rib member (44) is operatively coupled to the crankshaft (14) to a rotation and to a generation of an airflow in the housing (12) in response to a rotation of the crankshaft (14), wherein the rib member (44) is / will be arranged radially outwards in relation to an outermost section of the engine (30) in a radial direction in relation to the first axis of rotation (X1). [3] Bicycle drive unit (10) according to claim 1 or 2, further comprising a derailleur mechanism (32) which includes a plurality of selectable gear ratios, wherein the derailleur mechanism (32) is / will be arranged within the housing (12), and the derailleur mechanism (32) is / will be operatively coupled to the crankshaft (14). [4] Bicycle drive unit (10) according to claim 3, wherein the derailleur mechanism (32) has a rotary output element (68) which is rotatable about the housing (12) about a second axis of rotation (X2) in response to the rotation of the crankshaft (14), and in particular the first (X1) and second (X2) axes of rotation are offset from each other, and / or the first (X1) and second (X2) axes of rotation are parallel to each other. [5] Bicycle drive unit (10) according to claim 4, wherein the rib member (44) is / is rotatably arranged about the second axis of rotation (X2) with respect to the housing (12), and / or wherein the rib member (44) extends radially outwards from an outer periphery of the rotary output member (68) in a radial direction with respect to the second axis of rotation (X2). [6] Bicycle drive unit (10) according to claim 4 or 5, wherein the rib member (44) is / is arranged on the rotary output member (68) such that the rib member (44) rotates uniformly with the rotary output member (68) about the second axis of rotation (X2) in response to the rotation of the crankshaft (14). [7] Bicycle drive unit (10) according to one of claims 1 to 6, further comprising a motor driver circuit (46) which is fixed to an inner surface of the housing (12) inside the housing (12). [8] Bicycle drive unit (10) according to claim 7, wherein the rib member (44) is arranged with respect to the motor driver circuit (46) with an unobstructed passage (P1) between the rib member (44) and the motor driver circuit (46) such that the airflow generated by the rib member (44) reaches the motor driver circuit (46) directly via the passage (P1), and / or wherein the rib member (44) is located between the motor (30) and the motor driver circuit (46) when viewed in a direction perpendicular to the first axis of rotation (X1) while the rib member (44) is rotating. [9] Bicycle drive unit (10) according to claim 7 or claim 8, further comprising a shift mechanism (32) which has a rotary output element (68) which is rotatable with respect to the housing (12) about a second axis of rotation (X2) in response to the rotation of the crankshaft (14), wherein the shift mechanism (32) is / is arranged between the motor (30) and the motor driver circuit (46) in a direction along a plane which is perpendicular to the second axis of rotation (X2). [10] Bicycle drive unit (10) according to one of claims 1 to 9, wherein the housing (12) has a drain opening (12g) on ​​a lower part of the housing (12). [11] Bicycle drive unit (10) according to one of claims 1 to 10, wherein the crankshaft (14) is / is rotatably arranged in a crankshaft receiving hole (58b) of the motor (30).

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