Bicycle assistance unit

Abstract

Bicycle assistance unit (50) comprising: a transmission unit (60) to which a rotation of a crankshaft (52) is / is transmitted, which comprises a planetary gear mechanism (78) comprising a plurality of ring gears (74, 88, 90, 92), and a rotation limiting mechanism (80) which selectively limits a rotation of the plurality of ring gears (74, 88, 90, 92); and an auxiliary motor (102) wherein a second driving force, which is / will be output by the auxiliary motor (102), is added to a first driving force, which is / will be output from the transmission unit (60) on a power transmission path between an output unit (102A) of the transmission unit (60) and a front toothed ring (30).

Description

[0001] The present invention relates to a bicycle assistance unit.

[0002] The Japanese patent publication JP H10-194 186 A discloses a bicycle auxiliary unit comprising an auxiliary motor and a transmission unit. The transmission unit is / is designed by means of a planetary gear mechanism. The transmission unit is / is designed such that the rotation of the ring gears is / is controlled by mechanical elements that connect to one of the multiple ring gears forming the planetary gear mechanism, which determines the gear ratio.

[0003] In the case of the bicycle auxiliary unit described in the Japanese patent publication JP H10-194186A, the gear ratio is changed by a transmission unit after torque is applied by an auxiliary motor, thereby exerting a large amount of torque on the ring gear. Consequently, applying the brakes to the ring gear during shifting is difficult, and shifting performance is impaired. Other bicycle auxiliary units are known, for example, from DE 10 2013 206713 A1, DE 10 2014 101726 A1, US 3,842,691 A, and WO 2011 / 122787 A1.

[0004] One object of the present invention is to provide a bicycle auxiliary unit which is capable of improving shifting performance.

[0005] [1] The bicycle auxiliary unit according to an embodiment of the present invention comprises a planetary gear mechanism comprising a plurality of ring gears; a transmission unit comprising a rotation limiting mechanism to selectively limit the rotation of the plurality of ring gears, to which the rotation of the crankshaft is / is transmitted; and an auxiliary motor, wherein a second driving force, which is / is output from the auxiliary motor, is / is added to a first driving force, which is / is output by the transmission unit on a power transmission path between an output unit of the transmission unit and the front ring gear.

[0006] [2] According to one embodiment of the bicycle auxiliary unit, the output unit of the transmission unit is a carrier of the planetary gear mechanism.

[0007] [3] According to one embodiment of the bicycle auxiliary unit, the auxiliary motor is / is arranged outside in the radial direction with respect to the axis of rotation of the planetary gear mechanism.

[0008] [4] One embodiment of the bicycle auxiliary unit further comprises a transmission mechanism for transferring the first driving force to the power transmission path.

[0009] [5] According to one embodiment of the bicycle auxiliary unit, the transmission mechanism delays the rotation of an output shaft of the auxiliary motor.

[0010] [6] According to one embodiment of the bicycle auxiliary unit, the transmission mechanism comprises an output-side transmission gear wheel which is coupled to an output unit of the transmission unit.

[0011] [7] According to one embodiment of the bicycle auxiliary unit, the transmission mechanism further comprises an input-side transmission gear wheel which meshes with an output shaft of the auxiliary motor, a transmission shaft which is / will be coupled with the input-side transmission gear wheel, and an intermediate transmission gear wheel which is / will be coupled with the transmission shaft and which meshes with the output-side transmission gear wheel.

[0012] [8] According to one embodiment of the bicycle auxiliary unit, the rotation limiting mechanism comprises a plurality of pawl sections, each corresponding to one of the plurality of ring gears, and the pawl section limits the rotation of the ring gear by engaging with the ring gear, which allows the rotation of the ring gear by disengaging from the ring gear.

[0013] [9] According to one embodiment of the bicycle auxiliary unit, the output shaft of the auxiliary motor and the crankshaft are parallel to each other.

[0014]

[10] According to one embodiment of the bicycle auxiliary unit, the output unit of the planetary gear mechanism and the crankshaft rotate coaxially.

[0015]

[11] According to one embodiment of the bicycle auxiliary unit, the output unit of the planetary gear mechanism and the crankshaft rotate about different axes.

[0016]

[12] According to one embodiment of the bicycle auxiliary unit, the plurality of ring gears are arranged to be in the axial direction of the crankshaft, and ring gears from the plurality of ring gears which are comparatively closer to the output unit have smaller inner diameters than ring gears which are comparatively farther away from the output unit.

[0017]

[13] One embodiment of the bicycle auxiliary unit comprises a speed increase mechanism for increasing the rotation of the crankshaft and inputting it to the transmission unit.

[0018]

[14] One embodiment of the bicycle assistance unit further comprises a one-way coupling which is provided between the speed increase mechanism and the transmission unit.

[0019]

[15] According to one embodiment of the bicycle auxiliary unit, the speed increase mechanism comprises a planetary gear mechanism comprising a sun gear, a planet gear, a carrier and a ring gear; the rotation of the crankshaft is / is inputted by the carrier; and the rotation is / is output by the sun gear.

[0020]

[16] One embodiment of the bicycle aid unit further comprises a sensor for detecting a muscle driving force which is / is exerted on the hollow gear of the speed increase mechanism.

[0021]

[17] According to one embodiment of the bicycle auxiliary unit, the sensor is a voltage sensor.

[0022] The bicycle assistance unit is capable of improving shifting performance. Fig. Figure 1 is a side view of a bicycle which is / will be equipped with a bicycle assistance unit according to a first embodiment. Fig. 2 is a right-hand view of the auxiliary unit from the Fig. 1. Fig. 3 is a left-hand view of the auxiliary unit from the Fig. 1. Fig. 4 is a cross-sectional view of the auxiliary unit along line 3-3 of the Fig. 2. Fig. Figure 5 is a perspective view of the rotation limitation mechanism in the Fig. 4. Fig. 6 is an exploded perspective view, showing a connecting link and a gearshift sleeve as in Fig. 5 shows. Fig. Figure 7 is a right-hand view of a first modified example of the auxiliary unit. Fig. Figure 8 is a schematic view showing a cross-sectional structure along line 8-8 in the Fig. 7 shows. Fig. Figure 9 is a schematic view showing the design of the auxiliary unit in the Fig. 8 shows. Fig. Figure 10 is a schematic view showing the design of a second modified example of the auxiliary unit. Fig. Figure 11 is a schematic view showing the design of a third modified example of the auxiliary unit.

[0023] The design of a bicycle 10, which is / will be equipped with a bicycle assistance unit, is described with reference to the Fig. 1. will be described.

[0024] The bicycle 10 comprises a frame 12, a handlebar 14, a front wheel 16, a rear wheel 18, a drive mechanism 20, a battery unit 22, a gear shift control apparatus 24 and an auxiliary unit 50.

[0025] The drive mechanism 20 comprises a left and a right crank arm 26, a left and a right pedal 28, a front sprocket 30, a rear sprocket 32, and a chain 34. The left and right crank arms 26 are attached to both ends of a crankshaft 52 of the auxiliary unit 50 and are rotatably mounted to the frame 12 by means of the crankshaft 52. The pedals 28 are attached to the crank arm 26 so that they can rotate around the pedal shaft.

[0026] The front ring gear 30 is / will be coupled to the crankshaft 52. The front ring gear 30 is / will be provided coaxially with the crankshaft 52.

[0027] The rear sprocket 32 ​​is rotatably mounted around a shaft 18A of the rear wheel 18. The rear sprocket 32 ​​is coupled to the rear wheel 18 by means of the one-way clutch. The chain 34 is wound onto the front sprocket 30 and the rear sprocket 32. When the crank arm 26 rotates due to the muscle force exerted on the pedal 28, the rear wheel 18 is rotated by the front sprocket 30, the chain 34, and the rear sprocket 32.

[0028] The battery unit 22 comprises a battery 36 and a battery holder 38 for detachable attachment of the battery 36 to the frame 12. The battery 36 includes one or a plurality of battery cells. The battery 36 is / will be designed by means of a secondary battery. The battery 36 is / will be electrically connected to the auxiliary unit 50 and supplies the auxiliary unit 50 with electrical power or electrical current.

[0029] The gear shift control device 24 is / will be attached to the steering rod 14. The gear shift control device 24 can be a gear shift control device that is / will be actuated by means of a lever, or a gear shift control device that has an actuating unit that rotates around a handle. One end of a cable 40 (see Fig. 2) is / will be attached to the gear shift control unit 24. An inner cable 40A (see Fig. 3) of cable 40 (see Fig. 3) is / will be attached in a coilable manner by the gear-shifting control apparatus 24. The coiling dimension of the inner cable 40A ( Fig. 3) changes or is altered due to an actuation of the gear shift control device 24. The cable 40 (see Fig. 3) is a Bowden cable.

[0030] As in Fig. As shown in Figure 2, the auxiliary unit 50 comprises a crankshaft 52, a housing 54 for rotatably supporting the crankshaft 52, and an output shaft 56, which is / will be coupled to the front toothed ring 30, as shown in Figure 2. Fig. 4 shown. As also shown in Fig. As shown in Figure 4, a speed increase mechanism 58 for increasing the speed of rotation which is / is applied to the crankshaft 52, a transmission unit 60 for changing the speed of rotation which is / is increased by the speed increase mechanism, and an auxiliary device 62 which assists the muscle driving force which rotates the crankshaft 52 are arranged inside the housing 54.

[0031] A hole 54A for the passage of the crankshaft 52 and the output shaft 56 is formed in one side wall of the housing 54. A hole 54B for the passage of the crankshaft 52 is formed in the other side wall of the housing 54. Both ends of the crankshaft 52 protrude from the housing 54. As shown in Fig. Figure 3 shows a mounting section 54C for attaching the housing 54 to the bicycle frame. A hole through which a bolt passes is formed in the mounting section.

[0032] As in Fig. As shown in Figure 4, the output shaft 56 is / will be arranged at the outer periphery of the crankshaft 52. The output shaft 56 is / will be formed in a tubular shape, and the output shaft 56 and the crankshaft 52 are rotatable about the same axis. The crankshaft 52 can also be / will be formed in a cylindrical shape. A spline is / will be formed on the outer peripheral part of a first end section 56A, which projects from the housing 54 of the output shaft 56. A spline is / will be formed on the inner peripheral surface of the front gear 30. The rotation of the front gear 30 in the circumferential direction with respect to the output shaft 56 is / will be stopped by the spline on the inner peripheral surface of the front gear 30, which engages with the spline of the first end section 56A of the output shaft 56.A female screw is formed on the inner peripheral surface of the first end section 56A, and a hollow bolt 54 is attached to this female screw. A spacer 48 is arranged between a head 44A and an end face on the opposite side of the output shaft 56 of the front gear 30. The front gear 30 is pressed by the bolt 44 by means of the spacer 48, and its position is detachably fixed to the auxiliary unit 50. A chain guide 42, which protects the front gear 30, is attached to the output shaft 56 by means of the bolt 44. The chain guide 42 is also fixed to the front gear 30 by means of a plurality of bolts B. The axial direction of the bolt 44 corresponds to the axial direction of the output shaft 56.

[0033] The crankshaft 52 is rotatably held by the housing 54 at at least two positions, which are spaced apart from each other in the axial direction. A first section 52A of the crankshaft 52 is rotatably held on the side where the front gear 30 is mounted on the output shaft 56 by means of at least one bearing or a sleeve. The first section 52A may also be indirectly held on the output shaft 56. The output shaft 56 is rotatably held on a side wall in which a hole 54A of the housing 54 is formed, by means of a bearing or a sleeve. A second section 52B of the crankshaft 52 is held on the side where the front gear 30 is not mounted against a side wall in which a hole 54B of the housing 54 is formed, by means of a bearing or a sleeve.

[0034] As in Fig. As shown in Figure 3, a coupling body 64, to which the other end of the cable 40 is attached, is / will be attached to the side surface of the auxiliary unit 50. The winding dimension of the inner cable 40A (see Figure 3) Fig. 3) The cable 40 of the gear shift control device 24 changes or is modified in the event of activation of the gear shift control device 24, as shown in Fig. 1, whereby the inner cable 40 is / is moved. The rotating body 65, on which the inner cable 40A is / is wound, of the coupling body 64 rotates in one direction or the other in response to the directed movement of the inner cable 40A. The coupling body 64 is / is equipped with a rotation limiting mechanism 80, as shown in Fig. 4 shown, coupled.

[0035] The speed increase mechanism 58 is formed on a planetary gear mechanism. The speed increase mechanism 58 comprises a plurality of planetary gear wheels 70, a carrier 72, and a ring gear 74. The sun gear 68 is supported by the crankshaft 52 so that it can rotate with respect to the crankshaft 52 by means of a bearing or a sleeve. Several planetary gear wheels 70 are arranged around the sun gear 68. The carrier 72 is attached to the crankshaft 52 and rotates as a unit with the crankshaft 52. The carrier 72 supports the plurality of planetary gear wheels 70. The ring gear 74 is attached to the inner surface of the housing 54. The ring gear 74 can also be formed integrally with the housing 54.

[0036] The rotation of the crankshaft 52 is / is input into the speed increaser mechanism 58 by the carrier 72. The carrier 72 rotates around the crankshaft 52 by rotating the planetary gear 70 around the inner periphery of the ring gear 74, as well as the sun gear 68. The rotation of the planetary gear mechanism 70 is / is transmitted to the sun gear 68. The rotation of the sun gear 68 is / is transmitted to the planetary gear 78 of the transmission unit 60.

[0037] The speed increaser mechanism 58 and the transmission unit 60 are coupled via a one-way clutch 76. The one-way clutch 76 is designed as a needle or roller clutch or a pawl-type clutch. The one-way clutch 76 transmits the rotation of the speed increaser mechanism 58 to the transmission unit 60 when the output rotational speed of the speed increaser mechanism 58 during the forward rotation of the crankshaft 52 is greater than or equal to the input rotational speed of the transmission unit 60.

[0038] The transmission unit 60 comprises a planetary gear set 78 and a rotation limiting mechanism 80. The planetary gear set 78 includes a sun gear 82, a plurality of planetary gear wheels 84, a carrier 86, which is an output unit of the transmission unit 60, and a plurality of ring gears. The present embodiment includes a first ring gear 88, a second ring gear 90, and a third ring gear 92 as the plurality of ring gears. The transmission unit 60 achieves a three-stage gear ratio by limiting the rotation of either the first ring gear 88, the second ring gear 90, or the third ring gear 92.

[0039] The sun gear 82 is supported by the sun gear 68 of the speed increase mechanism 58 by means of the one-way clutch 76. The planetary gears 84 are arranged around the sun gear 82. For example, three planetary gears 84 are provided equidistantly, i.e., at equal intervals, in the rotating direction of the crankshaft 52. The planetary gears 84 are so-called stepped planetary gears. The planetary gears 84 each comprise a first gear section 84A, a second gear section 84B, which has fewer teeth and a smaller diameter than the first gear section 84A, and a third gear section 84C, which has fewer teeth and a smaller diameter than the second gear section 84B.The first gear wheel section 84A, the second gear wheel section 84B and the third gear wheel section 84C are arranged in a row starting from the side of the sun gear 82, which is the input side, towards the side of the end section of the front toothed ring 30 of the carrier 86, which is the output unit of the planetary gear mechanism 78.

[0040] The carrier 86 rotatably supports the plurality of planetary gear wheels 84 around the sun gear 82 by holding a pin or needle 85, which extends through the plurality of planetary gear wheels 84. The carrier 86 and the crankshaft 52 rotate about the same axis. The end of the carrier 86 on the side of the front ring gear 30 has a cylindrical shape, the inner periphery of which is / will be toothed and engages with a transmission gear wheel 114, which is / will be coupled to the output shaft 56. The carrier 86 and the transmission gear wheel 114 rotate as a unit.

[0041] The ring gears 88, 90, 92 are rotatably mounted on the inner surface of the housing 54. A section of the outer peripheral part of the ring gears 88, 90, 92 is supported by the inner surface of the housing 54 in the direction of the crankshaft 52. The outer peripheral part of the ring gears 88, 90, 92 can be supported by the inner surface of the housing 54 by means of a bearing or a sleeve. The outer diameters of the ring gears 88, 90, 92 are equal. The ring gears 88, 90, 92 are arranged to be oriented in the axial direction of the crankshaft 52. In the case of the ring gears 88, 90, 92, the ring gears 88, 90, 92, which are comparatively closer to the output unit (the end section of the carrier 86 on the side of the front toothed ring 30) of the transmission unit 60, have smaller diameters than the ring gears 88, 90, 92, which are comparatively farther away from the output unit of the transmission unit 60.Specifically, the ring gears 88, 90, 92 are arranged, starting from the side of the sun gear 82, which is the input side, towards the output unit side, in the order of the first ring gear 88, the second ring gear 90, and the third ring gear 92. Additionally, the number of teeth and the inner diameters of the ring gears 88, 90, 92 are reduced in the order of the first ring gear 88, the second ring gear 90, and the third ring gear 92.

[0042] The first ring gear 88 meshes with the first gear section 84A. The second ring gear 90 meshes with the second gear section 84B. The third ring gear 92 meshes with the third gear section 84C.

[0043] The rotation of the crankshaft 52, accelerated by the speed increaser 58, is input into the transmission unit 60 via the sun gear 82. The sun gear 82 rotates by rotating a plurality of planetary gears 84 in the inner periphery of the ring gears 88, 90, 92. The planetary gears 84 are rotated by rotating the carrier 86 around the sun gear 82. The rotation of the carrier 86 is transmitted to the output shaft 56, which is attached to the inner periphery of the carrier 86.In the present embodiment, the outer diameters of the sun gear 68 of the transmission unit 60 and the sun gear 82 of the speed increase mechanism 58 are / will be formed identically; the inner diameter of the first ring gear 88 and the inner diameter of the speed increase mechanism 58 are / will be formed identically; and the outer diameter of the first gear wheel section 84A with the largest diameter of all planetary gear wheels of the transmission unit 60 and the outer diameter of the planetary gear wheel 70 of the speed increase mechanism 58 are / will be formed identically.

[0044] The rotation limiting mechanism 80 comprises a shaft 94, a gear shift sleeve 95, a first clutch link 96, a second clutch link 98, and a third clutch link 100. The rotation limiting mechanism 80 selectively limits the rotation of one of the ring gears 88, 90, or 92.

[0045] The shaft 94 is / will be arranged to be located outside the ring gears 88, 90, 92 in the radial direction. The axial direction of the shaft 94 is parallel to the axial direction of the ring gears 88, 90, 92. A first coupling element 96, a second coupling element 98 and a third coupling element 100 are / will be arranged on the outer periphery of the shaft 94 in the axial direction of the shaft 94.

[0046] The first coupling element 96 is / will be arranged between the shaft 94 and the first ring gear 88. The second coupling element 98 is / will be arranged between the shaft 94 and the second ring gear 90. The third coupling element 100 is / will be arranged between the shaft 94 and the third ring gear 92. The first coupling element 96, the second coupling element 98, and the third coupling element 100 are blade-like couplings, which are / will be shaped to be capable of movement between a protruding position and a retracted position. The first coupling element 96, the second coupling element 98, and the third coupling element 100 are / will be pressed in the direction of the retracted position by means of springs.

[0047] As in Fig. As shown in Figure 5, the rotating body 65 of the coupling body 64 is coupled to a connected section 66, which is provided on the shaft 94. A projection 66A, which extends radially, is provided on the outer periphery of the connected section 66, and a recess 65A, which fits the projection of the connected section 66, is formed on the inner peripheral part of the rotating body 65. The connected section 66 and the gearshift sleeve 95 are coupled via a connecting element 67. The connecting element 67 comprises a first connecting element 67A and a second connecting element 67D. The first connecting element 67A and the second connecting element 67D are formed to have a tubular shape. However, it is also possible to directly connect the rotating body 65 or the connected section 66 to the gearshift sleeve 95.The second connecting element 67D is / will be coupled to the other end of a return spring (not shown), one end of which is / will be fixed to the shaft 94. The return spring (not shown) is a coil spring, which is / will be provided at the outer periphery of the second connecting element 67D. A projection 94A, which protrudes in the radial direction, is / will be fixed and provided to the shaft 94. One end of the return spring (not shown) is / will be coupled to this projection 94A. The return spring (not shown) exerts a force on the gearshift sleeve 95 to return this gearshift sleeve 95 to its initial position via the second connecting element 67D.

[0048] As in Fig. As shown in Figure 6, the first connecting element 67A comprises a first projection 67B, which extends from the side of the connected section 66 of the shaft 94 (see the Fig. 5) projects in the axial direction, as well as a second projection 67C, which projects from the opposite side of the first projection 67B. The second connecting member 67D comprises a first recess 67E and a second recess 67F, which project in the axial direction of the shaft 94 (see the Fig. 5) extends. As in Fig. As shown in Figure 5, the first projection 67B is / will be adapted to a recess 66B, which is / will be formed in the second connected section 66. As shown in Fig. As shown in Figure 6, the second projection 67C is / will be adapted to the first recess 67E. One end section of a base 95A of the gearshift sleeve 95 is / will be adapted to the second recess 67F. The other end section of the base 95A is / will be held on an annular retaining element 69, which is / will be provided on the outer periphery of the shaft 94. The gearshift sleeve 95 rotates along the outer periphery of the shaft 94 together with the rotation of the connected section 66, which is initiated by actuation of the gearshift control device (see Figure 6). Fig. 1) is / will be produced.

[0049] As in Fig. As shown in Figure 5, the gearshift sleeve 95 comprises a base 95A extending in the axial direction and a plurality of arms 95B extending from the base 95A in the circumferential direction of the shaft 94. The plurality of arms 95B each correspond to the first coupling element 96, the second coupling element 98, and the third coupling element 100. The coupling elements 96, 98, and 100 each comprise blade elements 96A, 98A, and 100A, as well as controlled sections 96B, 98B, and 100B. The controlled sections 96B, 98B, 100B of the coupling elements 96, 98, 100 are / will be arranged between an arm 95B and the shaft 94. A groove 95C is / will be formed on a section of each arm 95B in the circumferential direction of the shaft 94.The controlled sections 96B, 98B, 100B move in and out of the groove 95C by moving the arm 95B in the circumferential direction of the shaft 94, which moves the pawl sections 96A, 98A, 100A of the coupling elements 96, 98, 100 to the retracted position and to the protruding position. The groove 95C can also be a hole.

[0050] In response to the rotation phase of the gearshift sleeve 95, the arms 95B of the gearshift sleeve 95 come into contact with the controlled sections 96B, 98B, 100B to control the coupling links 96, 98, 100. As in Fig. As shown in Figure 6, the grooves 95C in each arm 95B of the gearshift sleeve 95 have different phases around the shaft 94. For this reason, the gearshift sleeve 95 is able to selectively move only one pawl section 96A, 98A, 100A of the coupling elements 96, 98, 100 towards the projecting position according to the rotational phase.

[0051] When the first coupling member 96 changes from the retracted position to the projecting position, the pawl section 96A of the first coupling member 96 is / will be adapted to a recess 88A which is / will be formed on the outer periphery of the first ring gear 88, and the rotation of the first ring gear 88 is / will be limited due to the rotation of the gearshift sleeve 95, as shown in Fig. Figure 4 shows that when the first coupling member 96 moves from the protruding position to the retracted position, the pawl section 96A of the first coupling member 96 disengages from the recess 88A, which is formed on the outer periphery of the first ring gear 88, and the rotation of the first ring gear 88 is permitted. Several recesses 88 are provided in the circumferential direction of the ring gear 88 and are preferably formed as ratchet teeth.

[0052] When the second coupling member 98 moves from the retracted position to the protruding position, the pawl section 98A of the second coupling member 98 is / will be adapted to a recess 90A which is / will be formed on the outer periphery of the second ring gear 90, and the rotation of the second ring gear 90 is / will be restricted due to the rotation of the gear shift sleeve 95. When the second coupling member 98 moves from the protruding position to the retracted position, the pawl section 98 of the second coupling member 98 disengages from the recess 90A which is / will be formed on the outer periphery of the second ring gear 90, and the rotation of the second ring gear 90 is / will be permitted. Several recesses 90A are / will be provided in the circumferential direction of the ring gear 90 and are / will preferably be formed as ratchet teeth.

[0053] When the third coupling member 100 moves from the retracted position to the protruding position, the pawl section 100A of the third coupling member 100 is / will be adapted to a recess 92A which is / will be formed on the outer periphery of the third ring gear 92, and the rotation of the third ring gear 93 is / will be restricted due to the rotation of the gear shift sleeve 95. When the third coupling member 100 moves from the protruding position to the retracted position, the pawl section 100A of the third coupling member 100 disengages from the recess 92A which is / will be formed on the outer periphery of the third ring gear 92, and the rotation of the third ring gear 92 is / will be permitted. Several recesses 92A are / are provided in the circumferential direction of the ring gear 92 and are / are preferably formed as ratchet teeth.

[0054] The arms 95B have different shapes. Therefore, the combination of ring gears 88, 90, and 92 that are allowed to rotate varies depending on the rotational phase of the gear shift arm 95. Since each of the ring gears 88, 90, and 92 has a different number of teeth, the rotational state of each element of the planetary gear mechanism 78 also varies depending on the combination of ring gears 88, 90, and 92 that are allowed to rotate. Consequently, the gear ratio of the transmission unit 60 changes upon actuation of the rotation limiting mechanism 80.

[0055] The auxiliary device 62 comprises an auxiliary motor 102, a drive unit 104 which controls the auxiliary motor 102, and a transmission mechanism 106 which transmits a second driving force of the auxiliary motor 102 to the power transmission path.

[0056] The auxiliary motor 102 is / will be arranged outside the planetary gear mechanism 78 in the radial direction with respect to the axis of rotation of the planetary gear mechanism 78. The output unit 102A of the auxiliary motor 102 and the crankshaft 52 are parallel to each other. The auxiliary motor 102 is an electric motor. The auxiliary motor 102 is / will be fixed to the housing 54. A main body 102B of the auxiliary motor 102, which includes a rotor and a stator (not shown), is / will be provided outside the housing 54, and the output unit 102A is / will be provided inside the housing 54. The main body 102B of the auxiliary motor 102 is / will be covered by a cover element 55, which is / will be attached to the housing 54.

[0057] The transmission mechanism 106 is a speed-reducing mechanism that slows the rotation of the output unit 102A of the auxiliary motor 102. The transmission mechanism 106 comprises an input-side transmission gear 108, which meshes with the output unit 102A of the auxiliary motor 102, a transmission shaft 110, which is coupled to the input-side transmission gear 108, an intermediate transmission gear 112, which is coupled to the transmission shaft 110, and an output-side transmission gear 114, which meshes with the intermediate transmission gear 112 and is coupled to the carrier 86 of the transmission unit 60. The transmission gear 114 is coupled to the output shaft 56 by means of a toothed connection. The transmission gear wheel 114 is / will be rotatably held on the crankshaft 52 by means of a bearing.The carrier 86 and the transmission gear 114 can also be formed in one piece. The output unit 102A of the auxiliary motor 102 is coupled to a rotor (not shown) of the auxiliary motor 102 or can be designed by means of a one-piece formed output shaft or a gear fixed to the output shaft. The two ends of the transmission shaft 110 are rotatably supported by the housing 54 by means of a bearing or a sleeve. The two ends of the transmission gear 112 are rotatably supported by the housing 54 by means of a bearing or a sleeve. The axis of rotation of the transmission shaft 110 and the axis of rotation of the transmission gear 112 are provided to be parallel to the crankshaft 52.

[0058] The input-side transmission gear 108 and the transmission shaft 110 are coupled by means of a one-way clutch 116. The one-way clutch 116 is designed as a roller clutch, needle clutch, or pawl-type clutch. The one-way clutch 116 transmits the torque of the auxiliary motor 102 to the transmission shaft when the rotational speed of the input-side transmission gear 108 is greater than or equal to the rotational speed of the transmission shaft 110. The teeth 110A, which mesh with the transmission gear 112, are formed on the outer peripheral part of the transmission shaft 110.

[0059] The auxiliary unit 50 further includes a sensor 118 for detecting the muscle driving force. The sensor 118 is a voltage sensor. The sensor 118 is / will be attached to a ring gear 74 of the speed-increasing mechanism 58. The sensor 118 outputs a signal corresponding to the muscle driving force exerted on the ring gear 74. A magnet 120 for detecting the rotational speed of the crankshaft 52 is / will be provided on the crankshaft 52 or the support 72. A magnet detection sensor 122 is / will be provided on the housing 54 to detect the magnet.

[0060] The drive unit 104 is provided within the housing 54 and is fixed to the inner peripheral part of the housing 54. The drive unit 104 comprises a circuit board, and the main surface of the circuit board is arranged extending in a direction perpendicular to the crankshaft 52. The drive unit 104 drives the auxiliary motor 102 based on the output of at least either the sensor 118 or the magnetic detection sensor 122. The drive unit 104 can also drive the auxiliary motor 102 based on the output of at least either the sensors 118, 122, or a sensor that detects the speed of the bicycle 10 (not shown).

[0061] The auxiliary unit 50 performs the following actions and effects. (1) The transmission mechanism 106 transmits the rotation of the auxiliary motor 102 to the carrier 86. This means that, in the case of the auxiliary unit 50, the second driving force output by the auxiliary motor 102 is delayed and added to the first driving force output by the transmission unit 60 along a power transmission path between the carrier 86, which is the output unit of the transmission unit 60, and the front ring gear 30. For this reason, only the torque generated by the muscle driving force is exerted on the ring gears 88, 90, and 92 of the transmission unit 60.As a result, when comparing this to the case of adding the second drive force, which is output from the auxiliary motor 102, the load exerted on the pawl sections 96A, 98A, 100A before the input unit of the transmission unit 60 is smaller when the pawl sections 96A, 98A, 100A are released from the ring gears 88, 90, 92. Therefore, it is possible to suppress the longer switching time due to the fact that the time required to release the pawl sections 96A, 98A, 100A from the ring gears 88, 90, 92 is longer. Or is it possible to suppress a shifting failure due to the fact that the pawl sections 96A, 98A, 100A are incapable of disengaging from the ring gears 88, 90, 92? For this reason, the shifting performance is / will be improved.

[0062] (2) In the case of the auxiliary unit 50, the auxiliary motor 102 is / will be arranged to be located outside the planetary gear mechanism 78 in the radial direction with respect to the axis of rotation of the planetary gear mechanism 78. For this reason, compared to the case where the auxiliary motor 102 is adjacent to the planetary gear mechanism 78 in the axial direction of the crankshaft 52, a reduced width dimension of the bicycle 10 or the auxiliary unit 50 is possible.

[0063] (3) The speed increase mechanism 58 and the transmission unit 60 are connected via a one-way coupling 76. The auxiliary unit 50 includes a sensor 118 for detecting the muscle driving force applied to the ring gear 74 of the speed increase mechanism 78. Therefore, the sensor 118 is capable of detecting the muscle driving force, which is not affected by the torque of the auxiliary motor 102. As a result, the auxiliary unit 50 is capable of driving the auxiliary motor 102 more effectively.

[0064] The specific shape that the present auxiliary unit can assume is not limited to the shapes shown in the embodiment described above. The present auxiliary unit can assume various shapes that differ from the embodiment described above. The modified example of the embodiment described above, as explained below, is an example of the various shapes that the present auxiliary unit can assume.

[0065] The output unit of the planetary gear mechanism 78 and the crankshaft 52 can be configured to rotate about different axes. In this case, the input unit of the planetary gear mechanism 78 and the crankshaft 52 will also rotate about different axes. In such a drive unit, the crankshaft 52 is arranged to be located outside the ring gear of the planetary gear mechanism 78 in the radial direction.

[0066] In the radial direction, as in Fig. As shown in Figure 7, the planetary gear mechanism 78 and the rotation limiting mechanism 80 are arranged between the crankshaft 52 and the auxiliary motor 102. The planetary gear mechanism 78 is provided on a shaft 127, which is provided to be parallel to the crankshaft 52. The shaft 127 is provided as fixed to the housing 54; for example, both ends of the shaft 127 are fixed axially to the wall of the housing 54.

[0067] As in Fig. As shown in Figure 8, a gear wheel 124 is provided at the outer periphery of the crankshaft 52. The gear wheel 124 meshes with an input gear wheel 126, which rotates as a unit with a sun gear (not shown), which is an input unit of the planetary gear mechanism 78. The input gear wheel 126 and the sun gear (not shown) are rotatably mounted on the shaft 127. The speed increase mechanism is formed by the gear wheel 124 and the sun gear 126. The gear wheel 124 can be fixed to the crankshaft 52 or connected to the crankshaft 52 via a one-way clutch. If the gear wheel 124 is fixed to the crankshaft 52, a one-way clutch can be provided between the input gear wheel 126 and the sun gear.A transmission gear 130 and an output gear 132 are provided on an output unit 128, which rotates as a unit with a carrier (not shown) of the planetary gear mechanism 78. The output unit 128, the transmission gear 130, and the output gear 132 are rotatably provided on the shaft 127. A rotating support element, such as a sleeve or bearing, may be provided between the shaft and the output unit 128, the transmission gear 130, or the output gear 132. At this point, the number of teeth on the transmission gear 130 and the output gear 132 changes, but the number of teeth on the transmission gear 130 and the output gear 132 may be the same.If the number of teeth on the transmission gear wheel 130 and the output gear wheel 132 are / will be the same, the function of the transmission gear wheel 130 and the output gear wheel 132 can be achieved with a single gear wheel. The transmission gear wheel 130 and the output gear wheel 132 are / will be coupled in order to rotate as a single unit.

[0068] A transmission gear 134 of the transmission mechanism 106, which is coupled to the auxiliary motor 102, meshes with the transmission gear 130. The output gear 132 meshes with an input gear 136, which is provided on the outer periphery of the output shaft 56. The input gear 136 is provided on the output shaft 56 and rotates with the output shaft 56 as a unit. The rotation of the crankshaft 52 is thereby transmitted to the input unit of the planetary gear mechanism 78, and the output of the auxiliary motor 102 is transmitted to the output unit of the planetary gear mechanism 78, as shown in Fig. 9 shown. The output of the planetary gear mechanism 78 and the output of the auxiliary motor 102 are / are then transmitted to the output shaft 56.

[0069] When using the design as described in Fig. As shown in Figure 8, it is possible to position the planetary gear mechanism 78 around a different axis than the crankshaft 52; as a result, it is possible to suppress an increase in the dimensions of the housing 54 around the crankshaft 52. For this reason, it is possible to ensure sufficient clearance from the ground by arranging the planetary gear mechanism 78 around a different axis than the crankshaft 52. Preferably, the planetary gear mechanism 78 and the motor 102 are arranged on the opposite side of the rear wheel 18 when passing over it from the crankshaft 52 when attached to a bicycle 10. When arranged in this way, it is possible to position the rear wheel 18 close to the crankshaft 52 by arranging the planetary gear mechanism 78 around a different axis than the crankshaft 52; as a result, it is possible to reduce the distance between the crankshaft 52 and the rear wheel 18. • In the modified example, as in Fig. As shown in Figures 7 to 9, it is also possible to connect the output unit of the planetary gear mechanism 78 and the output shaft 56 with a chain or a toothed ring.

[0070] In the modified example, as shown in the Fig. 7 to 9, it is possible to connect the crankshaft 52 and the planetary gear mechanism 78 not with a gear wheel but with a configuration that includes a chain and a ring gear; or a configuration that includes a gear wheel, a chain, and a ring gear is possible. In this case, the chain and the ring gear function as a speed-increasing mechanism that increases the rotation of the crankshaft 52. • Changing or modifying the modified example, as in Fig. 7 to 9 shown, towards the one as in Fig. As shown in Figure 10, this is also possible. In particular, the output of the auxiliary motor 102 is / will be transmitted to the output shaft 56 without passing through the output unit of the planetary gear mechanism 78. • Changing or modifying the modified example, as in Fig. 7 to 9 shown, towards the one as in Fig. As shown in 11, this is also possible. In particular, it is / will be as in Fig. As shown in Figure 10, the output shaft 56 is arranged to be positioned around the same axis as the shaft 127 of the planetary gear mechanism 78. In this case, the output of the auxiliary motor 102 can be configured to be transmitted to the output shaft 56 without passing through the output unit of the planetary gear mechanism 78; or the output of the auxiliary motor can be configured to be transmitted to the output unit 128 (see Figure 10). Fig.8) of the planetary gear mechanism 78. In this case, it is possible to rotate the front gear ring 30 about an axis different from the crankshaft 52, and this improves the degree of freedom in the design of the bicycle 10. Additionally, the output shaft 56 can be provided on the housing 54 to rotate about an axis different from the crankshaft 52 or the shaft 127. In this case, a shaft that rotatably supports the output shaft 56 is provided on the housing 54. • It is also possible to arrange the auxiliary motor 102 in a position adjacent to the planetary gear mechanism 78 in the axial direction of the crankshaft 52. For example, the configuration can be such that the output shaft of the auxiliary motor 102 is / will be hollow, the crankshaft 52 is / will be inserted into the output unit 102A of the auxiliary motor, and the auxiliary motor 102 and the crankshaft 52 are / will be rotated about the same axis. In this case, the transmission mechanism 106 can be / will be formed from a planetary gear mechanism. Additionally, for example, only a part of the auxiliary motor 102 can be / will be arranged adjacent to the planetary gear mechanism 78 in the axial direction of the crankshaft 52. • It is also possible to omit the transmission mechanism 106 and directly couple the output unit 102A of the auxiliary motor 102 and the carrier 86 or the output shaft 56. The design of the transmission mechanism 106 is not limited to the configuration described above, and the number of gear wheels or the number of teeth on the gear wheels can be freely chosen, as long as the necessary gear ratio can be maintained according to the performance and characteristics of the auxiliary motor 102. For example, the transmission mechanism 106 can be designed to include a chain and a ring gear instead of a gear wheel, or this mechanism can be designed to include a gear wheel, a chain, and a ring gear. In this case, the chain and the ring gear function as a speed reduction mechanism, respectively.Speed ​​reduction mechanism which delays the rotation of the auxiliary motor 102. - It is possible to omit the one-way coupling 116, which is / will be provided on the transmission mechanism 106. • The one-way clutch 116 is not limited to being located between the transmission gear wheel 108 and the transmission shaft 110, and can be provided at any section along the path from the output unit 102A of the auxiliary motor 102 to the front ring gear 30. As a result, it is possible to prevent the output unit 102A of the auxiliary motor 102 from being rotated by the muscle driving force. • It is possible to arrange the auxiliary motor 102 such that the output unit 102A and the crankshaft 52 are not parallel. In this case, a bevel gear is provided on the transmission mechanism 106 to couple the auxiliary motor 102 and the carrier 86. As a result, the degree of freedom for arranging the auxiliary motor 102 is improved. • It is also possible to design the inner diameter of the ring gears 88, 90, 92, which are comparatively further away from the output unit, to be smaller than the inner diameter of the ring gears 88, 90, 92, which are comparatively closer to the output unit of the transmission unit 60. • It is also possible to omit the speed increase mechanism 58. In this example, the rotation of the crankshaft 52 is / will be transmitted directly to the sun gear 82. • It is also possible to omit the one-way clutch 76, which is / will be located between the speed increase mechanism 58 and the transmission unit 60. In this case, it is possible to rotate the front sprocket 30 backwards by rotating the crankshaft 52 backwards; if a coaster brake is / will be provided on the rear wheel 18, it is also possible to actuate this coaster brake. • It is possible to couple the speed increase mechanism 58 to the carrier 72 of the transmission unit 60 and to increase the rotational speed after the speed or gear stage has been changed by the transmission unit 60. In this case, it is also possible to couple the output-side transmission gear wheel 114 with the output unit of the speed increase mechanism 58. • It is also possible to attach the sensor 118 to the crankshaft 52, the sun gear 68, the planetary gear 70, or the carrier 72. In this case, the sensor 118 is also capable of detecting the muscle driving force, which is not influenced by the torque of the auxiliary motor 102. • It is also possible to attach the sensor 118 to the planetary gear mechanism 78. • It is also possible to arrange the auxiliary device 62 and the transmission unit 60 in different housings. • It is possible to replace the coupling body 64 with an electrically operated gearshift, which electrically controls the rotary body 65. The electrically operated gearshift comprises an electric motor and a reduction gear wheel, and is / will be electrically connected to the gearshift control apparatus 24. • It is also possible to change the rotation limiting mechanism 80 to one which simultaneously limits the rotation of two ring gears 88, 90, 92 from the plurality of ring gears 88, 90, 92. • It is also possible to change the rotation limiting mechanism 80 to one that selectively limits the rotation of the plurality of ring gears 88, 90, 92 by means of a band that comes into contact with the outer periphery of the plurality of ring gears 88, 90, 92. Even in an embodiment in which the rotation of the plurality of ring gears 88, 90, 92 is limited by means of a belt or band, applying the brakes to the ring gears is more difficult because the torque exerted on the ring gears 88, 90, 92 increases, and the shifting performance is impaired. For this reason, achieving the effects according to effect (1) of the embodiment is possible. • It is also possible to use a transmission unit 60 that implements a two-stage gear ratio, or a transmission unit 60 that implements a gear ratio of four or more stages. • The design of the transmission unit 60 can be modified or changed in a suitable manner. In short, the transmission unit of the auxiliary motor 50 can be any transmission unit that overdrives the rotation of the crankshaft and that includes a planetary gear mechanism comprising a plurality of ring gears and a rotation limiting mechanism that selectively limits the rotation of each ring gear. Description of the reference symbols 10 bicycles 50 auxiliary units 52 Crankshaft 58 Speed ​​increase mechanism 68 Sun wheel 70 planetary gear wheel 72 carriers 74 Ring gear 76 One-way coupling 60 transmission unit 78 Planetary gear mechanism 82 Sun wheel 84 Planetary gear wheel 86 carriers 88 First ring gear 90 Second ring gear 92 Third ring gear 80 Rotation limitation mechanism 96A, 98A, 100A Jack section 102 Auxiliary engine 102A Output unit (output shaft) 106 Transmission mechanism 108 Input-side transmission gear wheel 110 transmission wave 112 Intermediate transmission gear wheel 114 Output-side transmission gear wheel 118 Sensor

Claims

[1] Bicycle assistance unit (50) comprising: a transmission unit (60) to which a rotation of a crankshaft (52) is / is transmitted, which comprises a planetary gear mechanism (78) comprising a plurality of ring gears (74, 88, 90, 92), and a rotation limiting mechanism (80) which selectively limits a rotation of the plurality of ring gears (74, 88, 90, 92); and an auxiliary motor (102) wherein a second driving force, which is / will be output by the auxiliary motor (102), is added to a first driving force, which is / will be output from the transmission unit (60) on a power transmission path between an output unit (102A) of the transmission unit (60) and a front toothed ring (30). [2] Bicycle assistance unit (50) according to claim 1, wherein the output unit (102A) of the transmission unit (60) is a carrier (72, 86) of the planetary gear mechanism (78). [3] Bicycle auxiliary unit (50) according to claim 1 or 2, wherein the auxiliary motor (102) is / is arranged outside in a radial direction with respect to an axis of rotation of the planetary gear mechanism (78). [4] Bicycle auxiliary unit (50) according to one of claims 1 to 3, further comprising a transmission mechanism (106) which transmits the second driving force to the power transmission path, and in particular the transmission mechanism (106) reduces the rotation of an output shaft of the auxiliary motor (102). [5] Bicycle auxiliary unit (50) according to claim 4, wherein the transmission mechanism (106) comprises an output-side transmission gear wheel (114) which is coupled to the output unit (102A) of the transmission unit (60). [6] Bicycle auxiliary unit (50) according to claim 5, wherein the transmission mechanism (106) further comprises an input-side transmission gear wheel (108) which meshes with an output shaft of the auxiliary motor (102), a transmission shaft (110) which is / will be coupled with the input-side transmission gear wheel (108), and an intermediate transmission gear wheel (112) which is / will be coupled with the transmission shaft (110) and meshes with the output-side transmission gear wheel (114). [7] Bicycle assistance unit (50) according to one of claims 1 to 6, wherein the rotation limiting mechanism (80) comprises a plurality of pawl sections (96A, 98A, 100A) which correspond to each of the plurality of ring gears (74, 88, 90, 92), and the pawl section (96A, 98A, 100A) restricts the rotation of the ring gear (74) by engaging with the ring gear (74) and allows the rotation of the ring gear (74) by disengaging from the ring gear (74). [8] Bicycle auxiliary unit (50) according to one of claims 1 to 7, wherein the output shaft of the auxiliary motor (102) and the crankshaft (52) are parallel. [9] Bicycle assistance unit (50) according to any one of claims 1 to 8, wherein the output unit (102A) of the planetary gear mechanism (78) and the crankshaft (52) rotate about the same axis. [10] Bicycle assistance unit (50) according to one of claims 1 to 8, wherein the output unit (102A) of the planetary gear mechanism (78) and the crankshaft (52) rotate about different axes. [11] Bicycle auxiliary unit (50) according to any one of claims 1 to 10, wherein the plurality of ring gears (74, 88, 90, 92) are / are arranged to be / be arranged in an axial direction of the crankshaft (52), and in the case of the plurality of ring gears (74, 88, 90, 92), such ring gears (74, 88, 90, 92) which are comparatively closer to the output unit (102A) have smaller inner diameters than ring gears (74, 88, 90, 92) which are comparatively farther away from the output unit (102A). [12] Bicycle assistance unit (50) according to one of claims 1 to 11, comprising a speed increase mechanism (58) which increases the rotation of the crankshaft (52) and inputs this to the transmission unit (60). [13] Bicycle assistance unit (50) according to claim 12, further comprising a one-way coupling (76) which is / will be provided between the speed increase mechanism (58) and the transmission unit (60). [14] Bicycle assistance unit (50) according to claim 12 or 13, wherein the speed increase mechanism (58) comprises a planetary gear mechanism (78) comprising a sun gear (68, 82), a planet gear wheel (70, 84), a carrier (72, 86) and a ring gear (74), wherein the rotation of a crankshaft (52) is / is inputted by the carrier (72, 86) and the rotation is / is output from the sun gear (68, 82). [15] Bicycle assistance unit (50) according to claim 14, further comprising a sensor (118) for detecting a muscle driving force which is / is exerted on the hollow wheel (74) of the speed increase mechanism (58), in particular a voltage sensor.

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