Assist mechanism and vehicle equipped therewith

Abstract

It provides a user-friendly assist mechanism. [Solution] An assist mechanism to be attached to a vehicle having wheels and a body, comprising: an assist mechanism body 2; an input unit that inputs energy obtained by the vehicle to the assist mechanism body 2; and an output unit that transmits the drive of the assist mechanism body 2 to the vehicle, wherein the input unit has motion conversion means that converts the energy obtained by the vehicle into rotational motion, the assist mechanism body 2 has a storage unit that stores the rotational motion converted by the motion conversion means as energy, an input transmission unit that transmits the rotational motion to the storage unit, and an output transmission unit that transmits the energy stored by the storage unit to the output unit, wherein the output unit has a drive shaft 31 that is rotated by the output transmission unit, a stopper 33 that contacts the drive shaft 31 and controls the rotation of the drive shaft 31, and a separation means 34, wherein the separation means 34 separates the stopper 33 and the drive shaft 31 based on an external force.

Description

Technical Field

[0001] The present invention relates to an assist mechanism that assists the driving of a vehicle.

[0002] Conventionally, as a mechanism for assisting driving by a vehicle body, for example, an electrically assisted vehicle including a vehicle, a battery, and a motor has been used.

[0003] For example, Patent Document 1 describes an electrically assisted bicycle that assists the pedaling force of a pedal with a battery-driven motor.

[0004] In addition, Patent Document 2 describes a vehicle including an engine, a motor, a battery that stores electric power for driving the motor, and a control device that controls the engine and the motor.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, since the bicycle of Patent Document 1 and the vehicle of Patent Document 2 perform assistance using electric energy supplied from the outside, it is necessary to charge the battery with an external power source or replace it with a charged battery each time they are used.

[0007] The present invention has been made in view of the above actual circumstances, and an object of the present invention is to provide an easy-to-use assist mechanism while reducing the labor associated with energy supply.

Means for Solving the Problems

[0008] To solve the above problems, the present invention provides an assist mechanism to be attached to a vehicle having wheels and a body, comprising: an assist mechanism body; an input unit that inputs energy obtained by the vehicle to the assist mechanism body; and an output unit that transmits the drive of the assist mechanism body to the vehicle, wherein the input unit has motion conversion means that converts the energy obtained by the vehicle into rotational motion; the assist mechanism body has a storage unit that stores the rotational motion converted by the motion conversion means as energy; an input transmission unit that transmits the rotational motion to the storage unit; and an output transmission unit that transmits the energy stored by the storage unit to the output unit, wherein the output unit has a drive shaft that is rotated by the output transmission unit; a stopper that contacts the drive shaft and controls the rotation of the drive shaft; and a separation means, wherein the separation means separates the stopper and the drive shaft based on an external force.

[0009] According to the present invention, the assist mechanism can use the energy obtained by the vehicle to assist the vehicle's driving force, thereby reducing the effort involved in energy supply.

[0010] In a preferred embodiment of the present invention, the output unit further includes a transmission member connecting the wheel and the drive shaft, the transmission member becoming taut when an external force is present, and the separation means separates the stopper and the drive shaft by the taut transmission member.

[0011] This configuration makes it possible to switch between assisting the drive mechanism and providing support based on external forces.

[0012] In a preferred embodiment of the present invention, the invention further comprises a housing for housing the assist mechanism body.

[0013] This configuration prevents the assist mechanism itself from being damaged by external impacts.

[0014] The separation means further includes a rail portion into which the drive shaft portion is inserted and which has a lower end and an upper end formed thereon, the housing has a side portion on which the rail portion is provided, and the drive shaft portion moves toward the upper end due to the external force.

[0015] With this configuration, in the absence of external forces, gravity will cause the drive shaft to come into contact with the stopper.

[0016] In a preferred embodiment of the present invention, the housing has a partition portion, the partition portion is positioned opposite the side portion, and the rail portion is provided on the side portion and the partition portion, respectively.

[0017] With this configuration, the drive shaft is supported by the rail section, which has sides and partitions, allowing the drive shaft to move more stably away from or closer to the stopper.

[0018] In a preferred embodiment of the present invention, the separation means further includes a biasing means that biases the drive shaft portion in a direction toward contact with the stopper.

[0019] This configuration makes it possible to bring the drive shaft, which has moved away from the stopper, back into contact with the stopper when there is no external force from the vehicle.

[0020] In a preferred embodiment of the present invention, the separation means includes an arm portion into which the drive shaft portion is inserted, and a pivot portion that pivotally supports the arm portion, wherein the arm portion rotates the drive shaft portion upward on the pivot portion by the external force.

[0021] With this configuration, in the absence of external forces, gravity will cause the drive shaft to come into contact with the stopper.

[0022] The assist mechanism body further comprises a housing section for housing the storage section and a support shaft section connected to the drive shaft section. The housing portion rotates about the support shaft portion in response to the rotational motion of the motion conversion means.

[0023] With this configuration, it is possible to rotate the drive shaft portion in response to the rotational motion of the motion conversion means even when the separation means is in an open state.

[0024] In a preferred embodiment of the present invention, at least two of the input portions are provided, the assist mechanism main body has a housing portion that houses the storage portion, and a support shaft portion connected to the drive shaft portion, the motion conversion means of the first input portion converts the energy obtained by the vehicle into rotational motion of the housing portion, the second input portion converts the energy obtained by the vehicle into rotational motion of the support shaft portion, and the storage portion stores the rotational motion of the housing portion and the rotational motion of the support shaft portion as energy.

[0025] With this configuration, it is possible to simultaneously store the two types of energy obtained by the vehicle in the storage portion without switching therebetween.

[0026] Another aspect of the present invention is a vehicle provided with the assist mechanism as described above. Effects of the Invention

[0027] According to the present invention, it is possible to reduce the labor involved in energy supply and provide an assist mechanism with excellent usability. Brief Description of the Drawings

[0028] [Figure 1] It is a perspective view of the assist mechanism according to the embodiment of the present invention. [Figure 2] It is a perspective view of the assist mechanism according to the embodiment of the present invention from another angle. [Figure 3] It is an exploded view of the assist mechanism according to the embodiment of the present invention, and is a front view of the assist mechanism excluding the transmission member and the second input transmission member. [Figure 4]This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a rear view of the assist mechanism excluding the transmission member and the second input transmission member. [Figure 5] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the input section and the assist mechanism body. [Figure 6] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the first input section. [Figure 7] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the second input section. [Figure 8] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the output section. [Figure 9] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and shows a perspective view and a side view of a stopper. [Figure 10] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the separation means. [Figure 11] This is an exploded view of an assist mechanism according to an embodiment of the present invention, and is a perspective view of the housing. [Figure 12] This is a diagram of a vehicle equipped with an assist mechanism according to an embodiment of the present invention. [Figure 13] This is a diagram of another vehicle equipped with an assist mechanism according to an embodiment of the present invention. [Figure 14] This is a diagram of another vehicle equipped with an assist mechanism according to an embodiment of the present invention. [Figure 15] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 16] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 17] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 18] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 19] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 20] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 21] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Figure 22] This figure illustrates how to use the assist mechanism according to an embodiment of the present invention. [Modes for carrying out the invention]

[0029] The assist mechanism according to an embodiment of the present invention will be described below with reference to Figures 1 to 22. The embodiments shown below are examples of the present invention and are not limited to these embodiments. In these figures, the symbol X indicates the assist mechanism according to this embodiment. Here, the x, y, and z axes shown in Figure 1 are perpendicular to each other, and the z axis is vertically upward. Furthermore, "up" refers to the vertically upward direction (i.e., the z axis), and "down" refers to the opposite direction of up. Furthermore, the forward rotation direction refers to the direction in which the output transmission shaft portion 221 of the assist mechanism body 2 rotates when it outputs power to the vehicle V, and the backward rotation direction refers to the rotation direction opposite to the forward rotation direction. In Figures 8 and 10, the housing 4 is assumed to be transparent.

[0030] <Structure> As shown in Figure 1 or Figure 2, the assist mechanism X comprises an input unit 1 that inputs energy obtained by the vehicle V (see Figure 12) to the assist mechanism body 2, the assist mechanism body 2, an output unit 3 that transmits the drive of the assist mechanism body 2 to the vehicle V, and a housing 4 that houses the assist mechanism body 2.

[0031] <<Input Section 1>> As shown in Figures 3 to 7, the input unit 1 consists of a first input unit 11 that inputs energy obtained from the oscillating motion of the vehicle V (see Figure 12) to the assist mechanism body 2, and a second input unit 12 that inputs energy obtained from the rotational motion of the wheel V2 (see Figure 12) to the assist mechanism body 2.

[0032] As shown in Figures 3 to 6, the first input unit 11 includes a motion conversion means 111 that converts the oscillating motion of the vehicle V (see Figure 12) into rotational motion, and a first rotational input unit 112 that transmits the rotational motion of the motion conversion means 111 to the input transmission unit 21 of the assist mechanism body 2, which will be described later. In particular, the first input unit 11 inputs the impact energy obtained from the impact the vehicle V receives from the ground to the storage unit.

[0033] The motion conversion means 111 includes a rack R that converts the oscillating motion of the vehicle V into translational motion, a pinion P that converts the translational motion of the rack R into rotational motion, a rack holder RH to which the rack R is attached, and an input shaft portion i1 that is inserted into the pinion P.

[0034] In particular, as shown in Figure 6, the rack R includes a first rack R1 attached to the rack holder RH, and a second rack R2 positioned on the rack holder RH opposite the first rack R1.

[0035] The pinion P includes a first pinion P1 that rotates in accordance with the translational motion of the first rack R1, and a second pinion P2 that rotates in accordance with the translational motion of the second rack R2.

[0036] The first rack R1 and the first pinion P1 constitute the first rack and pinion mechanism. The first pinion P1 rotates in a direction corresponding to the direction of the translational motion of the first rack R1.

[0037] Similar to the first rack and pinion mechanism, the second rack and pinion mechanism is composed of a second rack R2 and a second pinion P2.

[0038] The second rack R2 and the second pinion P2 are configured to rotate in the opposite direction to the rotation of the first rack R1.

[0039] One-way clutches (not shown) that transmit rotational motion in only one direction are provided between the first pinion P1 and the input shaft i1, and between the second pinion P2 and the input shaft i1.

[0040] A one-way clutch (not shown) restricts the direction of rotation of the input shaft i1 to a predetermined direction. When the first rack R1 and the second rack R2 perform translational motion, if the first pinion P1 and the second pinion P2 rotate in different directions, a one-way clutch (not shown) transmits rotation to the input shaft i1 by either the first pinion P1 or the second pinion P2 that rotates in a predetermined direction, while the other that rotates in the opposite direction rotates freely. This allows the input shaft i1 to rotate in a predetermined direction in response to the rotational movement of the first pinion P1 or the second pinion P2, and transmit this energy to the assist mechanism body 2. In particular, it becomes possible to efficiently store the energy of the oscillating motion in the storage unit, regardless of the direction of the translational motion by the rack holder RH.

[0041] The rack holder RH has the first rack R1 and the second rack R2 attached to it.

[0042] Furthermore, the rack holder RH is provided with mounting holes RH1 for attaching the assist mechanism X to the vehicle V. This makes it possible to connect the rack holder RH to the vehicle V by using a fastener or the like in the mounting hole RH1.

[0043] As shown in Figure 5, the first rotation input section 112 is provided with a first rotation input member 112a into which the input shaft i1 is inserted, and a second rotation input member 112b which is attached to the housing section 23 i1, which will be described later.

[0044] The first rotation input member 112a rotates in a predetermined direction in accordance with the rotational motion of the input shaft i1.

[0045] The second rotation input member 112b contacts the first rotation input member 112a and rotates in the forward rotation direction in accordance with the rotational motion of the first rotation input member 112a.

[0046] As shown in Figures 2 to 4 or Figure 7, the second input unit 12 includes a second input transmission member 121 connected to the wheel V2, and a second input rotation member 122 that transmits the motion from the second input transmission member 121 to the input transmission unit 21 of the assist mechanism body 2, which will be described later.

[0047] The second input rotating member 122 is connected to the wheel V2 (see Figure 15) and the second input transmission member 121, and rotates in the rearward direction in accordance with the rotation of the wheel V2 (see Figure 15). In other words, the second input rotating member 122 is configured to rotate in the opposite direction to the rotation of the second rotation input member 112b. The second input transmission member 121 is preferably a chain or belt, but is not particularly limited as long as it is a member that is connected to the wheel V2 and the second input rotating member 122 and is rotatable in accordance with the rotation of the wheel V2. In particular, the first input unit 11 inputs the impact energy obtained from the impact the vehicle V receives from the ground to the storage unit.

[0048] <<Assist mechanism main body 2>> As shown in Figures 2-5 or Figure 7, the assist mechanism body 2 includes a storage unit (not shown) that stores the rotational motion converted by the motion conversion means 111 as energy, an input transmission unit 21 that transmits the rotational motion to the storage unit, an output transmission unit 22 that transmits the energy stored in the storage unit to the output unit 3, a housing unit 23 that houses the storage unit, and a support shaft unit 24.

[0049] The storage unit is housed in the storage unit 23. This makes it possible to prevent light and liquid from entering the storage area.

[0050] In this embodiment, the storage unit is a mainspring. This makes it possible to mechanically and efficiently store and release the energy obtained by vehicle V. Furthermore, since the storage unit can assist in driving the vehicle V, it is expected that the number of parts used during manufacturing will be reduced, thereby lowering manufacturing costs.

[0051] The input transmission unit 21 includes an input transmission shaft unit 211.

[0052] In this embodiment, the storage unit can store or output energy through the relative movement change between the input transmission shaft 211 and the storage unit 23.

[0053] The input transmission shaft portion 211 is inserted into and attached to the second input rotating member 122, particularly as shown in Figure 7. As a result, the input transmission shaft 211 rotates in accordance with the rotation of the second input rotating member 122.

[0054] Furthermore, a one-way clutch is provided between the input transmission shaft 211 and the second input rotating member 122, which transmits the rotational motion of the second input rotating member 122 to the second input rotating member 122 only in the rearward rotation direction. In particular, the one-way clutch prevents the second input rotating member 122 from rotating in the forward rotational direction.

[0055] Furthermore, a one-way clutch is provided between the input transmission shaft 211 and the housing 23, which transmits the rotational motion of the input transmission shaft 211 to the housing 23 only in the forward rotation direction. In particular, when the input transmission shaft 211 rotates in the rearward rotational direction due to the one-way clutch, the housing 23 remains stationary.

[0056] In particular, when the input transmission shaft 211 rotates in the rearward direction in response to the rotation of the second input rotating member 122, the housing 23 remains stationary by a one-way clutch without following the rearward rotation of the input transmission shaft 211. As a result, the relative positions of the support shaft 24, which is the input transmission shaft 211, and the housing 23 move in the rearward direction, and the storage unit becomes able to store energy.

[0057] The housing section 23 is fitted with a second rotation input member 112b.

[0058] The output transmission unit 22 includes an output transmission shaft unit 221 that transmits drive to the output unit 3.

[0059] In this embodiment, the input transmission shaft portion 211 and the support shaft portion 24 are formed identically. This is expected to reduce the number of parts required to manufacture the assist mechanism X, thereby lowering manufacturing costs.

[0060] The output transmission shaft 221 rotates in a forward rotational direction according to the output of the storage unit.

[0061] In this embodiment, the output transmission shaft portion 221 is formed identically to the input transmission shaft portion 211 and the support shaft portion 24.

[0062] In particular, when the drive shaft portion 31 and the stopper 33, which will be described later, are in contact (i.e., the transmission member T is in a relaxed state), the rotation of the output transmission shaft portion 221, which is integrated with the input transmission shaft portion 211, is fixed. As a result, in accordance with the rotation of the second rotation input member 112b, the housing portion 23 rotates in the forward rotational direction, causing the relative positions of the input transmission shaft portion 211 and the housing portion 23 to move, and the storage portion becomes capable of storing energy.

[0063] <<Output Section 3>> As shown in Figures 3, 4, or 8-10, the output unit 3 includes a drive shaft 31 that is rotated by an output transmission shaft 221, a rotation output unit 32 that transmits the rotation of the output transmission shaft 221 to the drive shaft 31, a stopper 33 that contacts the drive shaft 31 to control its rotation, and a separation means 34 that separates the stopper 33 from the drive shaft 31.

[0064] In particular, as shown in Figure 8, the drive shaft portion 31 is provided with an output gear 311 to which a transmission member T (see Figure 1), which will be described later, is attached, and a control gear 312 that contacts the stopper 33.

[0065] The output gear 311 is located on the outside of the housing 4, and the drive shaft portion 31 is inserted into it.

[0066] The control gear 312 is located inside the housing 4, and the drive shaft portion 31 is inserted into it. In this embodiment, the control gear 312 is positioned between two rail sections 343, which will be described later.

[0067] The rotary output unit 32 is provided with a first rotary output member 321 that rotates in accordance with the rotation of the output transmission shaft 221, and a second rotary output member 322 that rotates in accordance with the rotation of the first rotary output member 321.

[0068] A one-way clutch is provided between the first rotating output member 321 and the output transmission shaft 221, which transmits rotational motion to the first rotating output member 321 only in the forward rotation direction. In particular, when the input transmission shaft portion 211 (which is also the output transmission shaft portion 221 in this embodiment) rotates in the rearward direction due to the one-way clutch, the first rotating output member 321 does not rotate, and the first rotating output member 321 rotates only in the forward direction (i.e., in the same direction as the rotation of the housing portion 23 due to the rotation of the second rotating input member 112b). This makes it possible to rotate the input transmission shaft portion 211 (which is also the output transmission shaft portion 221 in this embodiment) to store it in the storage portion while the drive shaft portion 31 is in contact with the stopper 33.

[0069] The second rotating output member 322 is in contact with the first rotating output member 321, and the drive shaft portion 31 is inserted into and attached to it. As a result, the first rotating output member 321 rotates, causing the drive shaft 31 to rotate.

[0070] In particular, as shown in Figure 9, the stopper 33 is provided with a projection 331, a stopper pivot 332 that is pivotally supported by the partition 41 of the housing 4 (described later), and a stopper biasing means 333.

[0071] The projection 331 contacts the control gear 312. This prevents the drive shaft 31 from rotating.

[0072] The stopper shaft support portion 332 is fixed to the partition portion 41 of the housing 4, which will be described later, so that the projection portion 331 side can rotate. This makes it possible to cushion the impact between the drive shaft 31 and the stopper 33 when the drive shaft 31 moves from a separated state to a contact state, thereby suppressing damage to the stopper 33.

[0073] The stopper biasing means 333 biases the projection 331 side from the partition portion 41 of the housing 4, which will be described later. This makes it possible to better cushion the impact between the drive shaft 31 and the stopper 33 when the drive shaft 31 moves from a separated state to a contact state, thereby further suppressing damage to the stopper 33.

[0074] As shown in Figures 1, 8 to 10, the separation means 34 includes a transmission member T connected to the wheel V2, an arm portion 341, a pivot portion 342 that pivotally supports the arm portion 341, a rail portion 343 into which the drive shaft portion 31 is inserted, and a biasing means 344 that biases the drive shaft portion 31.

[0075] In particular, as shown in Figure 1, the transmission member T is connected to the wheel V2 via the output gear 311 and the transmission member holder 42 provided on the outside of the housing 4, and is mounted in a relaxed state. As a result, when there is no forward driving force from the wheel V2, the output gear 311 is not pulled by the transmission member T, so the drive shaft 31 remains in contact with the stopper 33 and does not rotate. In this embodiment, the forward driving force from the wheel V2 is an external force.

[0076] In this embodiment, the transmission member T is a metal chain, but it may also be a belt, a string-like member, or the like.

[0077] The transmission member T is mounted in mesh with the output gear 311. This allows the transmission member T to transmit the forward driving force from the wheel V2 when the output of the assist mechanism body 2 rotates the output gear 311.

[0078] In particular, as shown in Figure 9, the drive shaft portion 31 is inserted into one end 341a of the arm portion 341. As a result, the forward driving force from the wheel V2 causes the transmission member T to become taut, pulling the output gear 311, and positioning one end 341a of the arm portion 341 upward. Conversely, when the transmission member T is relaxed, gravity causes one end 341a of the arm portion 341 to be positioned downward.

[0079] The support portion 342 is provided with a support shaft and a bearing (not shown). In this embodiment, the support shaft portion is the output transmission shaft portion 221, but it may also be provided as a separate component from the output transmission shaft portion 221.

[0080] The arm portion 341 is pivotally supported by the output transmission shaft portion 221, which is the pivot shaft portion, on the housing 4. In this embodiment, the upper end of the arm portion 341 is pivotally supported.

[0081] The arm portion 341 is formed such that the distance between the output transmission shaft portion 221 and one end 341a of the arm portion 341 is the same as the distance between the output transmission shaft portion 221 and the second rotating output member 322. As a result, regardless of whether the drive shaft portion 31 is in contact with or separated from the stopper 33, the second rotating output member 322 can come into contact with the first rotating output member 321. Therefore, even when the drive shaft portion 31 is separated from the stopper 33, the second rotating output member 322 rotates in accordance with the rotation of the first rotating output member 321.

[0082] A bearing (not shown) is interposed between one end 341a of the arm portion 341 and the output transmission shaft portion 221. This prevents the arm portion 341 from rotating in accordance with the rotation of the output transmission shaft portion 221.

[0083] The rail section 343 is provided on the side section 4a and the partition section 41 of the housing 4, which will be described later, so as to be in positions facing each other.

[0084] The rail section 343 is formed in an arc shape. As a result, the drive shaft 31, which moves in an arc due to the rotation of the arm 341, can move along the path formed by the rail 343.

[0085] Furthermore, the rail portion 343 is formed with a lower end 343a of the rail portion where the drive shaft portion 31 is located when the drive shaft portion 31 contacts the stopper 33, and an upper end 343b of the rail portion which is the other end of the lower end 343a of the rail portion and is located above the lower end 343a of the rail portion. As a result, when the transmission member T is under tension, the drive shaft portion 31 is pulled by the transmission member T, and the drive shaft portion 31 moves toward the upper end 343b of the rail portion. Furthermore, when the transmission member T is in a relaxed state, gravity causes the drive shaft portion 31 to be positioned towards the lower end 343a of the rail portion. In addition, since the lower end 343a of the rail section forms the end of the rail section 343, the drive shaft section 31 will come into contact with the stopper 33 even when the transmission member T is under tension due to the rearward driving force of the wheel V2.

[0086] The biasing means 344 is provided from the housing 4, which will be described later, toward one end 341a of the arm portion 341. In particular, since the drive shaft portion 31 is inserted into one end 341a of the arm portion 341, the biasing means 344 biases the drive shaft portion 31 from the housing 4, which will be described later, via the arm portion 341.

[0087] The biasing means 344 is a tension spring that extends in proportion to the distance the drive shaft portion 31 moves away from the stopper 33, and the biasing means 344 biases the drive shaft portion 31 in the direction toward contact with the stopper 33. The biasing means 344 is preferably a tension spring, but it may also be a compression spring or the like.

[0088] <<Enclosure 4>> As shown in Figure 1 or Figure 11, the housing 4 has a partition portion 41, a side portion 4a, a transmission member holder 42, a guard portion 43, and a notch 44.

[0089] The partition 41 is positioned opposite the side portion 4a.

[0090] Between the partition portion 41 and the side portion 4a, the stopper 33 and one end 341a of the arm portion 341 are positioned.

[0091] The transmission member holder 42 is pivotally supported on the outside of the side portion 4a.

[0092] Furthermore, two transmission member holders 42 are provided on the outside of the side portion 4a.

[0093] Furthermore, the two transmission member holders 42 are each positioned above the lower end 343a of the rail section. As a result, when there is forward driving force from the wheel V2, the transmission member T (see Figure 1) becomes taut, and when there is no forward driving force from the wheel V2, the transmission member T becomes relaxed.

[0094] The guard portion 43 is positioned opposite the side portion 4a.

[0095] Furthermore, the length between the guard portion 43 and the side portion 4a is arranged to be longer than the length of the rack holder RH in the x-axis direction. This prevents the rack holder RH from moving in the x-axis direction and derailing from the pinion P (see Figure 6) when it undergoes translational motion.

[0096] The notch 44 is formed on the upper surface of the housing 4, exposing a portion of the first rotation input member 112a (see Figure 5). This makes it possible to visually confirm the input operation by the first input unit 11.

[0097] As shown in Figure 12, the assist mechanism X is mounted on a vehicle V, which includes a body V1, wheels V2, and a hinge H interposed between the body V1 and the wheels V2.

[0098] In the assist mechanism X, the housing 4 is attached to the vehicle body V1 side, and the rack holder RH is attached to the wheel V2 side. In this way, the assist mechanism X suspends the vehicle body V1 and the wheels V2, and the rack holder RH can perform translational motion in response to the oscillation of the wheels V2. In this embodiment, the vehicle V is a bicycle with a suspension V3 positioned between the body V1 and the wheels V2. However, as shown in Figure 13, the vehicle is not particularly limited as long as the wheels V2 are configured to swing relative to the body V1. In addition, as shown in Figure 14, vehicle V is not limited to a bicycle, but is any vehicle equipped with wheels that oscillate in response to uneven ground, such as a moped, automobile, or trailer.

[0099] <How to use> The following explanation of how to use the assist mechanism X will be given using Figures 15 to 22.

[0100] In order for the assist mechanism X to recover the impact energy received from the ground while the vehicle V is in motion, the user first drives the vehicle V equipped with the assist mechanism X. At this time, as shown in Figure 15(a) or Figure 15(b), when the vehicle V passes over the uneven surface C, the rack holder RH undergoes translational motion in response to the oscillation of the wheels V2.

[0101] Next, as shown in Figure 16, the first pinion P1 and the second pinion P2 rotate in opposite directions in response to the translational motion of the rack holder RH. At this time, a one-way clutch (not shown) provided between the first pinion P1 and the second pinion P2 and the input shaft i1 causes the input shaft i1 to rotate only in a predetermined direction.

[0102] Next, as shown in Figure 17, the rotation of the input shaft i1 causes the first rotation input member 112a to rotate, and the rotation of the first rotation input member 112a causes the second rotation input member 112b to rotate.

[0103] Since the second rotation input member 112b is attached to the housing section 23, the rotation of the second rotation input member 112b causes the housing section 23 to rotate in the forward rotational direction. In this case, a one-way clutch (not shown) is provided between the housing section 23 and the input transmission shaft section 211, so the input transmission shaft section 211 does not rotate due to the rotation of the housing section 23.

[0104] In this way, the storage section 23 is rotated in the forward rotational direction while the input transmission shaft section 211 is fixed, in response to the translational motion of the rack holder RH, thereby winding the mainspring and allowing the oscillation energy obtained by the vehicle V to be stored in the mainspring.

[0105] When using the energy stored in the storage unit (spring) to assist the driving force of the vehicle V (see Figure 15), the user first operates the wheel V2 (see Figure 15) so that it has forward driving force. In this embodiment, the user pedals the vehicle V's pedal V4 (see Figure 15), causing the wheels V2 to gain forward driving force. Furthermore, if the vehicle V is a motorized bicycle or automobile, the wheel V2 obtains forward driving force by the user operating the accelerator.

[0106] Next, as shown in Figure 18(a), the driving force of the wheel V2 causes the transmission member T to become taut, and the transmission member T pulls the output gear 311, causing the drive shaft 31 (see Figure 8) to move along the path formed by the rail section 343.

[0107] At this time, as shown in Figure 18(b), the drive shaft portion 31 moves, causing one end 341a of the arm portion 341 to be positioned above the lower end 343a of the rail portion.

[0108] As a result, as shown in Figure 19(a), the control gear 312 into which the drive shaft portion 31 is inserted separates from the stopper 33, and the mainspring loosens, causing it to be output from the storage portion. At this time, as shown in Figure 20(a), the output transmission shaft 221 (which is also the input transmission shaft 211) rotates in the forward rotational direction, and the first rotating output member 321 and the second rotating output member 322 rotate in accordance with the rotation of the output transmission shaft 221, causing the drive shaft 31 and the output gear 311 to rotate.

[0109] In this way, the energy stored in the storage unit (spring) is used to assist the driving force of the vehicle V.

[0110] Furthermore, when the wheel V2 is driven, as shown in Figure 15, if the wheel V2 passes over the uneven surface C, the housing 23 rotates in the forward rotational direction in accordance with the oscillation of the wheel V2, using the same procedure as when the oscillation energy obtained by the vehicle V is stored in the mainspring. In particular, as shown in Figure 20(b), a one-way clutch (not shown) is provided between the housing section 23 and the output transmission shaft section 221 (which is also the input transmission shaft section 211). Therefore, when the wheel V2 is driven (i.e., when the drive shaft section 31 is separated from the stopper 33), the output transmission shaft section 221 rotates in the forward rotational direction due to the rotation of the housing section 23 in the forward rotational direction. Therefore, even when the wheels V2 are driving force, it is possible to use the energy acquired by the vehicle V to assist the driving force of the vehicle V.

[0111] To stop the assist mechanism X from providing driving force to the vehicle V (see Figure 15), the user first operates the vehicle so that the wheel V2 (see Figure 15) does not have forward driving force. In this embodiment, when the user does not pedal the vehicle V's pedal V4 (see Figure 15), the wheels V2 do not have any driving force and the vehicle coasts. Furthermore, if the vehicle V is a motorized bicycle or automobile, the wheel V2 can be prevented from having forward driving force by the user not operating the accelerator.

[0112] Next, as shown in Figure 21(a), the transmission member T changes from a tensioned state to a relaxed state, and the output gear 311 is no longer pulled by the transmission member T. The drive shaft 31 then moves by gravity along the path formed by the rail section 343 toward the lower end 343a of the rail section (see Figure 11).

[0113] At this time, as shown in Figure 21(b), the drive shaft portion 31 moves, and due to gravity, one end 341a of the arm portion 341 is positioned to move closer to the stopper 33.

[0114] Furthermore, at this time, the extended biasing means 344 biases the drive shaft portion 31 in a direction that contacts the stopper 33, so the drive shaft portion 31 is positioned in a direction that contacts the stopper 33 on one end 341a of the arm portion 341 into which it is inserted.

[0115] As a result, as shown in Figure 19(b), the control gear 312 into which the drive shaft 31 is inserted comes into close proximity to and contacts the stopper 33, thereby preventing the mainspring from loosening.

[0116] By doing so, it becomes possible to stop the assist mechanism X from providing driving force support to the vehicle V.

[0117] When the assist mechanism X recovers the energy related to driving that the vehicle V wastes due to deceleration, etc., the user first drives the vehicle V equipped with the assist mechanism X. At this time, as shown in Figure 22, the rotation of the wheel V2 causes the second input transmission member 121 to move. The movement of the second input transmission member 121 rotates the second input rotating member 122, which in turn rotates the input transmission shaft 211, making it possible to wind the mainspring of the assist mechanism body 2.

[0118] In this way, the energy from the rotational motion of wheel V2 can be stored in the mainspring.

[0119] <Effects> According to this embodiment, the device includes a drive shaft 31 rotated by an output transmission unit 22, a stopper 33 that contacts the drive shaft 31 and controls its rotation, and a separation means 34. The separation means 34 separates the stopper 33 and the drive shaft 31 based on the forward driving force of the vehicle V, which is an external force, thereby providing an easy-to-use assist mechanism X that reduces the effort involved in energy supply.

[0120] Furthermore, when the vehicle V is driving, the transmission member T becomes taut, and the separation means 34 separates the stopper 33 and the drive shaft portion 31 by the taut transmission member T, thereby enabling the switching of the assist mechanism X to provide driving assistance using the energy from the vehicle V's driving force.

[0121] Furthermore, by providing a housing 4 to accommodate the assist mechanism body 2, it becomes possible to prevent damage to the assist mechanism body 2 from external impacts.

[0122] Furthermore, the separation means 34 further includes a rail portion 343 into which the drive shaft portion 31 is inserted, with a lower end 343a and an upper end 343b formed therein. The housing 4 has a side portion 4a on which the rail portion 343 is provided. The drive shaft portion 31 moves toward the upper end 343b side by the driving force, and in the absence of an external driving force in the forward direction, gravity allows the drive shaft portion 31 to come into contact with the stopper 33.

[0123] Furthermore, since the rail section 343 is provided on both the side section 4a and the partition section 41, the drive shaft section 31 is supported by the rail section 343 provided on the side section 4a and the partition section 41, which allows the drive shaft section 31 to move more stably away from or closer to the stopper 33.

[0124] Furthermore, the biasing means 344 biases the drive shaft portion 31 in a direction that brings it into contact with the stopper 33, so that when there is no forward driving force from the vehicle V, the drive shaft portion 31, which has moved away from the stopper 33, can be brought into contact with the stopper 33 again.

[0125] Furthermore, the arm portion 341 rotates the drive shaft portion 31 upward around the pivot portion 342 by the driving force, so that when there is no forward driving force, gravity can cause the drive shaft portion 31 to come into contact with the stopper 33.

[0126] Furthermore, the housing section 23 rotates around the support shaft section 24, which is the input transmission shaft section 211, in accordance with the rotational motion of the motion conversion means 111. This allows the drive shaft section 31 to rotate in accordance with the rotational motion of the motion conversion means 111, even when the drive shaft section 31 is separated from the stopper 33 by the separation means 34.

[0127] Furthermore, the system includes at least two input units 1, where the motion conversion means 111 of the first input unit 11 converts the energy obtained by the vehicle V into rotational motion of the storage unit 23, the second input unit 12 converts the energy obtained by the vehicle V into rotational motion of the support shaft 24, which is the input transmission shaft 211, and the storage unit stores the rotational motion of the storage unit 23 and the rotational motion of the support shaft 24 as energy, thereby enabling the storage unit to store two different kinetic energies obtained by the vehicle body V1.

[0128] <Example of changes> The shapes and dimensions of the components shown in the above embodiment are merely examples and can be modified in various ways based on design requirements, etc.

[0129] For example, the pinion P may be formed integrally with the housing 23, and the pinion P and the housing 23 may be rotated in accordance with the translational motion of the rack R.

[0130] This allows the energy obtained by vehicle V to be stored more efficiently in the storage unit.

[0131] For example, the separation means 34 may further include a switching means that switches the stopper 33 to contact or separate from the arm portion 341. More specifically, the switching mechanism may be configured such that a lever and a wire connected to the lever are provided, the wire is connected to a stopper 33 as shown in Figure 9, etc., and the stopper 33 is separated from the arm portion 341 by the tensile force of the lever. In this case, the tensile force of the lever becomes the external force described above.

[0132] In this way, the driving force of vehicle V can be assisted at the timing desired by the user. [Explanation of Symbols]

[0133] X Assist Mechanism 1 Input section 11 First input section 111 Motion conversion means 112 First Rotation Input Section 112a First rotation input member 112b Second Rotation Input Member 12 Second input section 121 Second input transmission member 122 Second input rotating member 2. Assist mechanism body 21 Input transmission section 211 Input transmission shaft section 22 Output transmission section 221 Output transmission shaft section 23 Storage Unit 24 Support shaft part 3. Output section 31 Drive shaft section 311 Output Gear 312 Control Gear 32 Rotation output section 321 First Rotating Output Member 322 Second Rotating Output Member 33 Stopper 331 Protrusion 332 Stopper shaft support 333 Stopper biasing means 34 Separation means 341 Arm section 341a one end 342 Axial branch 343 Rail section 343a lower end 343b top end 344 Biasing means 344b top end 4 cabinets 4a Side part 41 Partition 42 Transmission member holder 43 Guard section 44 Notches C Uneven surface H hinge P pinion P1 First pinion P2 Second pinion R Rack R1 First Rack R2 Second Rack RH rack holder RH1 mounting hole i1 Input shaft T transmission member V Vehicle V1 body V2 wheels V3 Suspension V4 Pedals

Claims

1. An assist mechanism that is attached to a vehicle having wheels and a body, The system comprises an assist mechanism body, an input unit that inputs energy obtained by the vehicle to the assist mechanism body, and an output unit that transmits the drive of the assist mechanism body to the vehicle. The input unit has motion conversion means that converts the energy obtained by the vehicle into rotational motion. The assist mechanism body comprises a storage unit that stores the rotational motion converted by the motion conversion means as energy, an input transmission unit that transmits the rotational motion to the storage unit, and an output transmission unit that transmits the energy stored in the storage unit to the output unit. The output unit includes a drive shaft that is rotated by the output transmission unit, a stopper that contacts the drive shaft to control the rotation of the drive shaft, and a separation means. The separation means is an assist mechanism that separates the stopper and the drive shaft based on an external force.

2. The output unit further includes a transmission member that connects the wheel and the drive shaft, The transmission member becomes under tension when the external force is present. The assist mechanism according to claim 1, wherein the separating means separates the stopper and the drive shaft portion by the transmission member which is in a tensioned state.

3. The assist mechanism according to claim 2, further comprising a housing for housing the assist mechanism body.

4. The separation means further includes a rail portion into which the drive shaft portion is inserted and into which a lower end and an upper end are formed, The housing has a side portion on which the rail portion is provided, The assist mechanism according to claim 3, wherein the drive shaft portion moves toward the upper end due to the external force.

5. The housing has a partition, The partition is positioned opposite the side surface. The assist mechanism according to claim 4, wherein the rail portion is provided on the side portion and the partition portion, respectively.

6. The separation means further includes a biasing means, The assist mechanism according to claim 3, wherein the biasing means biases the drive shaft portion in a direction that brings it into contact with the stopper.

7. The separation means includes an arm portion into which the drive shaft portion is inserted, and a pivot portion that pivotally supports the arm portion. The assist mechanism according to claim 3, wherein the arm portion rotates the drive shaft portion upward around the pivot portion by the external force.

8. The assist mechanism body further comprises a housing section for housing the storage section and a support shaft section connected to the drive shaft section. The assist mechanism according to claim 1, wherein the housing portion rotates about the support shaft portion in accordance with the rotational motion of the motion conversion means.

9. The system comprises at least two of the aforementioned input units, The assist mechanism body comprises a housing section for housing the storage section and a support shaft section connected to the drive shaft section. The motion conversion means of the first input unit converts the energy obtained by the vehicle into rotational motion of the housing unit. The second input unit converts the energy obtained by the vehicle into rotational motion of the support shaft, The assist mechanism according to claim 1, wherein the storage unit stores the rotational motion of the housing unit and the rotational motion of the support shaft as energy.

10. A vehicle equipped with the assist mechanism described in claim 1.

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