JP2012040941A - Power-assisted bicycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the flexibility of the design of reduction gear ratio and number of shift stages by making devices compact in a configuration comprising a speed reduction mechanism, an electric motor, and a transmission mechanism which are arranged side by side along an axle.SOLUTION: The transmission mechanism 3, the speed reduction mechanism 16, and the driving motor 15 are disposed within a rear hub 1 so as to lie side by side in the axial direction of the axle 5. The transmission mechanism 3 transmits a pedaling force to a driving wheel 45 through a sprocket 4. The speed reduction mechanism 16 transmits to the driving wheel 45 a driving force transmitted from the driving motor 15. The transmission mechanism 3 includes a transmission's sun gear 3a, transmission's planetary gears 3b, and a transmission's planetary carrier 3c. The transmission mechanism 3 further includes a transmission control mechanism 10 for causing the transmission to be shifted between a position at which the transmission's sun gear 3a can be rotated about the axle 5 by the driving force and a position at which the transmission's sun gear cannot be rotated. The speed reduction mechanism 16 includes a speed reducer's sun gear 16a and speed reducer's planetary gears 16b. The speed reducer's planetary gears 16b are held by the transmission's planetary carrier 3c. A two-way clutch 30 is provided between a motor housing 15b and a speed reducer's outer ring gear 16d which meshes with the speed reducer's planetary gears 16b.

Description

  The present invention relates to a battery-assisted bicycle that adds an auxiliary force to a human-powered drive system by an electric motor.

  There are various types of bicycle transmissions. Under such circumstances, generally, a multi-stage sprocket is provided on the same axis of either the crankshaft or the rear axle, or both, and the speed is changed by moving the chain between the sprockets by a derailleur (exterior gear shifting). And a system (internal transmission) that changes gears by switching gears provided in the rear hub of the rear wheel that is a driving wheel.

  The exterior transmission has a simple structure and is lightweight, but it causes wear of the sprocket and the chain, and also causes the chain to come off. On the other hand, internal transmissions are often used in city cycles because they have excellent dust and water resistance and are maintenance-free.

  By the way, in some electrically assisted bicycles in which an assisting force is applied to a human power drive system by an electric motor, a motor, a speed reduction mechanism, and a speed change mechanism are provided in a rear hub of a rear wheel that is a drive wheel of the bicycle.

  A so-called rear hub motor type battery-assisted bicycle provided with a drive motor on the rear hub can use either the exterior transmission or the internal transmission when combined with a speed change mechanism.

  However, when an exterior transmission is used, the structure of the hub is mainly composed of a motor and a speed reducer, so that the structure is simple. However, there is a problem in maintenance due to the exterior transmission as described above. On the other hand, in the case of using an internal transmission, the structure of the hub is composed of a motor, a speed reduction mechanism, and a speed change mechanism. Therefore, the structure of the hub itself is complicated, but there are advantages due to the internal transmission as described above. This is advantageous.

  At present, battery-assisted bicycles are developed mainly in the city cycle, and most of them adopt an internal transmission. Therefore, it is considered that it is desirable to use an internal transmission even in a rear hub motor type battery-assisted bicycle.

  Examples of the structure of a battery-assisted bicycle provided with this type of internal transmission include those described in Patent Documents 1 and 2, for example.

  In these structures, a drive motor and a power system speed reduction mechanism for reducing the rotational speed of the motor are incorporated in the rear hub as a drive mechanism by the motor. The human power input mechanism includes a sprocket for driving wheel input, a speed change mechanism and a speed reduction mechanism provided in order from the center of the axle toward the outer periphery.

  The rear hub includes a rotary casing and a fixed casing. The human power input mechanism is arranged on the rotary casing side, and the drive mechanism using the electric motor is mainly arranged on the fixed casing side.

  The driving force by human power given by the pedal is transmitted to the sprocket for input of the driving wheel by the chain, and after being shifted by the transmission, is transmitted to the reduction mechanism of the human power system to rotate the driving wheel through the rotating casing. . In addition, the driving force by the electric motor is decelerated by a power-system decelerating mechanism provided separately from the above-described human-powered decelerating mechanism, and then the manpower driving force and the electric driving force are combined in the rotating casing, and the driving wheel Is transmitted to.

  At this time, the driving force by the human power converted into the electric signal and the electric signal of the running speed from the speed sensor are input to the control unit included in the battery-assisted bicycle, and the control unit is based on a predetermined condition. The drive signal is output to control the electric motor.

  However, in these structures, the electric motor is arranged at a position eccentric from the axis of the axle. For this reason, there exists a problem that the outer diameter of a hub becomes large. If the outer diameter of the hub is large, the weight balance tends to deteriorate.

  In this respect, according to the structures described in Patent Documents 3 and 4, since the speed reduction mechanism, the electric motor, and the speed change mechanism are arranged along the axle, the increase in the size of the hub can be suppressed.

  That is, in these structures, the speed reduction mechanism, the electric motor, and the speed change mechanism are arranged in parallel in the vehicle width direction in the rear hub of the rear wheel, which is the drive wheel, and the human power given by the pedal is transmitted through the chain. After being transmitted to the sprocket of the wheel and shifted by the speed change mechanism via the one-way clutch, the drive wheel is rotated through the rotating casing. Further, the driving force by the electric motor is decelerated by a speed reduction mechanism comprising a planetary gear mechanism provided around the axle, and then the human driving force and the electric driving force are combined in the rotating casing and transmitted to the driving wheel. It has become so.

JP-A-9-58568 JP 2000-043780 A JP 2002-293285 A JP 2003-160089 A

  However, according to the structures described in Patent Documents 3 and 4, the output from the electric motor is transmitted to the hub case (rotary casing) via the speed reduction mechanism, and the driving force from the pedal is transmitted to the hub case (rotating casing) via the speed change mechanism. ).

  For this reason, the three mechanisms of the speed reduction mechanism, the electric motor, and the speed change mechanism arranged in parallel along the axis of the axle have independent structures. That is, the transmission mechanism of the human driving force and the transmission mechanism of the electric driving force are interposed independently by different routes.

  Since the space in the axle direction of the drive wheels is limited, in such a structure, the space for the speed change mechanism is reduced, and it is difficult to increase the number of shift stages.

  In view of this, the present invention has a configuration in which three mechanisms of a speed reduction mechanism, an electric motor, and a speed change mechanism are provided in parallel along the axis of the axle. The challenge is to increase the degree.

  In order to solve the above-described problems, the present invention is arranged such that a speed change mechanism, a speed reduction mechanism, and a drive motor are arranged in parallel in the axial direction of an axle inside a hub of a drive wheel, and the speed change mechanism has a pedaling force from a pedal. The driving force is transmitted from the driving force transmission element to the driving wheel, the speed reduction mechanism has a function of transmitting the driving force from the driving motor to the driving wheel, and the transmission mechanism is A planetary gear mechanism, at least one transmission sun gear, a transmission planetary gear meshing with the transmission sun gear, a transmission outer ring gear meshing with the transmission planetary gear, and a speed change thereof The transmission planetary gear holding the mechanical planetary gear and the transmission control mechanism are used to switch the transmission sun gear to be relatively rotatable or non-rotatable around the axle with respect to each of the driving force and reverse input. A first clutch for a transmission that can be driven, and a driving force by a pedaling force from a pedal is input to the planetary carrier for transmission from the driving force transmitting element to the driving wheel at a constant speed or higher from the planetary carrier. The reduction mechanism is constituted by a planetary gear mechanism and is configured by at least one reduction gear sun gear, a reduction gear planet gear meshing with the reduction gear sun gear, and a reduction gear meshing with the reduction gear planet gear. A power-assisted bicycle equipped with a regenerative mechanism, wherein the reduction gear planetary gear is held by a member that rotates integrally with the transmission planet carrier or the transmission planet carrier; did.

  According to this configuration, the reduction gear planetary gear is held by the transmission planet carrier or the member that rotates integrally with the transmission planet carrier. In other words, the planetary carrier for the transmission and the planetary carrier for the reduction gear rotate together, so that the carriers can be used in common, the device in the axle direction can be made compact, and a large gear ratio can be obtained. And a configuration having multiple shift speeds are possible.

  Further, according to this configuration, during forward driving, the driving force due to the pedaling force from the driving force transmitting element is transmitted to the hub via the speed change mechanism, and the driving force due to the driving motor is determined via the speed reduction mechanism and the speed change mechanism. The bicycle is advanced by being transmitted to the hub. Further, during forward non-drive, regenerative power generation is possible by transmitting a reverse input from the hub to the drive motor via the speed change mechanism and the speed reduction mechanism. The first clutch for transmission functions in this way, by means of the shift control mechanism, the transmission sun gear can be rotated around the axle or cannot rotate relative to the driving force and the reverse input. It is because it can switch to.

  Whether or not regenerative charging is performed when reverse input from the drive wheel hub is transmitted to the drive motor can be controlled by a well-known control mechanism provided separately. For example, the regenerative charging can be switched on by operating the brake lever.

  In this configuration, the transmission mechanism includes the transmission sun gear and the transmission planet carrier between the transmission sun gear and the transmission planet carrier for driving force and reverse input, respectively. It is possible to adopt a configuration including a second clutch for transmission that can be switched between relative rotation and non-rotation.

According to the configuration including the second clutch for transmission, the rotation input from the driving force transmitting element to the planetary carrier for transmission can be transmitted to the hub in a directly connected state.
That is, in the directly connected state (constant speed state), the transmission second clutch rotates the transmission sun gear and the transmission planet carrier relative to the driving force and the reverse input by the transmission control mechanism. It can be established by disabling it. In addition, since the second clutch for transmission is provided between the transmission sun gear and the planetary carrier for transmission, the transmission control mechanism used for switching the first clutch for transmission is used for the adjacent transmission. It can also be used for switching the second clutch, and if the speed change control mechanism is shared, the switching operation of each clutch is easy.

  Further, in each of these configurations, the transmission planetary gear has a plurality of gear portions, and the transmission sun gear is provided in the same number as the gear portions, and one for each gear portion. Two transmission sun gears are engaged with each other, and by selectively disabling one of the plurality of transmission sun gears relative to the axle for each of the driving force and the reverse input, the driving force However, it is possible to adopt a configuration in which the gear can be shifted to a plurality of speed increasing states. Thereby, the speed increasing state can be made into a plurality of stages by a simple structure of the speed change mechanism.

  At this time, a transmission first clutch can be provided between all of the transmission sun gears and the axle, and the transmission control mechanism is configured so that each transmission has the first clutch for each transmission. The engagement / disengagement of the sun gear for the axle can be switched.

  The transmission second clutch includes the transmission sun gear and the transmission planetary gear that mesh with a gear portion having the smallest number of teeth of the transmission planetary gear among the plurality of transmission sun gears. It is desirable that it be provided between the carrier.

  In each of these configurations, the driving force transmitting element and the planetary carrier for transmission are connected to the hub via an input member provided on one end side of an axle, and the driving motor is connected to the hub. The transmission mechanism and the speed reduction mechanism may be provided between the input member and the driving motor.

  Thus, if the speed change mechanism and the speed reduction mechanism are provided between the input member on one end of the axle and the drive motor on the other end, the planetary carrier for transmission and the planetary carrier for reduction gear are close to each other. The structure for sharing the carrier can be further simplified. The driving force transmission element is an endless member that connects the pedal crankshaft and the driving theory input member.When chain driving is adopted, the driving force transmission element corresponds to a chain connecting the front and rear sprockets. The input member corresponds to a sprocket on the drive wheel side.

  Furthermore, in each of these configurations, the drive motor is housed in a motor housing, and a two-way clutch capable of switching the engagement direction between the motor housing and the outer ring gear for the speed reducer is provided. Can be adopted.

By providing this two-way clutch, the driving force from the driving motor is transmitted to the planet carrier, but when there is no assist (input of driving force from the driving motor) during forward driving, the sprocket is transferred to the planet carrier. The transmitted pedaling force is input to the reduction gear planetary gear, but the outer ring gear for reduction gear is idle with respect to the motor housing by the two-way clutch, and cannot receive torque. For this reason, the pedaling force is not transmitted to the output shaft of the driving motor, and the drag resistance of the motor can be separated. Even when there is no assist during forward driving, the motor is not dragged and the pedal is heavy. Don't be. Therefore, comfortable driving is possible.
Further, at the time of forward non-driving, by engaging the two-way clutch with the reverse input, it is possible to provide a switching function that allows the reverse input from the drive wheels to be transmitted to the motor to enable regenerative power generation.

  Note that the switching between engagement and disengagement of the two-way clutch can be performed in conjunction with, for example, a brake operation, similarly to the above-described regenerative charging switch. That is, for example, when a brake operation is performed, the two-way clutch is engaged with the reverse input, and the reverse input is transmitted to the drive motor via the two-way clutch to generate regenerative power generation. Can be set.

  Further, as this two-way clutch, a well-known clutch mechanism can be adopted. For example, a roller clutch can be adopted.

  When the two-way clutch is constituted by a roller clutch, it is desirable to provide the roller, the cage and the roller clutch cam surface on the motor housing side which is a fixed member. As a result, the engagement direction can be easily switched. Further, it is desirable that the roller is urged by an elastic member in a direction to be engaged with the driving force from the motor, and is configured to be engaged in the reverse direction by an external operation when the forward drive is not driven. With this configuration, the two-way clutch needs to be switched only when regeneration is necessary, and thus the structure is simplified.

  As the first clutch for the transmission, a well-known one-way clutch configuration such as a sprag clutch or a roller clutch can be employed. For example, a configuration including a ratchet clutch can be employed.

  At this time, for example, the first clutch for transmission includes a first clutch pawl for transmission on the outer surface of the axle, and the inner surface of the sun gear for transmission is configured with respect to each of driving force and reverse input. The structure provided with the 1st clutch cam surface for transmission which can engage the 1st clutch claw for transmission can be employ | adopted. This is because the inner surface of the transmission sun gear is relatively larger in diameter than the outer surface of the axle, so by providing the transmission clutch cam surface on the larger diameter side, the number of grooves on the cam surface can be reduced. This is because a large amount can be secured and the time lag at the time of engagement can be shortened.

  Further, as the second clutch for the transmission, a well-known one-way clutch configuration such as a sprag clutch or a roller clutch can be adopted, and for example, a configuration including a ratchet clutch can be adopted.

  At this time, for example, the transmission second clutch includes a transmission second clutch pawl on the outer surface of the transmission sun gear, and each of the driving force and the reverse input is provided on the inner surface of the transmission planet carrier. On the other hand, it is possible to adopt a configuration in which a second clutch cam surface for transmission that can be engaged with the second clutch pawl for transmission is provided. This is because the inner surface of the planetary carrier for transmission is relatively larger in diameter than the outer surface of the transmission sun gear, so that the cam is obtained by providing the second clutch cam surface for transmission on the larger diameter side. This is for securing a large number of grooves on the surface and shortening the time lag at the time of engagement.

  Thus, by using the ratchet clutch as the first clutch for transmission and the second clutch for transmission, it is possible to engage with each of the driving force and the reverse input, and further, the driving force and the reverse input It can be set as the structure which can be switched easily (switching between the state which engages and the state which does not engage) with respect to each.

  In each configuration using a ratchet clutch as the first clutch for transmission and the second clutch for transmission, the shift control mechanism includes a shift sleeve having a notch around the axle, and the shift sleeve is the axle. A second clutch switching portion for shifting that moves in the axial direction of the axle along with the rotational movement of the shifting sleeve, and the shifting sleeve rotates in the circumferential direction, The first clutch for transmission is switched between an engaged state and a disengaged state for each of driving force and reverse input, and the second clutch switching unit for transmission moves in the axial direction of the axle. Further, it is possible to adopt a configuration in which the second clutch for transmission is switched between an engaged state and a disengaged state for each of the driving force and the reverse input.

  Since the space in the axial direction of the axle in the hub is limited, the speed change control mechanism in this way allows the first transmission for the transmission by rotating (swinging) the speed change sleeve around the axle. It is preferable to use a mechanism for switching between the clutch and the second clutch for transmission.

  In this configuration, the speed change operation unit connected to the speed change sleeve is drawn out of the hub, and the speed change sleeve rotates in the circumferential direction of the axle by operating the speed change operation unit. Can be adopted.

  Further, part of the operation of the speed change sleeve and the speed change operation unit can be assisted by the biasing force of an elastic member such as a spring.

  For example, the shift sleeve is urged in one circumferential direction of the axle by a first elastic member, and the second clutch switching portion for transmission is applied in one axial direction of the axle by a second elastic member. If the shift sleeve is rotated in the other circumferential direction of the axle against the biasing force of the first elastic member, the second clutch switching unit for the transmission is When the shift sleeve moves in one axial direction of the axle against the biasing force of the member and the shift sleeve rotates in one circumferential direction of the axle by the biasing force of the first elastic member, the transmission The second clutch switching unit may employ a configuration that moves in one axial direction of the axle by the biasing force of the second elastic member.

  That is, in this configuration, the speed change sleeve is urged in one circumferential direction of the axle (one direction around the axis) by the first elastic member, and the speed change sleeve is urged against the urging force. By rotating in the other circumferential direction, the second clutch switching unit for transmission moves in one axial direction of the axle against the urging force of the second elastic member. If the force that rotates the shifting sleeve in the other direction of the axle is released or weakened, the shifting sleeve is rotated in one direction of the axle by the biasing force of the first elastic member. The second clutch switching unit for transmission moves to the other axial direction of the axle by the urging force of the second elastic member and returns to the original state.

The transmission sleeve and the transmission second clutch switching unit need only be joined so as to rotate integrally around the shaft and to move relative to each other in the axial direction under certain conditions. For example, a guide portion provided on the inner surface of the second clutch switching portion for transmission is inserted into a slit portion formed in the axial direction on the outer surface of the transmission sleeve, and the transmission sleeve and the second clutch for transmission are inserted. Between the switching part, it can be set as the structure where the fixing member by which the guide groove was formed in the circumferential direction on the outer surface was provided.
In this case, when the transmission sleeve is rotated around the axle, the side surface of the slit portion of the transmission sleeve comes into contact with the guide portion of the second clutch switching portion for transmission, and the second clutch switching portion for transmission is also around the axle. Rotating motion. Here, since the guide portion of the fixed member is tapered and inclined toward the axial direction, the guide portion of the second clutch switching portion for transmission that moves in the circumferential direction contacts the tapered guide portion. Thus, the second clutch switching unit for transmission moves in the axial direction while rotating. The slit portion of the speed change sleeve needs to have a certain length in the axial direction in order to allow the guide portion of the second clutch switching portion for transmission to move in the axial direction.

  With regard to the first clutch for transmission, the first clutch pawl for transmission is supported on the axle so as to be swingable around the clutch shaft for transmission, and the first clutch pawl for transmission is supported by an elastic member. One end is urged in a direction to engage with the first clutch cam surface for transmission, and the other end abuts on the transmission sleeve, so that the transmission second and second inputs are respectively applied to the transmission force and reverse input. One clutch pawl is restrained from swinging to maintain the disengaged state between the transmission first clutch pawl and the transmission first clutch cam surface, and the other end is the notch of the gear shift sleeve. The first clutch pawl for the transmission and the first clutch cam for the transmission are released by releasing the restraint of the swing of the first clutch pawl for the transmission force and the reverse input by entering the portion. The configuration is such that the surface is engaged. It can be.

  Further, in this configuration, with respect to the second clutch for transmission, the second clutch pawl for transmission is supported by the sun gear so as to be swingable around the clutch shaft for transmission, and the transmission is supported by an elastic member. One end of the second clutch pawl is biased in a direction to engage with the second clutch cam surface for the transmission, and the other end abuts on the second clutch switching portion for the transmission to Restraining the oscillation of the second clutch pawl for each of the inputs to maintain the disengaged state between the second clutch pawl for the transmission and the second clutch cam surface for the transmission, When the other end is detached from the second clutch switching unit for transmission, the restraint of swinging of the second clutch pawl for the transmission force and reverse input is released, and the transmission A second clutch pawl and a second clutch for the transmission It is possible to adopt a configuration in which the Tchikamu surface are engaged.

  In the configuration in which the outer surface of the transmission sleeve is provided with a notch, the notch has a first tapered surface at one end in the circumferential direction of the axle and a second tapered surface at the other end. Sometimes, when the engagement between the transmission second clutch pawl and the transmission second clutch cam surface is released, the transmission sleeve can be rotated in any direction around the axle axis, A configuration in which the other end of the second clutch pawl for transmission is in contact with the first tapered surface or the second tapered surface can be employed.

  According to this configuration, the first taper surface and the second taper surface are provided at both ends of the notch in the axial direction of the axle, respectively. When switching between engagement and disengagement with respect to the axle, the first taper of the other end of the first clutch pawl for transmission, that is, the end portion on the side of the shift sleeve, depends on the rotation direction of the shift sleeve. Either the surface or the second tapered surface can be brought into contact. That is, different surfaces can be brought into contact with each other depending on the rotation direction. For this reason, for example, a shift-up in which the shift sleeve is rotated around one axis (a state in which the gear is shifted from the first speed to the second speed) and a shift-down in which the shift sleeve is rotated around the axis in the other direction (from the second speed to the first). In both cases, the force for releasing the engagement between the first clutch pawl for transmission and the first clutch cam surface for transmission can be increased, and a smooth shift can be achieved.

  In addition, as a planetary gear for reduction gears with which the said reduction mechanism is equipped, it can be set as a two-stage gear, for example. By using a two-stage gear having different number of teeth as the planetary gear for the speed reducer, a high reduction ratio can be achieved. Of course, since the number of stages can be arbitrarily set according to the specifications required for the battery-assisted bicycle, for example, it can be one stage or can be three stages or more.

  Further, by providing a one-way clutch between the input member to which the driving force transmitting element is connected and the planetary carrier for transmission, the pedaling force from the driving force transmitting element and the input member is transmitted to the planetary carrier for transmission. However, the reverse input from the driving wheel can be set so as not to be transmitted to the input member and the driving force transmitting element. For this reason, since driving force transmission elements, such as a chain, do not rotate at the time of forward non-driving, safety improves.

Further, it is possible to adopt a configuration in which the output shaft of the drive motor and the axle are connected coaxially, and the output shaft and the axle are supported by a bearing so as to be relatively rotatable. By supporting the output shaft of the axle and the drive motor so as to be relatively rotatable by a bearing, the rigidity of the axle and the drive motor is improved.

  This invention has a structure in which a planetary gear carrier for transmission and a planetary carrier for reduction gear are integrally rotated in a configuration in which three mechanisms of a speed reducer, an electric motor, and a speed change mechanism are provided in parallel along the axis of the axle. Therefore, the carrier can be used in common and the device in the axle direction can be made compact, so that the degree of freedom in designing the gear ratio and the number of gears can be increased.

The longitudinal cross-sectional view of the rear hub which shows the direct connection state of one Embodiment of this invention 1 shows a direct connection state, (a) is a cross-sectional view taken along the line AA in FIG. 1, (b) is a cross-sectional view taken along the line BB in FIG. 1, and (c) is a cross-sectional view taken along the line CC in FIG. Longitudinal sectional view of the rear hub showing the state of the first speed increase of the same embodiment The state of the first speed increase is shown, (a) is an AA cross-sectional view of FIG. 3, (b) is a BB cross-sectional view of FIG. 3, (c) is a CC cross-sectional view of FIG. Longitudinal sectional view of the rear hub showing the state of the second speed increase of the embodiment The state of the second speed increase is shown, (a) is an AA cross-sectional view of FIG. 5, (b) is a BB cross-sectional view of FIG. 5, (c) is a CC cross-sectional view of FIG. The longitudinal cross-sectional view of the rear hub which shows the state at the time of forward non-drive of the same embodiment (speed change is 2nd speed increase) FIG. 7A shows a state during forward non-drive (shifting is the second speed increase), FIG. 7A is a cross-sectional view taken along the line AA in FIG. 7, FIG. CC sectional view of (A)-(c) is a top view which shows the detail of the 1st one-way clutch switching part for transmissions DD sectional view of FIG. 1 showing a state when the motor is driven DD sectional view of FIG. 1 showing a state during forward drive (without assist) DD sectional view of FIG. 7 showing the state during regeneration Side view of a battery-assisted bicycle

  Embodiments of the present invention will be described with reference to the drawings. The battery-assisted bicycle of this embodiment is a battery-assisted bicycle of the rear hub motor type in which a drive motor 15 is provided inside the hub 1 (hereinafter referred to as “rear hub 1”) of the rear wheel, which is the drive wheel 45. .

  When driving, for example, when the pedaling force transmitted from the crankshaft 41 is input through the pedal 40 shown in FIG. 13, the front sprocket 44 and the rear wheel input member (sprocket) 4 (hereinafter referred to as “rear sprocket 4”). The driving force can be transmitted to the rear wheels via a driving force transmitting element such as a chain 43 that is an endless member connecting the rear wheels.

  Further, the driving force generated by the output of the driving motor 15 can be transmitted to the rear wheels via the speed reduction mechanism 16 in the hub. In addition, the code | symbol 46 in FIG. 13 is the case which accommodated the battery (secondary battery) used as the power supply of the motor 15 for a drive.

  Further, during forward non-drive, the reverse input from the rear wheel is transmitted to the drive motor 15 through the speed reduction mechanism 16 (in the case of reverse input, the speed is increased), and the regenerative power generated by the reverse input is transmitted. A regenerative mechanism for returning to the secondary battery (not shown) is provided. The regeneration mechanism is provided in the rear hub 1 or in the case 46 housing the secondary battery.

  As shown in FIG. 1, the rear hub 1 includes a speed change mechanism 3, a speed reduction mechanism 16, and a drive motor 15 in a hub case 7 provided coaxially with the rear wheel axle 5. The transmission mechanism 3 is a three-stage planetary gear mechanism capable of direct connection and two-stage speed increase. In addition, the code | symbol 6 in a figure is a hub flange integral with a rear wheel.

  The transmission mechanism 3 includes two transmission sun gears 3 a provided on the outer periphery of the axle 5, that is, a transmission first sun gear 3 a-1 and a transmission second sun gear 3 a-2.

  The first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission are respectively connected via the first clutch part 3e-1 and the second clutch part 3e-2 of the first clutch 3e for transmission. , Connected to the axle 5.

  In this embodiment, the first clutch portion 3e-1 and the second clutch portion 3e-2 of the first transmission clutch 3e both employ ratchet clutches.

  The transmission mechanism 3 also includes a transmission planetary gear 3b having two-stage gear portions that mesh with the transmission first sun gear 3a-1 and the transmission second sun gear 3a-2. . The two gear portions have different numbers of teeth.

  Further, the transmission mechanism 3 includes a transmission planet carrier 3c that holds the transmission planetary gear 3b, a hub case 7 that is integral with a transmission outer ring gear 3d that meshes with the transmission planetary gear 3b, and a transmission planet carrier. A second clutch 3h for transmission provided between 3c and the second sun gear 3a-2 for transmission is provided.

  In this embodiment, a ratchet clutch is employed as the transmission second clutch 3h.

  The first clutch portion 3e-1 and the second clutch portion 3e-2 of the first clutch for transmission 3e are transmitted to the first sun for transmission with respect to each of driving force and reverse input by a transmission control mechanism 10 described later. The gear 3a-1 and the second sun gear 3a-2 for transmission can be switched to be rotatable relative to the periphery of the axle 5 or not relatively rotatable.

That is, for example, one of the first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission can be rotated relative to the axle 5 and the other cannot be rotated relative to the driving force. The first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission can be switched relative to each other around the axle 5 with respect to the driving force.
In addition, for example, one of the transmission first sun gear 3a-1 and the transmission second sun gear 3a-2 can be relatively rotated around the axle 5 and the other can not be rotated relative to the reverse input. In addition, both the first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission can be switched around the axle 5 so as to be rotatable relative to the reverse input.

  Further, the second clutch for transmission 3h makes the second sun gear for transmission 3a-2 and the planetary carrier for transmission 3c out of the transmission sun gear 3a relative to each of driving force and reverse input. It can be switched between rotatable and non-rotatable.

That is, the transmission second sun gear 3a-2 and the transmission planet carrier 3c can be switched relative to each other so as to be rotatable relative to the driving force. The gear 3a-2 and the planetary carrier 3c for transmission can be switched so as not to be relatively rotatable.
Further, the second sun gear for transmission 3a-2 and the planetary carrier for transmission 3c can be switched so as to be relatively rotatable with respect to the reverse input, and further, the second sun gear for transmission with respect to the reverse input. The gear 3a-2 and the planetary carrier 3c for transmission can be switched so as not to be relatively rotatable.

  In this embodiment, the transmission outer ring gear 3d meshes with the gear portion having the larger number of teeth of the transmission planetary gear 3b. Although it is possible to mesh with other gear portions, this embodiment is desirable because the speed increase ratio can be maximized.

  In this embodiment, the outer ring gear 3d for transmission is formed integrally with the hub case 7. However, the outer ring gear 3d for transmission and the hub case 7 are formed separately and rotate together. A joining structure is also conceivable.

Further, bearings 11 and 12 are provided between the planetary carrier 3c for transmission and the axle 5, and between the hub case 7 and the planetary carrier 3c for transmission, respectively. The bearings 11 and 12 support the planetary carrier 3c for transmission and the axle 5 and the planetary carrier 3c for transmission and the hub case 7 so as to be relatively rotatable.
A bearing 14 is also provided between the motor housing 15 b that holds the driving motor 15 and the hub case 7. The motor housing 15b, the hub case 7, and the axle 5 are supported by the bearing portion 14 so as to be relatively rotatable.

  A one-way clutch 8 is provided between the rear sprocket 4 and the planetary carrier 3c for transmission, and the pedaling force from the pedal is transmitted to the planetary carrier 3c for transmission, but from the planetary carrier 3c for transmission. Is not transmitted to the rear sprocket 4. For this reason, since the chain 43 does not rotate at the time of forward non-drive, safety improves. As this one-way clutch 8, a known one-way clutch mechanism can be used.

  The first clutch part 3e-1 and the second clutch part 3e-2 of the first clutch 3e for transmission are respectively arranged on the outer surface of the axle 5 as shown in FIGS. 2 (b) and 2 (c). The clutch claw 3g is provided on the inner surface of the transmission sun gear 3a with a first clutch cam surface 3f for transmission that meshes with the first clutch claw 3g for transmission.

  Regarding the first clutch portion 3e-1, the first clutch pawl 3g for transmission is hereinafter referred to as the first pawl portion 3g-1, and the first clutch cam surface 3f for transmission is the first cam surface portion 3f-. 1 is called. Regarding the second clutch portion 3e-2, the first clutch pawl 3g for transmission is hereinafter referred to as the second pawl portion 3g-2, and the first clutch cam surface 3f for transmission is referred to as the second cam surface portion 3f-2. Called.

  The first claw portion 3g-1 and the second claw portion 3g-2 are swingably supported on the axle 5 by a common transmission clutch shaft 3k disposed in the same direction as the axial direction of the axle 5. ing.

  Further, when the first claw portion 3g-1 and the second claw portion 3g-2 swing around the transmission clutch shaft 3k, the corresponding first sun gear 3a-1 for transmission, The first cam surface portion 3f-1 and the second cam surface portion 3f-2 provided on the inner surface of the two sun gears 3a-2 are configured to engage or disengage.

In the first clutch portion 3e-1, a plurality of first claw portions 3g-1 are provided at their circumferential ends around the axle 5 of the first claw portion 3g-1 by elastic members (not shown). Is urged toward the first cam surface portion 3f-1 in the direction of rising.
A part of the first claw portion 3g-1 is biased in a direction in which one end in the circumferential direction around the axle 5 of the first claw portion 3g-1 rises toward the first cam surface portion 3f-1 by an elastic member, The other end of the first claw portion 3g-1 around the axle 5 is biased in the direction of rising toward the first cam surface portion 3f-1 by the elastic member.

  That is, the first claw portion 3g-1 urged in one direction around the transmission clutch shaft 3k and the first claw portion 3g urged in the other direction around the transmission clutch shaft 3k. -1 is mixed. 2C, the upper first claw portion 3g-1 in the drawing is urged clockwise around the transmission clutch shaft 3k, and the lower first claw portion 3g in the drawing. -1 is biased counterclockwise around the transmission clutch shaft 3k. The first cam surface portion 3f-1 has a shape in which unevenness is repeated along the circumferential direction so that both first claw portions 3g-1 having different urging directions can engage with each other.

  In this embodiment, the first claw portion 3g-1 urged in one direction around the transmission clutch shaft 3k and the first urged in the other direction around the transmission clutch shaft 3k. The claw portions 3g-1 are provided one by one, but the first claw portions 3g-1 having different urging directions may be mixed. For this reason, the number of the 1st nail | claw parts 3g-1 should just arrange | position at least 2 or more.

The same applies to the second clutch portion 3e-2, and the plurality of second claw portions 3g-2 are respectively arranged around the axle 5 of the second claw portion 3g-2 by an elastic member (not shown). The direction end portion is urged in the direction of rising toward the second cam surface portion 3f-2.
A part of the second claw portion 3g-2 is biased in a direction in which one end in the circumferential direction around the axle 5 of the second claw portion 3g-2 rises toward the second cam surface portion 3f-2 by an elastic member, The remaining one is biased in the direction in which the other end in the circumferential direction around the axle 5 of the second claw portion 3g-2 rises toward the second cam surface 3f-2 by the elastic member.

  That is, the second claw portion 3g-2 urged in one direction around the transmission clutch shaft 3k and the second claw portion 3g urged in the other direction around the transmission clutch shaft 3k. -2 are mixed. 2B, the upper second claw portion 3g-2 in the drawing is urged clockwise around the transmission clutch shaft 3k, and the lower second claw portion 3g in the drawing. -2 is biased counterclockwise around the transmission clutch shaft 3k. The second cam surface portion 3f-2 has a shape in which unevenness is repeated along the circumferential direction so that both the second claw portions 3g-2 having different urging directions can be engaged with each other.

  In this embodiment, the second claw portion 3g-2 urged in one direction around the transmission clutch shaft 3k, and the second urged in the other direction around the transmission clutch shaft 3k. The claw portions 3g-2 are provided one by one, but the second claw portions 3g-2 having different urging directions may be mixed. For this reason, the number of the 2nd nail | claw part 3g-2 should just arrange | position at least 2 or more.

  Further, as shown in FIG. 2A, the transmission second clutch 3h includes a transmission second clutch pawl 3j on the outer surface of the transmission second sun gear 3a-2, and a transmission planet. On the inner surface of the carrier 3c, there is provided a second clutch cam surface 3i for transmission in which the second clutch pawl 3j for transmission is engaged.

  The transmission second clutch pawl 3j is swingably supported by the transmission second sun gear 3a-2 by a transmission clutch shaft 3m disposed in the same direction as the axial direction of the axle 5. Yes.

  Further, the second clutch pawl 3j for the transmission swings around the clutch shaft 3m for the transmission, so that the second clutch cam surface 3i for the transmission provided on the inner surface of the planetary carrier 3c for the transmission It is structured to engage or disengage.

In this transmission second clutch 3h, a plurality of transmission second clutch claws 3j are respectively circumferentially around the axle 5 of the transmission second clutch pawl 3j by an elastic member (not shown). The end portion is biased in the direction of rising toward the second clutch cam surface 3i for transmission.
A part of the second clutch pawl 3j of the transmission has an end on one side in the circumferential direction around the axle 5 so as to rise up toward the second clutch cam surface 3i of the transmission by an elastic member (not shown). The other end of the second clutch pawl 3j of the transmission is directed toward the second clutch cam surface 3i of the transmission by an elastic member (not shown). It is urged to get up.

  That is, the second clutch pawl 3j that is urged in one direction around the transmission clutch shaft 3m, and the transmission second clutch claw 3j that is urged in the other direction around the transmission clutch shaft 3m. Two clutch claws 3j are mixed. In FIG. 2 (a), the upper and lower transmission second clutch claws 3j in the drawing are biased clockwise around the transmission clutch shaft 3m. The transmission second clutch pawl 3j is biased counterclockwise around the transmission clutch shaft 3m. The second clutch cam surface 3i for transmission has a shape in which irregularities are repeated along the circumferential direction so that both second clutch claws 3j for transmission having different urging directions can be engaged.

  In this embodiment, the transmission second clutch pawl 3j biased in one direction around the transmission clutch shaft 3m and the shift biased in the other direction around the transmission clutch shaft 3m. Two second clutch pawls 3j are provided, but it is only necessary that the second clutch pawls 3j having different urging directions are mixed. For this reason, the number of the 2nd clutch claws 3j for transmission should just be arrange | positioned at least 2 or more.

  Further, as described above, the transmission sun gear 3a is configured to selectively fix any one of the gears to the axle 5 with respect to the driving force by operating the shift control mechanism 10 or all of them. Can be free. That is, by operating the transmission control mechanism 10, the first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission correspond to the first clutch of the first clutch 3e for transmission corresponding to each. One of the parts 3e-1 and the second clutch part 3e-2 is fixed to the axle 5 with respect to the driving force (relative rotation is impossible), and the others are free with respect to the axle 5 (relative rotation). Possible). Alternatively, both the first sun gear 3 a-1 and the second sun gear 3 a-2 are switched so as to be rotatable relative to the axle 5.

  That is, by operating the shift control mechanism 10, any one of the first clutch portion 3e-1, the second clutch portion 3e-2, and the second clutch for transmission 3h of the first clutch for transmission 3e, Shifting can be performed by setting the driving force and the reverse input to be engageable (relative rotation is impossible) and the remaining is not engageable (relative rotation is possible).

  For example, the transmission second clutch 3h makes the transmission second sun gear 3a-2 non-rotatable relative to the transmission planet carrier 3c, and the first clutch portion 3e-1 of the transmission first clutch 3e and When the first clutch sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission are rotatable relative to the axle 5 by the second clutch portion 3e-2, When the driving force is input, the driving force is transmitted to the transmission planetary gear 3b via the transmission planetary carrier 3c. At this time, since the first sun gear 3a-1 for transmission is integrated with the planet carrier 3c for transmission, the outer ring gear 3d for transmission (hub case 7) from the planetary gear 3b for transmission in a constant speed (direct connection) state. Driving force is transmitted to

The second sun gear 3a-2 for transmission can be rotated relative to the planetary carrier 3c for transmission by the second clutch 3h for transmission, and the first clutch portion 3e-1 of the first clutch 3e for transmission can be rotated. When the first sun gear 3a-1 for transmission cannot be rotated relative to the axle 5 and the second sun gear 3a-2 for transmission can be rotated relative to the axle 5 by the second clutch portion 3e-2, the transmission When the number of teeth of the first sun gear 3a-1 for the transmission is a and the number of teeth of the outer ring gear 3d for the transmission is d, the speed increasing ratio from the planetary carrier 3c for the transmission to the outer ring gear 3d for the transmission is
(A + d) / d
It becomes. At this time, the second sun gear 3a-2 for transmission is in an idling state and does not participate in torque transmission.

The second sun gear 3a-2 for transmission can be rotated relative to the planetary carrier 3c for transmission by the second clutch 3h for transmission, and the first clutch portion 3e-1 of the first clutch 3e for transmission can be rotated. If the first sun gear 3a-1 for transmission is rotatable relative to the axle 5 and the second sun gear 3a-2 for transmission is not rotatable relative to the axle 5 by the second clutch 3e-2, The number of teeth of the second sun gear 3a-2 for machine is a, the number of teeth of the planetary gear 3b for transmission meshing with the first sun gear 3a-1 for transmission is b, and the second sun gear 3a-2 for transmission is If the number of teeth of the meshing planetary gear 3b for transmission is c and the number of teeth of the outer ring gear 3d for transmission is d, the speed increasing ratio from the planetary carrier 3c for transmission to the outer ring gear 3d for transmission is [(a × b) / (c × d)] + 1
It becomes. At this time, the first sun gear 3a-1 for transmission is in an idle state and does not participate in torque transmission.

  That is, the transmission first sun gear 3a-1 and the transmission second sun gear 3a-2 have different numbers of teeth. The transmission first sun gear 3a-1 and the transmission second sun gear 3a- 2 is free with respect to the axle 5, and the second sun gear 3a-2 for transmission and the planet carrier 3c for transmission are fixed, or the first sun gear 3a-1 for transmission and the planet carrier for transmission It is possible to change the speed increasing ratio by fixing any one of the first sun gear 3a-1 for transmission and the second sun gear 3a-2 for transmission to the axle 5 with 3c being free. it can.

  Switching between the first clutch 3e for transmission and the second clutch 3h for transmission, that is, one selected from the first clutch portion 3e-1 and the second clutch portion 3e-2 of the first clutch 3e for transmission. One of the first clutch part 3e-1 and the second clutch part 3e of the first clutch 3e for the transmission, or the switching to make the second clutch 3h for the transmission free. -2 can be made free, and a switching operation for locking the transmission second clutch 3h can be performed by the transmission control mechanism 10.

  The speed change control mechanism 10 can be performed by rotating (swinging) a speed change sleeve 10 b provided on the outer periphery of the axle 5 around the axle 5. The speed change sleeve 10 b has a cylindrical surface portion extending around the axle 5, and the speed change sleeve 10 b is rotatably supported around the axle 5 axis.

  The speed change sleeve 10b is provided between the first claw portion 3g-1 of the first clutch portion 3e-1 and the axle 5 and between the second claw portion 3g-2 of the second clutch portion 3e-2 and the axle 5. Arranged between. The speed change sleeve 10b is connected to a speed change operating portion 10a provided so that one end in the axial direction protrudes outside the hub case 7. The transmission sleeve 10 b is disposed between the transmission first clutch pawl 3 g of the transmission first clutch 3 e and the axle 5.

  By operating the speed change operation portion 10a around the axle 5 by an operation (external operation) from outside the hub case 7, the speed change sleeve 10b can be rotated around the axle 5 to change the speed. Yes.

The speed change sleeve 10b has a notch 10d on the outer surface. The notch 10 d is a recess that is recessed in a direction approaching the axis of the axle 5.
As shown in FIGS. 2 (b) and 2 (c), the notch 10d is gradually extended toward the outer diameter side toward the outer side of the notch 10d at both ends in the circumferential direction around the axle 5. It has the 1st taper surface 10e and the 2nd taper surface 10f which incline.

  The shift control mechanism 10 is provided with an annular second shift clutch switching portion 10c that rotates together with the shift sleeve 10b and that moves in the axial direction under certain conditions with the rotation of the shift operation portion 10a. ing.

  The speed change sleeve 10b is urged in a counterclockwise direction shown in FIGS. 2A, 2B, and 2C by a first elastic member 10g provided around the axle 5. Further, the second clutch switching portion 10c for shifting is urged in the left direction shown in FIG. 1 by a second elastic member 10h provided around the axle 5. In this embodiment, coil springs are employed as the first elastic member 10g and the second elastic member 10h, and the coil springs are arranged around the axle 5, but are composed of other configurations such as a leaf spring and a disc spring. An elastic member may be used.

  By operating the speed change operation portion 10a, the speed change sleeve 10b rotates counterclockwise as shown in FIGS. 2A, 2B, and 2C against the urging force of the first elastic member 10g. The two-clutch switching unit 10c also rotates clockwise.

  At this time, as shown in FIG. 9, the guide portion 10 i provided on the inner surface of the second gear change clutch switching portion 10 c so as to protrude toward the inner diameter side is guided in the guide groove 9 a of the fixing member 9 provided on the outer periphery of the axle 5. Is done.

  That is, when the second clutch switching portion 10c for transmission rotates in the y direction (corresponding to the clockwise direction) shown in FIG. 9A against the elastic force of the first elastic member 10g, the guide portion 10i is guided by the guide groove 9a, moves in the axial direction of the axle 5, that is, in the x direction shown in FIG. 9A, and enters the state shown in FIG. 9B. This movement in the x direction is structured to move in the axial direction against the urging force of the second elastic member 10h.

Further, when the transmission second clutch switching portion 10c rotates in the y direction, the guide portion 10i moves from the position shown in FIG. 9B to the position shown in FIG. 9C.
At this position, the guide portion 10i is pressed against the inner surface 9b of the guide groove 9a by the urging force of the second elastic member 10h, and the second clutch switching portion 10c for transmission is held so as not to move.

  On the contrary, when the speed change sleeve 10b is rotated counterclockwise as shown in FIGS. 2A, 2B, and 2C from the position of FIG. 9C, the second clutch switching portion 10c for the transmission is rotated. The guide portion 10i rotates in the −y direction from the position shown in FIG. 9C and is pressed against the inner surface 9b of the guide groove 9a by the urging force of the second elastic member 10h, while the position shown in FIG. After that, along with the rotation, the axle 5 moves in the axial direction, that is, in the −x direction shown in FIG. 9A, and returns to the position shown in FIG. The guide portion 10i is pressed against the inner surface of the guide groove 9a by the urging force of the second elastic member 10h, and the transmission second clutch switching portion 10c is held so as not to move.

  The transmission second clutch 3h is switched between the engaged state and the disengaged state by the axial movement of the second clutch clutch switching unit 10c. That is, as shown in FIGS. 1 and 2 (a), if the second clutch switching unit 10c is in a position retracted from all the second clutch claws 3j, the second clutch for transmission. 3h is an engaged state, that is, a state that can be engaged with each of the driving force and the reverse input. This state can correspond to, for example, the state shown in FIG.

As shown in FIG. 3 and FIG. 4A, if the second clutch switching portion 10c for transmission is in a position in contact with the second clutch pawl 3j for transmission, the second clutch for transmission The switching unit 10c pushes up all the second clutch claws 3j to the outer diameter side, and the second clutch 3h for transmission is disengaged, that is, cannot be engaged with each of driving force or reverse input. It becomes a state.
This state can correspond to, for example, the states shown in FIGS. 9B and 9C.

  In the first clutch 3e for transmission, the notch 10d of the transmission sleeve 10b is moved to the position of the first pawl 3g-1 of the first clutch portion by the rotation of the transmission sleeve 10b in the circumferential direction. If the notches 10d are retracted from the positions of all the second claw portions 3g-2 of the second clutch portion 3e-2, the first claw portion 3g-1 is restrained from swinging by the speed change sleeve 10b. The first claw portion 3g-1 is engaged with the first cam surface portion 3f-1 with respect to each of the driving force and the reverse input by being released and rotated around the transmission clutch shaft 3k by the biasing force of an elastic member (not shown). It becomes possible. Further, since the second claw portion 3g-2 is restrained from swinging by the speed change sleeve 10b, the second claw portion 3g-2 has the second cam surface portion 3f-2 for each of the driving force and the reverse input. Cannot be engaged. This state can correspond to, for example, the state shown in FIG.

  By the rotation of the speed change sleeve 10b in the circumferential direction, the notch 10d of the speed change sleeve 10b is retracted from the position of the first claw part 3g-1 of the first clutch part, and the second clutch part 3e-2 If the notch portion 10d moves to the position of all the second claw portions 3g-2, the swinging of the first claw portion 3g-1 is restricted by the speed change sleeve 10b. On the other hand, the first claw portion 3g-1 cannot be engaged with the first cam surface portion 3f-1. Further, the second claw portion 3g-2 is released from the restraint of swinging by the speed change sleeve 10b, and rotates around the transmission clutch shaft 3k by an urging force of an elastic member (not shown), and receives the driving force or the reverse input, respectively. On the other hand, the second claw portion 3g-2 can be engaged with the first cam surface portion 3f-2. This state can correspond to, for example, the state shown in FIG.

  The state of the first speed change (direct connection) is shown in FIGS. The first clutch part 3e-1 and the second clutch part 3e-2 of the first clutch 3e for transmission are respectively the shifting sleeve 10b side of all the first claw parts 3g-1 and the second claw parts 3g-2. Is in contact with the speed change sleeve 10b so that it is not forcibly engaged with the second cam surface portion 3f-1 and the second cam surface portion 3f-2 against the biasing force of the elastic member. The swing is constrained. For this reason, the transmission first sun gear 3 a-1 and the transmission second sun gear 3 a-2 are rotatable relative to each other around the axle 5.

  On the other hand, the planetary carrier 3c for transmission and the second sun gear 3a-2 for transmission cannot be rotated relative to the driving force by the second clutch 3h for transmission. Therefore, the driving force is transmitted from the rear sprocket 4 at a constant speed in the order of the transmission planetary carrier 3c, the transmission planetary gear 3b, and the hub case 7 (transmission outer ring gear 3d).

  The state of the second speed change (speed increase 1) is shown in FIGS. By rotating the speed change operation part 10a of the speed change control mechanism 10 to a position in the circumferential direction by an external operation, the speed change sleeve 10b is also rotated in the circumferential direction, and all the first clutch parts 3e-1 are all first. The notch 10d of the speed change sleeve 10b moves to the position of the claw 3g-1.

  Thereby, all the first claw portions 3g-1 of the first clutch portion 3e-1 are released from the restraint by the speed change sleeve 10b, and among them, the same direction as the rotation direction of the transmission first sun gear 3a-1, That is, the first claw portion 3g-1 urged clockwise in the drawing rotates around the transmission clutch shaft 3k by the urging force of an elastic member (not shown), and the first claw portion 3g-1 It becomes possible to engage with one cam surface portion 3f-1. For this reason, the first sun gear 3a-1 for transmission cannot rotate relative to the axle 5 with respect to the driving force.

  On the other hand, the shift second clutch switching portion 10c moves in the axial direction along with the rotation of the shift sleeve 10b (from the state shown in FIG. 9A to the state shown in FIG. 9B). The tapered surface 10j provided on the two-clutch switching portion 10c contacts the end portions of all transmission second clutch claws 3j on the side of the second clutch switching portion 10c for transmission, and the second clutch claws 3j for transmission. Is separated from the second clutch cam surface 3i for transmission. For this reason, the planetary carrier 3c for transmission and the second solar wheel 3a-2 for transmission can be rotated relative to each other.

In this state, the driving force from the rear sprocket 4 is the speed increasing ratio (a + d) / where the number of teeth of the transmission first sun gear 3a-1 is a and the number of teeth of the transmission outer ring gear 3d is d. d
Is transmitted to the hub case 7.

  The state of the third speed change (speed increase 2) is shown in FIGS. By further rotating the speed change operation portion 10a of the speed change control mechanism 10 by an external operation, the speed change sleeve 10b also rotates in the circumferential direction, and all the second claw portions 3g-2 of the second clutch portion 3e-2 are rotated. The notch 10d of the speed change sleeve 10b moves to the position.

  As a result, all the second claw portions 3g-2 of the second clutch portion 3e-2 are released from the restraint of swinging by the transmission sleeve 10b, and the rotation direction of the transmission second sun gear 3a-2 The second claw portion 3g-2 urged in the same direction as that in FIG. 1, that is, in the clockwise direction in the drawing, rotates around the transmission clutch shaft 3k by the urging force of an elastic member (not shown). -2 can be engaged with the second cam surface portion 3f-2. For this reason, the second sun gear 3a-2 for transmission cannot rotate relative to the axle 5 with respect to the driving force.

  On the other hand, all the first claw portions 3g-1 of the first clutch portion 3e-1 are forced against the urging force of the elastic member with the end portion on the shift sleeve 10b side contacting the shift sleeve 10b. Therefore, the rocking is restrained so as not to engage with the first cam surface portion 3f-1. At this time, the moment is applied in the direction in which the engagement is released by the second tapered surface 10f provided in the notch 10d, so that the engagement is released smoothly and the transmission first sun gear 3a- 1 can rotate relative to the axle 5.

  Further, all the second clutch claws 3j for the transmission second clutch 3h are separated from the second clutch cam surface 3i for the transmission by the second clutch switching unit 10c for the transmission. The planetary carrier 3c for transmission and the second sun gear 3a-2 for transmission can be rotated relative to each other. This is because the shift second clutch switching portion 10c does not move in the axial direction of the axle 5 while the shift sleeve 10b moves from the state shown in FIG. 9B to the state shown in FIG.

In this state, the driving force from the rear sprocket 4 is such that the number of teeth of the transmission second sun gear 3a-2 is a and the number of teeth of the transmission planetary gear 3b meshing with the transmission first sun gear 3a-1. Is the speed increasing ratio [(a × b), where b is the number of teeth of the transmission planetary gear 3b meshing with the second sun gear 3a-2 for transmission and c is the number of teeth of the outer ring gear 3d for transmission. / (C × d)] + 1
Is transmitted to the hub case 7.

At the time of downshifting (when returning from the third speed to the second speed or when returning from the second speed to the first speed), the speed change sleeve 10b is rotated in the reverse direction by the first elastic member 10g. By the first tapered surface 10e of the portion 10d, the first claw portion 3g-1 engaged with the first cam surface portion 3f-1 and the second claw portion 3g- engaged with the second cam surface portion 3f-2. Since the force for pushing up 2 becomes strong and the shifting sleeve 10b is easy to return, smooth shifting can be achieved.

  On the other hand, the drive motor 15 is disposed at a position parallel to the transmission mechanism 3 and the speed reduction mechanism 16 in the axial direction. The output of the drive motor 15 is decelerated and transmitted to the planetary carrier 3c for transmission via the speed reduction mechanism 16. Further, the transmission planetary carrier 3 c is accelerated by the transmission mechanism 3 and transmitted to the hub case 7. The speed increasing ratio at this time varies depending on the state of the first clutch 3e for transmission and the second clutch 3h for transmission by the transmission control mechanism 10.

  Further, the reduction mechanism 16 uses a tooth provided on the outer periphery of the output shaft 15a of the drive motor 15 as a reduction gear sun gear 16a, and is in bearing with respect to the two-stage reduction gear planetary gear 16b and the motor housing 15b meshing with each other. A reduction gear outer ring gear 16d that is rotatable relative to the portion 13 and the two-way clutch 30, and a planet carrier that holds the reduction gear planet gear 16b.

  The planetary carrier for the speed reducer is constituted by a planetary carrier for transmission 3 c provided in the transmission mechanism 3. That is, the transmission planetary gear 3b and the reduction planetary gear 16b are supported by the transmission planetary carrier 3c by a common shaft 16c. By making the planetary carrier of the speed change mechanism and the planetary carrier of the speed reduction mechanism in common, the axle direction is made compact.

  In this embodiment, the output shaft 15 a of the drive motor 15 and the axle 5 are connected coaxially by a bearing 20. By the bearing 20, the output shaft 15a and the axle 5 can be relatively rotated around the axis. By supporting the output shaft 15a of the drive motor 15 so as to be rotatable relative to the axle 5 by the bearing 20, an effect of improving the rigidity of the axle 5 and the drive motor 15 can be expected.

  In this embodiment, the two-way clutch 30 is constituted by a roller clutch. In this configuration, a roller clutch cam surface 30e is formed on an inner ring 30c provided on the outer surface of the motor housing 15b. On the roller clutch cam surface 30e, the roller 30a is held by a holder 30b. A cylindrical outer ring 30d is provided on the inner surface of the reduction gear outer ring gear 16d, and the roller 30a is urged by an elastic member (not shown) in a direction to engage with the driving force from the driving motor 15. (Counterclockwise direction in FIG. 10).

In this state, the driving force from the driving motor 15 is such that the number of teeth of the reduction gear planetary gear 16b meshing with the reduction gear sun gear 16a is b, the number of teeth of the reduction gear outer ring gear 16d is b, and the reduction gear sun. Assuming that the number of teeth of the gear 16a is c and the number of teeth of the reduction gear planetary gear 16b meshing with the reduction gear outer ring gear 16d is d, the reduction ratio [(a × b) from the reduction gear sun gear 16a to the planet carrier 3c. / (C × d)] + 1.

  In this way, the driving force from the drive motor 15 is transmitted from the reduction gear sun gear 16a to the transmission planetary carrier 3c because the two-way clutch 30 causes the outer gear 16d for reduction gear to move around the motor housing 15b. It is because it is locked to.

  In FIG. 10, arrow a indicates the rotation direction of the planetary carrier 3c for transmission with the driving force of the drive motor 15, arrow b indicates the rotation direction of the planetary gear 16b for reduction gear, and arrow c indicates two-way. The direction of locking of the reduction gear outer ring gear 16d around the motor housing 15b by the clutch 30 and the arrow d indicate the direction of rotation of the output shaft 15a.

  On the other hand, in a state where there is no driving force from the driving motor 15 (a state where there is no assist), as shown in FIG. 11, the pedaling force from the pedal 40 and the reverse input from the driving wheel 45 cause the planetary carrier 3c for transmission to be transmitted. Via the reduction gear planetary gear 16b.

  In FIG. 11, an arrow e indicates the rotation direction of the planetary carrier 3c for transmission due to the pedaling force from the pedal 40 and the reverse input from the driving wheel 45 in a state where there is no driving force from the driving motor 15, and the arrow f indicates The rotation direction of the reduction gear planetary gear 16b at that time, and the arrow g indicates the rotation direction (free) around the motor housing 15b of the reduction gear outer ring gear 16d.

  At this time, the rotation direction (torque direction) of the reduction gear outer ring gear 16d is opposite to that in the assist state, so the two-way clutch 30 is not engaged. For this reason, the reduction gear outer ring gear 16d rotates freely around the motor housing 15b (see arrow g). Since the reduction gear outer ring gear 16d rotates freely around the motor housing 15b, torque is not transmitted to the output shaft 15a of the drive motor 15 and can advance without receiving drag resistance of the motor. .

  This is because the outer ring gear 16d for the speed reducer idles with respect to the motor housing 15b and cannot receive torque, so that the pedaling force is not transmitted to the output shaft 15a of the drive motor 15.

When the forward drive is not driven, the reverse input from the drive wheels is transmitted from the hub case 7 to the transmission planetary gear 3b. At this time, the reverse input is transmitted to the planetary carrier 3c for transmission by the transmission control mechanism 10 at a reduction ratio corresponding to the selected gear stage. 7 and 8 show the state of the second gear stage as an example. In this case, since the first sun gear 3a-1 for transmission cannot rotate relative to the axle 5, the reverse input from the hub case 7 determines the number of teeth of the first sun gear 3a-1 for transmission as a, If the number of teeth of the transmission outer ring gear 3d is d, the reduction ratio (a + d) / d
Is transmitted to the planetary carrier 3c for transmission.

  As a result, the reverse input from the drive wheel 45 is decelerated via the speed change mechanism 3 and transmitted to the planetary carrier 3c for transmission, and further accelerated and transmitted to the drive motor 15 via the speed reduction mechanism 16. Regenerative charging is possible.

  At this time, by operating the switching device 30f connected to the cage 30b from the outside of the axle 5, as shown in FIG. 12, the roller 30a can be urged in a direction to engage with the reverse input. (Clockwise direction in FIG. 12). As a result, the reduction gear planetary gear 16b is fixed to the motor housing 15b with respect to the reverse input, and the reverse input is accelerated and transmitted to the output shaft 15a to enable regenerative power generation.

  The switching device 30f regulates the movement of the retainer 30b in the engaging direction due to the biasing of the retainer 30b (biasing in a direction to engage with a reverse input by an unillustrated elastic member). Or the regulations can be lifted. In other words, by setting the movement of the cage 30b in the circumferential direction to be restricted, the two-way clutch 30 can be prevented from being locked even if a reverse input is input, and by releasing the restriction, the reverse input is input. The two-way clutch 30 can be set to be locked when the operation is performed.

  In FIG. 12, arrow h indicates the rotational direction of the planetary carrier 3c for transmission with the driving force of the driving motor 15, arrow i indicates the rotational direction of the planetary gear 16b for reduction gear, and arrow j indicates the two-way. The direction of locking of the reduction gear outer ring gear 16d by the clutch 30 around the motor housing 15b is indicated, and the arrow k indicates the rotation direction of the output shaft 15a.

  As a result, the speed reducer outer ring gear 16d is fixed to the motor housing 15b with respect to the reverse input, and the reverse input is accelerated and transmitted to the output shaft 15a, thereby enabling regenerative power generation.

  It should be noted that when the vehicle is moving backward (when the bicycle is pushed back by hand), the shift clutch that can be engaged by the operation of the shift control mechanism 10 is changed to the first clutch portion 3e- of the first clutch 3e for transmission. 1, one of the second clutch part 3e-2 and the second clutch 3h for transmission is always one. For this reason, the clutches do not interfere with each other. Therefore, it is possible to reverse at any gear.

As described above, the driving force (stepping force) from the rear sprocket 4 is increased in speed and transmitted to the drive wheels 45. The driving force from the driving motor 15 is decelerated via the speed reduction mechanism 16 and transmitted to the planetary carrier 3c for transmission, and then accelerated through the transmission mechanism 3 and transmitted to the drive wheels 45. .
On the other hand, the reverse input from the drive wheel 45 is decelerated and transmitted by the speed change mechanism 3 by operating the switching device 30f, further accelerated by the decelerating mechanism 16 and transmitted to the drive motor 15, and regenerative charging is performed. It becomes possible.

  Further, by providing a two-way clutch 30 between the reduction gear outer ring gear 16d and the motor housing 15b, the direction of engagement of which can be switched by an operation from outside the axle 5, the motor is dragged in the absence of assist during forward drive. It becomes possible to travel comfortably with the resistance disconnected, and regenerative power generation can be performed by engaging the two-way clutch in the reverse direction when the forward drive is not driven, and regeneration can be switched arbitrarily. Further, by adopting a speed change mechanism having a direct connection and a plurality of speed increases, it is possible to increase the speed ratio with a compact structure.

  In this embodiment, the number of stages of the planetary gear 3b for transmission is two, and the transmission mechanism 3 has a total of three stages including the directly connected state. However, the number of stages of the planetary gear 3b for transmission is one or three. It can also be more than steps.

  Further, as another configuration of the speed change control mechanism 10, for example, a mechanism that moves the speed change sleeve 10b with respect to the axle 5 in the axial direction is also conceivable. That is, by moving the shift sleeve 10b in the axial direction of the axle 5, the notch moves between the position of the transmission clutch pawl and the position retracted from the position of the transmission clutch pawl. The first clutch 3e for transmission and the second clutch 3h for transmission are switched by the movement.

  In these embodiments, in the first clutch 3e for a transmission constituted by a ratchet clutch, the engagement of each clutch pawl of the ratchet clutch with the clutch cam surface is related to the state in which the gear can be engaged by the transmission sleeve 10b. Although a method of switching to a state in which the gears cannot be combined is employed, other means may be employed as means for switching the axle 5 and the transmission sun gear 3a to be relatively rotatable and not to be relatively rotatable. Further, a known bicycle transmission mechanism may be used as the transmission mechanism.

  In this embodiment, the first clutch 3e for transmission and the second clutch 3h for transmission each employ a ratchet clutch, but a clutch having another configuration such as a roller clutch or a sprag clutch is employed. You can also. Moreover, although the roller clutch was employ | adopted as the two-way clutch 30, a sprag clutch can also be employ | adopted.

Further, in place of the two-way clutch 30, a one-way clutch using a ratchet clutch, a roller clutch, a sprag clutch mechanism, or the like may be employed. When a one-way clutch is used instead of the two-way clutch 30, the one-way clutch is not engaged with the pedaling force from the pedal 40 and the reverse input from the driving wheel 45 in a state where there is no driving force from the driving motor 15. Can be set as follows.
As a result, the reduction gear outer ring gear 16d and the reduction gear planetary gear 16b rotate freely around the motor housing 15b, so that torque is not transmitted to the output shaft 15a of the drive motor 15, and the motor dragging is performed. You can move forward without resistance.

1 Rear hub (hub)
3 Transmission mechanism 3a Transmission sun gear 3a-1 Transmission first sun gear 3a-2 Transmission second sun gear 3b Transmission planetary gear 3c Transmission planetary carrier 3d Transmission outer ring gear 3e Transmission First clutch 3e-1 first clutch portion 3e-2 second clutch portion 3f first clutch cam surface 3f-1 for transmission first cam surface portion 3f-2 second cam surface portion 3g first clutch pawl 3g for transmission -1 first claw portion 3g-2 second claw portion 3h second clutch 3i for transmission second clutch cam surface 3j for transmission second clutch claw 3k, 3m for transmission clutch shaft 4 for transmission sprocket (input member )
5 Axle 6 Hub flange 7 Hub case 8 One-way clutch 10 Transmission control mechanism 10a Operation unit 10b Transmission sleeve 10c Transmission second clutch switching unit 10d Notch 10e, 10f Tapered surface 10g First elastic member 10h Second elastic member 10i Guide Part 11, 12, 13, 14 Bearing part 15 Driving motor 15a Output shaft 15b Motor housing 16 Reduction mechanism 16a Reduction gear sun gear 16b Reduction gear planetary gear 16c Shaft 16d Reduction gear outer ring gear 20 Bearing 30 Two-way clutch 30a Roller 30b Cage 30c Inner ring 30d Outer ring 30e Roller clutch cam surface 30f Switching device

Claims (21)

A transmission mechanism (3), a speed reduction mechanism (16), and a drive motor (15) are arranged in parallel in the axial direction of the axle (5) inside the hub (1) of the drive wheel, and the transmission mechanism (3) And a function of transmitting a driving force generated by a pedaling force from a pedal from a driving force transmitting element to the driving wheel, and the speed reduction mechanism (16) transmits a driving force from the driving motor (15) to the driving wheel. Has the function to
The transmission mechanism (3) includes a planetary gear mechanism, and includes at least one transmission sun gear (3a), and a transmission planetary gear (3b) that meshes with the transmission sun gear (3a). A transmission outer ring gear (3d) meshing with the transmission planetary gear (3b), a transmission planet carrier (3c) holding the transmission planetary gear (3b), and a transmission control mechanism (10). The transmission first clutch (3e) that can switch the transmission sun gear (3a) to be rotatable relative to the axle (5) or not to be rotatable relative to the driving force and the reverse input, respectively. The driving force by the pedaling force from the pedal is input to the planetary carrier (3c) for transmission from the driving force transmitting element, and is transmitted from the planetary carrier (3c) to the driving wheel at a constant speed or higher.
The reduction mechanism (16) includes a planetary gear mechanism, and includes at least one reduction gear sun gear (16a), a reduction gear planetary gear (16b) meshing with the reduction gear sun gear (16a), and A reduction gear outer ring gear (16d) meshing with a reduction gear planet gear (16b) is provided, and the reduction gear planet gear (16b) is connected to the transmission planet carrier (3c) or its transmission planet carrier (3c). And a regenerative mechanism that is held by a member that rotates integrally with the battery.   The transmission mechanism (3) includes the transmission sun gear (3a) for each of driving force and reverse input between the transmission sun gear (3a) and the transmission planet carrier (3c). And a planetary carrier for transmission (3c), a second clutch for transmission (3h) capable of switching between relative rotation and non-rotation is provided. A battery-assisted bicycle with a mechanism.   The transmission planetary gear (3b) has a plurality of gear portions, and the transmission sun gear (3a) is provided in the same number as the gear portions, and one shift gear is provided for each gear portion. The mechanical sun gear (3a) is engaged, and any one of the plurality of transmission sun gears (3a) is selectively made non-rotatable to the axle (5) with respect to the driving force. 3. The battery-assisted bicycle equipped with the regenerative mechanism according to claim 2, wherein the driving force can be shifted in a plurality of stages of speed increasing states.   The second clutch for transmission (3h) is the transmission sun that meshes with a gear portion having the smallest number of teeth of the transmission planetary gear (3b) among the plurality of transmission sun gears (3a). The battery-assisted bicycle with a regeneration mechanism according to claim 3, wherein the battery-assisted bicycle is provided between a gear (3a) and the planetary carrier (3c) for transmission.   The driving force transmitting element and the planetary carrier for transmission (3c) are connected to the hub (1) via an input member (4) provided on one end side of the axle (5), and The motor (15) is provided on the other end side of the axle (5) with respect to the hub (1), and the speed change mechanism (3) and the speed reduction mechanism (16) are connected to the input member (4) and the drive. The battery-assisted bicycle provided with the regeneration mechanism according to any one of claims 1 to 4, wherein the battery-assisted bicycle is provided between the motor (5) and the motor.   The drive motor (5) is housed in a motor housing (15b), and the engagement direction can be switched between the motor housing (15b) and the outer ring gear (16d) for the speed reducer. (30) provided, The electrically assisted bicycle provided with the regeneration mechanism as described in any one of Claim 1 thru | or 5 characterized by the above-mentioned. The battery-assisted bicycle with a regeneration mechanism according to claim 6, wherein the two-way clutch (30) is a roller clutch.   The battery-assisted bicycle with a regenerative mechanism according to claim 6 or 7, wherein the switching of the two-way clutch (30) is performed in conjunction with a brake operation.   The battery-assisted bicycle with a regenerative mechanism according to any one of claims 1 to 8, wherein the first clutch for transmission (3e) is a ratchet clutch.   The transmission first clutch (3e) includes a transmission first clutch pawl (3g) on an outer surface of the axle (5), and a driving force and a reverse force are provided on an inner surface of the transmission sun gear (3a). The electric transmission according to claim 9, further comprising a first clutch cam surface (3f) for transmission that can engage the first clutch pawl (3g) for each input. Auxiliary bicycle.   The battery-assisted bicycle equipped with the regeneration mechanism according to any one of claims 2 to 4, wherein the transmission second clutch (3h) is a ratchet clutch.   The transmission second clutch (3h) includes a transmission second clutch pawl (3j) on an outer surface of the transmission sun gear (3a), and an inner surface of the transmission planet carrier (3c), 12. A transmission second clutch cam surface (3i) capable of engaging with the transmission second clutch pawl (3j) for each of driving force and reverse input is provided. A battery-assisted bicycle equipped with the regeneration mechanism described in 1.   The shift control mechanism (10) includes a shift sleeve (10b) having a notch (10d) around the axle (5), and the shift sleeve (10b) extends in the circumferential direction of the axle (5). A second clutch switching portion (10c) for shifting, which is rotatable and moves in the axial direction of the axle (5) along with the rotational motion of the shifting sleeve (10b), is provided, and the shifting sleeve (10b) is circumferential. By rotating in the direction, the first clutch for transmission (3e) is switched between the engaged state and the disengaged state for each of the driving force and reverse input, and the second clutch switching unit for transmission ( 10c) moves in the axial direction of the axle (5) to switch the second clutch for transmission (3h) between the engaged state and the disengaged state for each of the driving force and the reverse input. With features Motor-assisted bicycle provided with a regenerative mechanism of claim 12 that.   A speed change operation portion (10a) connected to the speed change sleeve (10b) is drawn out of the hub (1), and by operating the speed change operation portion (10a), the speed change sleeve (10b) Rotating in the circumferential direction of the axle (5), the battery-assisted bicycle with a regenerative mechanism according to claim 13.   The transmission sleeve (10b) is urged in the circumferential direction of the axle (5) by a first elastic member (10g), and the second clutch switching unit (10c) for transmission is a second elastic member. (10h) is urged in one axial direction of the axle (5), and the shift sleeve (10b) is urged against the urging force of the first elastic member (10g). When rotated in the other direction in the circumferential direction, the second clutch switching portion (10c) for transmission moves in the other direction in the axial direction of the axle (5) against the urging force of the second elastic member (10h). When the shifting sleeve (10b) is moved and rotated in one circumferential direction of the axle (5) by the biasing force of the first elastic member (10g), the transmission second clutch switching portion (10c) ) Is the axle by the urging force of the second elastic member (10h). Motor assisted bicycle provided with a regenerative mechanism according to claim 13 or 14, characterized in that movement in the axial direction in one direction 5).   The first clutch pawl (3g) for transmission is supported on the axle (5) so as to be capable of swinging around the clutch shaft (3k) for transmission, and the first clutch pawl (1g for transmission) is supported by an elastic member. 3g) is biased in the direction in which the first clutch cam surface (3f) for transmission is engaged, and the other end abuts on the transmission sleeve (10b), so that driving force and reverse input are Engagement between the transmission first clutch pawl (3g) and the transmission first clutch cam surface (3f) by restraining the swing of the transmission first clutch pawl (3g) with respect to each of them. The released state is maintained, and the other end enters the notch (10d) of the shift sleeve (10b), so that the first clutch pawl (3g) ) Swing restraint is released and the transmission first clutch The regenerative mechanism according to any one of claims 13 to 15, wherein the claw (3g) and the first clutch cam surface (3f) for transmission are engaged. Electric assist bicycle.   The second clutch pawl (3j) for transmission is supported by the sun gear (3a) so as to be swingable around the clutch shaft (3m) for transmission, and the second clutch pawl for transmission is supported by an elastic member. One end of (3j) is urged in a direction to engage the second clutch cam surface (3i) for transmission, and the other end abuts on the second clutch switching portion (10c) for transmission, The second clutch pawl (3j) for transmission and the second clutch cam surface (for transmission) are constrained to swing the second clutch pawl (3j) for transmission and reverse input, respectively. 3i) is maintained in the disengaged state, and the other end is disengaged from the second clutch switching unit (10c) for transmission, so that the transmission second and second inputs are respectively applied to the driving force and the reverse input. The shift of the two clutch pawls (3j) is released and the shift is The regenerative mechanism according to any one of claims 13 to 16, wherein the second clutch pawl (3j) and the second clutch cam surface (3i) for transmission are engaged. Equipped with a battery-assisted bicycle.   The notch (10d) has a first taper surface (10e) at one end in the circumferential direction of the axle (5) and a second taper surface (10f) at the other end. When the engagement between the second clutch pawl (3j) for transmission and the second clutch cam surface (3i) for transmission is released, the transmission sleeve (10b) is moved around the axle (5). The second clutch pawl (3j) for transmission is in contact with the first taper surface (10e) or the second taper surface (10f) regardless of the direction of rotation. Item 18. A battery-assisted bicycle equipped with the regeneration mechanism according to Item 17.   19. The battery-assisted bicycle equipped with a regenerative mechanism according to claim 1, wherein the planetary gear for a speed reducer (16 b) includes a two-stage gear portion having a different number of teeth.   The driving force transmission element and the transmission planet carrier (3c) are connected via an input member (4), and a one-way clutch is provided between the input member (4) and the transmission planet carrier (3c). The battery-assisted bicycle provided with the regeneration mechanism according to any one of claims 1 to 19, wherein (8) is provided.   The output shaft (15a) of the drive motor (15) and the axle (5) are connected coaxially, and the output shaft (15a) and the axle (5) are supported by a bearing (20) so as to be relatively rotatable. An electrically assisted bicycle provided with the regeneration mechanism according to any one of claims 1 to 20.

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