JP2013144502A - Bicycle provided with pedal-powered driving-force transmission mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bicycle that allows smoother transmission of pedaling forces exerted on pedals to a drive wheel such as a sprocket.SOLUTION: A bicycle includes: a crankshaft; an eccentric wheel that can rotate around the axis center of the crankshaft; a drive wheel rotating around the axis center of the crankshaft as the eccentric wheel rotates; a fixed external gear affixed to the body of the bicycle; a rotor, which has, on one side, an internal gear meshing with the fixed external gear, and on the other side, a bearing part slidably/rotatably supporting the eccentric wheel, has an external gear on the outside thereof, and is eccentric with respect to the center of the fixed external gear; and a rotator, which has an internal gear meshing with the external gear on the rotor, is coupled to a crankshaft, and rotates around the axis center of the crankshaft.

Description

  The present invention relates to a bicycle, and more particularly, to a bicycle provided with a pedal depression type driving force transmission mechanism.

  For bicycles equipped with a pedal depression type driving force transmission mechanism, various proposals for reducing the depression force and increasing the transmission force have been made. For example, in Patent Document 1, an internal gear fixed concentrically with a crankshaft of a bicycle pedal, a sun gear rotatably supported on the crankshaft, a sun gear having the same diameter as the sun gear, A planetary gear meshing with the internal gear is rotatably supported from a crank arm of a bicycle pedal to an extension arm extending along the extension line of the crank arm, and a front wheel side sprocket wheel is coaxially fixed to the sun gear. A bicycle is disclosed.

  According to the bicycle disclosed in Patent Document 1, since the sun gear and the planetary gear have the same diameter, when the pedal is rotated once, the sun gear rotates four times, and the gear ratio becomes 4: 1. It is said that the speed can be increased as compared with the prior art. However, in the bicycle disclosed in Patent Document 1, since the planetary gear that transmits the stepping force is interposed between the internal gear and the sun gear, the operating point for rotating the rear wheel is shifted to the crankshaft side. In addition, the length of the arm that transmits the stepping force applied to the pedal to the sun gear is shortened, and the frictional resistance between the internal gear and the sun gear increases, requiring a large stepping force. There is.

  In Patent Document 2, an internal gear is provided at the tip of the crank arm, an external gear that meshes with the internal gear and rotates, the gear ratio between the internal gear and the external gear is set to 2: 1, With the tip of the crank arm facing forward from the crankshaft that is the center of rotation of the crank arm and the outer gear meshing with the gear portion of the inner gear that is away from the crankshaft, the pedal stepping surface is facing upward A bicycle has been proposed in which a pedal is fixed to an external gear so as to obtain a substantially horizontal posture, thereby obtaining a large rotational driving force with a small stepping force.

  However, in the bicycle disclosed in Patent Document 2, the shaft on which the pedal is attached is located on the crankshaft side with respect to the outer peripheral surface of the internal gear provided at the tip of the crank arm. The length of the arm to the rotation axis is configured to be short, and there is a disadvantage that a large rotational driving force cannot be obtained with a small stepping force.

  Normally, in bicycles, to effectively change the pedal depression force to rotational drive force, the lever action due to the length of the crank arm to which the pedal is attached is greatly affected, but the length of the crank arm is Due to the limitation of the distance between the crankshaft and the ground, it cannot be lengthened freely. Therefore, in the conventional bicycle, it is actually not possible to reduce the stepping force and efficiently transmit the rotational driving force.

  In order to solve the drawbacks of these conventional bicycles, the present applicant has proposed a bicycle equipped with a pedal depression type driving force transmission mechanism in Patent Document 3. This bicycle uses the phase gear mechanism used in the rotary engine to transmit the stepping force applied to the pedal to the drive wheels such as sprockets, and efficiently transmits the rotational driving force while reducing the stepping force. A revolutionary bicycle that can be.

  However, when the inventor further researched after that, in the bicycle disclosed in Patent Document 3, when rotating the rotor provided with the internal gear meshing with the fixed external gear while revolving around the fixed external gear, When the rotor is directly connected to the crankshaft, the crankshaft moves and the pedal position changes with the revolution of the rotor, so that the pedal depression force cannot be fully utilized for the rotation of the rotor. In addition, when connecting the rotor and the crankshaft via the Oldham joint mechanism, the crankshaft is prevented from moving with the revolution of the rotor, but because the Oldham joint mechanism has a sliding part, Due to the friction at the sliding portion, the pedal depression force may not be smoothly transmitted to the rotor. As described above, according to the subsequent research by the present inventor, the bicycle having the pedal depression type driving force transmission mechanism disclosed in Patent Document 3 is further improved to a mechanism for transmitting the rotational driving force to the rotor. It turns out that there is room.

JP-A-6-171574 JP-A-9-301257 International Publication WO2011 / 001732

  The present invention was made in order to further improve the rotational driving force transmission mechanism in the bicycle proposed by the present applicant in Patent Document 3, and more smoothly transmits the stepping force applied to the pedal to the driving wheel such as a sprocket. It is an object of the present invention to provide a bicycle provided with a pedal depression type driving force transmission mechanism that can be performed.

  In order to solve the above problems, the present inventor has conducted extensive research and repeated trial and error, and as a result, provided an external gear on the outer periphery of the rotor having a bearing portion that slidably supports the eccentric ring. By attaching a rotating body with an internal gear that meshes with the gear to the crankshaft of the bicycle, the rotation of the crankshaft can be transmitted to the rotor via the rotating body, and the pedal depression force can be transmitted more smoothly to the rotor. The present invention has been completed by finding out that this can be done.

  That is, the present invention relates to a crankshaft that is rotatably supported by a bicycle body; an eccentric wheel that is eccentric with respect to the axis of the crankshaft, and that is rotatable about the axis of the crankshaft. A driving wheel that is concentric with the crankshaft, and that rotates around the axis of the crankshaft as the eccentric wheel rotates; concentric with the axis of the crankshaft, A fixed external gear fixed to the crankshaft; an internal gear that meshes with the fixed external gear on one side along the axial direction of the crankshaft, and the eccentric wheel that is slidably supported on the other side A rotor having a bearing portion that has an external gear on an outer periphery and is eccentric with respect to a center of the fixed external gear; and a rotary body having an internal gear meshing with the external gear of the rotor, Connected to the crankshaft, And a rotating member which rotates the axis around the link axis is to solve the above problems by providing a bicycle with a pedal-type driving force transmitting mechanism.

  In the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, the crankshaft is rotated by depressing the pedal, and the rotating body connected to the crankshaft is rotated to be provided on the rotating body. Since the rotor having the external gear meshing with the internal gear is rotated, there is no sliding portion in the transmission mechanism of the rotational driving force from the crankshaft to the rotor, and the pedal depression force can be transmitted to the rotor more smoothly. .

  In the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, the eccentric wheel, the rotor, and the rotating body are directed from the inside to the outside of the bicycle body along the axial direction of the crankshaft. The levers are preferably arranged in this order. When the eccentric wheel, the rotor, and the rotating body are arranged in this order, for example, a rotating cylindrical body with a bottom having an upper opening is used, and the opening is formed on a bicycle body. By disposing it inward, at least a part of the rotor and the eccentric ring can be covered with the rotating body so that dust or the like from the outside does not enter the movable part.

  In a preferred aspect of the bicycle of the present invention, the external gear of the rotor meshing with the internal gear of the rotating body sandwiches the rotor with the internal gear of the rotor meshing with the fixed external gear. Are facing each other back to back. As described above, when the external gear and the internal gear provided on the rotor face each other back to back, the position where the rotational force of the rotating body acts on the rotor and the rotor is rotatably supported by the fixed external gear. Is located on the same plane perpendicular to the axial direction of the crankshaft, the rotational force of the rotating body can be accurately transmitted to the rotor, and the rotor can be rotated more smoothly. The advantage that it can be obtained.

  Furthermore, in another preferred aspect of the bicycle of the present invention, the internal gear of the rotor and the eccentric wheel of the rotor in which the external gear of the rotor meshing with the internal gear of the rotating body meshes with the fixed external gear. Are opposed to each other with the rotor interposed between them and the bearings that support the sliding rotation of the bearings. As described above, when the external gear provided on the rotor is opposed to both the internal gear of the rotor and the bearing portion that supports the eccentric ring, the rotational force by the rotating body is applied to the internal gear of the rotor and the bearing. Therefore, the rotor itself and the eccentric wheel supported so as to be slidable and rotatable on the bearing portion of the rotor can be smoothly rotated without deviation. It is done.

  In the bicycle equipped with the pedal depression type driving force transmission mechanism according to the present invention, the driving wheel such as a sprocket is not directly rotated by the crankshaft, but the rotor is first rotated by rotating the rotating body connected to the crankshaft. Since the drive wheel is rotated through the eccentric wheel by the rotation, a moment having the distance from the eccentric shaft of the eccentric wheel to the point of application of the rotational force by the rotor as the arm length can be used. Therefore, the drive wheel can be rotated with a lighter stepping force than when the drive wheel is directly rotated by the crankshaft.

  In the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, it is desirable that the gear ratio of the fixed external gear and the internal gear of the rotor is 2: 3. When the gear ratio of the external gear and the internal gear is 2: 3, when the rotor makes one rotation, the eccentric wheel supported so as to be slidably rotatable on the bearing of the rotor makes three rotations. Since the speed can be increased and transmitted to a driving wheel such as a sprocket, the rotational driving force can be efficiently transmitted to the driving wheel.

  According to the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, the rotating body connected to the crankshaft is rotated by rotating the crankshaft, and the rotor, and further the eccentricity is rotated through the rotating body. Since the wheel can be rotated, there is an advantage that the pedal depression force can be transmitted more smoothly to the drive wheel such as a sprocket. Further, in the bicycle equipped with the pedal depression type driving force transmission mechanism of the present invention, the driving wheel such as the sprocket is not directly rotated by the crankshaft, but the rotor is first rotated by rotating the rotating body connected to the crankshaft. Since the drive wheel is rotated through the eccentric wheel by the rotation, the moment having the length of the arm as the distance from the eccentric shaft in the eccentric wheel to the point of action of the rotational force by the rotor can be used. As compared with the case where the wheel is directly rotated by the crankshaft, there is an advantage that the driving wheel can be rotated with a light depression force. Furthermore, according to the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, the depression force can be reduced and the rotation of the crankshaft can be accelerated and transmitted to the driving wheel efficiently. The advantage is that even a user with weak leg power can easily use the bicycle.

It is a side view which shows an example of the bicycle provided with the pedal depression type driving force transmission mechanism of this invention. It is a fragmentary sectional top view of the principal part of a driving force transmission mechanism. FIG. 3 is a partial sectional plan view showing a part of FIG. 2 in an enlarged manner. FIG. 3 is a cross-sectional view taken along the line X-X ′ of FIG. 2. FIG. 3 is a Y-Y ′ sectional view of FIG. 2. It is sectional drawing which shows the state which the internal gear of a rotor and a fixed external gear mesh in the upper end part of a fixed external gear. It is sectional drawing which shows the state which the internal gear of a rotor and a fixed external gear mesh in the left end part of a fixed external gear. FIG. 8 is a cross-sectional view showing a rotating body in FIG. It is explanatory drawing of the operation | movement which a driving wheel rotates via a rotor and an eccentric wheel by rotation of a rotary body. It is explanatory drawing of the operation | movement which a driving wheel rotates via a rotor and an eccentric wheel by rotation of a rotary body. It is explanatory drawing of the operation | movement which a driving wheel rotates via a rotor and an eccentric wheel by rotation of a rotary body. It is a cross-sectional top view which shows another example of the driving force transmission mechanism in the bicycle provided with the pedal depression type driving force transmission mechanism of this invention. It is a fragmentary sectional top view which expands and shows a part of FIG.

  Hereinafter, the present invention will be described in detail with reference to the drawings, but the present invention is not limited to the illustrated one.

  FIG. 1 is a side view showing an example of a bicycle provided with a pedal depression type driving force transmission mechanism of the present invention. In FIG. 1, reference numeral 1 denotes a bicycle provided with the pedal depression type driving force transmission mechanism of the present invention, 2 denotes a driving wheel such as a sprocket or a pulley, and 3 denotes a chain or belt for transmitting the rotational force of the driving wheel 2 to the rear wheel. And so on. Reference numeral 4 denotes a pedal, 5 denotes a crank, 6 denotes a crankshaft, 7 denotes a rotating body, and 8 denotes a frame constituting the body of the bicycle 1.

  FIG. 2 is an enlarged partial sectional plan view showing a main part of the driving force transmission mechanism in FIG. 1, and FIG. 3 is an enlarged partial sectional plan view showing a part of FIG. The same members as those in FIG. 1 are denoted by the same reference numerals. 2 and 3, 9 is a bottom bracket, 10 is a bearing, and the crankshaft 6 is rotatably supported in the bottom bracket 9 by the bearing 10. Reference numeral 11 denotes a fixed external gear, and the fixed external gear 11 is fixed to a cylindrical member 12 disposed concentrically with the crankshaft 6. Since the cylindrical member 12 is fixed to the bottom bracket 9, the fixed external gear 11 is fixed to the body of the bicycle 1. The fixed external gear 11 is concentric with the cylindrical member 12, and the cylindrical member 12 is concentric with the crankshaft 6, so that the fixed external gear 11 is also concentric with the rotation shaft of the crankshaft 6. In the illustrated example, the cylindrical member 12 is fixed to the bottom bracket 9, but the cylindrical member 12 may be fixed to the frame 8.

  13 is a rotor, and 14 is an eccentric ring. As shown in FIGS. 2 and 3, the rotor 13 is an internal gear that meshes with the fixed external gear 11 on one side (the right side in the illustrated example) located outside the body of the bicycle 1 along the axial direction of the crankshaft 6. Bearing 13g-i that supports the eccentric wheel 14 so as to be slidably rotatable on the other side (the left side in the illustrated example) located inside the vehicle body of the bicycle 1 along the axial direction of the crankshaft 6. It has a portion 13b. Further, the rotor 13 has an external gear 13g-o that meshes with an internal gear of the rotating body 7 described later on the outer periphery thereof. The rotor 13 is eccentric with respect to the center of the fixed external gear 11. As described above, since the center of the fixed external gear 11 coincides with the axis of the crankshaft 6, the rotor 13 is eccentric with respect to the axis of the crankshaft 6.

  On the other hand, the eccentric wheel 14 is slidably supported by the bearing portion 13b of the rotor 13 on one side located outside the vehicle body of the bicycle 1 along the axial direction of the crankshaft 6, and the crankshaft 6 The other side of the bicycle 1 along the axial direction of the bicycle 1 is rotatably attached to the cylindrical member 12 via a bearing 10. Since the cylindrical member 12 is concentric with the crankshaft 6 as described above, the eccentric ring 14 is rotatable around the axis of the crankshaft 6. The drive wheel 2 is attached to the eccentric wheel 14 concentrically with the axis of the crankshaft 6. When the eccentric wheel 14 rotates around the axis of the crankshaft 6, the drive wheel 2 is also cranked along with the rotation. It rotates around the axis of the shaft 6. In this example, the eccentric ring 14 is rotatably attached to the cylindrical member 12, but may be attached to the bottom bracket 9 or the frame 8 instead of the cylindrical member 12.

  In this example, as shown in FIGS. 2 and 3, the bearing 10 that rotatably supports the eccentric wheel 14 and the drive wheel 2 are located on the same plane perpendicular to the axial direction of the crankshaft 6. Therefore, the rotation of the drive wheel 2 accompanying the rotation of the eccentric wheel 14 is supported by the bearing 10 located in the rotation surface, and an advantage that stable and smooth rotation can be expected is obtained.

  The rotating body 7 has a bottomed cylindrical shape with an open top, and is attached to the crankshaft 6 with the bottom surface of the cylindrical shape facing the outside of the body of the bicycle 1. The cylindrical bottom surface of the rotating body 7 facing the outer side of the vehicle body may be composed of a plurality of discrete spoke-shaped members extending radially from the axis of the crankshaft 6, but exists inside the cylindrical shape. From the viewpoint of preventing foreign matters such as dust from entering the movable part, it is preferable to use a continuous circular plate-shaped member. An internal gear 7g-i that meshes with an external gear 13g-o provided on the outer periphery of the rotor 13 is provided on the inner side of the cylindrical shape with the upper portion of the rotating body 7 opened. Since the rotator 7 is attached to the crankshaft 6 and connected to the crankshaft 6, when the crankshaft 6 is rotated via a pedal and a crank (not shown), the rotator 7 causes the internal gear 7g-i to rotate to the rotor. 13 rotates around the axis of the crankshaft 6 while meshing with the 13 external gears 13g-o.

  Thus, in the bicycle of this example, the eccentric wheel 14, the rotor 13, and the rotating body 7 are arranged in this order from the inside of the bicycle 1 to the outside along the axial direction of the crankshaft 6. The bottomed cylindrical rotating body 7 having an open top is disposed with the opening facing the inside of the vehicle body of the bicycle 1, so that the cylindrical side surface of the rotating body 7 is appropriately extended to rotate the rotating body 7. In the case where at least a part of the eccentric ring 14 and the rotor 13 are covered by the cylindrical side surface, foreign matter such as dust from the outside is prevented from entering the movable part, and the occurrence frequency of malfunction etc. is kept low. The advantage that it can be obtained.

  In this example, as shown in FIGS. 2 and 3, the internal gear 13g-i and the external gear 13g-o in the rotor 13 face each other with the rotor 13 in between. Opposing back to back across the rotor 13 means that the internal gear 13g-i and the external gear 13g-o are at least partially on the same plane perpendicular to the axial direction of the crankshaft 6. In particular, in this example, all of the internal gears 13g-i are on the same plane perpendicular to the axial direction of the crankshaft 6 and all of the external gears 13g-o. The position where 13g-i exists and the position where the external gear 13g-o exist overlap. When the internal gear 13g-i and the external gear 13g-o in the rotor 13 are opposed to each other with the rotor 13 interposed therebetween, the position where the rotational force of the rotating body 7 acts on the rotor 13 and the rotor 13 are fixed. Since the position rotatably supported by the external gear 11 is present on the same plane at least in part along the axial direction of the crankshaft 6, the rotor 7 is rotated to rotate the rotor 13. In doing so, there is an advantage that the rotational force of the rotating body 7 can be accurately transmitted to the rotor 13 and the rotor 13 can be rotated more smoothly.

  4 is a cross-sectional view taken along line X-X ′ in FIG. 2. 6c is the axis of the crankshaft 6, 13c is the center of the rotor 13, and the center 13c of the rotor 13 is eccentric from the axis 6c of the crankshaft 6 by a distance indicated by e in the figure. Moreover, as shown in FIG. 4, the cross-sectional shape in the plane perpendicular | vertical to the axial direction of the crankshaft 6 of the rotor 13 is donut shape.

  5 is a cross-sectional view taken along the line Y-Y 'in FIG. 14c is the center of the eccentric wheel 14, and the center 14c of the eccentric wheel 14 coincides with the center 13c of the rotor 13, and is eccentric from the shaft center 6c of the crankshaft 6 by a distance indicated by e in the figure. Moreover, as shown in FIG. 5, the cross-sectional shape in the plane perpendicular | vertical to the axial direction of the crankshaft 6 of the eccentric ring 14 is circular.

  As shown in FIG. 4, the internal gear 13 g-i of the rotor 13 has a larger diameter than the fixed external gear 11, and the internal gear 13 g-i has more teeth than the fixed external gear 11. Therefore, although the internal gear 13g-i of the rotor 13 and the fixed external gear 11 mesh with each other, they are separated with each other. The ratio of the number of teeth of the fixed external gear 11 and the internal gear 13g-i, that is, the gear ratio is not particularly limited, but is preferably an integer ratio, and preferably the fixed external gear 11 and the internal gear 13g-i The gear ratio is preferably 2: 3. When the gear ratio between the fixed external gear 11 and the internal gear 13g-i is 2: 3, the rotor 13 meshes the internal gear 13g-i with the fixed external gear 11 and moves around the fixed external gear 11. When it revolves once while rotating, the eccentric wheel 14 supported by the bearing 13b of the rotor 13 so as to be slidable and rotatable is rotated three times around the axis 6c of the crankshaft 6, and the speed increasing rate is appropriate. Therefore, it is preferable. As for the relationship between the gear ratio and the rotational speed in the phase gear mechanism, for example, GP Planning Center, “History of Mazda Rotary Engine”, Grand Prix Publishing Co., Ltd., published on February 10, 2003, 28-36. Page 44.

  4, the internal gear 7g-i of the rotating body 7 has a larger diameter than the external gear 13g-o provided on the outer periphery of the rotor 13, and the internal gear 7g-i is the external gear 13g-. There are more teeth than o. Therefore, the internal gear 7g-i of the rotating body 7 and the external gear 13g-o of the rotor 13 are meshed with each other and are separated with each other. When the rotating body 7 is rotated from the state shown in FIG. 4, the rotor 13 having the external gear 13 g-o meshing with the internal gear 7 g-i of the rotating body 7 rotates around the fixed external gear 11 with the rotation. Revolve. At this time, since the locus of the point farthest from the axis 6c of the crankshaft 6 of the external gear 13g-o of the rotor 13 draws a circle centering on the axis 6c of the crankshaft 6, the radius of this circle If the internal gear 7g-i having a corresponding radius is provided in the rotating body 7 concentrically with the axis 6c of the crankshaft 6, even if the rotor 13 rotates and revolves while rotating around the fixed external gear 11, The internal gear 7g-i of the rotating body 7 and the external gear 13g-o of the rotor 13 are always meshed with each other while changing the meshing position, and the rotation of the rotating body 7 accompanying the rotation of the crankshaft 6 is achieved. Can be continuously transmitted to the rotor 13 via the internal gear 7g-i and the external gear 13g-o.

  This point will be described in detail with reference to the drawings as follows. That is, FIG. 6 is a view in which the rotating body 7 is omitted in the XX ′ sectional view in FIG. 2, but in FIG. 6, the axis 6 c of the crankshaft 6 and the center 13 c of the rotor 13 are separated by a distance e. The center 13c of the rotor 13 is eccentric from the axis 6c of the crankshaft 6 by a distance e. In the state shown in FIG. 6, the internal gear 13 g-i of the rotor 13 is meshed with the fixed external gear 11 at the top of the fixed external gear 11 in the drawing, and the outer gear 13 g-o provided on the rotor 13 is the most in the drawing. The lower end point P is the point farthest from the axis 6c of the crankshaft 6 of the external gear 13g-o. If the distance from the center 13c of the rotor 13 to the tip of the external gear 13g-o provided on the outer periphery of the rotor 13, that is, the radius of the external gear 13g-o is r, the distance from the axis 6c to the point P is e + r. When the rotor 13 revolves while rotating around the fixed external gear 11 while meshing the internal gear 13g-i with the fixed external gear 11, the positional relationship between the rotor 13 and the fixed external gear 11 changes, and the crankshaft 6 The point P farthest from the axis 6c also moves, but the distance from the axis 6c of the crankshaft 6 to the point P is always e + r and does not change.

  That is, for example, as shown in FIG. 7, the rotor 13 revolves from the state shown in FIG. 6 while rotating around the fixed external gear 11, and the internal gear 13g- of the rotor 13 at the left end portion of the fixed external gear 11 in the drawing. When i and the stationary external gear 11 are in mesh with each other, the rightmost point P in the drawing of the external gear 13g-o of the rotor 13 is the point farthest from the axis 6c of the crankshaft 6. The distance of P from the axis 6c is also e + r. As described above, the distance from the axis 6c of the crankshaft 6 to the farthest point P is such that the rotor 13 rotates around the fixed external gear 11 and the positional relationship between the rotor 13 and the fixed external gear 11 is the same. Even if it changes, it is e + r. That is, assuming a circle C having a radius e + r around the axis 6c of the crankshaft 6, even if the rotor 13 revolves while rotating around the fixed external gear 11, the external gear 13g-o in the rotor 13 is obtained. The point P that is the farthest from the axis 6c is always inscribed in the circle C. Therefore, as shown in FIG. 8, the internal gear 7g-i having a radius corresponding to the distance e + r rotates concentrically with the axis 6c of the crankshaft 6 so as to partially mesh with the external gear 13g-o of the rotor 13. If provided on the body 7, even if the rotor 13 rotates and revolves while rotating around the fixed external gear 11, the internal gear 7g-i of the rotating body 7 and the external gear 13g-o of the rotor 13 are always in contact with each other. It is possible to mesh with a part of the rotation and continuously transmit the rotation of the rotating body 7 accompanying the rotation of the crankshaft 6 to the rotor 13.

  Next, the operation of the pedal depression type driving force transmission mechanism of this example will be described with reference to FIGS. 9 to 11, (a) in each figure corresponds to a cross-sectional view taken along the line XX ′ in FIG. 2, and the rotor 13 is rotated by the rotation of the rotating body 7 accompanying the rotation of the crankshaft 6. The movement of rotating around the fixed external gear 11 while i is meshed with the fixed external gear 11 is shown. Further, (b) in each figure corresponds to a cross-sectional view taken along the line Y-Y ′ in FIG. 2, and shows the movement of the eccentric wheel 14 and the accompanying movement of the driving wheel 2 accompanying the rotation of the rotating body 7.

  As shown in FIGS. 9 to 11A, when the rotating body 7 rotates in the direction of the arrow in the drawing along with the rotation of the crankshaft 6 (not shown), the rotation is caused by the internal gear 7g-i of the rotating body 7 and The rotor 13 is transmitted to the rotor 13 via the external gear 13g-o of the rotor 13, and the rotor 13 rotates around the fixed external gear 11 while meshing a part of the internal gear 13g-i with the fixed external gear 11. In accordance with the rotation of the rotor 13, the eccentric wheel 14 supported so as to be slidably rotatable inside the rotor 13 as shown in (b) of each figure is an arrow in the figure centering on the axis 6c of the crankshaft 6. As a result, the drive wheel 2 connected to the eccentric wheel 14 also rotates in the direction of the arrow in the figure. At this time, as shown in (b) of each figure, since the center 14c of the eccentric wheel 14 is eccentric from the shaft center 6c of the crankshaft 6 by the distance e described above, the rotational force applied to the eccentric wheel 14 by the rotor 13 is Thus, the distance from the shaft center 6c to the outer periphery of the eccentric wheel 14 through the center 14c of the eccentric wheel 14 becomes a moment having the length of the arm and is efficiently transmitted to the eccentric wheel 14. Further, the rotation of the crankshaft 6 is transmitted to the rotor 13 through the gear mechanisms of the internal gear 7g-i of the rotating body 7 and the external gear 13g-o of the rotor 13, so there is no energy loss due to sliding friction and efficiency. It is possible to rotate the drive wheel 2 well.

  Since the bicycle 1 of the present example is configured as described above, when the crankshaft 6 is rotated via the pedal 4 and the crank 5, the rotation is transmitted to the rotor 13 via the rotating body 7. However, by revolving around the fixed external gear 11 while meshing a part of the internal gear 13g-i with the fixed external gear 11, the rotor 13 is supported by the bearing 10 so as to be slidable and rotatable. The eccentric wheel 14 is rotated, and as a result, the drive wheel 2 coupled to the eccentric wheel 14 is rotated. At this time, the rotation of the crankshaft 6 is accelerated and transmitted to the drive wheel 2 in accordance with the gear ratio that is the ratio of the number of teeth of the fixed external gear 11 and the number of teeth of the internal gear 13g-i of the rotor 13. It will be.

  FIG. 12 is an enlarged partial cross-sectional plan view showing a main part of another example of the driving force transmission mechanism in the bicycle provided with the pedal depression type driving force transmission mechanism of the present invention. FIG. It is a fragmentary sectional top view which expands and shows a part. The same members as those described above are denoted by the same reference numerals.

  As shown in FIGS. 12 and 13, in this example, the external gear 13 g-o of the rotor 13 extends long along the outer periphery of the rotor 13 along the axial direction of the crankshaft 6. Both 13g-i and the bearing portion 13b face each other across the rotor 13. That is, the external gear 13g-o of the rotor 13 and the bearing 10 and the internal gear 13g-i constituting the bearing portion 13b are present on the same plane perpendicular to the axial direction of the crankshaft 6 at least in a part of each. In particular, in the case of this example, all of the bearing 10 and the internal gear 13g-i constituting the bearing portion 13b are on the same plane perpendicular to the axial direction of the external gear 13g-o and the crankshaft 6. In the axial direction of the crankshaft 6, the position where the bearing 10 and the internal gear 13g-i constituting the bearing portion 13b are present overlaps with the position where the external gear 13g-o is present.

  The rotating body 7 is formed in a bottomed cylindrical shape deeper than that shown in FIGS. 2 and 3, and an external gear 13 g provided on the outer periphery of the rotor 13 is formed inside the cylindrical shape. An internal gear 7g-i having the same axial length of the crankshaft 6 as that of -o is provided, and a part of the internal gear 7g-i meshes with the external gear 13g-o.

  Thus, in the driving force transmission mechanism of the present example, the external gear 13g-o of the rotor 13 is opposed back-to-back with both the internal gear 13g-i and the bearing portion 13b of the rotor 13 and the rotor 13. Since the rotational force of the rotor 7 can be transmitted equally to both the internal gear 13g-i of the rotor 13 and the bearing portion 13b, the rotor 13 and the bearing portion 13b of the rotor 13 are supported so as to be slidably rotatable. It is possible to obtain an advantage that both the eccentric ring 14 and the eccentric ring 14 can be smoothly rotated together. In addition, since the cylindrical shape of the rotating body 7 is deep and covers a part of the rotor 13 and the eccentric ring 14, foreign matter such as dust from the outside is prevented from entering the movable part, resulting in malfunction or the like. There is an advantage that the frequency can be kept low.

  According to the bicycle having the pedal depression type driving force transmission mechanism according to the present invention, the rotation of the crankshaft can be transmitted to the rotor via the gear mechanism, and the bicycle can be efficiently advanced with a light depression force. Even a user with insufficient leg strength can easily use a bicycle. In addition, because the transmission efficiency of the stepping force is high, it is possible to travel long distances for a long time, as well as to reduce the burden on starting and uphill roads, resulting in the expansion of bicycle use opportunities, use range, and user groups. Therefore, the influence of the present invention on the industrial field is very large.

1 Bicycle 2 Drive Wheel 3 Transmission Band 4 Pedal 5 Crank 6 Crankshaft 7 Rotating Body 8 Frame 9 Bottom Bracket 10 Bearing 11 Fixed External Gear 12 Cylindrical Member 13 Rotor 14 Eccentric Wheel
e Eccentric distance

Claims (5)

  A crankshaft rotatably supported on a bicycle body; an eccentric that is eccentric with respect to an axis of the crankshaft, the eccentric being rotatable about the axis of the crankshaft; and the crankshaft A drive wheel that is concentric with the eccentric wheel and that rotates about the axis of the crankshaft as the eccentric wheel rotates; concentric with the axis of the crankshaft and fixed to the bicycle body. A rotor having a fixed external gear; an internal gear that meshes with the fixed external gear on one side along the axial direction of the crankshaft, and a bearing portion that slidably supports the eccentric ring on the other side A rotor having an external gear on the outer periphery and having an eccentric with respect to the center of the fixed external gear; and a rotary body having an internal gear meshing with the external gear of the rotor, the rotor being connected to the crankshaft. , Around the axis of the crankshaft And a rotating body rotating, a bicycle equipped with a pedal-type driving force transmitting mechanism.   The pedal depression type driving force transmission according to claim 1, wherein the eccentric wheel, the rotor, and the rotating body are arranged in this order from the inner side to the outer side of the bicycle body along the axial direction of the crankshaft. Bicycle with mechanism. 3. The pedal according to claim 1, wherein the external gear of the rotor that meshes with the internal gear of the rotating body faces the internal gear of the rotor that meshes with the fixed external gear and back-to-back across the rotor. A bicycle equipped with a step-down driving force transmission mechanism.   Both of the bearing unit that the outer gear of the rotor meshing with the internal gear of the rotating body supports the inner gear and the eccentric ring of the rotor meshing with the fixed external gear so as to be slidably rotatable, and the rotor A bicycle provided with a pedal depression type driving force transmission mechanism according to claim 1 or 2, wherein the pedal depression type driving force transmission mechanism is opposed back to back.   The bicycle provided with a pedal depression type driving force transmission mechanism according to any one of claims 1 to 4, wherein a gear ratio of the fixed external gear and the internal gear of the rotor is 2: 3.

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