WO2011162307A1

WO2011162307A1 - Human-operated device

Info

Publication number: WO2011162307A1
Application number: PCT/JP2011/064316
Authority: WO
Inventors: 健上條
Original assignee: Kamijyo Ken
Priority date: 2010-06-22
Filing date: 2011-06-22
Publication date: 2011-12-29
Also published as: JPWO2011162307A1

Abstract

As regards conventional human-operated devices, it is not the case that actual human-powered movements are sufficiently utilized and converted into effective driving forces. This is because the movement input method is based on crank pedal rotational movements, in disregard of natural movements of human body leg sections. Disclosed is a human-operated device configured in such a way as to be provided with a crank member (9) which is interlocked with a drive shaft (7) that is pivotally supported by a frame (1), said frame (1) being a component of a vehicle body or a machine structure (the inter-shaft distance between the drive shaft (7) and a crank member movable support shaft (16) is denoted by r); a swing member (10) one end of which is pivotally supported by the frame (1) via a swing member fixed support shaft (14) (the inter-shaft distance between the swing member fixed support shaft (14) and a swing member movable support shaft (15) is denoted by x); a connecting member (11) at one end of which there is provided a pedal (13) that is pivotally supported by a pedal support shaft (12), the other end of which is pivotally supported by one end of the crank member (9) via the crank member movable support shaft (16), and a portion between both ends of which is pivotally supported by the other end of the swing member (10) via the swing member movable support shaft (15) (the inter-shaft distance between the crank member movable support shaft (16) and the swing member movable support shaft (15) is denoted by y); and a fixed section consisting of that portion of the frame which is between the swing member fixed support shaft (14) and the drive shaft (7) (the inter-shaft distance between the swing member fixed support shaft (14) and the drive shaft (7) is denoted by w). The human-operated device is characterized in that there is configured a lever-crank mechanism wherein the following conditions are met: (r + x) < (y + w), (r + y) < (x + w), and (r + w) < (x + y). By means of this device, human power is effectively converted into driving force, resulting in driving efficiency being significantly improved.

Description

人力駆動装置Human power drive

　本発明は人力駆動装置の効率化に関するものである。 The present invention relates to increasing the efficiency of a human-powered drive device.

　　人力駆動装置の中で自転車は人間の力をペダルに伝え駆動装置を介して車輪を回転させ移動する簡便且つエコロジカルな交通手段である。一方自転車のペダル回転駆動に於ける基本的な駆動装置は長い間変っていない。しかし、この駆動装置は原動力である人体脚部の動きを生かして回転運動に変換させる駆動装置として必ずしも効率的になっていない。　 Bicycle is a simple and ecological means of transportation in which human power is transmitted to the pedal and the wheels are rotated via the drive device. On the other hand, the basic drive device for bicycle pedal rotation has not changed for a long time. However, this drive device is not necessarily efficient as a drive device that uses the motion of the human body leg, which is the driving force, to convert it into a rotational motion. *

　従来の自転車の片側のペダルを１回転した時の実際の踏力とその時の有効踏力の測定例を非特許文献１(Ｂｕｒｋｅ，Ｅ．Ｒの論文)から抜粋したものを図５に示す。実際の踏力Ｊはクランク角９０°以降も力を加え続け１２０°以降からゆっくり下がっているにも拘わらず有効な踏力Ｋは９０°以降下がり続け実際の踏力に対して有効な踏力は半分以下に落ちている。
　このグラフから明らかなように従来から使われている自転車の駆動装置は、実際の踏力に対して有効に使われている踏力にはかなり乖離があり、改善の余地が充分あると考えられる。これは駆動装置としてクランクによる回転運動をそのまま駆動軸に繋げているだけの装置で入力手段は回転運動であり踏み足の垂直方向の動き（競輪選手は接線方向への力が増える）をそのまま回転駆動力としているだけである。 FIG. 5 shows an excerpt from Non-Patent Document 1 (Burke, ER paper) of an example of measuring the actual pedaling force when one pedal of a conventional bicycle is rotated once and the effective pedaling force at that time. Although the actual pedaling force J continues to apply force after the crank angle of 90 ° and gradually decreases from 120 ° and beyond, the effective pedaling force K continues to decrease after 90 ° and the effective pedaling force is less than half the actual pedaling force. falling.
As is apparent from this graph, the conventional bicycle driving device has a considerable difference in the pedaling force that is used effectively with respect to the actual pedaling force, and it is considered that there is sufficient room for improvement. This is a device that just connects the rotational movement of the crank as a drive device to the drive shaft as it is, and the input means is a rotary motion, and the vertical movement of the foot (the cyclist increases the force in the tangential direction) as it is It is just a driving force.

　このペダル駆動を効率的に行うため近年色々な提案がされている。例えば特許文献１では図６に示すように両側２個のスプロケットとチェーンに取り付けられたペダルとクランク機構等から構成される駆動装置を用いて駆動効率を改良したものが提案されている。これは図６において上下に設けられたスプロケットからなる回転体と支持体の対及びこれらの回転体と支持体に掛け渡されたチェーンを左右に配設し、左右の回転体１及び１００を駆動軸１５に固定し、さらに、負荷が作用するチェーンリング６を該駆動軸上回転体１と回転体１００の間に取付ける。
これらの回転体と支持体に掛け渡されたチェーンとで構
成される人力駆動装置ユニットを左右に配設し、左右の回転体１及び１００を駆動軸１５に固定し、さらに、負荷が作用する上記夫々のユニットにおいて、フリークランク（右ユニット：１０、左ユニット：１０００）が夫々のチェーンの移動面に対して常に垂直に保持されるように構成されている。ペダル軸に負荷された踏力は、チェーンリングを介してスプロケットからなる回転体に伝えられ、該回転体に固定された駆動軸の回転トルクにより、自転車の後輪が回動する。この構成により、人力の駆動トルクへの変換効率の増大を図ろうとしている。 In recent years, various proposals have been made to efficiently drive the pedal. For example, Patent Document 1 proposes an improved drive efficiency using a drive device composed of two sprockets on both sides, a pedal attached to a chain, a crank mechanism, and the like, as shown in FIG. In FIG. 6, a pair of a rotating body and a supporting body composed of upper and lower sprockets in FIG. 6 and a chain spanned between the rotating body and the supporting body are arranged on the left and right sides, and the left and right

rotating bodies

1 and 100 are driven. A chain ring 6 that is fixed to the shaft 15 and on which a load acts is attached between the rotating body 1 on the drive shaft and the rotating body 100.
Human power drive unit units composed of these rotators and chains spanned on the support are arranged on the left and right, the left and

right rotators

1 and 100 are fixed to the drive shaft 15, and a load is applied. In each of the above units, the free crank (right unit: 10, left unit: 1000) is always kept perpendicular to the moving surface of each chain. The pedaling force applied to the pedal shaft is transmitted to a rotating body composed of a sprocket through the chain ring, and the rear wheel of the bicycle is rotated by the rotational torque of the drive shaft fixed to the rotating body. With this configuration, an attempt is made to increase the conversion efficiency of human power into drive torque.

　しかしながらこの提案では、スプロケット、回転軸、チェーンリング、フリークランク、アーム機構等多くの部品を必要とするため複雑な装置になり、その結果、重量アップ、コストアップ、取り付けスペースの制限、部品自身の摩擦損失による効率の低下等の問題が発生し、人力を駆動源とした簡便な装置としては却ってマイナス要因が増え、商品性・実用性に問題があった。 However, this proposal requires a lot of parts such as sprockets, rotating shafts, chain rings, free cranks, arm mechanisms, etc., resulting in a complicated device, resulting in increased weight, increased costs, limited installation space, and the parts themselves. Problems such as a reduction in efficiency due to friction loss occurred, and as a simple device using human power as a drive source, negative factors increased, and there was a problem in commerciality and practicality.

　また、特許文献２のようにペダリングの前後方向の動きを少なくする装置として図７に示すように左右のペダル２３Ｒの軌道Ｔに沿った動きに伴って左右のペダルレバー２２Ｒ（Ｌ）が前後方向にわずかに移動しながら上下方向に移動する。左右のペダルレバー２２Ｒ（Ｌ）の中間の連結部３５Ｒ（Ｌ）に回動自在に結合される左右のクランクアーム２４Ｒ（Ｌ）が出力軸２５を中心として３６０度回転運動して後輪が駆動される。左右のペダ
ルレバー２２Ｒ（Ｌ）の移動に伴って左右の支点リンク２１Ｒ（Ｌ）の他端部３２Ｒ（Ｌ）が左右のクランクアーム２４Ｒ（Ｌ）側に揺動する際、左右のクランクアーム２４Ｒ（Ｌ）の一端部３６の回転軌道Ｗの内側に左右の支点リンク２１Ｒ（Ｌ）の他端部３２Ｒ（Ｌ）が入り込むように左右の支点リンク２１Ｒ（Ｌ）を設けるように、配置された駆動入力装置でペダル駆動軌跡を従来の円形から扁平な楕円軌道になるため、前後方向の動きを少なくし疲労を低減させることを目的としている。しかしながら、この提案はクランク機構を用い機構としては簡便であるが、ペダルへの踏み込み移動軌跡の改良であり、以下で説明するように駆動トルクの効率向上にはなっていない。 Further, as shown in FIG. 7, as a device for reducing the forward and backward movement of pedaling as in Patent Document 2, the left and right pedal levers 22R (L) are moved in the longitudinal direction as the left and right pedals 23R move along the track T. Move up and down while moving slightly. The left and right crank arms 24R (L) rotatably coupled to the intermediate connecting portion 35R (L) of the left and right pedal levers 22R (L) rotate 360 degrees about the output shaft 25 to drive the rear wheels. Is done. When the other end 32R (L) of the left and right fulcrum links 21R (L) swings to the left and right crank arms 24R (L) as the left and right pedal levers 22R (L) move, the left and right crank arms 24R The left and right fulcrum links 21R (L) are arranged so that the other end portions 32R (L) of the left and right fulcrum links 21R (L) enter inside the rotation path W of the one end portion 36 of (L). The pedal input trajectory is changed from a conventional circular shape to a flat elliptical trajectory by the drive input device, and therefore the object is to reduce the movement in the front-rear direction and reduce fatigue. However, although this proposal is simple as a mechanism using a crank mechanism, it is an improvement in the trajectory of the pedal and is not improved in driving torque efficiency as described below.

この提案の駆動装置に於ける力の平衡を図８のように模式図を使って説明する。ペダル２３Ｒがペダルレバー２２Ｒのクランクアーム２４Ｒ側に設置されている為、ペダル２３Ｒに矢印の方向入力Ｆを加えた時クランクアーム端部３６Ｒに働く合力Ｎは支点リンクの他端部３２Ｒを支点として同じ側に力が働く（第２種のてこの原理：栓抜きに代表される、てこの原理）。その為従来から使われている自転車のクランク機構と同じように、クランクアーム端部３６Ｒに働く力のベクトル方向がクランク角度によって大きく変る為、駆動軸への変換効率が大きく変化する。その結果全体としての効率は改善されない。以下クランク角度の違いによる駆動力を図８、図９、図１０の模式図を使って説明する。 The balance of force in the proposed drive device will be described with reference to a schematic diagram as shown in FIG. Since the pedal 23R is installed on the side of the crank arm 24R of the pedal lever 22R, the resultant force N acting on the crank arm end 36R when the arrow direction input F is applied to the pedal 23R is based on the other end 32R of the fulcrum link. A force acts on the same side (the second kind of lever principle: a lever principle represented by a bottle opener). Therefore, as in the conventional crank mechanism of a bicycle, the vector direction of the force acting on the crank arm end portion 36R varies greatly depending on the crank angle, so that the conversion efficiency to the drive shaft varies greatly. As a result, the overall efficiency is not improved. Hereinafter, the driving force due to the difference in the crank angle will be described with reference to the schematic diagrams of FIGS.

矢印の方向に踏力Ｆがペダル２３Ｒに加わった時のクランクアーム一端部３６Ｒに働く駆動力Ｔを図７に表示する。支点リンク２１Ｒは自由回転であるから、支点リンク他端部３２Ｒに働く抗力Ｒは支点リンク一端部３１Ｒに向かう方向のベクトルとなる。踏力Ｆと抗力Ｒの二つの力の作用線の交点Ｏとクランクアーム一端部３６Ｒを結んだ方向に前記二つの力の合力（Ｎ）を求めると、クランクアーム一端部３６Ｒに働く力Ｎとなる。この力のクランクアーム一端部３６Ｒの接線方向の分力が駆動力Ｔとなる。図７のクランク角度の時の駆動力Ｔは最も大きな値となっている。このクランク角度の前後９０度での駆動力Ｔを図７と同様に求めると図８、図９のようになる。合力Ｎはほぼ出力軸２５に向かっている為クランクアーム２４Ｒの接線方向となる駆動力Ｔは殆ど０になっている。このようにクランク角度１８０度の間駆動力は大きく変動している。この提案の駆動装置に於けるクランク角度と駆動力の関係を駆動効率として数値計算により算出し図１０に表す。駆動効率は駆動力を一定の踏力で割った値である。この提案の駆動装置による駆動効率も前述した図４の従来の自転車の有効踏力特性とほぼ同様にクランク角によって駆動効率が大きく変動しており人力を有効に生かした駆動装置になっていないという問題があった。 FIG. 7 shows the driving force T acting on the crank arm one end portion 36R when the pedaling force F is applied to the pedal 23R in the direction of the arrow. Since the fulcrum link 21R rotates freely, the drag R acting on the fulcrum link other end 32R becomes a vector in a direction toward the fulcrum link one end 31R. When the resultant force (N) of the two forces is obtained in the direction connecting the intersection point O of the two force action lines of the pedal force F and the drag force R and the crank arm one end 36R, the force N acting on the crank arm one end 36R is obtained. . The component of the force in the tangential direction of the crank arm one end 36R becomes the driving force T. The driving force T at the crank angle in FIG. 7 has the largest value. When the driving force T at 90 degrees before and after the crank angle is obtained in the same manner as in FIG. 7, the driving force T is as shown in FIGS. Since the resultant force N is almost directed toward the output shaft 25, the driving force T in the tangential direction of the crank arm 24R is almost zero. Thus, the driving force fluctuates greatly during the crank angle of 180 degrees. The relationship between the crank angle and the driving force in the proposed driving device is calculated as a driving efficiency by numerical calculation and is shown in FIG. The driving efficiency is a value obtained by dividing the driving force by a constant pedaling force. The drive efficiency of the proposed drive device is also a problem that the drive efficiency varies greatly depending on the crank angle in the same manner as the effective pedaling force characteristic of the conventional bicycle shown in FIG. was there.

特許第２８２０７７号Japanese Patent No. 282077 特許開平１１-２６３２７５Patent Kaihei 11-263275

本発明に於いて解決される課題は従来の人力駆動装置が実際の人体の運動機能を充分生かしきれずに有効な駆動力として変換されておらず、人力の入力方法が人体の脚部の往復運動に効率的に動力変換して、より楽に、かつ高速に自転車を駆動することのできる人力駆動装置を提供することにある。 The problem to be solved by the present invention is that the conventional human power drive device does not make full use of the actual human body's motor function and is not converted as an effective drive force, and the human power input method does not reciprocate the leg of the human body. It is an object of the present invention to provide a human-powered drive device that can efficiently convert power into motion and drive a bicycle more easily and at high speed.

本発明は
１）人力を駆動源とした機械の駆動装置であって、
機械を構成するフレームに軸支された駆動軸に連結したクランク部材と、
一端を揺動部材固定支点軸によって該フレームに軸支された揺動部材と、
一端にペダル支点軸によって軸支されたペダルを設け、他端をクランク部材遊支点軸によって該クランク部材の端部に軸支され、その両端部の間の一部を揺動部材遊支点軸によって該揺動部材の他端に軸支された連結部材と、
該揺動部材固定支点軸から該駆動軸との間のフレーム部分を固定節とした構成であって、
（ａ）（ｒ＋ｘ）＜（ｙ＋ｗ）
（ｂ）（ｒ＋ｙ）＜（ｘ＋ｗ）
（ｃ）（ｒ＋ｗ）＜（ｘ＋ｙ）
ここで　ｒ＝該駆動軸とのクランク部材遊支点軸との軸間距離
　　　　ｘ＝該揺動部材固定支点軸と揺動部材遊支点軸との軸間距離
　　　　ｙ＝該クランク部材遊支点軸と該揺動部材遊支点軸との軸間距離
　　　　ｗ＝該揺動部材固定支点軸と該駆動軸との軸間距離
である、てこクランク機構を構成し、該ペダルへの人間の脚力により該駆動軸が回転駆動することを特徴とする人力駆動装置。 The present invention is 1) a machine drive device using human power as a drive source,
A crank member connected to a drive shaft supported by a frame constituting the machine;
A swing member pivotally supported on the frame by a swing member fixed fulcrum shaft at one end;
A pedal pivotally supported by a pedal fulcrum shaft is provided at one end, the other end is pivotally supported by an end of the crank member by a crank member free fulcrum shaft, and a part between the both ends is supported by a swing member free fulcrum shaft. A connecting member pivotally supported on the other end of the swing member;
The frame portion between the swing member fixed fulcrum shaft and the drive shaft is a fixed joint,
(A) (r + x) <(y + w)
(B) (r + y) <(x + w)
(C) (r + w) <(x + y)
Where r = distance between the drive shaft and the crank member free fulcrum shaft x = distance between the swing member fixed fulcrum shaft and the swing member free fulcrum shaft y = the crank member free fulcrum shaft and the shaft The distance between the shafts of the swing member free fulcrum shaft is a distance between the shaft of the swing member fixed fulcrum shaft and the drive shaft, and constitutes a lever crank mechanism. Is a human-powered drive device characterized by being driven to rotate.

２）電動アシスト自転車であって、電動アシスト自転車の駆動軸に第１項記載のクランク部材を連結させたことを特徴とする　１）に記載の人力駆動装置。
である。 2) The human-powered drive device according to 1), which is an electrically assisted bicycle, wherein the crank member described in item 1 is connected to a drive shaft of the electrically assisted bicycle.
It is.

本発明は、人体脚の運動をほぼ一方向の往復運動と捉え、往復運動を入力として効率良く回転運動に変換する駆動装置を提供するものである。
本発明の構成は、（図１２）連結部材上の支点に於いて、クランク部材遊支点軸１６とペダル支点軸１３の間に揺動部材遊支点軸１５を置くことにより、作用点（クランク部材端部１６）・支点（揺動部材端部１５）・力点（ペダル１３）の順序で配置した第１種のてこの原理（洋ハサミに代表されるてこの原理）を応用することになる。ペダル１３に下方に踏力を掛けると、揺動部材遊支点軸１５を支点として出力部（駆動軸遊支点軸１６）では踏力Ｆとは反転する方向に力が逆向きの力Ｔが働く。一方揺動部材遊支点軸１５は踏力によって揺動部材固定支点軸１４を中心にして揺動運動しようする動きを受けている。その結果、駆動軸遊支点軸１６は揺動部材遊支点軸１５によって揺動による運動と揺動部材遊支点軸を支点とした第１種のてこの反転の運動との両方の動きを受ける。 The present invention provides a drive device that regards the motion of a human body leg as a reciprocating motion in almost one direction and efficiently converts the reciprocating motion into a rotational motion as an input.
The configuration of the present invention is as follows. (FIG. 12) At the fulcrum on the connecting member, the swinging member free fulcrum shaft 15 is placed between the crank member free fulcrum shaft 16 and the pedal fulcrum shaft 13 so that the operating point (crank member The first type lever principle (the lever principle represented by the scissors) arranged in the order of the end portion 16), the fulcrum (the swing member end portion 15), and the force point (the pedal 13) is applied. When a pedaling force is applied to the pedal 13 downward, a force T is applied in the direction opposite to the pedaling force F in the output portion (driving shaft pivot point shaft 16) with the swinging member pivot point 15 as a fulcrum. On the other hand, the swinging member free fulcrum shaft 15 is subjected to a swinging motion about the swinging member fixed fulcrum shaft 14 by a stepping force. As a result, the drive shaft free fulcrum shaft 16 is subjected to both the movement due to the swing and the reverse movement of the first type lever with the swing member free fulcrum shaft as a fulcrum by the swing member free fulcrum shaft 15.

この反転するベクトルを活用にすることにより、クランク角・駆動力特性及びペダル軌跡を画期的に変えることが可能となり人力の特性に合った効率の高い人力駆動機構を提供可能となった。
本案の駆動装置が構成している各部材の最適な長さの割合を調整することによって方向が異なる双方の力の割合を調整して効率的なペダル軌跡と踏力・駆動特性を見つけることが可能である。 By utilizing this reversal vector, the crank angle / driving force characteristics and pedal trajectory can be changed epoch-makingly, and it is possible to provide a highly efficient human power driving mechanism that matches the characteristics of human power.
By adjusting the ratio of the optimal length of each member that the drive unit of the present plan configures, it is possible to adjust the ratio of both forces in different directions to find an efficient pedal trajectory and pedaling force / driving characteristics It is.

以下、本発明の力学的作用を模式図（図１２～図１４）で説明する。 Hereinafter, the mechanical action of the present invention will be described with reference to schematic diagrams (FIGS. 12 to 14).

本発明による装置に於いて一定の踏力Ｆが駆動軸・揺動部材固定支点軸延長線ｇに平行に作用した時の駆動力Ｔを前述の従来例と同様の方法で求める。クランク部材９が時計の針の９時を指す時のクランク部材の角度を０度とし、０°の時の駆動力Ｔを図１２に表す。又クランク角が９０度と１８０°の時の駆動力Ｔを同様の方法で求め図１３、図１４に表す。クランク角０度の時の駆動力と９０°と１８０°の時の駆動力は大体同じ程度の大きさの駆動力を示している。クランク角度による駆動力が片側のペダル半回転の範囲で駆動力の違いが少なくなっている。これは本発明が従来の駆動装置に対して効率の良い駆動装置となっていることを示している。 In the apparatus according to the present invention, the driving force T when a constant pedaling force F acts in parallel with the driving shaft / oscillating member fixed fulcrum shaft extension line g is obtained by the same method as in the above-described conventional example. FIG. 12 shows the driving force T when the angle of the crank member when the crank member 9 points to 9 o'clock of the timepiece is 0 degree and 0 °. The driving force T when the crank angle is 90 degrees and 180 degrees is obtained by the same method and shown in FIGS. The driving force when the crank angle is 0 ° and the driving force when the crank angle is 90 ° and 180 ° are substantially equal to each other. The difference in driving force is small in the range where the driving force depending on the crank angle is half the pedal half rotation. This indicates that the present invention is a more efficient drive device than the conventional drive device.

　ペダル支点軸と揺動部材遊支点軸との長さをｚとした時、ｘ＝２．５ｒ、ｙ＝２．5ｒ、ｗ＝２ｒ、ｚ＝２．５ｒの長さにしてレイアウトする。このレイアウトは円運動から近似直線に変換するチェビシェフの近似直線として知られているリンク機構を逆に用い、円弧運動から円運動への変換としたものである。このレイアウトの時、踏力負荷範囲ｄ及びその前後を含めペダル下降線は近似直線になっており、ペダル戻り曲線ｃも前後方向の幅が少なく無駄な動きのないペダル軌跡となっている。更にクランク角に対する駆動力特性も後述するように腰を中心にしてストレートに足裏でペダルを踏み出していくことにより均一に駆動力が得られる無駄のないペダリングを可能としている。 When the length of the pedal fulcrum shaft and the swinging member free fulcrum shaft is z, the layout is made such that x = 2.5r, y = 2.5r, w = 2r, z = 2.5r. In this layout, a link mechanism known as Chebyshev's approximate straight line that converts circular motion into an approximate straight line is used in reverse to convert arc motion into circular motion. In this layout, the pedal descending line including the pedal force load range d and its front and back is an approximate straight line, and the pedal return curve c is also a pedal locus having a small width in the front and rear direction and no useless movement. Further, the driving force characteristic with respect to the crank angle also enables pedaling without waste, in which the driving force can be obtained uniformly by stepping on the pedal straight with the sole centered on the waist as will be described later.

上記構成におけるペダルの運動軌跡aと駆動効率＝駆動力／踏力を数値計算により求め其々図１５、図１６に示す。図１５はクランク部材９が駆動軸７を中心にして時計の９時の位置を０°として時計回りに１回転したときのペダル１３のペダル軌跡aと本駆動機構の主要部材の位置関係を模式的に示している。左右のクランク部材９は１８０°の位相差で駆動軸７に連動されている為左右のペダル位置は互いのクランク部材９が１８０°回転した位置に配置されている。例えば右のクランク部材が０度の位置にある時右のペダルＲ１３は軌跡の最上位から少し下のＲ１の位置にある。この時左のペダル位置は右のペダル位置Ｒ５と同じＬ１に示す位置にある。この位置から右のペダルに荷重を加えＲ５までペダル下降線ｂを直線的に荷重領域ｄの間押し下げていく。その時、左のペダルは連れまわってＬかＬ２迄少し下がってから弓なりにペダル戻り曲線ｃに沿って最上位まで跳ね上がってからペダル下降直線ｂをＬ５まで少し下がる。ペダル下降線ｂは駆動軸・揺動部材遊支点軸固定支点軸延長線ｇに平行である。以上のように、右のペダル１３にＲ１からＲ５まで踏力を加えた時クランク角度０°から１８０°まで回転する。続いて左のペダルに荷重を加えられ５Ｌから右ペダルと同様の繰り返しを行う。 The pedal movement trajectory a and the driving efficiency = the driving force / the pedaling force in the above configuration are obtained by numerical calculation and are shown in FIGS. 15 and 16, respectively. FIG. 15 schematically shows the positional relationship between the pedal locus a of the pedal 13 and the main members of the present drive mechanism when the crank member 9 makes one clockwise rotation around the drive shaft 7 with the 9 o'clock position of 0 °. Is shown. Since the left and right crank members 9 are interlocked with the drive shaft 7 with a phase difference of 180 °, the left and right pedal positions are arranged at positions where the crank members 9 are rotated 180 °. For example, when the right crank member is at the 0 degree position, the right pedal R13 is at the position R1 slightly below the top of the locus. At this time, the left pedal position is at the same position L1 as the right pedal position R5. From this position, a load is applied to the right pedal, and the pedal descending line b is linearly pushed down during the load region d until R5. At that time, the left pedal is brought down to L or L2 and then jumps up to the top along the pedal return curve c in a bow shape, and then the pedal descending straight line b is lowered to L5. The pedal descending line b is parallel to the drive shaft / oscillating member free fulcrum shaft fixed fulcrum shaft extension line g. As described above, when the pedal force is applied to the right pedal 13 from R1 to R5, the crank angle rotates from 0 ° to 180 °. Subsequently, a load is applied to the left pedal, and the same repetition as the right pedal is performed from 5L.

次に駆動効率（＝駆動力/踏力）を図１６で説明する。左右のペダルに交互に踏力を加えた時の駆動効率をＥ１の実線で表している。図１６でクランク部材が０°の時の右ペダル位置をＲ１として１８０°Ｒ５まで回転し、引き続き左ペダルをＬ５からＬ９まで踏力を加えた時の駆動効率を表している。点線は仮にペダルに踏力を加えた場合の駆動力を表しているが、駆動効率が低くなっており、左右のペダル踏力が重なっている。駆動効率が低いペダルは動きが重いので乗員は必然的に軽い駆動効率の高いペダルに変えていく。従って実際には１８０度毎に左右のペダルへの荷重を実線のように交互に荷重をかけていくことになり、E1の実線で示されるように台形状の安定した高い駆動効率曲線を発揮することが出来る。 Next, driving efficiency (= driving force / treading force) will be described with reference to FIG. The driving efficiency when the pedaling force is alternately applied to the left and right pedals is indicated by a solid line E1. FIG. 16 shows the driving efficiency when the right pedal position when the crank member is 0 ° is R1 and rotated to 180 ° R5 and the pedal is continuously applied to the left pedal from L5 to L9. The dotted line represents the driving force when the pedaling force is applied to the pedal. However, the driving efficiency is low, and the left and right pedaling forces overlap. Since pedals with low driving efficiency are heavy in movement, passengers will inevitably change to light pedals with high driving efficiency. Therefore, in actuality, the load on the left and right pedals is alternately applied every 180 degrees as shown by the solid line, and a stable trapezoidal high driving efficiency curve is exhibited as shown by the solid line of E1. I can do it.

このようにＲ１からＲ５の領域を踏力負荷領域ｄとして交互に踏力を加え、駆動軸に絶え間なく駆動力を与えていくことが出来る。また踏力負荷領域ｄ及びその前後も合わせてペダル下降線ｂは近似直線となっており、股関節を中心としてストレートにペダルを踏み出していくことにより均一に駆動力が得られる無駄のないペダルへの足の動きを可能としている。従来の駆動機構のように回転運動を考えた前後方向の無駄な動きをする必要が全くなく人体の動きに合った効率的な駆動機構となる。またペダル戻り曲線ｃも僅かに弓なりの曲線で上昇するので、前後方向の無駄な動きは発生しない。 In this way, it is possible to continuously apply the driving force to the driving shaft by applying the pedaling force alternately with the region from R1 to R5 as the pedaling force load region d. In addition, the pedal descending line b is an approximate straight line including the pedaling force load region d and the front and rear thereof, and the pedal to the pedal without waste that can obtain a driving force uniformly by stepping the pedal straight around the hip joint. Is possible. There is no need to make a useless movement in the front-rear direction considering rotational movement as in the case of a conventional drive mechanism, and an efficient drive mechanism that matches the movement of the human body is obtained. Further, since the pedal return curve c also rises with a slightly bowed curve, no unnecessary movement in the front-rear direction occurs.

一般の自転車駆動装置と前述の案の効率特性を比較すると明らかに本発明の駆動特性効率が大幅に改善されていることが分かる。上記レイアウトの構成比率は本発明の代表的な１つの例であり、人体脚部の最適動作と車両レイアウト・地面との干渉等の関連を考慮して最適駆動力/踏力特性及び最適ペダル軌跡（負荷荷重・戻り速度等）を実際に確認した上で本案部材の構成比率を求める。 When comparing the efficiency characteristics of a general bicycle drive device and the above-mentioned plan, it is apparent that the drive characteristic efficiency of the present invention is greatly improved. The composition ratio of the layout is one representative example of the present invention, and the optimum driving force / pedal force characteristic and the optimum pedal locus (in consideration of the relationship between the optimum movement of the human body leg and the vehicle layout / ground interference, etc.) After actually confirming the load load, return speed, etc.), determine the composition ratio of the proposed members.

以下各部材の寸法比率の特性に及ぼす条件は以下のようである。前記揺動材固定支点軸と前記揺動部材遊支点軸との軸間距離をｘ、該クランク部材遊支点軸と該揺動部材遊支点軸との軸間距離をｙ、ペダル支点軸と揺動部材遊支点軸との軸間距離をｚとした時, ｗ＜（x、ｙ）＜５ｒ且つｘ≒ｙ≒ｚの場合駆動軌跡及び踏力・駆動変換は対称でバランスが取れた特性となる。５ｒ以上は相対的にクランク部材との連結材等の長さが長くなり（相対的にクランク部材が短くなる）強度上、周辺部品との干渉等を考慮したものであり積極的に排除するものではない。 Hereinafter, the conditions affecting the characteristics of the dimensional ratio of each member are as follows. The distance between the swing member fixed fulcrum shaft and the swing member free fulcrum shaft is x, the distance between the crank member free fulcrum shaft and the swing member free fulcrum axis is y, and the pedal fulcrum shaft and the swing fulcrum shaft. When the distance between the axes of the moving member free fulcrum shafts is z, when w <(x, y) <5r and x≈y≈z, the driving trajectory and the pedaling force / drive conversion are symmetrical and balanced characteristics. . For 5r and above, the length of the connecting material with the crank member is relatively long (relatively the crank member is shortened), and in consideration of strength, interference with peripheral parts, etc. is actively excluded is not.

以下、好ましい例として幾つかの例をあげる。ｘ≒ｙ≒ｚとした時、ｗとｘ、ｙ、ｚが以下の値をとる時のペダル軌跡と駆動力変換率の特性を図１７、図１８に示す。
例えば
　　　　(I)　　ｗ＝１.６ｒ　　ｘ＝ｙ＝ｚ＝２．２ｒ
　　　　(II)　　ｗ＝２.０ｒ　　ｘ＝ｙ＝ｚ＝２．５ｒ
　　　　(III) ｗ＝３.０ｒ　　ｘ＝ｙ＝ｚ＝３．４ｒ
　　　　(IV) ｗ＝２.０ｒ　　ｘ＝ｚ＝２.５ｒ　ｙ＝２．７ｒ
　　　　(V)　　ｗ＝２.０ｒ　　ｘ＝ｚ＝２.５ｒ　ｙ＝２．３ｒ
　　　　　
（II）はペダル下降時は前述のチェビシェフの近似直線であるが、他の２例も同様の近似直線を示している。このように、ｘ≒ｙ≒ｚとした場合、ペダル踏みおろし軌跡を直線に近づけることが出来る。更に駆動力変換率もチェビシェフの近似直線（II）とほぼ同じように他の２例も似たような台形形状を成し、クランク角度による駆動力変換率も比較的変化の少ない駆動力変換特性とすることができる。（IV）はｙを若干大きくした時、ペダル軌跡は傾き、駆動特性も押し下げるに従って若干さがる傾向とした。(V) はｙを若干小さくした時、ペダル軌跡は傾き、駆動特性も押し下げるに従って若干上がる傾向とした。 Hereinafter, some examples will be given as preferable examples. FIG. 17 and FIG. 18 show the characteristics of the pedal locus and the driving force conversion rate when w, x, y, and z take the following values when x≈y≈z.
For example, (I) w = 1.6r x = y = z = 2.2r
(II) w = 2.0r x = y = z = 2.5r
(III) w = 3.0r x = y = z = 3.4r
(IV) w = 2.0r x = z = 2.5r y = 2.7r
(V) w = 2.0r x = z = 2.5r y = 2.3r

(II) is the aforementioned Chebyshev approximate line when the pedal is lowered, but the other two examples also show similar approximate lines. Thus, when x≈y≈z, the pedal depression locus can be made closer to a straight line. Furthermore, the driving force conversion rate is similar to Chebyshev's approximate straight line (II), and the other two examples have similar trapezoidal shapes, and the driving force conversion rate according to the crank angle also has a relatively small change in driving force conversion characteristics. It can be. In (IV), when y is slightly increased, the pedal locus is inclined, and the drive characteristic tends to be slightly decreased as the drive characteristic is also depressed. In (V), when y was slightly reduced, the pedal trajectory was inclined, and the drive characteristics also tended to increase slightly as the drive characteristics were depressed.

更に以上の基本特性を基にして、ｘとｙとｚの値を変えることにより、更に人間特性、車両仕様に合わせペダルの運動軌跡、駆動力変換率を変化させることが出来る。尚、車両仕様からの制約要件として、チェーンホイールと揺動支点軸との干渉、ペダルストローク、ペダル最下端位置、クランク長等車両仕様があり、それらに応じた最適寸法比を設定することが可能である。ｘ、ｙ、ｚは長すぎると左右のガタを発生し易い。剛性が必要。揺動部材固定支点軸、駆動軸のフレーム、チェーンホイールの干渉、ペダルの最低高さ、前輪との干渉等の制約条件を充分考慮して決める必要がある。尚、踏み込み入力だけでなく引き足入力も考慮した場合もｗ、ｘ、ｙ、ｚの適正割合が決められる。 Further, by changing the values of x, y, and z based on the above basic characteristics, the pedal movement trajectory and the driving force conversion rate can be changed in accordance with human characteristics and vehicle specifications. The vehicle specifications include vehicle specifications such as interference between the chain wheel and the swing fulcrum shaft, pedal stroke, pedal bottom end position, crank length, etc., and it is possible to set the optimum dimensional ratio according to them. It is. If x, y and z are too long, right and left play tends to occur. Requires rigidity. It is necessary to take into consideration the constraint conditions such as the swinging member fixed fulcrum shaft, the drive shaft frame, the chain wheel interference, the minimum pedal height, and the front wheel interference. Note that the appropriate ratio of w, x, y, and z is determined when considering not only the stepping input but also the pulling foot input.

以下に連結部材のペダルへの長さｚを短くした例をあげる。上記レイアウト例に対してより実際の踏力は押し込んでいくに従い踏力が増える。その為上記構成の各部材の比率を変え最初はペダルから受ける感覚は始め軽く、徐々に重くして最後脚部を延ばす前に最大の力を出せるように駆動特性を設定した事例をレイアウト例２として説明する。図１６に駆動特性をＥ２の曲線でその特性を示している。踏力は足を伸ばし始めてから伸びきる少し前まで力は上がって行く。その為駆動変換率特性は‘へ’の字の形状となっている。図１９～図２１図にクランク角度の違いによる駆動力とペダル軌跡を説明している。このように本発明に於いて各部材の構成比率を変えることにより、人間の身体特性にあった駆動特性、下降時のペダルの軌跡、戻り時ペダルの軌跡、変換点での軌跡等人間の感覚に合った軌跡形状を選択できる。 The following is an example in which the length z of the connecting member to the pedal is shortened. The pedal effort increases as the actual pedal effort is further pushed into the layout example. For this reason, layout example 2 shows an example in which the ratio of each member of the above configuration is changed and the feeling of receiving from the pedal is light at first, and the driving characteristics are set so that the maximum force can be exerted before gradually extending the last leg by gradually increasing weight. Will be described. FIG. 16 shows the drive characteristic as a curve E2. The treading force increases until it begins to stretch out and just before it fully extends. For this reason, the drive conversion rate characteristic has a shape of 'he'. FIGS. 19 to 21 illustrate the driving force and pedal trajectory due to the difference in crank angle. In this way, by changing the composition ratio of each member in the present invention, the driving sensation that matches the human body characteristics, the pedal trajectory when descending, the trajectory of the pedal when returning, the trajectory at the conversion point, etc. You can select a trajectory shape that suits your needs.

本案による人力駆動装置では
駆動効率の改善：従来ペダリング１サイクルの中でペダルの踏み始めと踏みる前の付近では駆動力が殆ど出ていないという課題に関して、本案変換率は、往復運動の力を平準化された一定の割合で駆動トルクに変換可能とし、従来無駄にしていた部分を有効に駆動力に変換することができた。
また踏み込み量に応じて駆動変換特性を変えることが可能であり、更にきめ細かくストローク全体に渡って脚力を回転トルクに無駄なく変換することが出来るようになった。ペダルストロークに位置に関わらず一定の割合いで変換できる。 Improvement of driving efficiency in the human power drive device according to the present plan: With regard to the problem that almost no driving force is generated in the vicinity of the start of pedaling and before the pedal is depressed in one pedaling cycle, the conversion rate of the present plan represents the power of reciprocating motion. It was possible to convert the drive torque to a leveled and constant ratio, and the previously wasted portion could be effectively converted to the drive force.
In addition, the drive conversion characteristics can be changed according to the amount of depression, and the leg force can be converted into the rotational torque without waste over the entire stroke. The pedal stroke can be converted at a constant rate regardless of the position.

ペダル軌跡の改善：ペダル軌跡を真っ直ぐにして、無駄な動きを無くした。従来の自転車駆動では回転運動を意識して円周方向にペダルを踏み込んでいく必要があったが、本案では、単純にほぼ直線で、一方向にペダルを押し下げるだけでそのまま回転トルクに変換できる、よりシンプルで無駄な筋肉運動を減少させ効率的なペダリングとすることが可能である。更に、ペダルの引き上げは前後移動が少なくほぼ弓型を描いて戻って行くので従来の円運動軌跡に比較し前後方向の無駄な動きが無くなる。
更にペダルへの踏み込み脚から引き脚に移行してもまっすぐに引き上げれば無駄な抵抗もなくまた引き上げ力も生かし易くなる。 Improved pedal trajectory: The pedal trajectory is straightened to eliminate unnecessary movement. In conventional bicycle driving, it was necessary to depress the pedal in the circumferential direction in consideration of rotational movement, but in this plan, it is simply a straight line and can be converted into rotational torque as it is by simply depressing the pedal in one direction. It is possible to reduce the simple and useless muscle movement and to achieve efficient pedaling. Further, when the pedal is lifted, there is little movement back and forth, and it returns almost in the shape of a bow, so there is no useless movement in the front-rear direction compared to the conventional circular movement locus.
Further, even when the pedal is moved from the stepping-on leg to the pulling leg, if the straight is lifted, there is no wasteful resistance and the lifting force is easily utilized.

クランク角度の半周以上、踏力発生が発生する為、左右の踏力が重なる時、より大きな駆動力が発生することもあり又、駆動力は途切れることなく発生し、従来自転車のように急な登り坂でペダルの上死点・下死点で慣性によるスピードが落ちて倒れてしまうようなことは減少する。 Since pedaling force is generated more than half a crank angle, when the left and right pedaling force overlaps, a larger driving force may be generated, and the driving force is generated without interruption, which is a steep climb like a conventional bicycle. With the top dead center / bottom dead center of the pedal, there will be fewer cases where the speed of inertia falls and falls.

図４は電動アシスト自転車の駆動軸に本発明の駆動装置を連動させたものである。電動アシスト自転車フレーム２０の駆動軸７にはトルクセンサー２５が取り付けられておりペダル踏力を検出してコントローラ２３に送られる。同時に車速センサー２６の信号もコントローラ２４に送られ車速と駆動トルクに応じた電流をバッテリー２２から電動モ－タ－２１に供給される。合力装置２３は駆動軸７と電動モ－タ－２１に連動されておりペダル駆動力Pと電動モ－タ－駆動力Mを足し合わせる働きをする。ここまでは普通の電動アシスト自転車と同じである。 FIG. 4 shows the drive device of the present invention interlocked with the drive shaft of the electrically assisted bicycle. A torque sensor 25 is attached to the drive shaft 7 of the electrically assisted bicycle frame 20, and the pedal depression force is detected and sent to the controller 23. At the same time, a signal from the vehicle speed sensor 26 is also sent to the controller 24, and a current corresponding to the vehicle speed and driving torque is supplied from the battery 22 to the electric motor-21. The resultant device 23 is linked to the drive shaft 7 and the electric motor 21 and functions to add the pedal driving force P and the electric motor driving force M together. So far, it is the same as an ordinary electric assist bicycle.

この電動アシスト自転車の駆動軸７にクランク部材９が連動されている。また、揺動部材１０が一端を揺動部材固定支点軸１４によってフレーム２０に軸支されている。更に連結部材１１が一端にペダル１３を設け他端をクランク部材遊支点軸１６によってクランク部材９の端部に軸支され、両端部の間の一部を揺動部材遊支点軸１５によって揺動部材１0
の他端に軸支されている。レイアウトは本案のてこリンク機構を構成している。電動アシスト自転車の駆動軸に本案の駆動装置を連結することにより、効率の良い人力駆動と電気モータアシスト自転車を提供できる。 A crank member 9 is linked to the drive shaft 7 of the electric assist bicycle. The swing member 10 is pivotally supported at one end by the swing member fixing fulcrum shaft 14 on the frame 20. Further, the connecting member 11 is provided with a pedal 13 at one end, and the other end is pivotally supported on the end of the crank member 9 by a crank member free fulcrum shaft 16, and a part between both ends is swung by a swing member free fulcrum shaft 15. Member 10
It is pivotally supported at the other end. The layout constitutes the lever link mechanism of this proposal. By connecting the drive device of the present invention to the drive shaft of the electric assist bicycle, it is possible to provide an efficient human power drive and an electric motor assist bicycle.

電動アシスト自転車の駆動アシストシステムは図２６に示すように、ペダル踏力がクランク軸に伝えられクランク軸の歪量をトルクセンサー２５によって計測し、その値を駆動力としてコントローラ２４に伝えられその駆動力に応じ電動モ－タ－２１の駆動力Mとして合力機構２３に入力され、ペダル踏力との合力として駆動軸７に伝えられ本発明による効率的な電動アシスト自転車の走行が可能とされる。
従来の自転車に比較して電動アシスト自転車は人間の駆動トルクに応じてモ－タ－駆動のトルクを発生させている為本発明による電動アシスト自転車は、人間の駆動トルクが一定となる為電動モ－タ－のトルクも平準化されスムーズな走行でより長距離を走ることが出来る。 As shown in FIG. 26, in the drive assist system for an electrically assisted bicycle, the pedal depression force is transmitted to the crankshaft, the amount of distortion of the crankshaft is measured by the torque sensor 25, and the value is transmitted to the controller 24 as the drive force. Accordingly, the driving force M of the electric motor 21 is input to the resultant force mechanism 23 and transmitted to the driving shaft 7 as the resultant force with the pedal depression force, thereby enabling efficient driving of the electrically assisted bicycle according to the present invention.
Compared with the conventional bicycle, the electric assist bicycle generates motor driving torque according to the human driving torque. Therefore, the electric assist bicycle according to the present invention has an electric motor because the human driving torque is constant. -Torque is also leveled, and you can run longer distances with smooth running.

自転車にモ－タ－と減速機構からなる電動補助動力装置を設けて、電動補助動力装置から動力を供給して楽な走行ができるようにした電動アシスト自転車は広く知られている。電動モ－タ－の出力はペダル踏力を検知しその量に応じて増減されている。ところが、図２７の（１）に示すように従来の自転車はクランク角が上死点下死点では駆動力が0となる為、
モータ駆動力も止まってしまい、速度が出ている時には慣性でその現象は緩和されているものの、息つき現象の状態を起こす等スムーズな走行が出来なくなる問題があった。図２７の（２）に示すように本案のフラットなトルクと特性をもつ駆動と電動補助動力装置を用いることにより、アシストトルクも一定となり、この問題を解決した電動アシスト自転車が提供可能となる。 2. Description of the Related Art Electric assist bicycles are widely known in which an electric assist power device including a motor and a speed reduction mechanism is provided on the bicycle, and power can be supplied from the electric assist power device so that the bicycle can travel easily. The output of the electric motor detects the pedal depression force, and is increased or decreased according to the amount. However, as shown in (1) of FIG. 27, the conventional bicycle has a driving angle of 0 when the crank angle is at the top dead center and the bottom dead center.
The motor drive force also stopped, and when the speed was high, the phenomenon was alleviated by inertia, but there was a problem that smooth running was impossible, such as causing a state of breathing. As shown in (2) of FIG. 27, by using the drive having the flat torque and characteristics of the present invention and the electrically assisted power device, the assist torque becomes constant, and an electrically assisted bicycle that solves this problem can be provided.

本部材の材料は軽量化と強度更にコスト等を考慮して自転車のクランク部材に良く使われているアルミ合金等を用いるのが好ましい。 The material of this member is preferably an aluminum alloy or the like often used for a bicycle crank member in consideration of weight reduction, strength and cost.

尚、後輪スプロケット６には従来の自転車と同様にラチェット機構（フリー）が組み込まれており、乗員がペダル１３を戻り曲線ｃ側に押し下げた場合、ラチェット機構により空回りするだけで従来の自転車と同様問題はない。 The rear wheel sprocket 6 incorporates a ratchet mechanism (free) as in the conventional bicycle. When the occupant pushes down the pedal 13 to the return curve c side, the rear wheel sprocket 6 can be There is no problem.

図２８は揺動部材遊支点軸１４及び揺動部材１０を駆動軸７に対して上方にした場合である。フレーム構造によっては上方に取り付けても同様の機能を発揮することができる。これにより自転車の合理的なレイアウト設計をする上でより選択の自由度の幅を広げることができる。 FIG. 28 shows a case where the swinging member free support shaft 14 and the swinging member 10 are set upward with respect to the drive shaft 7. Depending on the frame structure, the same function can be exhibited even if it is mounted on the upper side. As a result, the range of freedom of selection can be expanded in designing a rational layout of the bicycle.

本駆動装置を後輪車軸に連動することが可能である。図２９は後輪車軸５にハブギア（車軸用変速機構）１８を介して本駆動機構を取り付けた実施例である。後輪車軸３にクランク部材９を連動させ、本案の駆動機構を左右に組み付ける。ペダル１３が車体１の後方に設置されペダル軌跡ａを傾斜させることのより、乗員の前傾姿勢と相まって車体の後方に設置されたペダル１３を後方に蹴り出すことが可能となり、人間の力をより効果的に発揮させることができる。チェーン、スプロケット等、前後伝達機構を省くことができるため、従来の駆動装置に対して高効率且つ伝達摩擦力の軽減、軽量化が可能となる。 The drive device can be linked to the rear wheel axle. FIG. 29 shows an embodiment in which the present drive mechanism is attached to the rear wheel axle 5 via a hub gear (axle transmission mechanism) 18. The crank member 9 is interlocked with the rear wheel axle 3, and the drive mechanism of the present plan is assembled to the left and right. Since the pedal 13 is installed on the rear side of the vehicle body 1 and the pedal locus a is inclined, the pedal 13 installed on the rear side of the vehicle body can be kicked back in combination with the forward leaning posture of the occupant. It can be exhibited more effectively. Since the front and rear transmission mechanisms such as chains and sprockets can be omitted, it is possible to reduce the transmission frictional force and reduce the weight of the conventional drive device with high efficiency.

従来無駄にしていたペダル踏み始めと踏む終わりの部分を有効に駆動力に変換することを可能にし、更に、円周方向へのペダルを踏み込みも、単純にほぼ直線で、一方向にペダルを押し下げるだけでよく、ペダリング軌跡も前後移動が少なくほぼ弓型を描いて戻って行くのでまた無駄な筋力を省くことができ、疲労がへり、また素人でもベテラン並みのスピードを出せるようになる。同じ力でも早い速度を出すことが出来る。 It is possible to effectively convert the pedal start and end steps that were previously wasted into driving force, and even when the pedal is depressed in the circumferential direction, it is simply a straight line and the pedal is depressed in one direction. The pedaling trajectory also moves back and forth almost in a bow shape, so you can save unnecessary muscles and fatigue, and even an amateur can achieve the same speed as a veteran. Fast speed can be achieved with the same force.

従来の自転車ではクランク角９０度付近で最も力を掛けるが、同じスピードを出すのに本発明の装置では全ストロークに渡って一様小さな踏力で済むことになる。又同じ踏力ならば、より早い速度を出すことが出来る。上り坂では、止まって倒れることが少なくなり登坂性能は向上する効果を有する。 In the conventional bicycle, the most force is applied in the vicinity of a crank angle of 90 degrees. However, in order to achieve the same speed, the device of the present invention only requires a small pedal force over the entire stroke. If the pedal force is the same, a faster speed can be achieved. On the uphill, it is less likely to stop and fall, and the climbing performance is improved.

電動アシスト自転車の場合には人力での走行能力が向上する為、トータルとして走行距離を伸ばすことが可能となり同時に、登坂能力も向上した電動アシスト自転車を提供することができる。 In the case of an electrically assisted bicycle, the driving ability with human power is improved, so that it is possible to extend the running distance as a whole, and at the same time, it is possible to provide an electrically assisted bicycle with improved climbing ability.

以下、本発明の実施の形態を図１～図３及び図２２～２５図に基づいて説明する。図１、図２、図３において、車体１の進行方向前方にある前輪車軸４を中心に回転する前輪２と、車体１の後方に配置された後輪車軸５を中心に回転する後輪３を備え、後輪車軸５と一方向に一体的に回転する後輪スプロケット６と駆動軸７に連動された駆動スプロケットホイール８とに巻き掛けられたチェーン１７によって駆動軸７の駆動力が後輪３に伝えられる構造をもつ自転車において、左右のクランク部材９Ｒ、９Ｌがフレーム１に軸支された駆動軸７に１８０°ずれた角度をもって取り付けられている。 Embodiments of the present invention will be described below with reference to FIGS. 1 to 3 and FIGS. 22 to 25. FIG. 1, 2, and 3, a front wheel 2 that rotates around a front wheel axle 4 that is in front of the vehicle body 1 in a traveling direction, and a rear wheel 3 that rotates around a rear wheel axle 5 disposed behind the vehicle body 1. The driving force of the drive shaft 7 is applied to the rear wheel by a chain 17 wound around a rear wheel sprocket 6 that rotates integrally with the rear wheel axle 5 in one direction and a drive sprocket wheel 8 that is linked to the drive shaft 7. In the bicycle having the structure transmitted to 3, the left and right crank members 9 </ b> R and 9 </ b> L are attached to the drive shaft 7 pivotally supported on the frame 1 with an angle of 180 °.

また、左右の揺動部材１０Ｒ、１０Ｌが各々の一端を左右の揺動部材固定支点軸１４Ｒ、１４Ｌによってフレーム１に軸支されている。更に左右の連結部材１１Ｒ、１１Ｌが各々の一端に左右のペダル１３Ｒ、１３Ｌを設け他端を各クランク部材遊支点軸１６Ｒ、１６Ｌによって各クランク部材９Ｒ、９Ｌの端部に軸支され、両端部の間の一部を左右の揺動部材遊支点軸１５Ｒ、１５Ｌによって各揺動部材１０Ｒ、１０Ｌの他端に軸支されている。 The left and right rocking

members

10R and 10L are pivotally supported on the frame 1 by left and right rocking member fixing

fulcrum shafts

14R and 14L. Further, the left and right connecting

members

11R and 11L are provided with left and

right pedals

13R and 13L at one end, and the other end is pivotally supported by the end portions of the

crank members

9R and 9L by the crank member free support shafts 16R and 16L. A part between them is pivotally supported on the other end of each of the rocking

members

10R, 10L by left and right rocking member

free support shafts

15R, 15L.

ここで駆動軸７とクランク部材遊支点軸１６Ｒ、１６Ｌとの軸間長さをｒ、揺動部材固定支点軸１４Ｒ、１４Ｌと揺動部材遊支点軸１５Ｒ、１５Ｌとの軸間長さをｘクランク部材遊支点軸１６Ｒ、１６Ｌと揺動部材遊支点軸１５Ｒ、１５Ｌとの軸間長さをｙ揺動部材固定支点軸１４Ｒ、１４Ｌと駆動軸７との軸間長さをｗとした時（ｒ＋ｘ）＜（ｙ＋ｗ）、（ｒ＋ｙ）＜（ｘ＋ｗ）、（ｒ＋ｗ）＜（ｘ＋ｙ）の条件を満たしており、てこクランク機構を構成する。 Here, the inter-shaft length between the drive shaft 7 and the crank member free fulcrum shafts 16R and 16L is r, and the inter-axis length between the swing member fixed

fulcrum shafts

14R and 14L and the swing member

free fulcrum shafts

15R and 15L is x. When the inter-shaft length between the crank member free fulcrum shafts 16R and 16L and the swing member

free fulcrum shafts

15R and 15L is y, and the inter-shaft length between the swing member fixed

fulcrum shafts

14R and 14L and the drive shaft 7 is w The conditions of (r + x) <(y + w), (r + y) <(x + w), (r + w) <(x + y) are satisfied, and the lever crank mechanism is configured.

尚左右の揺動部材固定支点軸１４Ｒ、１４Ｌは同軸位置に各独立回転自由に構成されている。動部材固定支点軸１４を通る駆動軸・揺動部材固定支点軸延長線ｇと駆動軸を通る垂直線ｆとの角度αとした時、ペダル下降線ｂは垂直線に対してαの角度を成す。尚左右の揺動部材固定支点軸１４Ｒ、１４Ｌは左右独立で、同軸線上にない場合も駆動機構として成立するが、左右のペダル軌跡は前記の角度αが異なる。同軸線上が自然である。 The left and right oscillating member fixed

fulcrum shafts

14R and 14L are configured to be freely rotatable independently from each other at a coaxial position. When the angle α between the drive shaft / oscillating member fixed fulcrum shaft extension line g passing through the moving member fixed fulcrum shaft 14 and the vertical line f passing through the drive shaft is set to α, the pedal descending line b has an angle α with respect to the vertical line. Make it. The left and right oscillating member fixed

fulcrum shafts

14R and 14L are independent on the left and right, and can be formed as a drive mechanism even when they are not on the coaxial line. The coaxial line is natural.

揺動部材固定支点軸１４Ｒ、Ｌは駆動軸７と同様にフレーム１に軸方向に２連のベアリングにてしっかりと垂直に軸支されている。また連結部材１１Ｒ、１１Ｌは端部をクランク部材遊支点軸１６Ｒ、１６Ｌで軸方向に２連のベアリングにてしっかりと垂直に軸支されている。連結部材１１Ｒ、１１Ｌは更に揺動部材１０Ｒ、１０Ｌの端部で軸方向に２連のベアリングにてしっかりと垂直に軸支されている。連結部材１１Ｒ、１１Ｌの他端部にペダル１３Ｒ、１３がＬ２連のベアリングにてしっかりと垂直に軸支されている。ペダルに対する軸方向の剛性を保持する。軸方向の強度を充分に確保してペダルに踏力を掛けた時の剛性を充分確保し駆動軸に無駄なく力を伝える構造とすることは勿論である。 The swinging member fixed fulcrum shafts 14 </ b> R and 14 </ b> L are firmly and vertically supported on the frame 1 by two bearings in the axial direction like the drive shaft 7. Further, the connecting

members

11R and 11L are pivotally supported by the crank member free fulcrum shafts 16R and 16L in the axial direction firmly and vertically by two bearings. Further, the connecting

members

11R and 11L are firmly and vertically supported by two bearings in the axial direction at the ends of the swinging

members

10R and 10L.

Pedals

13R and 13 are firmly and vertically supported by L2 series bearings at the other end portions of the connecting

members

11R and 11L. Maintains axial rigidity with respect to the pedal. Needless to say, a structure in which sufficient strength in the axial direction is ensured to ensure sufficient rigidity when a pedal is applied to the pedal and force is transmitted to the drive shaft without waste.

以下、作動過程を図２２から図２５で説明する。図２２は図１５の本発明のペダル軌跡説明図の右のペダル１３ＲはＲ１、左のペダル１３ＬはＬ１の状態である。これから右のペダル１３Ｒを押し下げていくと、クランク部材９は時計回りに回転していく、揺動部材１０は連結部材１１につれ回り時計方向に揺動する。ペダル１３は駆動軸・揺動部材遊支点軸延長線ｇ線に平行にほぼ直線の軌跡をなしてペダル下降直線ｂに沿って下降する。従って、ペダル下降直線ｂが人体にとって最適に傾斜になるように駆動軸・揺動部材遊支点軸延長線ｇ線のフレーム上のレイアウトを可変もしくは予め設定しておくことが出来る。 Hereinafter, the operation process will be described with reference to FIGS. FIG. 22 shows the pedal trajectory explanatory diagram of the present invention in FIG. 15 in which the right pedal 13R is in the state R1, and the left pedal 13L is in the state L1. When the right pedal 13R is pushed down from now on, the crank member 9 rotates clockwise, and the swinging member 10 swings around the connecting member 11 and swings clockwise. The pedal 13 descends along a pedal descending straight line b in a substantially linear locus parallel to the drive shaft / oscillating member free fulcrum shaft extension line g. Therefore, the layout on the frame of the drive shaft / swinging member free fulcrum shaft extension line g line can be varied or preset so that the pedal descending straight line b is optimally inclined for the human body.

次に図２３は図１５の本発明のペダル軌跡説明図の右のペダル１３ＲがＲ３、左ペダル１３ＬがＬ３の状態である。右のペダル１３Ｒは、ペダル下降直線ｂの中間点の位置まで下降する。 Next, FIG. 23 shows a state where the right pedal 13R is R3 and the left pedal 13L is L3 in the pedal locus explanatory diagram of the present invention shown in FIG. The right pedal 13R descends to the position of the middle point of the pedal descending straight line b.

更に図２４は図１５の本発明のペダル軌跡説明図の右のペダル１３ＲがＲ５、左のペダル１３ＬがＬ５の状態である。ペダル１３Ｒは、ペダル下降直線ｂの最下点少し上の位置まで下降する。この位置で右足のペダル１３Ｒは図１８に示すように駆動変換率が下がり始めるので負荷が大きくなるのを感じ、右足のペダル１３に荷重を掛けるのを止め交代に左足に荷重を掛け始める。その時左のペダル１３Ｌは図２１のようにペダル下降直線ｂの最上位から直ぐ下にある。駆動は左足に移り、右足ペダルは同じ駆動軸にある為ペダル下降直線ｂの最下点まで下げられペダル戻り曲線ｃに沿って上昇する。 Further, FIG. 24 shows a state where the right pedal 13R is R5 and the left pedal 13L is L5 in the pedal locus explanatory diagram of the present invention of FIG. The pedal 13R descends to a position slightly above the lowest point of the pedal descending straight line b. At this position, the right foot pedal 13R feels that the load increases because the drive conversion rate starts to decrease as shown in FIG. 18, and stops applying the load to the right foot pedal 13 and starts applying the load to the left foot alternately. At that time, the left pedal 13L is immediately below the top of the pedal descending straight line b as shown in FIG. The drive moves to the left foot, and the right foot pedal is on the same drive shaft, so it is lowered to the lowest point of the pedal descending straight line b and rises along the pedal return curve c.

図２５は本発明のペダル軌跡説明図のＲ７の状態である。右足ペダル１３Ｒはペダル戻り曲線ｃの沿って弓型の軌跡を描いて跳ね上がっていく。揺動部材１０は反転し反時計回りに揺動する。 FIG. 25 shows a state of R7 in the pedal locus explanatory diagram of the present invention. The right foot pedal 13R jumps up along a pedal return curve c while drawing a bow-shaped locus. The swing member 10 is reversed and swings counterclockwise.

本発明の実施形態を示す駆動装置側面図Drive device side view showing an embodiment of the present invention 本発明の実施形態を示す駆動装置平面図Driving device plan view showing an embodiment of the present invention 本発明の実施形態を示す自転車図Bicycle diagram showing an embodiment of the present invention 本発明の実施形態を示す電動アシスト自転車図Electric assist bicycle diagram showing an embodiment of the present invention 従来の自転車のペダル１回転中の踏力Depression force during one rotation of conventional bicycle pedal 従来案のチェーンとスプロケットにペダル踏力を伝える駆動装置を示す図The figure which shows the drive device which transmits pedal depression force to the chain and the sprocket of the conventional plan 従来案の揺動支点を有する駆動機構を示す図The figure which shows the drive mechanism which has the rocking fulcrum of a conventional plan 従来案のクランク角度１００°の時の駆動力Driving force when crank angle is 100 ° 従来案のクランク角度１０°の時の駆動力Driving force when crank angle is 10 ° 従来案のクランク角度１９０°の時の駆動力Driving force when crank angle is 190 ° 従来案の駆動効率図Conventional drive efficiency diagram 本発明のクランク角度０°の時の駆動力Driving force at a crank angle of 0 ° according to the present invention 本発明のクランク角度９０°の時の駆動力Driving force when the crank angle is 90 ° according to the present invention 本発明のクランク角度１８０°の時の駆動力Driving force at a crank angle of 180 ° according to the present invention 本発明のペダル軌跡説明図Pedal locus explanatory diagram of the present invention 本発明の駆動効率Driving efficiency of the present invention ペダル軌跡例Example of pedal trajectory 駆動特性例Example of drive characteristics 本発明のレイアウト例２のクランク角度０°の時の駆動力Driving force when the crank angle is 0 ° in the layout example 2 of the present invention 本発明のレイアウト例２のクランク角度９０°の時の駆動力Driving force at a crank angle of 90 ° in layout example 2 of the present invention 本発明のレイアウト例２のクランク角度１８０°の時の駆動力Driving force at a crank angle of 180 ° in layout example 2 of the present invention 実施形態としての作動説明図０°Operation explanatory diagram as an embodiment 0 ° 実施形態としての作動説明図９０°Operation explanatory diagram as an embodiment 90 ° 実施形態のとして作動説明図１８０°Operation explanatory diagram as an embodiment 180 ° 実施形態としての作動説明図２７０°Operation explanation as embodiment 270 ° 電動アシスト自転車への作動説明図Operation explanatory diagram for electric assist bicycle 電動アシスト自転車の駆動トルク変動図Driving torque fluctuation diagram of electric assist bicycle 実施形態のとしての説明図Explanatory drawing as an embodiment 実施形態のとしての説明図Explanatory drawing as an embodiment

本発明は自転車等の人力の往復運動を回転運動に変換する駆動変換機構のみならず、波動発電、潮流発電等の自然エネルギー発電等の往復運動エネルギーを回転運動への変換駆動変換装置にも適応可能である。 The present invention is applicable not only to a drive conversion mechanism that converts a human-powered reciprocating motion such as a bicycle into a rotational motion, but also to a drive conversion device that converts a reciprocating kinetic energy such as wave power generation and natural energy power generation such as tidal current power generation into rotational motion. Is possible.

１：フレーム
２：前輪
３：後輪
４：前輪車軸
５：後輪車軸
６：後輪スプロケット
７：駆動軸
８：駆動スプロケットホイール
９：クランク部材
９Ｒ：右クランク部材
９Ｌ：左クランク部材
１０：揺動部材
１０Ｒ：右揺動部材
１０Ｌ：左揺動部材
１１：連結部材
１１Ｒ：右連結部材
１１Ｌ：左連結部材
１１ａ：連結部材連結部
１１ｂ：連結部材ペダル部
１２：ペダル支点軸
１２Ｒ：右ペダル支点軸
１２Ｌ：ペダル支点軸
１３：ペダル
１３Ｒ：右ペダル
１３Ｌ：左ペダル
１４：揺動部材固定支点軸
１４Ｒ：右揺動部材固定支点軸
１４Ｌ：左揺動部材固定支点軸
１５：揺動部材遊支点軸
１５Ｒ：右揺動部材遊支点軸
１５Ｌ：左揺動部材遊支点軸
１６：クランク部材遊支点軸
１６Ｒ：右クランク部材遊支点軸
１６Ｌ：左クランク部材遊支点軸
１７：チェーン
１８：ハブギア（車軸用変速機）
１９：駆動軸ベアリング
２０：電動アシスト自転車フレーム
２１：電動モ－タ－
２２：バッテリー
２３：合力装置
２４：コントローラ
２５：トルクセンサー
２６：車速センサー
Ｏ：力の作用線の交点
Ｆ：踏力
Ｎ：合力
Ｔ：駆動力
Ｒ：抗力
（Ｆ）：力の作用線上Ｏ点における踏力Ｆと同等の力
（Ｎ）：力の作用線上Ｏ点における合力Ｎと同等の力
（Ｒ）：力の作用線上Ｏ点における抗力Ｒと同等の力
Ｊ：実際の踏力
Ｋ：有効な踏力
Ｅ１：レイアウト例１
Ｅ２：レイアウト例２
ａ：ペダル軌跡
ｂ：ペダル下降線
ｃ：ペダル戻り曲線
ｄ：荷重領域
ｅ：駆動軸を通る垂直線
ｆ：ペダル支点軸を通る垂直線
ｇ：駆動軸・揺動部材固定支点軸延長線
ｉ：踏力作用線
ｊ：揺動部材遊支点軸抗力作用線
ｋ：クランク部材抗力作用線
ｒ：駆動軸中心からクランク部材遊支点軸中心の長さ
ｗ：駆動軸中心から揺動部材固定支点軸中心の長さ
ｘ：揺動部材固定支点軸中心から揺動部材遊支点軸中心の長さ
ｙ：クランク部材遊支点軸中心から揺動部材遊支点軸中心の長さ
ｚ：揺動部材遊支点軸中心からペダル支点軸中心の長さ
α：ペダル運動軌跡角度 1: Frame 2: Front wheel 3: Rear wheel 4: Front wheel axle 5: Rear wheel axle 6: Rear wheel sprocket 7: Drive shaft 8: Drive sprocket wheel 9: Crank member 9R: Right crank member 9L: Left crank member 10: Swing Moving member 10R: right rocking member 10L: left rocking member 11: connecting member 11R: right connecting member 11L: left connecting member 11a: connecting member connecting part 11b: connecting member pedal part 12: pedal fulcrum shaft 12R: right pedal supporting point Shaft 12L: Pedal fulcrum shaft 13: Pedal 13R: Right pedal 13L: Left pedal 14: Swing member fixed fulcrum shaft 14R: Right rocking member fixed fulcrum shaft 14L: Left rocking member fixed fulcrum shaft 15: Swing member free fulcrum Shaft 15R: Right swing member free fulcrum shaft 15L: Left swing member free fulcrum shaft 16: Crank member free fulcrum shaft 16R: Right crank member free fulcrum shaft 16L: Left crank member free fulcrum shaft 17: Che 18: Hub gear (axle transmission)
19: Drive shaft bearing
20: Electric assist bicycle frame 21: Electric motor
22: Battery 23: Power unit 24: Controller
25: Torque sensor 26: Vehicle speed sensor O: Intersection of force action line F: Stepping force N: Combined force T: Driving force R: Drag force (F): Force equivalent to stepping force F at point O on the force action line (N): Force (R) equivalent to resultant force N at point O on the force action line: Force equivalent to drag R at point O on the action line J: Actual pedaling force K: Effective pedaling force E1: Layout example 1
E2: Layout example 2
a: pedal trajectory b: pedal descending line c: pedal return curve d: load region e: vertical line passing through the drive shaft f: vertical line passing through the pedal fulcrum shaft g: drive shaft / oscillating member fixed fulcrum shaft extension line i: Stepping force action line j: Swing member free fulcrum axis drag action line k: Crank member drag action line r: Length from drive shaft center to crank member free fulcrum axis center w: From swing shaft center to swing member fixed fulcrum shaft center Length x: Length of the swing member fixed fulcrum shaft to the center of the swing member free fulcrum axis y: Length of the crank member free fulcrum shaft center to the center of the swing member free fulcrum axis z: Center of the swing member free fulcrum shaft To pedal fulcrum shaft center length α: pedal movement trajectory angle

Claims

人力を駆動源とした機械の駆動装置であって、
機械を構成するフレームに軸支された駆動軸に連結したクランク部材と、
一端を揺動部材固定支点軸によって該フレームに軸支された揺動部材と、
　一端にペダル支点軸によって軸支されたペダルを設け、他端をクランク部材遊支点軸によって該クランク部材の端部に軸支され、その両端部の間の一部を揺動部材遊支点軸によって該揺動部材の他端に軸支された連結部材と、
該揺動部材固定支点軸から該駆動軸との間のフレーム部分を固定節とした構成であって、
（ａ）（ｒ＋ｘ）＜（ｙ＋ｗ）
（ｂ）（ｒ＋ｙ）＜（ｘ＋ｗ）
（ｃ）（ｒ＋ｗ）＜（ｘ＋ｙ）
ここで　ｒ＝該駆動軸とのクランク部材遊支点軸との軸間距離
　　　　ｘ＝該揺動部材固定支点軸と揺動部材遊支点軸との軸間距離
　　　　ｙ＝該クランク部材遊支点軸と該揺動部材遊支点軸との軸間距離
　　　　ｗ＝該揺動部材固定支点軸と該駆動軸との軸間距離
　である、てこクランク機構を構成し、該ペダルへの人間の脚力により該駆動軸が回転駆動することを特徴とする人力駆動装置。 A machine drive device using human power as a drive source,
A crank member connected to a drive shaft supported by a frame constituting the machine;
A swing member pivotally supported on the frame by a swing member fixed fulcrum shaft at one end;
A pedal pivotally supported by a pedal fulcrum shaft is provided at one end, the other end is pivotally supported by an end of the crank member by a crank member free fulcrum shaft, and a part between the both ends is supported by a swing member free fulcrum shaft. A connecting member pivotally supported on the other end of the swing member;
The frame portion between the swing member fixed fulcrum shaft and the drive shaft is a fixed joint,
(A) (r + x) <(y + w)
(B) (r + y) <(x + w)
(C) (r + w) <(x + y)
Where r = distance between the drive shaft and the crank member free fulcrum shaft x = distance between the swing member fixed fulcrum shaft and the swing member free fulcrum shaft y = the crank member free fulcrum shaft and the shaft Inter-shaft distance with swinging member free fulcrum shaft w = inter-axis distance between the swinging member fixed fulcrum shaft and the drive shaft. Is a human-powered drive device characterized by being driven to rotate.
電動アシスト自転車であって、電動アシスト自転車の駆動軸に第１項記載のクランク部材を連結させたことを特徴とする請求項１に記載の人力駆動装置。 2. The human-powered drive device according to claim 1, wherein the crank member according to claim 1 is connected to a drive shaft of the electrically assisted bicycle.