TW202426336A - Drive unit for human-powered vehicle having a transmission capable of appropriately changing speeds - Google Patents

Abstract

The purpose of the present invention is to provide a drive unit for a human-powered vehicle, which includes a transmission capable of appropriately changing speed. The drive unit of the present invention is provided for a human-powered vehicle, and comprises: a housing; an input rotating section arranged in the housing and configured to input human driving force; an output rotating section arranged in the housing and configured to output the human driving force to the human-powered vehicle; and a transmission arranged in the housing and configured to change a first ratio of the rotational speed of the output rotating section to the rotational speed of the input rotating section between the input rotating section and the output rotating section and, wherein the transmission is configured to change the first ratio through three or more stages, and the maximum value of the first ratio is 0.16 or more and 1.25 or less. The human-powered vehicle includes at least one front sprocket wheel and a single rear sprocket wheel, wherein the human driving force is input to the input rotating section via the single rear sprocket wheel. The transmission includes multiple speed change sections, each being configured to change the first ratio. Each of the multiple speed change sections includes at least one planetary gear mechanism. The multiple speed change sections include a first speed change section configured to input the human driving force from the input rotating section, a second speed change section configured to input the human driving force from the first speed change section, and a third speed change section configured to input the human driving force from the second speed change section and output the human driving force to the output rotating section. The first speed change section includes a first planetary gear mechanism. The second speed change section includes a second planetary gear mechanism. The third speed change section includes a third planetary gear mechanism.

Description

Drive unit for human-powered vehicle

The present disclosure relates to a drive unit for a human-powered vehicle.

Patent document 1 discloses an example of a drive unit for a human-driven vehicle equipped with a transmission. [Prior technical document] [Patent document]

[Patent Document 1] Japanese Patent Publication No. 2022-536071

[The problem the invention is trying to solve]

One of the purposes of the present disclosure is to provide a drive unit for a human-driven vehicle including a transmission capable of appropriately changing speeds. [Technical means for solving the problem]

The first aspect of the drive unit disclosed herein is a drive unit for a human-powered vehicle, comprising: a housing; an input rotating part, which is disposed in the housing and configured to input human-powered driving force; an output rotating part, which is disposed in the housing and configured to output the human-powered driving force to the human-powered vehicle; and a transmission, which is disposed in the housing and configured to change the first ratio of the rotation speed of the output rotating part relative to the rotation speed of the input rotating part between the input rotating part and the output rotating part; and the transmission is configured to change the first ratio through more than three stages; the maximum value of the first ratio is greater than 0.16 and less than 1.25. According to the drive unit of the first aspect, the first ratio can be changed from a maximum value of 0.16 to 1.25 in at least two stages. Since the first ratio can be changed to a value below the maximum value of 0.16 to 1.25, the drive unit can appropriately change speed by the transmission.

As in the driving unit of the second aspect of the first aspect of the present disclosure, the human-powered vehicle includes at least one front sprocket and a single rear sprocket; and the human-powered driving force is input to the input rotating part through the single rear sprocket. According to the driving unit of the second aspect, since the human-powered driving force is input to the input rotating part from the single rear sprocket, the human-powered driving force can be appropriately input to the input rotating part. According to the driving unit of the second aspect, since it includes a single rear sprocket, the structure of the rear sprocket and the surrounding of the rear sprocket can be simplified.

The third aspect of the drive unit disclosed herein is a drive unit for a human-powered vehicle; the human-powered vehicle includes at least one front sprocket and a single rear sprocket; and the drive unit comprises: a housing; an input rotating part disposed in the housing and configured to input human-powered driving force through the single rear sprocket; an output rotating part disposed in the housing and configured to output the human-powered driving force to the human-powered vehicle; and a transmission disposed in the housing and changing the first ratio of the rotation speed of the output rotating part relative to the rotation speed of the input rotating part between the input rotating part and the output rotating part; the maximum value of the first ratio is greater than 0.16 and less than 1.25. According to the driving unit of the third aspect, since the human driving force is input from the single rear sprocket to the input rotating part, the human driving force can be appropriately input to the input rotating part. According to the driving unit of the third aspect, since the transmission can change the rotation speed of the input rotating part at the first ratio of 0.16 or more and 1.25 or less, the driving unit can be appropriately changed in speed by the transmission. According to the driving unit of the third aspect, since it includes a single rear sprocket, the structure of the rear sprocket and the surrounding of the rear sprocket can be simplified.

For example, in the drive unit of the fourth aspect of any one of the first to third aspects of the present disclosure, the maximum value is greater than 0.2 and less than 1.2. According to the drive unit of the fourth aspect, the speed can be more appropriately changed by the speed changer.

For example, in the drive unit of the 5th aspect of the 4th aspect of the present disclosure, the above-mentioned maximum value is greater than 0.3 and less than 1.1. According to the drive unit of the 5th aspect, the speed can be changed more appropriately by the speed changer.

For example, in the drive unit of the sixth aspect of any one of the first to fifth aspects of the present disclosure, the minimum value of the first ratio is greater than 0.1 and less than 0.3. According to the drive unit of the sixth aspect, the speed can be changed more appropriately by the speed changer.

For example, in the driving unit of the seventh aspect of any one of the first to sixth aspects of the present disclosure, the second ratio of the maximum value of the first ratio to the minimum value of the first ratio is greater than 1.2 and less than 8. According to the driving unit of the seventh aspect, the speed can be changed more appropriately by the transmission.

For example, in the driving unit of the 7th and 8th aspects of the present disclosure, the second ratio is greater than 1.7 and less than 7. According to the driving unit of the 8th aspect, the speed can be changed more appropriately by the speed changer.

For example, in the driving unit of the 8th and 9th aspects of the present disclosure, the second ratio is greater than 2.4 and less than 6. According to the driving unit of the 9th aspect, the speed can be changed more appropriately by the transmission.

As in the drive unit of the tenth aspect of any one of the first to ninth aspects of the present disclosure, the transmission includes a plurality of transmission parts configured to change the first ratio respectively. According to the drive unit of the tenth aspect, the first ratio can be appropriately changed by a plurality of transmission parts.

As in the drive unit of the 11th aspect of any one of the 1st to 10th aspects of the present disclosure, the speed changer includes at least one planetary gear mechanism. According to the drive unit of the 11th aspect, the speed change can be performed by at least one planetary gear mechanism.

As in the drive unit of the 12th aspect of any one of the 1st to 9th aspects of the present disclosure, the transmission includes a plurality of transmission parts configured to respectively change the first ratio; and the plurality of transmission parts each include at least one planetary gear mechanism. According to the drive unit of the 12th aspect, the speed can be changed in each of the plurality of transmission parts.

For example, in the drive unit of the 12th and 13th aspects of the present disclosure, at least one of the planetary gear mechanisms is a deceleration mechanism. According to the drive unit of the 13th aspect, the speed can be reduced in stages by using a plurality of deceleration mechanisms.

In the drive unit of the 14th aspect of the 12th or 13th aspect of the present disclosure, the plurality of speed change parts include a first speed change part configured to input the human-powered driving force from the input rotating part, a second speed change part configured to input the human-powered driving force from the first speed change part, and a third speed change part configured to input the human-powered driving force from the second speed change part and output the human-powered driving force to the output rotating part; and the first speed change part includes a first planetary gear mechanism; the second speed change part includes a second planetary gear mechanism; and the third speed change part includes a third planetary gear mechanism. According to the drive unit of the 14th aspect, the speed can be changed more appropriately by the first speed change part, the second speed change part and the third speed change part.

For example, in the drive unit of the 15th aspect of the 14th aspect of the present disclosure, the first planetary gear mechanism has a first rotation center axis; the second planetary gear mechanism has a second rotation center axis; the third planetary gear mechanism has a third rotation center axis; the first rotation center axis is arranged in parallel with the second rotation center axis and the third rotation center axis. According to the drive unit of the 15th aspect, since the rotation center axes of the first planetary gear mechanism, the second planetary gear mechanism and the third planetary gear mechanism are arranged in parallel, the first transmission part, the second transmission part and the third transmission part can be appropriately arranged in the housing.

For example, in the drive unit of the 16th aspect of the 15th aspect of the present disclosure, the first rotation center axis is substantially consistent with the second rotation center axis and the third rotation center axis. According to the drive unit of the 16th aspect, since the rotation center axes of the first planetary gear mechanism, the second planetary gear mechanism and the third planetary gear mechanism are substantially consistent, the enlargement of the radial dimension corresponding to the rotation center axis of the transmission can be suppressed.

In the drive unit of the 17th aspect of any one of the 14th to 16th aspects of the present disclosure, the first speed change unit, the second speed change unit, and the third speed change unit change the first ratio in stages; and the number of stages of the first ratio changed by the third speed change unit is greater than the number of stages of the first ratio changed by the first speed change unit or the second speed change unit. According to the drive unit of the 17th aspect, after the speed change by the first speed change unit and the second speed change unit, the first ratio can be changed more finely by the third speed change unit.

As in the drive unit of the 18th aspect of any one of the 10th and 12th to 17th aspects of the present disclosure, the speed change mechanism is configured to change the first ratio in a plurality of stages, and in at least one of the plurality of stages, the human driving force input to the input rotating part is output to the output rotating part in a manner that the first ratio is not changed by at least one of the plurality of speed change parts. According to the drive unit of the 18th aspect, the human driving force can be transmitted to the output rotating part without deceleration or acceleration in at least one of the plurality of stages. [Effect of the invention]

The drive unit for the human-driven vehicle disclosed herein can be appropriately variable in speed.

<Implementation> Referring to FIG. 1 to FIG. 3 , a drive unit 40 for a human-powered vehicle of an implementation is described. The drive unit 40 is a drive unit 40 for a human-powered vehicle.

The human-powered vehicle 10 is a vehicle having at least one wheel and being driven at least by human-powered driving force. The human-powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand-cranked bikes, and recumbent bikes. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes vehicles such as one-wheeled vehicles and vehicles having more than two wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by human-powered driving force. The human-powered vehicle 10 includes not only human-powered driving force, but also E-bikes (electric bicycles) that use the driving force of an electric motor for propulsion. E-bikes include electric-assisted bicycles that are propelled with the assistance of an electric motor. In the following, in the embodiment, the human-powered vehicle 10 is described as an electric-assisted bicycle.

The human-powered vehicle 10 includes a crankshaft 12. The crankshaft 12 is configured to input human-powered driving force through a pair of crank arms 14. A pedal 16 is provided on each of the pair of crank arms 14.

For example, the human-powered vehicle 10 includes at least one front sprocket 18 and a single rear sprocket 20. The at least one front sprocket 18 includes, for example, a single front sprocket 18. When the human-powered vehicle 10 includes a single front sprocket 18, the human-powered vehicle 10 does not include a front retractor. When the human-powered vehicle 10 includes a single rear sprocket 20, the human-powered vehicle 10 does not include a rear retractor. The human-powered vehicle 10 of this embodiment includes a single front sprocket 18 and a single rear sprocket 20, and does not include a front retractor and a rear retractor.

At least one front sprocket 18 is rotated by the human driving force input through the crankshaft 12. The human-powered bicycle 10 includes, for example, a chain 22. The chain 22 connects the front sprocket 18 and the rear sprocket 20 to transmit the human driving force from the front sprocket 18 to the rear sprocket 20 in a rotational manner. In this embodiment, the ratio of the rotation speed of the rear sprocket 20 to the rotation speed of the front sprocket 18 is 1. The ratio of the rotation speed of the rear sprocket 20 to the rotation speed of the front sprocket 18 may be greater than 1 or less than 1.

The human-powered vehicle 10 includes, for example, a rear wheel hub 24. The rear sprocket 20 is configured to output human-powered driving force to the wheels of the human-powered vehicle 10 via the rear wheel hub 24. The rear wheel hub 24 includes a wheel hub housing 26. The rear wheel hub 24 is configured to be rotatable around the axle 10A of the human-powered vehicle 10. The axle 10A is provided on the frame of the human-powered vehicle 10.

The human-powered vehicle 10 includes, for example, a speed increaser 28. The speed increaser 28 is disposed on the motor housing 30, and receives human-powered driving force via the crankshaft 12. The speed increaser 28 increases the rotation speed of the input human-powered driving force and outputs the rotation speed to the front sprocket 18.

The human-powered vehicle 10 includes, for example, a motor 32. The motor 32 is, for example, disposed in a motor housing 30. The motor 32 is configured to assist the propulsion of the human-powered vehicle 10. The motor 32 provides propulsion force to the human-powered vehicle 10. The motor 32 is configured to output the driving force to a downstream of the speed increaser 28 in the transmission path of the human-powered driving force.

The human-powered vehicle 10 includes, for example, a motor reducer 34. The motor reducer 34 inputs the driving force of the motor 32 and outputs the driving force of the motor 32 to the transmission path of the human-powered driving force. The motor reducer 34 outputs the driving force of the motor 32 upstream of the speed increaser 28 in the transmission path of the human-powered driving force. The driving force of the motor 32 is input to the motor reducer 34 in a rotational manner. The motor reducer 34 reduces the rotational speed of the rotation output from the motor 32 and outputs it. The motor reducer 34 is, for example, disposed in the motor housing 30.

The speed reduction ratio of the motor reducer 34 is, for example, less than 1. The speed reduction ratio of the motor reducer 34 is the ratio of the rotational speed of the rotation output by the motor reducer 34 to the rotational speed of the rotation input to the motor reducer 34. The smaller the speed reduction ratio of the motor reducer 34, the greater the degree of speed reduction of the motor reducer 34. For example, the speed ratio of the motor reducer 34 is greater than 0.125. The speed ratio of the motor reducer 34 is, for example, greater than 0.125 and less than 1. The speed ratio of the motor reducer 34 is, for example, greater than 0.15 and less than 0.7. The speed ratio of the motor reducer 34 is, for example, greater than 0.17 and less than 0.5. The speed ratio of the motor reducer 34 is, for example, 0.2 or more and less than 0.3. The speed ratio of the motor reducer 34 is, for example, 0.25.

The human-powered vehicle 10 includes, for example, a drive unit 40. The drive unit 40 is, for example, configured to rotate around an axle 10A. The drive unit 40 includes, for example, a rear wheel hub 24. The drive unit 40 includes a housing 42, an input rotating portion 44, an output rotating portion 46, and a transmission 48. In this embodiment, the housing 42 and the output rotating portion 46 are integrally formed. The housing 42 is rotatably disposed on the axle 10A around a rotation center axis C1. The rotation center axis C1 is substantially consistent with the center axis of the axle 10A. In this specification, the description of substantially consistent means a completely consistent situation, or a situation that is not completely consistent but can be regarded as completely consistent. The situation that can be regarded as completely consistent is, for example, a situation in which the degree of inconsistency does not affect the function of the drive unit 40 due to the inconsistency. The housing 42 includes, for example, the wheel hub shell 26.

The input rotating part 44 is provided in the housing 42 and is configured to input a human driving force. For example, the human driving force is input to the input rotating part 44 via the single rear sprocket 20. The input rotating part 44 is provided in the housing 42 and is configured to input a human driving force via the single rear sprocket 20. At least a portion of the input rotating part 44 is arranged in the inner space of the housing 42. The input rotating part 44 is provided in the housing 42 so as to be rotatable around the rotation center axis C1. The input rotating part 44 includes, for example, a cylindrical member arranged around the outer circumference of the axle 10A so as to rotate relative to the axle 10A around the rotation center axis C1. The input rotating portion 44 is connected to the rear sprocket 20 so that the human driving force can be outputted from the rear sprocket 20 in a rotational manner. The input rotating portion 44 has a sprocket mounting portion 44A. The sprocket mounting portion 44A is configured to rotate integrally with the input rotating portion 44 around the rotation center axis C1. The sprocket mounting portion 44A is configured to be detachable from the rear sprocket 20. The input rotating portion 44 is connected to the output rotating portion 46 in a manner that the human driving force can be outputted to the output rotating portion 46. The input rotating portion 44 is connected to the transmission 48 in a manner that the human driving force can be outputted to the transmission 48.

The output rotating portion 46 is, for example, provided on the housing 42 and configured to output human-powered driving force. The output rotating portion 46 is provided on the housing 42 and configured to output human-powered driving force to the human-powered vehicle 10. The output rotating portion 46 is, for example, configured to output human-powered driving force to the human-powered vehicle 10 by rotating the wheels using human-powered driving force. The output rotating portion 46 is, for example, configured to output rotation to the housing 42. The output rotating portion 46 is provided on the housing 42 so as to be rotatable around the rotation center axis C1. The output rotating portion 46 is connected to the wheel hub shell 26 in such a manner that the rotation can be output to the wheels of the human-powered vehicle 10 via the wheel hub shell 26.

The output rotating part 46 includes a first output rotating part 46A and a second output rotating part 46B. The first output rotating part 46A is connected to the input rotating part 44 and the housing 42. The first output rotating part 46A is configured to rotate relative to the housing 42. The first output rotating part 46A includes a permissible state for rotating relative to the housing 42 and a restricting state for restricting the rotation relative to the housing 42. The second output rotating part 46B is connected to the transmission 48 and the housing 42. The second output rotating part 46B is configured to rotate integrally with the housing 42.

The transmission 48 is provided in the housing 42 and is configured to change a first ratio between the input rotating part 44 and the output rotating part 46. The first ratio is a ratio of the rotation speed of the output rotating part 46 to the rotation speed of the input rotating part 44. The first ratio is, for example, a speed reduction ratio. Since the speed reduction degree is greater as the speed reduction ratio is smaller, the speed reduction degree of the transmission 48 is greater as the first ratio is smaller. The transmission 48 is, for example, disposed in the inner space of the wheel hub housing 26.

For example, the transmission 48 changes the first ratio in a plurality of stages. The transmission 48 is configured to change the first ratio through three or more stages. The transmission 48 is configured to change the first ratio through six or more stages, for example. The transmission 48 is configured to change the first ratio through nine or more stages, for example. In the present embodiment, the transmission 48 is configured to change the first ratio through ten stages.

For example, the transmission 48 includes a plurality of transmission parts 52. The plurality of transmission parts 52 are configured to each change the first ratio. In the case where the transmission 48 includes a plurality of transmission parts 52, for example, the first ratio changed by the transmission 48 is expressed as a multiplied value of the first ratio changed by each transmission part 52. For example, the plurality of transmission parts 52 include three transmission parts 52. For example, the plurality of transmission parts 52 include a first transmission part 52A, a second transmission part 52B, and a third transmission part 52C. In the present embodiment, the plurality of transmission parts 52 include three transmission parts 52, but the plurality of transmission parts 52 may also include four or more transmission parts 52. The transmission 48 may also include only one transmission part 52.

For example, the transmission 48 includes at least one planetary gear mechanism 54. For example, each of the plurality of transmission parts 52 includes at least one planetary gear mechanism 54. At least one planetary gear mechanism 54 includes a plurality of planetary gear mechanisms 54. The plurality of planetary gear mechanisms 54 include a plurality of sun gears, a plurality of ring gears, a plurality of planetary gears, and a plurality of gear carriers. For example, the first transmission part 52A includes the first planetary gear mechanism 54A. For example, the second transmission part 52B includes the second planetary gear mechanism 54B. For example, the third transmission part 52C includes the third planetary gear mechanism 54C. In this embodiment, at least one planetary gear mechanism 54 includes three planetary gear mechanisms 54, but at least one planetary gear mechanism 54 may include four or more planetary gear mechanisms 54. The total number of first changeable stages of the speed changer 48 corresponds to the number of speed change parts 52 and the number of planetary gear mechanisms 54, for example.

For example, at least one of the planetary gear mechanisms 54 is a reduction mechanism. The first planetary gear mechanism 54A is a reduction gear, the second planetary gear mechanism 54B is a reduction gear, and the third planetary gear mechanism 54C is a reduction gear. For example, the first ratio changed by the first speed change portion 52A is greater than 1, the first ratio changed by the second speed change portion 52B is greater than 1, and the first ratio changed by the third speed change portion 52C is greater than 1.

The plurality of speed change parts 52 are configured to change the first ratio respectively, for example. For example, the first speed change part 52A, the second speed change part 52B, and the third speed change part 52C change the first ratio in stages. For example, the number of stages of the first ratio changed by the third speed change part 52C is greater than the number of stages of the first ratio changed by the first speed change part 52A or the second speed change part 52B. The first speed change part 52A changes the first ratio, for example, in two stages. The second speed change part 52B changes the first ratio, for example, in two stages. The third speed change part 52C changes the first ratio, for example, in three stages.

For example, the transmission 48 is configured to output the human driving force input to the input rotating part 44 to the output rotating part 46 in at least one of the plurality of stages without changing the first ratio by at least one of the plurality of speed change parts 52. The first ratio when the first ratio is not changed is 1.

The drive unit 40 includes, for example, a clutch 50. The clutch 50 switches the state of the first output rotating part 46A relative to the input rotating part 44 between an allowed state and a restricted state. In the restricted state, the first output rotating part 46A rotates integrally with the input rotating part 44. In the allowed state, the first output rotating part 46A can rotate relative to the input rotating part 44. The clutch 50 includes, for example, a snap-fitting member provided on one of the input rotating part 44 and the first output rotating part 46A, and a recess provided on the other of the input rotating part 44 and the first output rotating part 46A. The snap-fitting member includes, for example, a claw member. The claw member is configured to switch between a first state in which it is snap-fitted to the recess, and a second state in which it is separated from the recess. By forming the restricted state of the clutch 50, the human driving force input to the input rotating portion 44 is output to the output rotating portion 46 in a manner that does not change the first ratio.

The transmission 48 includes a supporting member 56. The supporting member 56 includes, for example, a cylindrical member arranged around the outer circumference of the axle 10A so as to rotate relative to the axle 10A around the rotation center axis C1. The supporting member 56 is a wheel hub axle in the present embodiment. The supporting member 56 is detachably mounted on the frame of the human-powered vehicle 10. In the extension direction of the rotation center axis C1, the axial ends of the supporting member 56 are detachably fixed to the rear ends of the frame of the human-powered vehicle 10, respectively. In the present embodiment, the two ends of the axle 10A are detachably fixed to the rear ends of the frame of the human-powered vehicle 10, respectively, in the extension direction of the rotation center axis C1. The axle 10A includes, for example, a wheel stopper member. The wheel stopper member can be used to mount the wheel hub shaft to the frame without using tools. The axial ends of the wheel stopper member are respectively fixed to the rear end of the frame of the human-powered vehicle 10. The support member 56 can also be formed integrally with the axle 10A. In the case where the axial ends of the support member 56 are respectively directly fixed to the rear end of the frame of the human-powered vehicle 10, the axle 10A can also be omitted.

The first transmission portion 52A is configured to input a human driving force from the input rotating portion 44. For example, the first planetary gear mechanism 54A has a first rotation center axis A1. The first planetary gear mechanism 54A includes a first sun gear 58A, a first ring gear 58B, a first planetary gear 58C, a first gear carrier 58D, and a first connecting member 58E.

The first sun gear 58A is rotatably provided on the support member 56 as a whole with the support member 56. The first sun gear 58A includes a state of allowing rotation relative to the support member 56 and a state of restricting rotation relative to the support member 56. The first ring gear 58B is arranged around the first sun gear 58A. The first planetary gear 58C is engaged with the first sun gear 58A and the first ring gear 58B. The first planetary gear mechanism 54A includes, for example, a plurality of first planetary gears 58C arranged separately in the circumferential direction of the first rotation center axis A1.

The first planetary gear 58C is supported by the first gear carrier 58D so as to be revolvable around the first rotation center axis A1 and rotatable around the first gear carrier 58D. When the first gear carrier 58D rotates around the first rotation center axis A1, the first planetary gear 58C revolves around the first sun gear 58A. The first connecting member 58E is connected to the input rotating part 44 and the first ring gear 58B so as to rotate integrally with the input rotating part 44 and the first ring gear 58B.

The first transmission unit 52A includes, for example, a first clutch 60. The first clutch 60 connects the support member 56 and the first sun gear 58A. The first clutch 60 switches the state of the first sun gear 58A between an allowable state and a restricted state. The first clutch 60, for example, restricts the rotation of the first sun gear 58A relative to the support member 56 in the restricted state, and allows the rotation of the first sun gear 58A relative to the support member 56 in the allowable state. The first clutch 60 includes, for example, a locking member provided on one of the support member 56 and the first sun gear 58A, and a recess provided on the other of the support member 56 and the first sun gear 58A. The buckling member includes, for example, a claw member. The claw member is configured to switch between a first state of being buckled in the recess and a second state of being separated from the recess.

The second transmission 52B is configured to input a human power from the first transmission 52A. For example, the second planetary gear mechanism 54B has a second rotation center axis A2. The second planetary gear mechanism 54B includes a second sun gear 62A, a second ring gear 62B, a second planetary gear 62C, a second gear carrier 62D, and a second connecting member 62E.

The second sun gear 62A is rotatably provided on the support member 56 as a whole with the support member 56. The second sun gear 62A includes a state of allowing rotation relative to the support member 56 and a state of restricting rotation relative to the support member 56. The second ring gear 62B is arranged around the second sun gear 62A. The second planetary gear 62C is engaged with the second sun gear 62A and the second ring gear 62B. The second planetary gear mechanism 54B includes a plurality of second planetary gears 62C arranged separately in the circumferential direction of the second rotation center axis A2.

The second planetary gear 62C is supported by the second gear carrier 62D so as to be revolvable around the second rotation center axis A2 and rotatable around the second gear carrier 62D. When the second gear carrier 62D rotates around the second rotation center axis A2, the second planetary gear 62C revolves around the second sun gear 62A. The second connecting member 62E is connected to the first gear carrier 58D and the second ring gear 62B so as to rotate integrally with the first gear carrier 58D and the second ring gear 62B.

The second transmission section 52B includes, for example, a second clutch 64. The second clutch 64 connects the support member 56 and the second sun gear 62A. The second clutch 64 switches the state of the second sun gear 62A between an allowable state and a restricted state. The second clutch 64, for example, restricts the rotation of the second sun gear 62A relative to the support member 56 in the restricted state, and allows the rotation of the second sun gear 62A relative to the support member 56 in the allowable state. The second clutch 64 includes, for example, a locking member provided on one of the support member 56 and the second sun gear 62A, and a recess provided on the other of the support member 56 and the second sun gear 62A. The buckling member includes, for example, a claw member. The claw member is configured to switch between a first state of being buckled in the recess and a second state of being separated from the recess.

The second speed change portion 52B includes, for example, a first one-way clutch 66. The first one-way clutch 66 connects the first connecting member 58E and the second connecting member 62E. The first one-way clutch 66 is, for example, disposed between the outer circumference of one of the first connecting member 58E and the second connecting member 62E and the inner circumference of the other of the first connecting member 58E and the second connecting member 62E. The first one-way clutch 66 includes, for example, at least one of a roller clutch and a claw clutch. The first one-way clutch 66 includes, for example, an inner wheel and an outer wheel. The first one-way clutch 66 is configured to transmit a human driving force from the first connecting member 58E to the second connecting member 62E when the rear sprocket 20 rotates forward. When the rear sprocket 20 rotates forward, the rear sprocket 20 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward.

The inner wheel may be formed integrally with one of the first connecting member 58E and the second connecting member 62E, or may be formed separately from one of the first connecting member 58E and the second connecting member 62E, and mounted on one of the first connecting member 58E and the second connecting member 62E in a manner of rotating integrally with one of the first connecting member 58E and the second connecting member 62E. When the inner wheel is formed separately from one of the first connecting member 58E and the second connecting member 62E, the inner wheel is mounted on one of the first connecting member 58E and the second connecting member 62E, for example, by a spline.

The outer wheel may be formed integrally with the other of the first connecting member 58E and the second connecting member 62E, or may be formed separately from the other of the first connecting member 58E and the second connecting member 62E, and may be mounted on the other of the first connecting member 58E and the second connecting member 62E in a manner of rotating integrally with the other of the first connecting member 58E and the second connecting member 62E. When the outer wheel is formed separately from the other of the first connecting member 58E and the second connecting member 62E, the outer wheel may be mounted on the other of the first connecting member 58E and the second connecting member 62E, for example, by a spline.

The first one-way clutch 66 is configured to allow the second connecting member 62E and the first connecting member 58E to rotate relative to each other when the first connecting member 58E rotates in a predetermined direction and the rotation speed of the first connecting member 58E is greater than the rotation speed of the second connecting member 62E. The first one-way clutch 66 is configured to transmit the rotation of the first connecting member 58E to the second connecting member 62E when the first connecting member 58E rotates in a predetermined direction and the rotation speed of the first connecting member 58E is less than the rotation speed of the second connecting member 62E. The predetermined direction corresponds to the direction of rotation when the human-powered vehicle 10 moves forward by human-powered driving force.

The third transmission part 52C is configured to input the human power driving force from the second transmission part 52B, for example, and output the human power driving force to the output rotating part 46. For example, the third planetary gear mechanism 54C has a third rotation center axis A3. The third planetary gear mechanism 54C includes a third sun gear 68A, a fourth sun gear 68B, a fifth sun gear 68C, a third ring gear 68D, a third planetary gear 68E, a third gear carrier 68F, and a third connecting member 68G.

The 3rd sun gear 68A is rotatable integrally with the support member 56 and is disposed on the support member 56. The 3rd sun gear 68A includes a state of allowing relative rotation with the support member 56 and a state of restricting relative rotation with the support member 56. The 4th sun gear 68B is rotatable integrally with the support member 56 and is disposed on the support member 56. The 4th sun gear 68B includes a state of allowing relative rotation with the support member 56 and a state of restricting relative rotation with the support member 56. The 5th sun gear 68C is rotatable integrally with the support member 56 and is disposed on the support member 56. The 5th sun gear 68C includes a state of allowing relative rotation with the support member 56 and a state of restricting relative rotation with the support member 56. The third ring gear 68D is arranged around the fifth sun gear 68C.

The third planetary gear 68E includes the first outer gear 70, the second outer gear 72, and the third outer gear 74. The first outer gear 70 is engaged with the third sun gear 68A. The second outer gear 72 is engaged with the fourth sun gear 68B. The third outer gear 74 is engaged with the fifth sun gear 68C and the third ring gear 68D. The first outer gear 70, the second outer gear 72, and the third outer gear 74 are configured to rotate as a whole. The third planetary gear 68E is, for example, a step gear including the first outer gear 70, the second outer gear 72, and the third outer gear 74.

The third planetary gear mechanism 54C includes a plurality of third planetary gears 68E that are arranged separately in the circumferential direction of the third rotation center axis A3. The third planetary gears 68E are supported by the third gear carrier 68F so as to be revolvable around the third rotation center axis A3 and rotatable around the third gear carrier 68F. When the third gear carrier 68F rotates around the third rotation center axis A3, the third planetary gears 68E revolve around the third sun gear 68A. The third connecting member 68G is connected to the second gear carrier 62D and the third ring gear 68D in a manner that the third connecting member 68G rotates integrally with the second gear carrier 62D and the third ring gear 68D.

The third transmission section 52C includes, for example, a third clutch 76, a fourth clutch 78, and a fifth clutch 80. The third clutch 76 connects the support member 56 and the third sun gear 68A. The third clutch 76 switches the state of the third sun gear 68A between an allowable state and a restricted state. For example, the third clutch 76 restricts the rotation of the third sun gear 68A relative to the support member 56 in the restricted state, and allows the rotation of the third sun gear 68A relative to the support member 56 in the allowable state. The third clutch 76 includes, for example, a locking member provided on one of the support member 56 and the third sun gear 68A, and a recess provided on the other of the support member 56 and the third sun gear 68A. The locking member includes, for example, a claw member. The claw member is configured to switch between a first state in which the claw member is locked in the recess and a second state in which the claw member is separated from the recess.

The fourth clutch 78 connects the support member 56 and the fourth sun gear 68B. The fourth clutch 78 switches the state of the fourth sun gear 68B between the permitted state and the restricted state. The fourth clutch 78, for example, restricts the rotation of the fourth sun gear 68B relative to the support member 56 in the restricted state, and allows the rotation of the fourth sun gear 68B relative to the support member 56 in the permitted state. The fourth clutch 78, for example, includes a snap-fit member provided on one of the support member 56 and the fourth sun gear 68B, and a recess provided on the other of the support member 56 and the fourth sun gear 68B. The snap-fit member includes, for example, a claw member. The claw member is configured to be switchably engaged with the recessed portion in a first state and separated from the recessed portion in a second state.

The fifth clutch 80 connects the support member 56 and the fifth sun gear 68C. The fifth clutch 80 switches the state of the fifth sun gear 68C between the permitted state and the restricted state. The fifth clutch 80, for example, restricts the rotation of the fifth sun gear 68C relative to the support member 56 in the restricted state, and allows the rotation of the fifth sun gear 68C relative to the support member 56 in the permitted state. The fifth clutch 80, for example, includes a locking member provided on one of the support member 56 and the fifth sun gear 68C, and a recess provided on the other of the support member 56 and the fifth sun gear 68C. The locking member includes, for example, a claw member. The claw member is configured to be switchably engaged with the recessed portion in a first state and separated from the recessed portion in a second state.

The third speed change portion 52C includes, for example, a second one-way clutch 82. The second one-way clutch 82 connects the second connecting member 62E and the third connecting member 68G. The second one-way clutch 82 is, for example, disposed between the outer circumference of one of the second connecting member 62E and the third connecting member 68G and the inner circumference of the other of the second connecting member 62E and the third connecting member 68G. The second one-way clutch 82 includes, for example, at least one of a roller clutch and a claw clutch. The second one-way clutch 82 includes, for example, an inner wheel and an outer wheel. The second one-way clutch 82 is configured to transmit human driving force from the second connecting member 62E to the third connecting member 68G when the rear sprocket 20 rotates forward.

The inner wheel may be formed integrally with one of the second connecting member 62E and the third connecting member 68G, or may be formed separately from one of the second connecting member 62E and the third connecting member 68G, and may be mounted on one of the second connecting member 62E and the third connecting member 68G in a manner of rotating integrally with the second connecting member 62E and the third connecting member 68G. When the inner wheel is formed separately from one of the second connecting member 62E and the third connecting member 68G, the inner wheel may be mounted on one of the second connecting member 62E and the third connecting member 68G by, for example, a spline.

The outer wheel may be formed integrally with the other of the second connecting member 62E and the third connecting member 68G, or may be formed separately from the other of the second connecting member 62E and the third connecting member 68G, and may be mounted on the other of the second connecting member 62E and the third connecting member 68G in a manner of rotating integrally with the other of the second connecting member 62E and the third connecting member 68G. When the outer wheel is formed separately from the other of the second connecting member 62E and the third connecting member 68G, the outer wheel may be mounted on the other of the second connecting member 62E and the third connecting member 68G by, for example, a spline.

The first one-way clutch 66 is configured to allow the third connecting member 68G and the second connecting member 62E to rotate relative to each other when the second connecting member 62E rotates in a predetermined direction and the rotation speed of the second connecting member 62E is greater than the rotation speed of the third connecting member 68G. The first one-way clutch 66 is configured to transmit the rotation of the second connecting member 62E to the third connecting member 68G when the second connecting member 62E rotates in a predetermined direction and the rotation speed of the second connecting member 62E is less than the rotation speed of the third connecting member 68G. The predetermined direction corresponds to the direction of rotation when the human-powered vehicle 10 moves forward by human-powered driving force.

The pitch circle diameters of the first sun gear 58A, the second sun gear 62A, and the fifth sun gear 68C are, for example, equal. The pitch circle diameters of the first ring gear 58B, the second ring gear 62B, and the third ring gear 68D are, for example, equal. The pitch circle diameters of the first planetary gear 58C, the second planetary gear 62C, and the third outer gear 74 are, for example, equal. The pitch circle diameter of the first outer gear 70 is larger than the pitch circle diameter of the second outer gear 72 and the pitch circle diameter of the third outer gear 74. The pitch circle diameter of the second outer gear 72 is larger than the pitch circle diameter of the third outer gear 74. The pitch circle diameter of the third sun gear 68A is larger than the pitch circle diameter of the fourth sun gear 68B and the pitch circle diameter of the fifth sun gear 68C. The pitch circle diameter of the fourth sun gear 68B is larger than the pitch circle diameter of the fifth sun gear 68C.

For example, the first rotation center axis A1 is arranged in parallel with the second rotation center axis A2 and the third rotation center axis A3. For example, the first rotation center axis A1 is substantially consistent with the second rotation center axis A2 and the third rotation center axis A3. For example, the first rotation center axis A1 is consistent with the second rotation center axis A2 and the third rotation center axis A3. The first rotation center axis A1 is consistent with the rotation center axis C1 of the axle 10A, the second rotation center axis A2 is consistent with the rotation center axis C1, and the third rotation center axis A3 is consistent with the rotation center axis C1. The first planetary gear mechanism 54A, the second planetary gear mechanism 54B, and the third planetary gear mechanism 54C are arranged between the input rotating part 44 and the output rotating part 46 in the axial direction of the rotation center axis C1. The first planetary gear mechanism 54A is arranged beside the input rotating part 44 in the axial direction of the rotation center axis C1. The second planetary gear mechanism 54B is arranged between the first planetary gear mechanism 54A and the third planetary gear mechanism 54C in the axial direction of the rotation center axis C1. The third planetary gear mechanism 54C is arranged between the second planetary gear mechanism 54B and the output rotating part 46.

The speed changer 48 has, for example, a plurality of rotation transmission paths. Each of the plurality of rotation transmission paths corresponds to each of the plurality of change levels. The speed change level is switched by switching one rotation transmission path to another rotation transmission path. The plurality of rotation transmission paths constitute a part of the transmission path of the human power driving force. The human power driving force input to the input rotating part 44 is output from the output rotating part 46 via any one of the plurality of rotation transmission paths. The plurality of rotation transmission paths include the first path, the second path, the third path, and the fourth path.

The first path is a path in which the human driving force input to the input rotating part 44 is output to the second output rotating part 46B via the first ring gear 58B, the first planetary gear 58C, the first gear carrier 58D, the second ring gear 62B, the second planetary gear 62C, the second gear carrier 62D, the third connecting member 68G, the third ring gear 68D, the third planetary gear 68E, and the third gear carrier 68F. The second path is a path in which the human power input to the input rotating part 44 is output to the second output rotating part 46B via the first ring gear 58B, the first planetary gear 58C, the first gear carrier 58D, the second connecting member 62E, the third connecting member 68G, the third ring gear 68D, the third planetary gear 68E and the third gear carrier 68F. The third path is a path in which the human power input to the input rotating part 44 is output to the second output rotating part 46B via the first connecting member 58E, the second connecting member 62E, the third connecting member 68G, the third ring gear 68D, the third planetary gear 68E and the third planetary gear carrier 68F. The fourth path is a path in which the human power input to the input rotating part 44 is output from the first output rotating part 46A. When the fourth path is selected, the input rotating part 44 rotates integrally with the first output rotating part 46A. When the fourth path is selected, the first ratio is 1. When the fourth path is selected, the human power input to the input rotating part 44 is output from the output rotating part 46 without passing through at least one planetary gear mechanism 54.

When the first output rotating part 46A is in the permitted state, the first sun gear 58A is in the restricted state, and the second sun gear 62A is in the restricted state, the first path is selected from the plurality of rotation transmission paths. When the first output rotating part 46A is in the permitted state, the first sun gear 58A is in the restricted state, and the second sun gear 62A is in the permitted state, the second path is selected from the plurality of rotation transmission paths. When the first output rotating unit 46A is in the permitted state, the first sun gear 58A is in the permitted state, and the second sun gear 62A is in the permitted state, the third path is selected from the plurality of rotation transmission paths. When the first output rotating unit 46A is in the restricted state, the fourth path is selected from the plurality of rotation transmission paths.

When any one of the first path, the second path, and the third path is selected from the plurality of rotation transmission paths, the transmission 48 has, for example, a plurality of deceleration states. The first ratio changed by the third planetary gear mechanism 54C is changed according to the plurality of deceleration states. The transmission 48 is configured to be able to change the first ratio in stages according to the combination of the rotation transmission path and the deceleration state. The plurality of deceleration states include the first state, the second state, and the third state. In the first state, the rotation speed of the third ring gear 68D is decelerated according to the pitch circle diameter of the third ring gear 68D, the pitch circle diameter of the third outer gear 74, and the pitch circle diameter of the fifth sun gear 68C, and is output from the third gear carrier 68F. In the second state, the rotation speed of the third ring gear 68D is decelerated according to the pitch circle diameter of the third ring gear 68D, the pitch circle diameter of the third outer gear 74, the pitch circle diameter of the second outer gear 72, and the pitch circle diameter of the fourth sun gear 68B, and is output from the third gear carrier 68F. In the third state, the rotation speed of the third ring gear 68D is reduced according to the pitch circle diameter of the third ring gear 68D, the pitch circle diameter of the third outer gear 74, the pitch circle diameter of the first outer gear 70 and the pitch circle diameter of the third sun gear 68A, and is output from the third gear carrier 68F.

When the third sun gear 68A is in the allowed state, the fourth sun gear 68B is in the allowed state, and the fifth sun gear 68C is in the restricted state, the first state is selected from the plurality of deceleration states. When the third sun gear 68A is in the allowed state, the fourth sun gear 68B is in the restricted state, and the fifth sun gear 68C is in the allowed state, the second state is selected from the plurality of deceleration states. When the third sun gear 68A is in the restricted state, the fourth sun gear 68B is in the allowed state, and the fifth sun gear 68C is in the allowed state, the third state is selected from the plurality of deceleration states.

The transmission 48 includes, for example, a speed control unit that controls the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80. The speed control unit switches, for example, the claw member of each of the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 between the first state and the second state.

When the first output rotating portion 46A is in the permitted state, the speed change control section controls the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 in such a manner that the first clutch 60 and the second clutch 64 are in either the restricted state or the permitted state, and only one of the third clutch 76, the fourth clutch 78, and the fifth clutch 80 is in the restricted state.

When the first output rotating portion 46A is in the restricted state, the speed control unit controls the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 so that the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 are in the permitted state. The speed control unit includes, for example, an electric actuator for controlling the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80. The speed control unit may be configured to control the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 via cables connected to the speed lever.

Table 1 shows the states of the clutch 50, the first clutch 60, the second clutch 64, the third clutch 76, the fourth clutch 78, and the fifth clutch 80 in multiple stages. The larger the stage number, the larger the first ratio. The first ratio of stage 10 is the maximum value of the first ratio. The first ratio of stage 1 is the minimum value of the first ratio.

[Table 1]

The maximum value of the first ratio is greater than or equal to 0.16 and less than or equal to 1.25. For example, the maximum value of the first ratio is greater than or equal to 0.2 and less than or equal to 1.2. For example, the maximum value of the first ratio is greater than or equal to 0.3 and less than or equal to 1.1. The maximum value of the first ratio is, for example, 1.

For example, the minimum value of the first ratio is greater than or equal to 0.1 and less than or equal to 0.3. For example, the minimum value of the first ratio is greater than or equal to 0.15 and less than or equal to 0.25. For example, the minimum value of the first ratio is greater than or equal to 0.19 and less than or equal to 0.21. For example, the minimum value of the first ratio is 0.2.

For example, the second ratio of the maximum value of the first ratio to the minimum value of the first ratio is greater than 1.2 and less than 8. For example, the second ratio is greater than 1.7 and less than 7. For example, the second ratio is greater than 2.4 and less than 6. The second ratio is, for example, greater than 4.5 and less than 5.5. The second ratio is, for example, 4.96. The larger the second ratio is, the larger the range of the first ratio that can be achieved by the transmission 48 can be.

<Modifications> The description of the implementation form is an example of the form that the drive unit for the human-powered vehicle according to the present disclosure can obtain, and is not intended to limit its form. According to the drive unit for the human-powered vehicle according to the present disclosure, the form of the modification of the implementation form shown below and the form of at least two non-contradictory modification examples can be obtained. In the following modification examples, the same symbols as the implementation form are attached to the parts that are common to the form of the implementation form, and their descriptions are omitted.

The at least one front sprocket 18 may also include a plurality of front sprockets 18. When the at least one front sprocket 18 includes a plurality of front sprockets 18, the human-powered vehicle may also include a transmission device different from the transmission 48. The transmission device different from the transmission 48 includes, for example, a front derailleur.

The front sprocket 18 may be a pulley, and the single rear sprocket 20 may be a single pulley. In the case where the front sprocket 18 is a pulley and the rear sprocket 20 is a pulley, the chain 22 may also be a belt.

The speed changer 48 may also be disposed in the motor housing 30. When the speed changer 48 is disposed in the motor housing 30, the housing 42 includes the motor housing 30, for example. When the speed changer 48 is disposed in the motor housing 30, the first rotation center axis A1, the second rotation center axis A2, and the third rotation center axis A3 are disposed, for example, in parallel with the rotation center axis of the crankshaft 12. When the speed changer 48 is disposed in the motor housing 30, the first rotation center axis A1, the second rotation center axis A2, and the third rotation center axis A3 are substantially consistent with the rotation center axis of the crankshaft 12, for example.

The human-powered vehicle 10 may not include the motor 32 and the motor speed reducer 34. The driving unit 40 is configured to receive only human-powered driving force, for example.

The human-powered vehicle 10 may not include the motor speed reducer 34. The drive unit 40 is configured to input the motor driving force to the motor 32 without reducing the speed.

At least one of the first planetary gear mechanism 54A, the second planetary gear mechanism 54B, and the third planetary gear mechanism 54C may also include an additional planetary gear mechanism. The additional planetary gear mechanism includes, for example, an additional sun gear, an additional ring gear, an additional planetary gear, and an additional gear carrier.

The plurality of rotation transmission paths may not include the fourth path. When the plurality of rotation transmission paths does not include the fourth path, the maximum value of the first ratio of the transmission 48 does not reach 1. The maximum value of the first ratio may be greater than or equal to 0.16 and less than or equal to 0.6.

The transmission 48 may be configured so that the first ratio can be changed through 10 or more stages. The transmission 48 may be configured so that the first ratio can be changed through 2 or more stages and 9 or less stages.

The transmission unit 52 may include a mechanism other than the planetary gear mechanism 54. For example, the transmission unit 52 includes at least one of a continuously variable transmission and a clutch-type manual transmission. When the transmission unit 52 includes a mechanism other than the planetary gear mechanism 54, the transmission unit 52 may not include the planetary gear mechanism 54.

The expression "at least one" used in this specification means "one or more" of the desired options. As an example, if the number of options is 2, the expression "at least one" used in this specification means "only one option" or "two of the two options". As another example, if the number of options is 3 or more, the expression "at least one" used in this specification means "only one option" or "a combination of any two or more options".

10: Human-powered vehicle 10A: Axle 12: Crankshaft 14: Crank arm 16: Pedal 18: Front sprocket 20: Rear sprocket 22: Chain 24: Rear wheel hub 26: Wheel hub housing 28: Speed increaser 30: Motor housing 32: Motor 34: Motor speed reducer 40: Drive unit 42: Housing 44: Input rotating part 44A: Sprocket mounting part 46: Output rotating part 46A: First output rotating part 46B: Second output rotating part 48: Speed changer 50: Clutch 52: Speed changer 52A: 1st transmission unit 52B: 2nd transmission unit 52C: 3rd transmission unit 54: Planetary gear mechanism 54A: 1st planetary gear mechanism 54B: 2nd planetary gear mechanism 54C: 3rd planetary gear mechanism 56: Support member 58A: 1st sun gear 58B: 1st ring gear 58C: 1st planetary gear 58D: 1st gear carrier 58E: 1st connecting member 60: 1st clutch 62A: 2nd sun gear 62B: 2nd ring gear 62C: 2nd planetary gear 62D: 2nd gear carrier 62E: 2nd connecting member 64: 2nd clutch 66: 1st one-way clutch 68A: 3rd sun gear 68B: 4th sun gear 68C: 5th sun gear 68D: 3rd ring gear 68E: 3rd planetary gear 68F: 3rd gear carrier 68G: 3rd connecting member 70: 1st outer gear 72: 2nd outer gear 74: 3rd outer gear 76: 3rd clutch 78: 4th clutch 80: 5th clutch 82: 2nd one-way clutch A1: 1st rotation center axis A2: 2nd rotation center axis A3: 3rd rotation center axis C1: rotation center axis

FIG. 1 is a side view of a driving mechanism of a human-driven vehicle in an implementation form. FIG. 2 is a block diagram showing the transmission path of the human-driven force of the human-driven vehicle in FIG. 1 and the driving force of the motor. FIG. 3 is a skeleton diagram of the transmission path of the human-driven force and the driving force of the motor in FIG. 2.

10A: Axle

20: Rear sprocket

26: Wheel hub housing

40: Drive unit

42: Shell

44: Input rotating part

46: Output rotating part

46A: 1st output rotating unit

46B: Second output rotating unit

48: Speed changer

50: Clutch

52: Speed change unit

52A: 1st transmission unit

52B: Second transmission unit

52C: 3rd gearshift unit

54: Planetary gear mechanism

54A: 1st planetary gear mechanism

54B: Second planetary gear mechanism

54C: 3rd planetary gear mechanism

56: Support components

58A: 1st sun gear

58B: 1st ring gear

58C: 1st planetary gear

58D: 1st gear carrier

58E: 1st connecting member

60: 1st clutch

62A: 2nd sun gear

62B: 2nd ring gear

62C: 2nd planetary gear

62D: 2nd gear carrier

62E: Second connecting member

64: Second clutch

66: 1st one-way clutch

68A: 3rd sun gear

68B: 4th sun gear

68C: 5th sun gear

68D: 3rd ring gear

68E: 3rd planetary gear

68F: 3rd gear carrier

68G: 3rd connecting member

70: 1st outer gear

72: 2nd outer gear

74: 3rd outer gear

76: 3rd Clutch

78: 4th Clutch

80: 5th Clutch

82: Second one-way clutch

A1: 1st rotation center axis

A2: Second rotation center axis

A3: The third rotation center axis

C1: Rotation center axis

Claims (18)

A drive unit for a human-powered vehicle comprises: a housing; an input rotary part, which is disposed in the housing and configured to input human-powered driving force; an output rotary part, which is disposed in the housing and configured to output the human-powered driving force to the human-powered vehicle; and a transmission, which is disposed in the housing and configured to change a first ratio of a rotation speed of the output rotary part relative to a rotation speed of the input rotary part between the input rotary part and the output rotary part; and the transmission is configured to change the first ratio through more than three stages; the maximum value of the first ratio is greater than 0.16 and less than 1.25. A driving unit as claimed in claim 1, wherein the human-powered vehicle comprises at least one front sprocket and a single rear sprocket; and the human-powered driving force is input to the input rotating part via the single rear sprocket. A drive unit is a drive unit for a human-powered vehicle; The human-powered vehicle includes at least one front sprocket and a single rear sprocket; and the drive unit comprises: a housing; an input rotating part, which is disposed in the housing and configured to input human-powered driving force through the single rear sprocket; an output rotating part, which is disposed in the housing and configured to output the human-powered driving force to the human-powered vehicle; and a transmission, which is disposed in the housing and changes the first ratio of the rotation speed of the output rotating part relative to the rotation speed of the input rotating part between the input rotating part and the output rotating part; the maximum value of the first ratio is greater than 0.16 and less than 1.25. A drive unit as in any one of claims 1 to 3, wherein the maximum value is greater than 0.2 and less than 1.2. A drive unit as claimed in claim 4, wherein the maximum value is greater than 0.3 and less than 1.1. A drive unit as claimed in any one of claims 1 to 3, wherein the minimum value of the first ratio is greater than 0.1 and less than 0.3. A drive unit as claimed in any one of claims 1 to 3, wherein a second ratio of the maximum value of the first ratio to the minimum value of the first ratio is greater than 1.2 and less than 8. A drive unit as claimed in claim 7, wherein the second ratio is greater than 1.7 and less than 7. A drive unit as claimed in claim 8, wherein the second ratio is greater than 2.4 and less than 6. A drive unit as claimed in any one of claims 1 to 3, wherein the transmission includes a plurality of transmission parts each configured to change the first ratio. A drive unit as claimed in any one of claims 1 to 3, wherein the transmission comprises at least one planetary gear mechanism. A drive unit as claimed in any one of claims 1 to 3, wherein the transmission comprises a plurality of transmission parts each configured to change the first ratio; and each of the plurality of transmission parts comprises at least one planetary gear mechanism. As in the drive unit of claim 12, wherein at least one of the above-mentioned planetary gear mechanisms is a reduction mechanism. The drive unit of claim 12, wherein the plurality of transmission parts include a first transmission part configured to input the human-powered driving force from the input rotating part, a second transmission part configured to input the human-powered driving force from the first transmission part, and a third transmission part configured to input the human-powered driving force from the second transmission part and output the human-powered driving force to the output rotating part; and the first transmission part includes a first planetary gear mechanism; the second transmission part includes a second planetary gear mechanism; the third transmission part includes a third planetary gear mechanism. The drive unit of claim 14, wherein the first planetary gear mechanism has a first rotation center axis; the second planetary gear mechanism has a second rotation center axis; the third planetary gear mechanism has a third rotation center axis; the first rotation center axis is arranged in parallel with the second rotation center axis and the third rotation center axis. A drive unit as claimed in claim 15, wherein the first rotation center axis is substantially consistent with the second rotation center axis and the third rotation center axis. The drive unit of claim 14, wherein the first transmission unit, the second transmission unit and the third transmission unit change the first ratio in stages; and the number of stages of the first ratio changed by the third transmission unit is greater than the number of stages of the first ratio changed by the first transmission unit or the second transmission unit. A drive unit as claimed in claim 10, wherein the speed change mechanism is configured to: change the first ratio in a plurality of stages; and in at least one of the plurality of stages, output the human power input to the input rotating part to the output rotating part in such a manner that the first ratio is not changed by at least one of the plurality of speed change parts.