CN107776825B - Clutch control mechanism, inner transmission and bicycle - Google Patents
Clutch control mechanism, inner transmission and bicycle Download PDFInfo
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- CN107776825B CN107776825B CN201711107487.3A CN201711107487A CN107776825B CN 107776825 B CN107776825 B CN 107776825B CN 201711107487 A CN201711107487 A CN 201711107487A CN 107776825 B CN107776825 B CN 107776825B
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- clutch
- hub
- control
- control mechanism
- seat
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
- B62M25/02—Actuators for gearing speed-change mechanisms specially adapted for cycles with mechanical transmitting systems, e.g. cables, levers
Abstract
The application discloses clutch control installs in wheel hub, includes: the control rod is arranged on the hub shaft and used for driving the clutch to axially move along the hub shaft of the hub; the stay cord seat is used for driving the control rod to axially move along the hub shaft; the mounting seat is fixedly connected with the hub shaft; the mounting seat is connected with the clutch through the compressed first elastic piece. The application discloses a clutch control mechanism, control clutch shift process is smooth and easy, has improved user's use experience and has felt.
Description
Technical Field
The present application relates to the field of hub brake manufacturing technology, and in particular, to a clutch control mechanism, an internal transmission, and a bicycle.
Background
The bicycle is used as a transportation means and mainly runs by manpower, does not pollute the environment, and accords with the low-carbon travel concept of modern people. Therefore, bicycles are widely used due to convenience and low carbon and environmental friendliness of the bicycles. With the wide use of bicycles, people are also increasingly experiencing the use experience of bicycles.
The clutch control mechanism is mainly used for controlling clutch transmission between the clutch and the hub, so that speed ratio control of different gears is realized. However, at present, when the manual clutch control mechanism is shifted, the mechanical running distance of the manual gear-in and gear-out is not consistent, so that the force used by the manual gear-in and gear-out of a user is not consistent, and the shifting process is not smooth. Therefore, how to solve the technical problem that the user needs to solve the problem that the gear shifting process is not smooth due to inconsistent force for manually controlling the forward gear and the reverse gear of the internal transmission is urgent to be solved by those skilled in the art.
Disclosure of Invention
In order to solve the technical problems, a first object of the present invention is to provide a clutch control mechanism, which solves the problem that the gear shifting process is not smooth due to inconsistent force for manually controlling the inner transmission to shift in and out by a user; a second object of the present invention is to provide an internal transmission that also solves the above-mentioned problems; a third object of the present invention is to provide a bicycle that uses the inner derailleur described above.
The technical scheme provided by the invention is as follows:
a clutch control mechanism for installation in a wheel hub clutch control mechanism, comprising:
the control rod is arranged on the hub shaft and used for driving the clutch to axially move along the hub shaft of the hub clutch control mechanism;
the pull rope seat is clamped with the control rod and used for driving the control rod to move away from the clutch along the hub shaft;
the mounting seat is fixedly connected with the hub shaft;
the mounting seat is connected with the clutch through a compressed first elastic piece.
Preferably, the clutch further comprises a control sleeve arranged between the clutch and the control rod, the control sleeve is assembled with the hub shaft in a coaxial rotation mode, and the control sleeve is connected with the mounting seat through the first elastic piece. Preferably, a second elastic piece is arranged between the clutch and the control sleeve and used for buffering the movement of the control sleeve for driving the clutch to move.
Preferably, the control rod limiting part is used for limiting the moving direction of the control rod and is fixedly connected with the hub shaft.
Preferably, a sliding groove is axially formed in the mounting seat along the hub shaft, and the control rod can slide along the sliding groove.
Preferably, the pull rope seat is rotationally connected with the mounting seat.
Preferably, a constant-combination transmission state is formed between the pull rope seat and the control rod through a clamping structure.
Preferably, a pull rope installation part for installing a pull rope is arranged on the pull rope seat.
Preferably, the device further comprises a packaging piece which is fixedly sleeved with the hub shaft and used for packaging the pull rope seat.
Preferably, the packaging piece comprises a pull rope guide plate for guiding the pull rope and a packaging cover for fixedly packaging the pull rope guide plate on the pull rope seat.
An internal transmission comprising the clutch control mechanism according to any one of the above, the clutch controlled by the clutch control mechanism, a shift control assembly engaged with the clutch, and a power take-off provided between the shift control assembly and an inner wall of the hub.
Preferably, the shift control assembly includes a pawl that is disengageable from or in contact with the clutch and outputs power to the power take-off, and a planetary gear train that is disengageable from or in contact with the clutch and outputs power to the power take-off.
Preferably, the clutch is provided with a ramp structure for controlling depression of the pawl.
Preferably, the planetary gear train comprises a sun gear fixedly sleeved on the hub shaft, a sun gear capable of outputting power to the hub clutch control mechanism through the power output piece, a planet carrier matched with the clutch in a clutch mode and capable of outputting power to the hub clutch control mechanism through the power output piece, and a planet wheel arranged between the planet carrier and the sun gear.
Preferably, the clutch and the planet carrier form clutch fit through a jaw clutch structure.
A bicycle comprising an inner derailleur according to any one of the preceding claims.
According to the clutch control mechanism provided by the invention, the pull rope seat can drive the control rod to axially move along the hub shaft, so that the control rod can drive the clutch to axially approach the first elastic piece along the hub shaft, and gear shifting is realized, and as the first elastic piece is compressed between the mounting seat and the clutch, one end of the first elastic piece is pushed by the clutch to the axial direction, and the other end of the first elastic piece is blocked by the mounting seat and is further compressed; or the control rod can drive the clutch to axially separate from the first elastic piece along the hub shaft to realize gear withdrawal, and after the first elastic piece loses the thrust of the clutch to the clutch in the axial direction, the elastic deformation of the first elastic piece due to gear entering is also recovered, and the clutch is reversely pushed. Therefore, when a user performs gear entering or gear exiting, only the force of elastic deformation and elastic deformation recovery of the first elastic piece is needed to be overcome, the gear shifting process is smooth, and the use experience of the user is improved.
The internal transmission provided by the invention has the advantages that the clutch control mechanism is used for controlling the clutch and the speed changing assembly to realize the speed changing of power, and the power after the speed changing is transmitted to the hub clutch control mechanism through the power output piece arranged between the speed changing control assembly and the inner wall of the hub clutch control mechanism so as to realize the speed changing of the hub clutch control mechanism. The clutch control mechanism is applied to the inner transmission, so that the gear shifting process of the inner transmission is smooth, and the use experience of a user is improved.
The bicycle provided by the invention is applied to the inner transmission, so that the gear shifting process is smooth, and the use experience of a user is improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a clutch control mechanism according to an embodiment of the present invention;
FIG. 2 is an enlarged schematic view of portion A of FIG. 1;
FIG. 3 is an exploded view of a clutch control mechanism according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of the use of one of the clutch control mechanisms provided in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram of one embodiment of a clutch control mechanism according to an exemplary embodiment of the present invention;
FIG. 6 is an enlarged schematic view of portion A of FIG. 5;
FIG. 7 is a schematic diagram of one embodiment of a clutch control mechanism according to an exemplary embodiment of the present invention;
FIG. 8 is an enlarged schematic view of portion A of FIG. 7;
fig. 9 is a schematic structural diagram of a pull rope seat of a clutch control mechanism according to an embodiment of the present invention;
fig. 10 is a schematic structural diagram of a mounting seat of a clutch control mechanism according to an embodiment of the present invention;
fig. 11 is a schematic structural view of a clutch control mechanism according to an embodiment of the present invention in a speed increasing gear;
FIG. 12 is an enlarged schematic view of portion A of FIG. 11;
FIG. 13 is a schematic view of a clutch control mechanism according to an embodiment of the present invention in a direct gear;
FIG. 14 is an enlarged schematic view of portion A of FIG. 13;
FIG. 15 is a schematic view of a clutch control mechanism according to an embodiment of the present invention in a low gear;
FIG. 16 is an enlarged schematic view of portion A of FIG. 15;
FIG. 17 is a schematic illustration of a package for a clutch control mechanism according to an embodiment of the present invention;
FIG. 18 is a schematic diagram of a package of a clutch control mechanism according to an embodiment of the present invention;
FIG. 19 is a side view of a pull rope guide plate of a clutch control mechanism according to an embodiment of the present invention;
FIG. 20 is a front view of a pull rope guide plate of a clutch control mechanism according to an embodiment of the present invention;
FIG. 21 is a schematic view of a package cover of a clutch control mechanism according to an embodiment of the present invention;
FIG. 22 is a schematic diagram of an internal transmission according to an embodiment of the present invention;
FIG. 23 is a schematic illustration of an internal transmission in a upshift gear configuration provided in accordance with an embodiment of the present invention;
FIG. 24 is a schematic illustration of an internal transmission in a direct gear configuration according to an embodiment of the present invention;
fig. 25 is a schematic view of an internal transmission in a low gear according to an embodiment of the present invention.
Detailed Description
In order to better understand the technical solutions in the present application, the following description will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, shall fall within the scope of the present application.
The clutch control mechanism in the prior art comprises a cam seat which is sleeved on the hub shaft and can freely rotate around the hub shaft, a control rod which is connected with the cam seat and is axially arranged along the hub shaft, and a clutch which is connected with the control rod through a control sleeve. The height of the cam seat along the axial direction of the hub shaft gradually changes from low to high along the axial direction, so that a user can drive the cam seat to rotate around the hub shaft through the pull rope, and then drive the control rod to push the control sleeve to approach the planet carrier, and further the protruding block of the clutch is combined with the groove on the planet carrier, so that power is transmitted to the planet carrier, and gear entering is realized. In addition, in order to buffer the combination process of the protruding block of the clutch and the groove on the planet carrier, the protruding block of the clutch and the protruding block on the planet carrier are prevented from being toothed, so that the clamping connection cannot be realized rapidly, and a buffer spring is assembled between the clutch and the control sleeve. In addition, in order to realize gear withdrawal after the pull rope is loosened, a return spring is sleeved on the control rod and the hub shaft. Therefore, the user needs to overcome the compression elasticity of the buffer spring and the return spring to realize the gear entering; when the gear is retreated, only the pull rope is needed to be loosened, and the elastic potential energy released by the return spring in the recovery deformation is converted into mechanical energy of the clutch, the control sleeve and the control rod cam homogenizing seat, so that the return of the clutch can be realized. Therefore, the mechanical running distance of the manual gear-in and gear-out of the user is inconsistent, so that the force used by the manual gear-in and gear-out of the user is inconsistent, and the gear shifting process is not smooth.
The clutch control mechanism provided by the embodiment of the invention is arranged in a wheel hub 1 and comprises:
a control lever 21 provided on the hub axle 10 for driving the clutch 4 to move axially along the hub axle 10 of the hub 1;
the pull rope seat 22 is clamped with the control rod and used for driving the control rod 21 to move away from the clutch 4 along the hub shaft 10;
a mount 23 fixedly connected to the hub axle 10;
wherein the mounting seat 23 is connected to the clutch 4 by means of a compressed first elastic member 24.
Specifically, as shown in fig. 1 to 3, the first elastic member 24 is a spring coaxially and rotatably assembled with the hub axle 10, and the spring is compressed and assembled between the mounting seat 23 and the clutch 4, and during gear withdrawal, the pull rope seat 22 drives the control rod 21 to move axially along the hub axle 10 towards the position where the pull rope seat 22 is located, so that the control rod 21 can drive the clutch 4 to push the spring axially along the hub axle 10, and therefore one end of the first elastic member 24 is pushed by the clutch 4 in the axial direction, and the other end is blocked by the mounting seat 23 and further compressed; or, when the gear is shifted, the pull rope seat 22 rotates to drive the force of the control rod 21 to be eliminated, and the spring loses the thrust of the clutch 4 to the axial direction, so that the spring compressed further is compressed to be rebounded by the elastic potential energy obtained after being compressed before being released, and then the spring stretches to push the control sleeve 25 reversely to drive the clutch 4 to move reversely, and during the period, the elastic deformation of the spring due to the gear shifting is recovered. Therefore, when the user performs the gear-in or gear-out, only the force of elastic deformation and elastic deformation recovery of the first elastic member 24 needs to be overcome, the gear shifting process is smooth, and the use experience of the user is improved.
The clutch control device further comprises a control sleeve 25 arranged between the clutch 4 and the control rod 21, wherein the control sleeve 25 is coaxially and rotatably assembled with the hub shaft 10, and the control sleeve 25 is connected with the mounting seat 23 through a first elastic piece 24.
Specifically, the control rod 21 is provided with the first protruding block 211, the control sleeve 25 is provided with the clamping interface, the control sleeve 25 is connected with the control rod 21 in the clamping interface through the first protruding block 211 in a clamping way, the control sleeve 25 is arranged between the control rod 21 and the clutch 4, the control sleeve 25 can move along with the movement of the control rod 21 so as to drive the clutch 4 to axially move along the hub shaft 10, the clutch 4 can be sleeved on the control sleeve 25 to circumferentially rotate around the control sleeve 25, and the clutch 4 is indirectly connected with the control rod 21 through the control sleeve 25, so that the clutch 4 is prevented from being directly connected with the control rod 21, and larger friction force is generated between the clutch 4 and the control rod 21 during circumferential rotation, so that the control rod 21 is worn for a long time.
Wherein, a second elastic member 28 is disposed between the clutch 4 and the control sleeve 25, and is used for buffering the movement of the clutch 4 driven by the control sleeve 25.
Specifically, as shown in fig. 4 to 6, the second elastic member 28 is a spring, and the spring is assembled between the control sleeve 25 and the clutch 4 through a gasket and a clamp spring in a compressed manner, when the control sleeve 25 moves along the axial direction of the hub shaft 10, the spring is driven to compress first until the elastic force of the spring is greater than the external resistance, and then the clutch 4 is driven to move along the movement direction of the control sleeve 25; on the contrary, after the control sleeve 25 loses the pulling force of the control rod 21 on the control sleeve, the spring loses the pressed force to release elastic potential energy, the spring reversely pushes the control sleeve 25, and then the clutch 4 is pushed by the control sleeve 25 to reversely move until the elastic force of the spring is equal to the external resistance, and the movement of the clutch 4 is stopped. Therefore, the spring plays a role in buffering in the motion of the control sleeve 25 driving the clutch 4 to move, and the resistance of the gear controller for controlling gear shift outside the hub is prevented from being increased due to the clamping stagnation of the transmission motion between the clutch 4 and the control sleeve 25.
Alternatively, as shown in fig. 7 to 8, the second elastic member 28 is a spring, and the spring is compressed and assembled between the control sleeve 25 and the clutch 4 through the transition member 281, and when the control sleeve 25 moves along the axial direction of the hub axle 10, the spring is first driven to compress, until the elastic force of the spring is greater than the external resistance, and then the clutch 4 is driven to move along the movement direction of the control sleeve 25. Therefore, the spring plays a role in buffering when the control sleeve 25 drives the clutch 4 to move, so that the gear controller resistance is prevented from being increased due to the clamping stagnation of the transmission action between the clutch 4 and the control sleeve 25.
More specifically, the transition piece 281 is a bent clip, one end of the spring applies an elastic force to the bent clip when the spring is further compressed by the control sleeve 25, the other end of the spring applies an elastic force to the clutch 4, and when the elastic force applied to the clutch 4 by the spring is greater than the resistance force applied to the clutch 4 by the spring, the clutch 4 starts to move in the direction in which the control sleeve 25 moves. Moreover, gaps exist between the bending clamping pieces and the control sleeve 25 and between the bending clamping pieces and the clutch 4 respectively, so that the bending clamping pieces and the control sleeve 25 or the bending clamping pieces and the clutch 4 are not tightly attached together, and the phenomenon that friction force of the clutch 4 and the control sleeve 25 in the circumferential direction influences the movement of the control sleeve 25 along the axial direction due to the fact that the clutch 4 synchronously rotates along with the flywheel base 6 is avoided.
The mounting seat 23 is provided with a chute 231 along the axial direction of the hub axle 10, which plays a role in avoiding air.
Specifically, as shown in fig. 10, the mounting seat 23 is fixedly sleeved on the hub axle 10, and the control rod 21 is limited to move in the sliding groove 231 on the mounting seat 23, so that the available space in the hub 1 is greatly saved.
Wherein, still include the control rod limiter that is used for limiting the direction of movement of control rod 21 and with hub axle 10 fixed connection.
Specifically, the control rod limiting part is a positioning sleeve fixedly sleeved with the hub shaft 10, and a first groove for limiting the moving direction of the control rod 21 is axially formed in the positioning sleeve, so that the offset direction of the control rod 21 during axial movement along the hub shaft 10 is avoided, and the stability of clutch 4 clutch fit of the control rod 21 is further improved.
Or, the second groove 11 is arranged on the hub shaft 10 corresponding to the moving direction of the control rod 21, the control rod 21 can move along the direction limited by the second groove 11, the offset direction of the control rod 21 when moving along the axial direction of the hub shaft 10 is avoided, and the stability of the control rod 21 for controlling the clutch 4 to be engaged and disengaged is further improved.
Wherein, stay cord seat 22 and mount pad 23 rotate to be connected.
Specifically, as shown in fig. 9, a first rotating shaft 221 is fixedly disposed on the pull rope seat 22, a first rotating shaft hole 232 is disposed on the mounting seat 23, the first rotating shaft 221 can be inserted into the first rotating shaft hole 232, and the pull rope seat 22 is inserted into the first rotating shaft hole 232 through the first rotating shaft 221 to be rotatably connected with the mounting seat 23.
Or, the second rotating shaft is fixedly arranged on the mounting seat 23, the second rotating shaft hole is arranged on the pull rope seat 22, the second rotating shaft can be inserted in the second rotating shaft hole, and the pull rope seat 22 is inserted in the second rotating shaft hole through the second rotating shaft to be connected with the mounting seat 23 in a rotating way.
More specifically, a support seat 27 is provided between the spring and the mounting seat 23 for blocking the movement of the spring to the right by being pushed by the control sleeve 25.
Wherein, the rope seat 22 and the control rod 21 form a normal combined transmission state through a clamping structure.
Specifically, the pull rope seat 22 is provided with a clamping portion 222, the clamping portion 222 is provided with a control surface contacting with the control rod 21, the control rod 21 is provided with a second protruding block 212, the second protruding block 212 is provided with a controlled surface contacting with the control surface, and when the pull rope seat 22 rotates, the control surface of the clamping portion 222 applies thrust to the controlled surface of the second protruding block 212, so that the control rod 21 is driven by the pull rope seat 22 to axially move along the hub shaft 10.
More specifically, the normal combined transmission state refers to a state in which the control surface is kept in contact with the controlled surface, and the power can be constantly input from the clamping portion 222 to the second bump 212.
The rope seat 22 is provided with a rope attachment portion 221 for attaching a rope.
Specifically, the pull rope hole 223 is formed in the pull rope seat 22, the pull rope can be inserted into the pull rope hole 223, and the diameter of the rope end 224 of the pull rope is larger than that of the pull rope hole 223, so that the pull rope is clamped in the pull rope hole 223, a user can rotate and pull the pull rope through a gear shifting action part arranged on a handlebar, the pull rope seat 22 can be driven to rotate, and then the control rod 21 is driven to move, so that the speed change and gear shifting of the user in the riding process are greatly facilitated.
The device further comprises a packaging piece 26 fixedly sleeved with the hub shaft 10 and used for packaging the pull rope seat 22.
Specifically, as shown in fig. 17 to 21, the packing 26 is fixedly disposed on the hub axle 10 and covers the string seat 22 such that the string seat 22 is sealed on the hub 1, and thus, the packing 26 can protect the string seat 22 and the string from being damaged by external force, and the service lives of the string seat 22 and the string are prolonged.
Wherein the packing 26 includes a string guide plate 261 for guiding the string, and a packing cover 262 fixedly packing the string guide plate 261 on the string holder 22.
Specifically, the stay cord deflector 261 passes through fixed mounting on the hub axle 10, and encapsulation lid 262 passes through screw fixed mounting on stay cord deflector 261, and encapsulation lid 262 and stay cord deflector 261's combination is with stay cord seat 22 encapsulation on hub 1, has avoided stay cord seat 22 and stay cord to be damaged by external force to the stay cord is walked the line from stay cord deflector 261, has limited the travel route of stay cord, has further protected the stay cord, has avoided rocking back and forth and has received the damage at the in-process stay cord of riding.
An internal transmission is characterized by comprising any one of the clutch control mechanisms 2, a clutch 4 controlled by the clutch control mechanism 2, a speed change control assembly in clutch engagement with the clutch 4, and a power output member arranged between the speed change control assembly and the inner wall of the hub 1.
As shown in fig. 22, the clutch control mechanism 2 is used for controlling the clutch 4 and the speed changing assembly to realize the speed changing of power, and the power after the speed changing is transmitted to the hub 1 through the power output piece arranged between the speed changing control assembly and the inner wall of the hub 1 so as to realize the speed changing of the hub 1. The clutch control mechanism 2 is applied to the inner transmission, so that the gear shifting process of the inner transmission is smooth, and the use experience of a user is improved.
Wherein the shift control assembly includes a pawl 31 that is disengageable from or in contact with the clutch 4 and outputs power to the power take-off, and a planetary gear train 32 that is disengageable from or in contact with the clutch 4 and outputs power to the power take-off.
Specifically, the control rod 21 is driven by the pull rope seat 22 to axially move along the hub shaft 10, the clutch 4 is driven to axially move along the hub shaft 10, the clutch 4 can be separated from or contacted with the pawl 31 according to the position of the clutch 4 in the axial direction of the hub shaft 10, the pawl 31 is controlled to be sprung and pressed, the pawl 31 is contacted with the inner wall of the hub 1 when being sprung, and the pawl 31 is separated from the inner wall of the hub 1 when being pressed; according to the position of the clutch 4 in the axial direction of the hub shaft 10, the clutch 4 can be separated from or contacted with the planetary gear train 32, and the clutch 4 can drive the planetary gear train 32 to synchronously rotate when being clamped with the planetary gear train 323 of the planetary gear train 32. Thus, the output rotation speed from the power input to the power output can be changed by the cooperation of the planetary gear train 32 and the pawls 31.
Wherein the clutch 4 is provided with a ramp structure for controlling the depression of the pawl 31.
Specifically, a slope structure is arranged on the outer ring of the clutch 4 along the circumferential direction, the outer diameter of the clutch 4 on one side of the slope structure is larger than the outer diameter of the clutch 4 on the other side, the clutch 4 and the slope structure are connected through the slope structure, high-level surfaces, namely the outer diameter of the clutch 4 corresponding to the large outer diameter and low-level surfaces, namely the outer diameter of the clutch 4 smaller, are respectively formed on two sides of the slope structure, the slope structure is in contact with the pawl 31, and the pawl 31 can be controlled to be changed from a bouncing state to a pressing state.
The planetary gear train 32 includes a sun gear 321 fixedly sleeved on the hub shaft 10, an inner gear ring 322 capable of outputting power to the hub 1 through a power output member, a planet carrier 323 which is in clutch fit with the clutch 4 and capable of outputting power to the hub 1 through the power output member, and a planet gear 324 arranged between the planet carrier 323 and the inner gear ring 322.
Specifically, the sun gear 321 is fixedly sleeved on the hub shaft 10, the pawl 31 is arranged on the inner gear ring 322, the clutch 4 can be respectively in clutch fit with the planet carrier 323 and the pawl 31, namely, the clutch 4 can be respectively contacted with and separated from the planet carrier 323 and the pawl, power starts from the flywheel base 6, and when the clutch 4 is clamped with the planet carrier 323, the power is transmitted to the planet carrier 323 through the clutch 4 and then is output to the power output piece through the inner gear ring 322; when the clutch 4 is clamped with the pawl 31 and the pawl 31 is in a sprung state, power is input through the flywheel base 6 and transmitted to the annular gear 322, the annular gear 322 drives the pawl 31, so that the power is output to the hub 1, and then the annular gear 322 connected with the pawl 31 outputs the power to a power output piece; when the pawls 31 are shifted from the sprung state to the depressed state, the ring gear 322 is separated from the hub 1, and power cannot be transmitted through the pawls 31.
More specifically, the middle position of the pawl 31 is rotatably arranged on the inner gear ring 322 through a pin shaft, the ratchet end at the outer side of the pawl 31 is sprung up through a torsion spring to be embedded with a ratchet groove on the inner wall of the hub 1, unidirectional transmission is formed, the inner side of the pawl passes through the inner gear ring 322 to be contacted with the outer diameter of the clutch 4, and the outer side of the pawl 31 can be pressed down through leverage through the transformation between the high-level surface and the low-level surface at the two ends of the slope structure, so that the inner gear ring 322 is separated from the hub 1.
Wherein, clutch 4 and planet carrier 323 form clutch cooperation through the jaw clutch structure.
Specifically, as shown in fig. 23 to 25, and as shown in fig. 11 to 16, the control lever 21 drives the clutch 4 to move rightward along the hub shaft 10 through the control sleeve 25, so that the jaw structure between the clutch 4 and the planet carrier 323 is separated, and the control lever 21 drives the clutch 4 to move leftward along the hub shaft 10 through the control sleeve 25, so that the jaw structure between the clutch 4 and the planet carrier 323 is combined.
The power take-off is a second overrunning clutch 52 connected to the planet carrier 323 and engaging the inner wall of the hub 1. The first overrunning clutch 51 is disposed between the flywheel housing 6 and the speed change control assembly, and is used for transmitting the power input on the flywheel housing 6 to the speed change control assembly.
Wherein, still include the first seal 61 that sets up between wheel hub 1 and flywheel base 6, set up the second seal 62 between flywheel base 6 and mount pad 23, set up the third seal 63 between the inner wall of wheel hub 1 and bearing 11 of hub axle 10.
The present embodiment is exemplified by a three-speed internal transmission, and the gear drive state of the three-speed internal transmission of the present embodiment is described in detail below with reference to fig. 9 to 14.
As shown in fig. 11 to 12, when the clutch 4 and the carrier 323 are in a combined state, the spring is in a compressed state, that is, the spring is arranged between the control sleeve 25 and the supporting seat 27 in a compressed state, at this time, the inner side of the pawl 31 keeps in contact with the low-level surface of the outer ring of the clutch 4, the pawl 31 bounces up under the action of the torsion spring, at this time, the power enters from the flywheel base 6 and is transmitted to the carrier 323 through the clutch 4, the carrier 323 transmits the rotating power into the planetary gear train 32 for speed increasing transmission, then the ring gear 322 outputs from the pawl 31 to the hub 1 to drive the wheel connected with the hub 1 to rotate, the gear is a speed increasing gear, the rotational speeds of the hub 1 and the ring gear 322 exceed the rotational speeds of the flywheel base 6 and the carrier 323, the first overrunning clutch is overrunned, and the second overrunning clutch 52 is overrunned.
As shown in fig. 13 to 14, when the control lever 21 pushes the pawl 31 on the right side of the control sleeve 25 to approach, the control sleeve 25 further compresses the spring, and at this time, the clutch 4 and the planet carrier 323 are in a power separation state, but in the process of moving the clutch 4 to the right, the low level surface of the slope structure of the clutch 4 contacts with the inner side of the pawl 31, the inner side of the pawl 31 is not limited by the clutch 4, and is sprung up under the action of the torsion spring, the inner gear ring 322 and the hub 1 are kept in a unidirectional power transmission state, at this time, power enters from the flywheel base 6, drives the inner gear ring 322 to synchronously rotate through the first overrunning clutch 51, is directly transmitted to the hub 1 through the pawl 31 to output, drives the wheel connected with the hub 1 to rotate, the gear is a direct gear, the rotating speed of the hub 1 exceeds the rotating speed of the planet carrier 323, and the second clutch is overrunned.
As shown in fig. 15 to 16, when the control lever 21 continues pushing to the right, the control sleeve 25 is driven to further compress the spring, at this time, the clutch 4 and the planet carrier 323 are still in a separated state, the contact position between the outer ring of the clutch 4 and the inner side of the pawl 31 is changed from the low level surface to the high level surface through the slope structure, and the high level surface of the slope structure of the clutch 4 contacts the inner side of the pawl 31, the pawl 31 is controlled to be in a pressed state, so that the inner gear 322 and the hub 1 are in a power separated state, at this time, power enters from the flywheel base 6, and is transmitted to the inner gear 322 through the first overrunning clutch 51, the inner gear 322 transmits the rotary power to the planetary gear train 32 for speed reduction transmission, and then the planetary carrier 323 outputs the rotary power to the hub 1 through the second overrunning clutch 52, so as to drive the wheel connected with the hub 1 to rotate, and the gear is in a low gear.
Conversely, when the gear is shifted from the low gear to the direct gear and then from the direct gear to the speed-increasing gear, the control lever 21 is moved reversely, and the gear transmission state is reversed.
The bicycle provided by the invention is applied with the clutch control mechanism 2, so that the gear shifting process is smooth, and the use experience of a user is improved.
The clutch control mechanism provided by the embodiment of the invention can be widely applied to bicycles and motorcycles.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (13)
1. A clutch control mechanism installed in a wheel hub (1), characterized by comprising:
a control rod (21) which is arranged on the hub shaft (10) and is used for driving the clutch (4) to axially move along the hub shaft (10) of the hub (1);
the pull rope seat (22) is clamped with the control rod and used for driving the control rod (21) to move away from the clutch (4) along the hub shaft (10);
the mounting seat (23) is fixedly connected with the hub shaft (10);
the mounting seat (23) is connected with the clutch (4) through a compressed first elastic piece (24);
a control sleeve (25) arranged between the clutch (4) and the control rod (21), wherein the control sleeve (25) is coaxially and rotatably assembled with the hub shaft (10), and the control sleeve (25) is connected with the mounting seat (23) through the first elastic piece (24);
a second elastic piece (28) is arranged between the clutch (4) and the control sleeve (25) and is used for buffering the movement of the clutch (4) driven by the control sleeve (25);
the second elastic element (28) is a spring which is mounted between the control sleeve (25) and the clutch (4) by means of a transition element (281) in a compressed manner;
the transition piece (281) is a bending clamping piece; and gaps are respectively reserved between the bending clamping pieces and the control sleeve (25) and between the bending clamping pieces and the clutch (4).
2. The clutch control mechanism (2) according to claim 1, further comprising a lever stopper for defining a moving direction of the lever (21) and fixedly connected to the hub axle (10).
3. Clutch control mechanism (2) according to claim 2, characterized in that the pull-cord seat (22) is rotatably connected with the mounting seat (23).
4. A clutch control mechanism (2) according to claim 3, characterized in that the pull rope seat (22) and the control rod (21) form a normally combined transmission state through a clamping structure.
5. The clutch control mechanism (2) according to claim 4, wherein the rope seat (22) is provided with a rope attachment portion (221) for attaching a rope.
6. The clutch control mechanism (2) according to claim 5, further comprising a packaging (26) fixedly sleeved with the hub axle (10) and for packaging the pull-cord seat (22).
7. Clutch control mechanism (2) according to claim 6, characterized in that the encapsulation (26) comprises a pull rope guide plate (261) for guiding the pull rope, and an encapsulation cover (262) for fixedly encapsulating the pull rope guide plate (261) on the pull rope seat (22).
8. An internal transmission comprising a clutch control mechanism (2) according to any one of claims 1 to 7, said clutch (4) controlled by said clutch control mechanism (2), a shift control assembly in clutching engagement with said clutch (4), and a power take-off disposed between said shift control assembly and an inner wall of said hub (1).
9. An internal transmission according to claim 8, characterized in that the shift control assembly comprises a pawl (31) which is separable from or in contact with the clutch (4) and outputs power to the power take-off, and a planetary gear train (32) which is separable from or in contact with the clutch (4) and outputs power to the power take-off.
10. An internal transmission according to claim 9, wherein the clutch (4) is provided with a ramp structure to control the depression of the pawl (31).
11. An internal transmission according to claim 10, characterized in that the planetary gear train (32) comprises a sun gear (321) fixedly sleeved on the hub axle (10), an annulus gear (322) which can output power to the hub (1) through the power take-off, a planet carrier (323) which is in clutching engagement with the clutch (4) and can output power to the hub (1) through the power take-off, and planet gears (324) arranged between the planet carrier (323) and the annulus gear (322).
12. The internal transmission according to claim 11, characterized in that the clutch (4) and the planet carrier (323) are brought into a clutching fit by means of a dog clutch arrangement.
13. A bicycle comprising an inner derailleur according to any of claims 8 to 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711107487.3A CN107776825B (en) | 2017-11-10 | 2017-11-10 | Clutch control mechanism, inner transmission and bicycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711107487.3A CN107776825B (en) | 2017-11-10 | 2017-11-10 | Clutch control mechanism, inner transmission and bicycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107776825A CN107776825A (en) | 2018-03-09 |
| CN107776825B true CN107776825B (en) | 2023-06-13 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201711107487.3A Active CN107776825B (en) | 2017-11-10 | 2017-11-10 | Clutch control mechanism, inner transmission and bicycle |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112171633A (en) * | 2020-08-31 | 2021-01-05 | 上海安沛动力科技有限公司 | Unilateral hub motor shaft for robot chassis vehicle |
| CN113928469A (en) * | 2021-12-02 | 2022-01-14 | 深圳洛梵狄变速器有限公司 | Control mechanism and bicycle internal speed changer |
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| CN107776825A (en) | 2018-03-09 |
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Effective date of registration: 20221116 Address after: 528000 Second floor of No. 8 Building in Guangdong Xuelaite Optoelectronic Technology Co., Ltd., Zone A, Shishan Science and Technology Industrial Park, Shishan Town, Nanhai District, Foshan City, Guangdong Province (residence declaration) Applicant after: GUANGDONG LOFANDI INTELLIGENT TECHNOLOGY CO.,LTD. Address before: First floor of light industry workshop of Changsha CSR Electric Equipment Co., Ltd., No. 197, Jinhai Road, Yuhua District, Changsha City, Hunan Province 410007 Applicant before: HUNAN JIEXING TECHNOLOGY CO.,LTD. |
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