CN218662162U - Bicycle lock, hub system and bicycle - Google Patents

Abstract

The embodiment of the application provides a lock, wheel hub system and bicycle, wherein, the lock includes: a housing; the electric control device comprises an electric control shell, an electric control assembly and a driving assembly; at least part of the electric control shell is arranged in the inner cavity of the shell, the electric control assembly is arranged in the inner cavity of the electric control shell and controls the opening and closing of the driving assembly; the input part of the driving component is positioned in the inner cavity of the electric control shell, and the output part of the driving component penetrates through the electric control shell; the transmission device is arranged on the outer side of the electric control shell, and the input part of the transmission device is connected with the output part of the driving assembly; the first end of the locking device is arranged in the inner cavity of the shell, is positioned on the outer side of the electric control shell and is connected with the output part of the transmission device; the second end of the locking device penetrates through the shell and is slidably arranged on the shell. The application provides a lock, wheel hub system and bicycle has the damage probability that reduces the electrical part, improves life's advantage.

Description

Bicycle lock, hub system and bicycle

Technical Field

The embodiment of the application relates to the technical field of bicycles, in particular to a bicycle lock, a hub system and a bicycle.

Background

The bicycle is a preferred vehicle for short trip in daily life due to the characteristics of convenience, environmental protection and the like. In order to prevent the bicycle from being stolen, the bicycle is generally provided with a bicycle lock, and the bicycle lock can lock the wheels of the bicycle so that the wheels cannot normally rotate, thereby achieving the purpose of theft prevention.

With the development of science and technology, the lock on the bicycle is gradually changed from a manual mode to an automatic mode, and the automatic lock can automatically fall down after receiving a signal that the bicycle stops. Compare in manual formula lock, automatic formula lock can reduce user's operating procedure, improves user's use travelling comfort.

However, the related art automatic vehicle lock has poor waterproof effect, and is very likely to cause damage to electronic devices in the automatic vehicle lock.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a lock, wheel hub system and bicycle for solve the waterproof effect of automatic formula lock poor, and lead to the problem of the electronic device damage in the automatic formula lock.

In order to achieve the purpose, the application provides the following technical scheme:

one aspect of an embodiment of the present application provides a lock for a hub of a bicycle, the lock comprising: a housing having an interior cavity; the electric control device comprises an electric control shell, an electric control assembly and a driving assembly; the electric control assembly is arranged in the inner cavity of the electric control shell, and is electrically connected with the driving assembly and controls the opening and closing of the driving assembly; the input part of the driving assembly is positioned in the inner cavity of the electric control shell, and the output part of the driving assembly penetrates through the electric control shell; the transmission device is arranged on the outer side of the electric control shell, and the input part of the transmission device is connected with the output part of the driving assembly; the locking device is provided with a first end and a second end which are oppositely arranged; the first end of the locking device is arranged in the inner cavity of the shell, is positioned outside the electric control shell and is connected with the output part of the transmission device; the second end of the locking device penetrates through the shell and is slidably arranged on the shell.

According to the bicycle lock, the hub system and the bicycle, the driving assembly can be controlled by the electric control assembly, and the locking device is driven to lock the hub or unlock the hub through the transmission device. Wherein, through with automatically controlled subassembly (like controller etc.), drive assembly's input part (like motor etc.) sets up the inside at automatically controlled shell, and through wearing out automatically controlled shell with drive assembly's output part (like output shaft etc.) and be connected with the transmission that is located the outside of automatically controlled shell, and through being connected transmission and locking device, so that utilize automatically controlled shell to separate automatically controlled subassembly and drive assembly's input part and locking device, in order to avoid impurity such as liquid, dust to pollute automatically controlled subassembly and drive assembly's input part, do benefit to the damage probability that reduces automatically controlled subassembly and drive assembly's input part, more do benefit to the life who improves the lock.

In one possible implementation manner, the output part of the driving assembly is an output shaft, and the output shaft is arranged in the electronic control shell in a penetrating manner and is rotationally connected to the electronic control shell; the input part of the transmission device is connected with the output shaft and rotates along with the rotation of the output shaft, and the rotation axis of the input part of the transmission device is collinear with the rotation axis of the output shaft; the output part of the transmission device is matched with the input part of the transmission device, and the output part of the transmission device is arranged on the shell in a sliding mode along with the rotation of the input part of the transmission device.

Through the scheme, the torsion force output by the output shaft is converted into the push-pull force of the locking device by using the transmission device, and the self-locking force can be generated when the input part of the transmission device is matched with the output part of the transmission device, so that the self-locking property of the vehicle lock is improved.

In one possible implementation manner, the input part of the transmission device is a gear, the output part of the transmission device is a rack, and the gear is meshed with the rack; or, the input part of the transmission device is a screw rod, the output part of the transmission device is a sliding block, a threaded hole is formed in the sliding block, and the screw rod penetrates through the threaded hole and is in threaded fit with the sliding block.

By the above, a possible way of cooperating the input of the transmission with the output of the transmission is exemplified.

In one possible implementation, the input part of the driving assembly comprises a motor, a worm and a gear set; the motor comprises a main body and a rotating shaft, wherein the main body and the rotating shaft both extend along a preset direction; the worm is connected with the rotating shaft and rotates along with the rotation of the rotating shaft; the gear set comprises a plurality of gears, and at least part of the gears are arranged along the preset direction; one of the two gears at the two ends of the gear set is meshed with the worm, and the other gear is connected with the output shaft and drives the output shaft to rotate.

Through the scheme, the rotating shaft of the motor can drive the worm to rotate, the gear set is driven to rotate through the rotation of the worm, and the output shaft is driven to rotate through the rotation of the gear set. In addition, the gear train can increase the energy loss of drive assembly to the stroke of accurate regulation and control locking device. In addition, at least part of the gears are arranged along the arrangement direction of the motor, so that the width of the driving assembly in the direction perpendicular to the preset direction is shortened, and the space occupied by the driving assembly is further shortened.

In one possible implementation manner, the electric control assembly comprises a power supply module; the electric control shell comprises an electric control shell body and an outer convex part; the electric control shell body is provided with a first space for accommodating the input part of the driving assembly; the outer convex part is arranged on the outer wall of the electric control shell body and is provided with a second space for accommodating the power supply module; the power module is electrically connected with the input part of the driving assembly through a lead penetrating through the outer wall of the electric control shell body.

Through the scheme, the power supply module is conveniently installed in the upper space of the electric control shell, so that the transverse area of the electric control shell is reduced, and the transverse area of the bicycle lock is further reduced.

In one possible implementation manner, the housing includes a housing body and a cover plate; the shell body is provided with an inner cavity and an opening communicated with the inner cavity of the shell body; the cover plate covers the opening, and a through hole penetrating through the cover plate is formed in the cover plate; the outer convex part penetrates through the through hole.

Through above-mentioned scheme to utilize the through-hole to make the evagination be located the outside of shell, so that adopt the mode installation evagination that local increases, and avoid making the whole height-increasing of shell.

In one possible implementation, the electronic control assembly includes a controller and a wheel speed detector electrically connected to the controller, the wheel speed detector being configured to detect a rotational speed of the wheel hub; the controller is configured to determine whether the hub is in a driving state according to the rotation speed of the hub detected by the wheel speed detector, and control the locking device to be in an unlocked state when the hub is in the driving state.

Through above-mentioned scheme, utilize the rotational speed of wheel speed detector monitoring wheel hub, judge whether wheel hub is in the running state. And when the judgment result received by the controller is that the hub is in the running state, the locking device is forbidden to lock the hub. And when the controller receives a judgment result that the hub is not in the running state, the locking device can be allowed to lock the hub.

In one possible implementation, the electronic control assembly includes a controller and a position detector electrically connected to the controller, the position detector being configured to detect a position of the locking device; the controller is configured to determine whether the locking device is in a state of unlocking the hub, based on the position of the locking device detected by the position detector, and output the determination result to a hub controller.

Through the scheme, the position of the locking device is monitored by the position detector, and whether the locking device is in the unlocking state or not is judged. When the judgment result received by the hub controller is that the locking device is not completely unlocked, the hub controller can prohibit the hub from rotating; when the judgment result received by the hub controller is that the locking device is completely unlocked, the hub controller can allow the hub to rotate.

Another aspect of an embodiment of the present application provides a hub system, including a hub and a lock as described above, the hub being provided with a groove; the second end of the locking device of the bicycle lock is inserted into the groove to form a state that the hub of the bicycle lock is locked; the second end of the locking device of the vehicle lock disengages from the recess to establish an unlocked hub state of the vehicle lock.

The application provides a wheel hub system has the input portion of avoiding impurity pollution such as liquid, dust to automatically controlled subassembly and drive assembly, reduces the damage probability of automatically controlled subassembly and drive assembly's input portion, improves life's advantage.

Yet another aspect of an embodiment of the present application provides a bicycle including a frame and a hub system as described above with a hub rotatably disposed to the frame.

The application provides a bicycle has the input portion of avoiding impurity pollution such as liquid, dust to automatically controlled subassembly and drive assembly, reduces the damage probability of automatically controlled subassembly and drive assembly's input portion, improves life's advantage.

In addition to the technical problems solved by the embodiments of the present application, the technical features constituting the technical solutions, and the advantages brought by the technical features of the technical solutions described above, other technical problems solved by the embodiments of the present application, other technical features included in the technical solutions, and advantages brought by the technical features will be further described in detail in the detailed description.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.

FIG. 1 is a schematic view of a hub system provided by an embodiment of the present application;

FIG. 2 is a schematic view of the vehicle lock shown in FIG. 1 with a cover removed;

FIG. 3 is a schematic view of the hub system shown in FIG. 1 with the cover plate and the outer wall of the electrical control housing removed;

FIG. 4 is a top view of the hub system shown in FIG. 3 with the locking device locking the hub;

FIG. 5 is a top view of the hub system shown in FIG. 3 with the locking device unlocking the hub;

fig. 6 is a control schematic diagram of a hub system according to an embodiment of the present application.

Description of reference numerals:

1000-vehicle lock;

100-a housing; 110-a housing body; 111-keyhole; 120-a cover plate;

200-an electronic control device;

210-an electronic control housing; 211-an electrically controlled housing body; 2111-outer wall; 2112-first space; 212-an outer convex part;

221-a controller; 222-a position detector; 223-wheel speed detector;

230-a drive assembly; 231-a motor; 232-worm; 233-gear set; 234-an output shaft;

300-a transmission; 310-an input; 320-an output;

400-a locking device; 410-a locking pin; 420-a base; 430-a spring;

2000-a hub; 2100-a groove;

3000-hub controller.

With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.

Detailed Description

As described in the background of the invention, the related art automatic vehicle locks have poor waterproof performance, which is very likely to cause damage to the electronic devices inside the automatic vehicle locks.

To solve the technical problem, the embodiment of the application provides a bicycle lock, a wheel hub system and a bicycle, through setting up automatically controlled subassembly (such as controller etc.), the input part (such as motor etc.) of drive assembly in the inside of automatically controlled shell, and through wearing out automatically controlled shell with the output part (such as output shaft etc.) of drive assembly and be connected with the transmission that is located the outside of automatically controlled shell, and through being connected transmission and locking device, so that utilize automatically controlled shell to separate automatically controlled subassembly and drive assembly's input part and locking device, with the input part of avoiding impurity pollution automatically controlled subassembly and drive assembly such as liquid, dust, do benefit to and reduce the damage probability of automatically controlled subassembly and drive assembly's input part, more do benefit to the life who improves the bicycle lock.

In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments.

All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. The embodiments described below and the features of the embodiments can be combined with each other without conflict.

Fig. 1 is a schematic view of a hub system according to an embodiment of the present disclosure. Referring to fig. 1, the hub system may include a hub 2000 and a lock 1000, the lock 1000 may be disposed on the hub 2000, and the hub 2000 may rotate relative to the lock 1000. Specifically, the wheel hub system provided by the embodiment of the present application is applicable to a bicycle, and the wheel hub 2000 is rotatably disposed on a frame of the bicycle. During bicycle operation, hub 2000 may rotate relative to the frame and lock 1000 may remain stationary relative to the frame.

With continued reference to fig. 1, the vehicle lock 1000 may include a housing 100, and the housing 100 may include a housing body 110 and a cover plate 120. The housing body 110 may have an open end, and the cover plate 120 may be connected to the housing body 110 and may cover the open end of the housing body 110, so that the cover plate 120 and the housing body 110 may enclose an inner cavity of the housing 100.

Fig. 2 is a schematic view of the vehicle lock 1000 shown in fig. 1 with the cover plate 120 removed. Referring to fig. 1 and 2, the vehicle lock 1000 may include an electric control device 200, a transmission device 300, and a locking device 400, and the transmission device 300, at least a portion of the electric control device 200, and at least a portion of the locking device 400 may be disposed in an inner cavity of the housing body 110. And the electric control device 200 can make the locking device 400 move through the transmission device 300, thereby achieving the purpose of locking the hub 2000 and unlocking the hub 2000.

The electronic control device 200 may include a driving component (e.g., a motor), an electronic control component (e.g., a controller, a power module), and other electrical components. To avoid contamination of these electrical devices with impurities such as rain, dust, etc., the electrical control device 200 may include an electrical control housing 210. At least a portion of the electronic control housing 210 may be located in the inner cavity of the housing body 110, and the electric devices may be accommodated in the inner cavity of the electronic control housing 210. The locking device 400 and the actuator 300 may be located outside the electronic control housing 210 to facilitate isolation of the electrical components from contaminants that may enter the interior cavity of the housing 100 through the locking device 400 using the electronic control housing 210, and to facilitate modular assembly of the vehicle lock 1000.

Optionally, the electronic control housing 210 and the housing body 110 may be detachably connected by a fastener, a snap connection, or the like, so as to facilitate the repair and maintenance of the electric devices in the electronic control housing 210. In addition, the electronic control housing 210 may include an electronic control housing body 211 and an external protrusion 212. The electric control case body 211 may have a first space 2112, and the convex portion 212 may be disposed on the outer wall 2111 of the electric control case body 211 and may have a second space. Fig. 2 shows an example in which the outer protrusion 212 is provided on the outer ceiling wall of the electronic control housing body 211.

Fig. 3 is a schematic view of the hub system shown in fig. 1 with the cover plate 120 and the outer wall 2111 of the electronic control housing 210 removed. Referring to fig. 1-3, the first space 2112 of the electronic control housing body 211 can be used for accommodating the driving assembly 230, and the external protrusion 212 can be used for accommodating a power module (not shown). The external protrusion 212 may have a replacement opening and a cover for opening and closing the replacement opening, so that a user may open the cover to replace the power module.

When the external protrusion 212 is disposed on the external top wall of the electronic control shell body 211 as shown in fig. 2, the driving assembly 230 and the power module can be arranged up and down, so that the power module can be mounted in the space above the electronic control shell 210, which is beneficial to reducing the transverse area of the electronic control shell 210, and further reducing the transverse area of the vehicle lock 1000.

Further, referring to fig. 1, the cover plate 120 may be provided with a through hole penetrating the cover plate 120, and the protruding part 212 may be passed through the through hole. As such, a portion of the protruding portion 212 is located outside the housing 100 by the through hole, so that the protruding portion 212 is installed in a locally raised manner, thereby avoiding an increase in the overall volume of the housing 100.

It should be noted that the controller may be disposed in the first space 2112 or the second space, and a person skilled in the art may select an installation position of the controller according to the size of the controller.

Fig. 6 is a control schematic diagram of a hub system according to an embodiment of the present application. Referring to fig. 6, the controller 221 may be communicatively connected to the driving assembly 230 and may control the on/off of the driving assembly 230. The controller 221 and the driving assembly 230 may be in wired communication through a wire, or the controller 221 and the driving assembly 230 may be in wireless communication through bluetooth, microwave, etc.

With continued reference to fig. 6, optionally, the electronic control assembly may further include a position detector 222 electrically connected to the controller 221, the position detector 222 may detect the position of the locking device 400. The controller 221 may determine whether the locking device 400 is in the unlocked state of the hub 2000 based on the position of the locking device 400 detected by the position detector 222, and output the determination result to the hub controller 3000.

Specifically, the position detector 222 may be utilized to monitor the position of the locking device 400 and determine whether the locking device 400 is in the unlocked hub 2000 state. When the hub controller 3000 receives a determination that the locking device 400 is not completely unlocked (the lock pin 410 is still located in the groove 2100 of the hub 2000), the hub controller 3000 may prohibit the hub 2000 from rotating; when the hub controller 3000 receives a determination that the locking device 400 is completely unlocked (the lock pin 410 completely exits the groove 2100 of the hub 2000), the hub controller 3000 may allow the hub 2000 to rotate.

Alternatively, position detector 222 may detect the position of detent 410 directly or by detecting the position of output 320 of actuator 300. The position detector 222 may be a sensor such as a distance sensor. Additionally, a position detector 222 may be disposed in the interior cavity of the electronic control housing body 211 and may be proximate to the latch 410 or detect the output 320 of the actuator 300.

With continued reference to fig. 6, optionally, the electronic control assembly may further include a wheel speed detector 223 electrically connected to the controller 221, the wheel speed detector 223 being operable to detect a rotational speed of the hub 2000. The controller 221 may determine whether the hub 2000 is in a driving state according to the rotation speed of the hub 2000 detected by the wheel speed detector 223, and may control the locking device 400 to be in a state of unlocking the hub 2000 when the hub 2000 is in the driving state.

Specifically, the rotational speed of the hub 2000 may be monitored using the wheel speed detector 223 to determine whether the hub 2000 is in an operating state (whether the speed of the hub 2000 is lower than a safe speed). When the controller 221 receives a determination that the hub 2000 is in the operating state (when the speed of the hub 2000 is higher than or equal to the safe speed), the locking device 400 needs to be prohibited from locking the hub 2000. When the controller 221 receives a determination that the hub 2000 is not in the operating state (when the speed of the hub 2000 is lower than the safe speed), the locking device 400 may be allowed to lock the hub 2000.

For example, the hub 2000 may be provided with a magnet, and the wheel speed detector 223 may obtain the rotation speed of the hub 2000 by sensing the position of the magnet. The wheel speed detector 223 may be a sensor such as a hall sensor. And wheel speed detector 223 may be disposed in an inner cavity of electronic control housing body 211 and may be disposed toward wheel hub 2000.

Referring to fig. 3, the hub 2000 may be provided with a groove 2100, and the case body 110 may be provided with a locking hole 111 facing the hub 2000, and the locking hole 111 may communicate with the inner cavity of the case body 110. Fig. 4 is a top view of the hub system shown in fig. 3 when the locking device 400 locks the hub 2000, and fig. 5 is a top view of the hub system shown in fig. 3 when the locking device 400 unlocks the hub 2000. Referring to fig. 3 to 5, the locking device 400 may include a locking pin 410, and the locking pin 410 may be inserted into the locking hole 111 of the housing body 110 and may be driven by the transmission device 300 to be slidably disposed in the locking hole 111 of the housing body 110. When the lock pin 410 passes through the housing body 110 and is inserted into the groove 2100 of the hub 2000, the vehicle lock 1000 may lock the hub 2000; the vehicle lock 1000 may unlock the hub 2000 when the locking pin 410 exits the recess 2100.

Wherein the position detector 222 mentioned above cannot effectively monitor in order to avoid too fast a movement speed of the lock pin 410. Referring to fig. 4 and 5, the locking device 400 may further include a base 420 and a spring 430. Wherein, the base 420 can be connected with the locking pin 410 and can be slidably disposed on the housing body 110. Specifically, the base 420 may have a connection end surface. The locking pin 410 may be coupled with the coupling end surface of the base 420, and the cross-sectional area of the locking pin 410 may be smaller than the area of the coupling end surface, so that at least a portion of the coupling end surface is not coupled with the locking pin 410, i.e., at least a portion of the coupling end surface is exposed. The spring 430 may be disposed outside the locking pin 410, and one end of the spring 430 may abut against the exposed connecting end surface, and the other end of the spring 430 may abut against an inner wall of one side of the housing body 110. When the spring 430 is in a compressed state, it may exert a pushing force on the base 420 in a direction away from the hub 2000.

In addition, the driving assembly 230 may have an input portion and an output portion, the input portion of the driving assembly 230 may be disposed in the inner cavity of the electronic control housing body 211, and the output portion of the driving assembly 230 may be disposed through the electronic control housing 210 and may be connected with the transmission device 300. Wherein the output of the drive assembly 230 is capable of imparting a tensile force to the transmission output shaft 234; alternatively, the output of drive assembly 230 may output a torsional force to the transmission assembly as shown in FIGS. 2-5.

For example, since the locking pin 410 of the locking device 400 slides relative to the housing body 110 to lock or unlock the hub 2000, there may be an advantage of small energy loss when the output portion of the driving assembly 230 outputs a tensile force.

Referring to fig. 2-5, another example, when the output portion of the drive assembly 230 outputs a torsional force, the output portion of the drive assembly 230 may be the output shaft 234. The output shaft 234 can be disposed through the electronic control housing 210 and can be rotatably connected to the electronic control housing 210. The transmission 300 may include an input portion 310 and an output portion 320, the input portion 310 of the transmission 300 may be connected with the output shaft 234 and may rotate with the rotation of the output shaft 234, and the axis of rotation of the input portion 310 of the transmission 300 may be collinear with the axis of rotation of the output shaft 234. The output portion 320 of the transmission 300 can be matched with the input portion 310 of the transmission 300, and the output portion 320 of the transmission 300 can be slidably arranged on the casing 100 along with the rotation of the input portion 310 of the transmission 300.

Specifically, the transmission 300 can be used to convert the torsional force output by the output shaft 234 into a push-pull force of the locking device 400, and when the input portion 310 of the transmission 300 is engaged with the output portion 320 of the transmission 300, a self-locking force is generated, so as to improve the self-locking performance of the vehicle lock 1000.

For example, referring to fig. 3-5, the input 310 of the transmission 300 may be a gear and the output 320 of the transmission 300 may be a rack, with the gear meshing with the rack. For another example, the input portion 310 of the transmission 300 may be a screw, and the output portion 320 of the transmission 300 may be a slider sleeved on the screw. Specifically, a threaded hole can be opened in the slider, and the threaded hole is penetrated by the screw rod and can be in threaded fit with the slider.

Referring to fig. 3-5, to cause output shaft 234 to decelerate, the input of drive assembly 230 may optionally include a motor 231, a worm 232, and a gear set 233. The motor 231 may include a main body and a rotating shaft, and both the main body and the rotating shaft may be disposed along a predetermined direction. The worm 232 can be connected with the rotating shaft and can rotate along with the rotation of the rotating shaft. Specifically, the shaft may rotate about its own axis, the worm 232 may also rotate about its own axis, and the axis of the shaft is collinear with the axis of the worm 232.

In addition, the gear set 233 may include a plurality of gears, and at least a part of the number of the gears may be arranged in a preset direction. And of two gears located at both ends of the gear set 233, one gear is engaged with the worm 232 and the other gear is connected to the output shaft 234 and rotates the output shaft 234.

Specifically, the rotation of the rotating shaft of the motor 231 can drive the worm 232 to rotate, and drive the gear set 233 to rotate through the rotation of the worm 232, and drive the output shaft 234 to rotate through the rotation of the gear set 233. In addition, the gear set 233 may increase the energy consumption of the driving assembly 230 to facilitate precise regulation of the stroke of the locking device 400. In addition, at least a part of the number of gears is arranged along the arrangement direction of the motor 231, so as to shorten the width occupied by the driving assembly 230 in the direction perpendicular to the preset direction, thereby shortening the space occupied by the driving assembly 230.

It should be noted that fig. 3-5 illustrate one possible arrangement of the gears of the gear set 233. Of course, the gears of the gear set 233 can have other arrangements. Fig. 3 to 5 are merely illustrative, and the number of gears, the diameter of the gears, and the number of teeth of the gears are not particularly limited.

The terms "upper" and "lower" are used for describing relative positions of the structures in the drawings, and are not used for limiting the scope of the present application, and the relative relationship between the structures may be changed or adjusted without substantial technical changes.

It should be noted that: in this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In addition, in the present application, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims (10)

1. A bicycle lock for a hub of a bicycle, the bicycle lock comprising:

a housing having an interior cavity;

the electric control device comprises an electric control shell, an electric control assembly and a driving assembly; at least part of the electric control shell is arranged in the inner cavity of the shell, the electric control assembly is arranged in the inner cavity of the electric control shell, and the electric control assembly is electrically connected with the driving assembly and controls the opening and closing of the driving assembly; the input part of the driving assembly is positioned in the inner cavity of the electric control shell, and the output part of the driving assembly penetrates through the electric control shell;

the transmission device is arranged on the outer side of the electric control shell, and the input part of the transmission device is connected with the output part of the driving assembly;

the locking device is provided with a first end and a second end which are oppositely arranged; the first end of the locking device is arranged in the inner cavity of the shell, is positioned outside the electric control shell and is connected with the output part of the transmission device; the second end of the locking device penetrates through the shell and is slidably arranged on the shell.

2. The vehicle lock of claim 1, wherein the output portion of the driving assembly is an output shaft, and the output shaft is inserted into the electronic control shell and rotatably connected to the electronic control shell;

the input part of the transmission device is connected with the output shaft and rotates along with the rotation of the output shaft, and the rotation axis of the input part of the transmission device is collinear with the rotation axis of the output shaft; the output part of the transmission device is matched with the input part of the transmission device, and the output part of the transmission device is arranged on the shell in a sliding mode along with the rotation of the input part of the transmission device.

3. The vehicle lock of claim 2, wherein the input of the transmission is a gear and the output of the transmission is a rack, the gear being engaged with the rack;

or, the input part of the transmission device is a screw rod, the output part of the transmission device is a sliding block, a threaded hole is formed in the sliding block, and the screw rod penetrates through the threaded hole and is in threaded fit with the sliding block.

4. The vehicle lock of claim 2, wherein the input of the drive assembly includes a motor, a worm and a gear set;

the motor comprises a main body and a rotating shaft, wherein the main body and the rotating shaft both extend along a preset direction;

the worm is connected with the rotating shaft and rotates along with the rotation of the rotating shaft;

the gear set comprises a plurality of gears, and at least part of the gears are arranged along the preset direction; one of the two gears at the two ends of the gear set is meshed with the worm, and the other gear is connected with the output shaft and drives the output shaft to rotate.

5. A vehicle lock according to any of claims 1 to 4, wherein the electrical control assembly comprises a power module;

the electric control shell comprises an electric control shell body and an outer convex part; the electric control shell body is provided with a first space for accommodating the input part of the driving assembly; the outer convex part is arranged on the outer wall of the electric control shell body and is provided with a second space for accommodating the power supply module;

the power module is electrically connected with the input part of the driving assembly through a lead penetrating through the outer wall of the electric control shell body.

6. The vehicle lock of claim 5, wherein the housing comprises a housing body and a cover plate; the shell body is provided with an inner cavity and an opening communicated with the inner cavity of the shell body; the cover plate covers the opening, and a through hole penetrating through the cover plate is formed in the cover plate;

the outer convex part penetrates through the through hole.

7. The vehicle lock of any one of claims 1-4, wherein the electronic control assembly includes a controller and a wheel speed detector electrically connected to the controller, the wheel speed detector configured to detect a rotational speed of the wheel hub; the controller is configured to determine whether the hub is in a driving state according to the rotation speed of the hub detected by the wheel speed detector, and control the locking device to be in an unlocked state when the hub is in the driving state.

8. A vehicle lock according to any of claims 1 to 4, wherein the electrical control assembly comprises a controller and a position detector electrically connected to the controller, the position detector being configured to detect the position of the locking device; the controller is configured to determine whether the locking device is in a state of unlocking the hub, based on the position of the locking device detected by the position detector, and output the determination result to a hub controller.

9. A wheel hub system comprising a wheel hub and a vehicle lock according to any of claims 1 to 8, the wheel hub being provided with a recess;

the second end of the locking device of the bicycle lock is inserted into the groove to form a state that the hub of the bicycle lock is locked; the second end of the locking device of the vehicle lock disengages from the recess to establish an unlocked hub state of the vehicle lock.

10. A bicycle comprising a frame and a hub system according to claim 9, the hub of the hub system being rotatably arranged to the frame.

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