CN219883617U

CN219883617U - Manual-automatic integrated internal speed-changing hub and bicycle

Info

Publication number: CN219883617U
Application number: CN202320733617.9U
Authority: CN
Inventors: 李激初; 林杰煌
Original assignee: Guangdong Lofandi Intelligent Technology Co ltd
Current assignee: Guangdong Lofandi Intelligent Technology Co ltd
Priority date: 2023-04-06
Filing date: 2023-04-06
Publication date: 2023-10-24
Anticipated expiration: 2033-04-06

Abstract

The utility model belongs to the technical field of internal speed changers, and particularly relates to a manual-automatic integrated internal speed change hub and a bicycle. The manual-automatic integrated internal speed change hub comprises a mandrel, a transmission mechanism, a driving mechanism, an operating mechanism, an input piece and an output piece, wherein the driving mechanism drives the transmission mechanism to rotate to a specific angle in a manual and/or automatic mode, so that the transmission relation of all parts in the transmission mechanism is changed, and the transmission ratio of the transmission mechanism is changed. The manual-automatic integrated internal speed-changing hub has two modes of manual speed change and automatic speed change, and in the manual speed change mode, a rider can freely change gears according to actual road conditions, so that the riding flexibility is improved. The gear is automatically changed according to the program in the automatic speed change mode, so that riding comfort is improved. The mode of shifting is realized through electric drive operating mechanism, compares in traditional act as go-between shifting, and electric drive mode of shifting does not have the resistance of shifting, and the feel is better, and the gear is switched more accurately, and long-time operation does not need manual maintenance.

Description

Manual-automatic integrated internal speed-changing hub and bicycle

Technical Field

The utility model belongs to the technical field of internal speed changers, and particularly relates to a manual-automatic integrated internal speed change hub and a bicycle.

Background

The hub is one of bicycle accessories, and is woven on the rim of the rear wheel of the bicycle through spokes and mainly plays a role in supporting the vehicle.

In the traditional bicycle external speed changing system, the bicycle external speed changing system mainly comprises a front derailleur, a front sprocket, a chain, a rear derailleur and a flywheel, and a rider can shift the chain by operating the front derailleur to enable the chain to be hung on discs with different teeth numbers of the front sprocket or operate the rear derailleur to shift the chain to enable the chain to be hung on discs with different gears of the flywheel. The traditional outer speed change system hub does not have a speed change function, and a flywheel is arranged outside the hub and is easily interfered by rainwater, dust and oil dirt, so that frequent maintenance is required.

With the development of technology, the number of internal variable speed hubs in the market is gradually increased, and the internal variable speed hubs are basically not influenced by external rainwater, dust and oil dirt due to a closed structure, and have the characteristics of low failure rate and no maintenance. The inner variable speed hub is divided into an automatic inner variable speed hub and a manual inner variable speed hub, however, the gear shifting of the automatic inner variable speed hub has certain hysteresis, and the riding feeling of a rider can be influenced; the manual internal speed-changing hub usually adopts a stay wire mode, and the gear shifting hand feeling is poor and inflexible. At present, an internal variable speed hub with a manual-automatic function does not exist.

Accordingly, the prior art is subject to improvement and development.

Disclosure of Invention

The utility model aims to provide a manual-automatic integrated internal speed-changing hub and a bicycle, which have two modes of manual speed change and automatic speed change, have better gear-shifting hand feeling, are more accurate in gear switching, and do not need manual maintenance during long-time operation.

In order to solve the technical problems, the manual-automatic integrated internal variable-speed hub comprises a mandrel, a transmission mechanism, a driving mechanism, an operating mechanism, an input piece and an output piece, wherein the mandrel is fixed on a frame, and the driving mechanism, the operating mechanism and the transmission mechanism are sequentially connected and are all arranged on the mandrel;

the input piece is fixedly connected with the transmission mechanism and is used for inputting torque to the transmission mechanism;

the output piece is connected with the transmission mechanism and is used for outputting torque to wheels;

the transmission mechanism has at least one transmission ratio;

the driving mechanism drives the operating mechanism to rotate to a specific angle in a manual and/or automatic mode, so that the transmission relation of each part in the transmission mechanism is changed, and the transmission ratio of the transmission mechanism is changed.

Further, the driving mechanism is electrically driven.

Further, a buffer structure is connected between the driving mechanism and the operating mechanism.

Further, the buffer structure comprises a gear shifting protection piece and an elastic element, one end of the elastic element is connected with the gear shifting protection piece, and the other end of the elastic element is connected with the operating mechanism.

Further, the driving mechanism comprises a driving device, an output gear and a gear shifting executing gear, an output shaft of the driving device is connected with the output gear, the output gear is meshed with the gear shifting executing gear, and the gear shifting executing gear is connected with the operating mechanism.

Further, the driving mechanism is provided with a gear feedback module.

Further, the gear feedback module comprises a plurality of first Hall elements which are arranged in a row, the first Hall elements sense the magnetic field intensity of a magnet of a first magnet mounting groove of a gear shifting execution gear of the driving mechanism to obtain pulse signals, and the gear to which the driving device of the driving mechanism rotates is judged.

Further, the gear feedback module further comprises a plurality of second Hall elements which are arranged in rows, the second Hall elements sense the magnetic field intensity of the magnet of the second magnet mounting groove of the gear shifting protection piece of the driving mechanism to obtain pulse signals, and the current gear of the inner gear shifting hub is judged.

Further, the driving mechanism is provided with a rotation speed feedback module.

Further, the rotating speed feedback module comprises a third Hall element, the third Hall element senses the magnetic field intensity of a magnet arranged in a third magnet mounting groove of the end cover connected with the output piece to obtain a pulse signal, and the rotating speed of the internal variable speed hub is calculated.

Further, the driving mechanism further comprises a control box and a sealing cover connected with the control box, the control box is provided with a driving device and a circuit board, the circuit board is provided with a gear feedback module, a rotating speed feedback module and a controller, and the driving device, the gear feedback module and the rotating speed feedback module are respectively and electrically connected with the controller.

Further, the operating mechanism is provided with a pawl seat and an operating device, the pawl seat is sleeved on the mandrel, the pawl seat is hinged with a pawl, the operating device is provided with an open slot, and the open slot is used for controlling the pawl to open or retract so as to change the transmission relation of all parts in the transmission mechanism.

Further, the open slot is provided in plurality.

Further, the open slot is disposed between two adjacent gear angles.

Further, the open slot is provided with a control surface, and the pawl is controlled to be opened or retracted through the control surface.

Further, the control surface comprises a first control surface and a second control surface, the first control surface is an arc surface and is used for controlling the pawl to retract, the second control surface is an inclined surface and is used for controlling the pawl to open.

Further, the operating mechanism is in socket connection with the transmission mechanism.

Further, the operating mechanism is provided with a third connecting part, the driving mechanism is provided with a second connecting part, and the operating mechanism is in socket connection with the second connecting part of the transmission mechanism through the third connecting part.

Further, the operating mechanism comprises a first operating device, a second operating device and a third operating device, the first operating device comprises a first end part and a second end part, the first end part and the second end part are connected through a connecting rod, and the first operating device, the second operating device and the third operating device are respectively sleeved on the connecting rod.

Further, the transmission mechanism is provided with at least two stages of planetary gear mechanisms and at least one group of clutch structures, and the driving mechanism changes the transmission relation of the planetary gear mechanisms in a manual and/or automatic mode, so that torque is selectively output to the output piece through the clutch structures after being changed by the planetary gear mechanisms.

Further, the planetary gear mechanism is provided with two stages, namely a first-stage planetary gear mechanism and a second-stage planetary gear mechanism, and the two stages of planetary gear mechanisms are in series transmission.

Further, the first stage planetary gear mechanism comprises a first sun gear, a second sun gear, a first double planetary gear, a first transmission member and a second transmission member, wherein the first double planetary gear is rotatably connected to the first transmission member, the second transmission member is provided with first gear teeth, the first double planetary gear is provided with seventh gear teeth and eighth gear teeth, the first sun gear is provided with third gear teeth, the second sun gear is provided with fourth gear teeth, the third gear teeth of the first sun gear are externally meshed with the seventh gear teeth of the first double planetary gear, the fourth gear teeth of the second sun gear are externally meshed with the eighth gear teeth of the first double planetary gear, and the first gear teeth of the second transmission member are internally meshed with the eighth gear teeth of the first double planetary gear.

Further, a first clutch structure is arranged between the first transmission member and the second transmission member.

Further, the second-stage planetary gear mechanism includes a third sun gear, a fourth sun gear, a second double-linked planetary gear, a second transmission member and a third transmission member, the second double-linked planetary gear is rotatably connected to the second transmission member, the third transmission member has a second gear tooth, the second double-linked planetary gear has a ninth gear tooth and a tenth gear tooth, the third sun gear has a fifth gear tooth, the fourth sun gear has a sixth gear tooth, the fifth gear tooth of the third sun gear is externally meshed with the ninth gear tooth of the second double-linked planetary gear, the sixth gear tooth of the fourth sun gear is externally meshed with the tenth gear tooth of the second double-linked planetary gear, and the second gear tooth of the third transmission member is internally meshed with the tenth gear tooth of the second double-linked planetary gear.

Further, a second clutch structure is arranged between the second transmission member and the third transmission member.

Further, the clutch device further comprises a shaft sleeve, the shaft sleeve is connected with the output piece, and a third clutch structure is arranged between the shaft sleeve and the third transmission piece.

Further, the third clutch structure and the second clutch structure are in the same plane perpendicular to the axis of the spindle.

Further, an anti-skid groove is formed in the outer peripheral surface of the shaft sleeve.

The utility model also provides a bicycle, which comprises the manual-automatic integrated internal speed-changing hub.

Therefore, the manual-automatic integrated internal speed-changing hub has two modes of manual speed change and automatic speed change, and under the manual speed change mode, a rider can freely change gears according to actual road conditions, so that the riding flexibility is improved. The gear is automatically changed according to the program in the automatic speed change mode, so that riding comfort is improved. The mode of shifting is realized through electric drive operating mechanism, compares in traditional act as go-between shifting, and electric drive mode of shifting does not have the resistance of shifting, and the feel is better, and the gear is switched more accurately, and long-time operation does not need manual maintenance.

Additional features and advantages of the utility model will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model. The objectives and other advantages of the utility model will be realized and attained by the structure particularly pointed out in the written description and claims thereof as well as the appended drawings.

Drawings

FIG. 1 is a schematic structural view of a bicycle equipped with an automatic-manual internal shift hub in accordance with the present utility model.

Fig. 2 is a perspective view showing a use state of the manual-automatic integrated internal gear shift hub of the present utility model.

Fig. 3 is a perspective view of the manual-automatic integrated internal shift drum of the present utility model.

Fig. 4 is a front view of the automated manual inner shift drum of the present utility model.

Fig. 5 is a right side view of the automated manual inner shift drum of the present utility model.

Fig. 6 is a cross-sectional view taken along line A-A of fig. 5.

Fig. 7 is a perspective view of the drive mechanism.

Fig. 8 is a perspective view of another angle of the drive mechanism.

Fig. 9 is an exploded view of the drive mechanism.

Fig. 10 is a partially enlarged view at B in fig. 9.

Fig. 11 is an exploded view of another angle of the drive mechanism.

Fig. 12 is a perspective view of a shift execution gear.

Fig. 13 is a perspective view of another angle of the shift execution gear.

Fig. 14 is a perspective view of the shift guard.

Fig. 15 is another angular perspective view of the shift guard.

Fig. 16 is a perspective view of the steering mechanism.

Fig. 17 is a front view of the steering mechanism.

Fig. 18 is a perspective view of the manipulator.

Fig. 19 is a front view of the steering device.

Fig. 20 is a cross-sectional view of fig. 19 taken along line C-C.

Fig. 21 is a cross-sectional view of fig. 19 taken along line D-D.

Fig. 22 is a cross-sectional view taken along line E-E of fig. 19.

Fig. 23 is a cross-sectional view taken along line F-F of fig. 19.

Fig. 24 is a perspective view of the second pawl seat.

Fig. 25 is a perspective view of the second pawl seat at another angle.

Fig. 26 is a perspective view of the third pawl.

Fig. 27 is a perspective view of another angle of the third pawl.

Fig. 28 is a schematic structural view of the third pawl in two states.

Fig. 29 is a schematic view of the structure of the third pawl in conjunction with the third sun gear.

Fig. 30 is a perspective view of the transmission mechanism.

Fig. 31 is an exploded view of the transmission mechanism.

Fig. 32 is a longitudinal sectional view of the transmission mechanism.

Fig. 33 is a partially enlarged view at G in fig. 32.

Fig. 34 is a partially enlarged view at H in fig. 32.

Fig. 35 is a perspective view of the first transmission member.

Fig. 36 is another angular perspective view of the first transmission member.

Fig. 37 is a perspective view of the second transmission member.

Fig. 38 is a perspective view of another angle of the second transmission member.

Fig. 39 is a perspective view of the third transmission member.

Fig. 40 is a schematic structural view of the first clutch structure.

Fig. 41 is a schematic diagram of the first clutch structure in two states.

Fig. 42 is a power transmission path of first gear of the manual-automatic internal shift drum according to the present utility model.

Fig. 43 is a power transmission path of the second gear of the manual-automatic in-gear shift drum of the present utility model.

Fig. 44 is a three-gear power transmission path of the automated manual inner shift drum of the present utility model.

Fig. 45 is a power transmission path of four gears of the manual-automatic in-gear shift drum of the present utility model.

Fig. 46 is a power transmission path of five gears of the manual-automatic in-one shift drum of the present utility model.

Fig. 47 is a six-speed power transmission path of the manual-automatic internal shift drum of the present utility model.

Description of the reference numerals:

1. an output member; 2. an end cap; 21. a third magnet mounting groove; 3. an input member;

4. a mandrel; 41. a limiting surface;

5. a transmission mechanism; 501. a first transmission member; 5011. an input member mounting groove; 5012. a first mounting groove; 5013. a first mounting hole; 5014. a first clutch structure; 50141. a retainer; 50142. a roller limit groove; 50143. a roller; 50144. a working surface; 502. a second transmission member; 5021. a first gear tooth; 5022. a second mounting groove; 5023. a second mounting hole; 5024. a second clutch structure; 503. a third transmission member; 5031. a second gear tooth; 5032. a third clutch structure; 504. a first sun gear; 5041. a third gear tooth; 505. a second sun gear; 5051. a fourth gear tooth; 506. a third sun gear; 5061. a fifth gear tooth; 5062. a locking groove; 507. a fourth sun gear; 5071. a sixth gear tooth; 508. a first double planetary gear; 5081. seventh gear teeth; 5082. eighth gear teeth; 509. a second double planetary gear; 5091. a ninth gear tooth; 5092. tenth gear teeth; 510. a shaft sleeve; 511. a first pin; 512. a first gasket; 513. a first sun gear retainer ring; 514. a second sun gear retainer ring; 515. a fourth sun gear retainer ring; 516. a first pin collar; 517. a second gasket; 518. a second pin retainer ring; 519. a second pin;

6. A driving mechanism; 61. a control box; 611. a driving device mounting groove; 612. a circuit board mounting slot; 613. a through hole; 614. a wire through hole; 615. a first limit groove; 62. sealing cover; 63. a driving device; 64. a circuit board; 641. a controller; 642. a first hall element; 643. a second Hall element; 644. a third hall element; 65. an output gear; 66. a shift execution gear; 661. a sector gear body; 662. a first cylindrical protrusion; 663. a third mounting hole; 664. a first stopper; 665. a first magnet mounting groove; 67. a shift guard; 671. an annular body; 672. a first connection portion; 673. a second magnet mounting groove; 674. a fourth mounting hole; 675. a second cylindrical protrusion; 676. a second connecting portion; 677. a second stopper; 68. an elastic element; 681. a first clamping end; 682. the second clamping end;

7. an operating mechanism; 71. a first operating device; 711. a first end; 7111. a third connecting portion; 712. a connecting rod; 713. a second end; 7131. a first open slot; 7132. a second open slot; 72. a second operating device; 721. a third open slot; 722. a fourth open slot; 73. a third operating device; 731. a fifth open groove; 74. a fourth operating device; 741. a sixth open slot; 7A, a first control surface; 7B, a second control surface; 75. a first pawl seat; 76. a first pawl; 77. a second pawl; 78. a second pawl seat; 781. the second limit groove; 782. pawl mounting slots; 783. a clamp spring groove; 784. an avoidance groove; 79. a third pawl; 791. a locking part; 792. a control unit; 7921. a contact surface; 793. a rotating shaft portion; 710. a third pawl seat; 719. a fourth pawl; 701. a first gear angle; 702. a second gear angle; 703. a third gear angle; 704. a fourth gear angle; 705. a fifth gear angle; 706. a sixth gear angle;

8. A control module; 9. and a gear shifting operation module.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present utility model and are not to be construed as limiting the present utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

The following disclosure provides many different embodiments, or examples, for implementing different features of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present utility model provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

FIG. 1 is a schematic diagram of a bicycle equipped with an automatic and manual internal shift drum in accordance with the present utility model. As shown in the figure, the manual-automatic integrated internal variable-speed hub is woven on the rim of the rear wheel of the bicycle through spokes, the mandrel 4 of the internal variable-speed hub is clamped into the mounting groove of the rear fork of the frame of the bicycle, and threads at two ends of the mandrel 4 are respectively fastened through two nuts, so that the mandrel 4 is fixed with the frame. The internal gear shift hub is required to change the transmission ratio manually or automatically, and is also required to be controlled by a control module 8 and a gear shift operation module 9.

In certain embodiments, the controller 641, the inner shift drum, and the shift operating module 9 are powered by a power supply built into the control module 8. Of course, the power supply mode can also be used for supplying power by a front hub with a self-generating function, and can also be used for supplying power by a rear hub with the self-generating function additionally added on the basis of the internal variable speed hub, and besides, the photovoltaic panel can also be used for absorbing sunlight and converting the sunlight into electric energy for supplying power and the like.

Fig. 2 is a perspective view showing the use state of the manual-automatic internal shift drum according to the present utility model. The right side fixed mounting of this manual-automatic internal gear shift flower-drum has an input piece 3, and input piece 3 is used for transmitting the moment of torsion that the rider trampled and produced. In the chain transmission system, the input part 3 is a flywheel, a rider drives a crank through pedaling, so that the toothed disc is driven to rotate, the toothed disc drives the flywheel to rotate through a chain, and the output part 1 is driven to rotate, so that the rear wheel is driven to advance; in the belt transmission system, the input part 3 is a rear belt wheel, a rider drives a crank through pedaling, so that the front belt wheel is driven to rotate, the front belt wheel drives the rear belt wheel to rotate through a belt, and the output part 1 is driven to rotate, so that the rear wheels are driven to advance; in the shaft transmission system, the input piece 3 is a bevel gear, and correspondingly, a rider outputs torque to the bevel gear through the transmission shaft to drive the output piece 1 to rotate.

Fig. 3 shows a perspective view of the manual-automatic internal shift drum of the present utility model, fig. 4 shows a front view of the manual-automatic internal shift drum of the present utility model, fig. 5 shows a right side view of the manual-automatic internal shift drum of the present utility model, and fig. 6 shows a cross-sectional view of fig. 5 taken along line A-A. The left end of the inner variable-speed hub is provided with an end cover 2, the right end of the inner variable-speed hub is provided with an output piece 1, the end cover 2 is matched with the output piece 1 to enable a cavity with certain tightness to be formed inside, and a driving mechanism 6, an operating mechanism 7 and a transmission mechanism 5 are arranged in the cavity. The center of the inner variable-speed hub is penetrated by a mandrel 4, and a driving mechanism 6, an operating mechanism 7 and a transmission mechanism 5 are sequentially arranged on the mandrel 4 from left to right. The whole structure of the mandrel 4 is a stepped optical axis, and the outer peripheral surfaces of the two ends of the mandrel 4 are provided with threads for being fastened on a rear fork of the frame together with nuts. The mandrel 4 is further provided with two limiting surfaces 41, the two limiting surfaces 41 are parallel to the axis of the mandrel 4, the two limiting surfaces 41 are parallel to each other, and the limiting surfaces 41 are used for assembling the driving mechanism 6 and the operating mechanism 7 and limiting the driving mechanism 6 and the operating mechanism 7. The operating mechanism 7 is sleeved in the transmission mechanism 5, and the outer side of the transmission mechanism 5 is connected with the output piece 1 to transmit torque.

Fig. 7 shows a perspective view of the drive mechanism 6, and fig. 8 shows another angular perspective view of the drive mechanism 6. Fig. 9 shows an exploded view of the drive mechanism 6. Fig. 10 shows an exploded view of another angle of the drive mechanism 6. The driving mechanism 6 of the manual-automatic integrated internal gear shift hub comprises a control box 61 and a sealing cover 62 arranged at the opening of the control box 61. A driving device mounting groove 611 is formed above the control box 61, and a driving device 63 is mounted in the driving device mounting groove 611; a circuit board mounting groove 612 is also provided below the control box 61, and a circuit board 64 is mounted in the circuit board mounting groove 612. The center of the control box 61 is provided with a first through limiting groove 615, the groove shape of the first limiting groove 615 is matched with the longitudinal section of the limiting surface 41 of the mandrel 4, and the function of the control box is that the control box 61 is sleeved on the mandrel 4 and does not rotate. In order to facilitate the power supply and the transmission of the control signal of the circuit board 64, the control box 61 is further provided with a wire through hole 614, the wire through hole 614 is positioned below the first limit groove 615, and a cable is connected with the circuit board 64 from the outside of the control box 61 through the wire through hole 614. The control box 61 is further provided with a through hole 613 for extending the output shaft of the driving device 63. A certain sealing structure is formed in the control box 61, so that moisture and dust can be effectively prevented from entering the circuit board 64 and the driving device 63, and the service life of the driving device 63 is prolonged.

The overall structure of the circuit board 64 is semicircular, and the circuit board 64 is provided with a gear feedback module for acquiring the gear rotated by the driving device 63 of the driving mechanism 6 and the current gear of the inner gear shifting hub. Specifically, the controller 641 and the third hall element 644 are soldered to one surface of the circuit board 64, the plurality of first hall elements 642 and the second hall elements 643 are soldered to the other surface, the surface of the circuit board 64 to which the controller 641 and the third hall element 644 are soldered faces the seal cover 62, and the surface of the circuit board 64 to which the first hall element 642 and the second hall element 643 are soldered faces away from the seal cover 62. In this embodiment, the manual-automatic internal gear shift hub is provided with six gears, so the first hall element 642 is correspondingly provided with six gears, and the second hall element 643 is correspondingly provided with six gears. As shown in fig. 9, the first hall element 642 and the second hall element 643 are provided in two rows, six hall elements of each row are arranged at equal intervals, and each column of hall elements of the two rows is located on the radius of the circuit board 64. The first hall element 642 is disposed on the inner side of the first hall element, the first hall element 642 is correspondingly and inductively mounted on a magnet (not shown) of the first magnet mounting groove 665, the second hall element 643 is disposed on the outer side of the first hall element, and the second hall element 643 is correspondingly and inductively mounted on a magnet (not shown) of the second magnet mounting groove 673. When the magnet of the first magnet mounting groove 665 is pivoted to the first hall element 642 and the magnet of the second magnet mounting groove 673 is pivoted to the second hall element 643, the first hall element 642 and the second hall element 643 generate a pulse in response to a change in magnetic field strength, and thus it is possible to determine which gear to turn by acquiring the pulse signal. The pulse signal obtained by the first hall element 642 is a gear to which the driving device 63 of the driving mechanism 6 is to be rotated, and the pulse signal obtained by the second hall element 643 is a gear to which the current inner shift drum is to be determined.

As shown in fig. 9, the first hall element 642 located at the leftmost position of the circuit board 64 corresponds to a first gear, and the first hall element 642 located at the rightmost position of the circuit board 64 corresponds to a sixth gear, which is a second gear, a third gear, a fourth gear, a fifth gear, and a sixth gear in this order in the counterclockwise direction.

In order to obtain the rotational speed of the inner shift drum for automatically controlling the shifting of the inner shift drum, the driving mechanism 6 is provided with a rotational speed feedback module comprising a third hall element 644. The third hall element 644 is soldered to the circuit board 64, referring to fig. 5, the end cap 2 is provided with a third magnet mounting groove 21 on a side surface thereof, and a magnet mounted in the third magnet mounting groove 21 is just opposite to the third hall element 644 in position, and during rotation of the inner shift drum, the controller 641 detects the number of pulses generated by the third hall element 644 per unit time to obtain the rotation speed, and the more the number of pulses means the higher the frequency, the higher the rotation speed of the inner shift drum, and conversely the lower the rotation speed.

In this embodiment, the driving device 63 is a motor with a speed reducer, so that in order to reduce the thickness of the driving device 63, enough space is reserved for the operating mechanism 7 and the transmission mechanism 5, the motor is horizontally installed in the driving device installation groove 611, the speed reducer is specifically a worm and gear mechanism, and the included angle between the input shaft and the output shaft of the worm and gear mechanism is 90 °, so that the output shaft of the motor can be converted from the axial direction perpendicular to the control box 61 to the axial direction parallel to the control box 61. The output shaft of the driving device 63 passes through the through hole 613 of the control box 61 to be fastened with the output gear 65, and the output gear 65 is externally meshed with the shift execution gear 66.

Since the operating mechanism 7 and the transmission mechanism 5 may have a jamming condition during the gear shifting process, if the jamming and lagging driving mechanism 6 still works, the driving mechanism 6 is damaged, the repeated positioning accuracy of the operating mechanism 7 is reduced, the motor is burnt out and the like, and in order to prevent the situation, the driving mechanism 6 is protected when the jamming occurs by the buffer structure.

In this embodiment, the buffer structure includes the shift protection member 67 and the elastic element 68, after the buffer structure is added, not only the gear information of the shift execution gear 66 but also the gear information of the shift protection member 67 can be obtained, the controller 641 indicates that the previous shift is normal by comparing the gear information of the shift protection member 67 with the gear information of the shift protection member, the next shift is executed normally when the gear information is synchronous, and indicates that the jamming phenomenon occurs when the gear information is inconsistent, the controller 641 needs to call a specific program to control the driving device 63 to eliminate the jamming phenomenon, and then execute the next shift.

Fig. 12 shows a perspective view of the shift execution gear 66, and fig. 13 shows a perspective view of the shift execution gear 66 at another angle. The shift execution gear 66 has a sector gear body 661 having an angle greater than 180 °, a first cylindrical boss 662 is provided at the center of the sector gear body 661, and a third mounting hole 663 is formed at the first cylindrical boss 662, the third mounting hole 663 being for mounting a bearing, functioning to support the shift execution gear 66 so that the shift execution gear 66 can rotate about its own axis. One face of the shift execution gear 66 is provided with a protruding first stopper 664, and the protruding direction of the first stopper 664 is the same as the protruding direction of the first cylindrical protrusion 662. A first magnet mounting groove 665 is provided at the lower end of the sector gear body 661, and a magnet is mounted in the first magnet mounting groove 665.

Fig. 13 shows a perspective view of the shift guard 67, and fig. 14 shows another angular perspective view of the shift guard 67. The shift guard 67 has an annular body 671, a first connection portion 672 is provided below the annular body 671, and a second magnet mounting groove 673 is provided at an end of the first connection portion 672. The center of the annular body 671 is provided with a second cylindrical protrusion 675, and a fourth mounting hole 674 formed in the second cylindrical protrusion 675, and the other face of the opening of the fourth mounting hole 674 is provided with a second connection portion 676, the second connection portion 676 being for socket-and-spigot connection with the operating mechanism 7. The second connecting portions 676 are specifically square protrusions, and two are provided in number.

The specific shape of the first connection portion 672 is an outwardly extending swing arm, such as an "L" shape. It should be noted that the annular main body 671 and the first connecting portion 672 are not on the same plane, and the integral position of the first connecting portion 672 is higher than the end face of the annular main body 671 by a certain distance, so that the first magnet mounting groove 665 and the second magnet mounting groove 673 are on the same plane, which is beneficial for the first hall element 642 of the circuit board 64 to recognize the magnetic field strength variation signal, because the sector gear main body 661 has a certain thickness, and the first cylindrical boss 662 of the shift execution gear 66 is sleeved into the fourth mounting hole 674 of the shift protection 67, because the integral position of the first connecting portion 672 is higher than the end face of the annular main body 671 by a certain distance, which is beneficial for the first hall element 642 of the circuit board 64 to recognize the magnetic field strength variation signal, in the assembling process of the shift execution gear 66 and the shift protection 67.

The annular body 671 is further provided with a raised second stop 677, the raised direction of the second stop 677 is the same as the raised direction of the second cylindrical protrusion 675, the first stop 664 and the second stop 677 are both bar-shaped arc-shaped protrusions, and the length of the second stop 677 is slightly smaller than the length of the first stop 664. After the shift execution gear 66 is assembled with the shift protector 67, as shown in fig. 9 and 10, the outer peripheral surface of the second cylindrical protrusion 675 is sleeved with an elastic element 68, the elastic element 68 has a first engagement end 681 and a second engagement end 682, and the first engagement end 681 and the second engagement end 682 respectively abut against two side surfaces of the first stop 664. At this time, the second stop 677 is located just below the first stop 664, and since the length of the second stop 677 is slightly smaller than that of the first stop 664, the first engaging end 681 and the second engaging end 682 of the elastic element 68 do not contact the side edges of the second stop 677 in the normal state. In the present embodiment, the elastic member 68 is a torsion spring.

When the operating mechanism 7 and the transmission mechanism 5 work normally and no clamping stagnation occurs, the driving device 63 rotates to drive the output gear 65 to rotate, the output gear 65 is externally meshed with the gear shifting executing gear 66 to drive the gear shifting executing gear 66 to rotate, and the gear shifting executing gear 66 drives the gear shifting protecting piece 67 to synchronously rotate through the elastic element 68; when the operating mechanism 7 and the transmission mechanism 5 are jammed, the shift protection member 67 is prevented from rotating by the resistance force, so that the shift actuating gear 66 and the shift protection member 67 are displaced circumferentially relative to each other, the first stop 664 of the shift actuating gear 66 and the second stop 677 of the shift protection member 67 are staggered from each other, the first engaging end 681 of the elastic element 68 still abuts against the side edge of the first stop 664, and after the side edge of the second stop 677 pushes away the second engaging end 682 of the elastic element 68, the second engaging end 682 is released from abutting relationship with the side edge of the first stop 664 and rotates to abut against the side edge of the second stop 677, and the distance from the first engaging end 681 to the second engaging end 682 is increased, so that the elastic element 68 is in a force storage state. The shift execution gear 66 and the shift guard 67 obtained by the controller 641 are inconsistent in shift information, indicating occurrence of a stuck phenomenon, and then the controller 641 controls the driving device 63 to rotate forward and backward for a certain number of times, eliminating the stuck of the operating mechanism 7 and the transmission mechanism 5, and the elastic element 68 is restored to the original state.

The elastic element 68 is arranged to connect the gear shifting executing gear 66 with the gear shifting protection piece 67, and the rigid connection is replaced in a flexible connection mode, so that the torque generated by the driving device 63 in a clamping stagnation state can be absorbed by the elastic element 68, the buffering effect is achieved, the damage to parts and the burning of the driving device 63 are avoided, and the service life of the driving mechanism 6 can be effectively prolonged.

Fig. 16 shows a perspective view of the operating mechanism 7, and fig. 17 shows a front view of the operating mechanism 7. The operating mechanism 7 comprises an operating device, a pawl and a pawl seat, wherein the pawl is arranged on the pawl seat, the operating device is provided with an open slot, and the operating device is driven to rotate through a driving device 63 to control the pawl to retract and expand regularly.

In the present embodiment, in order to achieve control of a plurality of gear positions and to facilitate assembly, the operating devices are provided with four, as shown in fig. 18 and 19, specifically including a first operating device 71, a second operating device 72, a third operating device 73, and a fourth operating device 74, wherein the first operating device 71 includes a first end portion 711 provided at one end and a second end portion 713 provided at the other end, the first end portion 711 and the second end portion 713 being connected by a connecting rod 712. The first end 711, the fourth operating device 74, the third operating device 73, the second operating device 72 and the second end 713 of the first operating device 71 are sequentially arranged from left to right, and a gap for installing a pawl seat and a pawl is reserved between two adjacent operating devices. For example, the third detent seat 710 and the fourth detent 719 are mounted to the spaces of the fourth operating device 74 and the third operating device 73, the second detent seat 78 and the third detent 79 are mounted to the spaces of the third operating device 73 and the second operating device 72, and the first detent seat 75 and the second detent 77 are mounted to the spaces of the second operating device 72 and the second end 713 of the first operating device 71.

It should be noted that the above-mentioned operating device is merely for satisfying the arrangement of the transmission mechanism 5 of a specific structure, and for convenience of processing the operating device and assembly, the specific number and specific structure of the operating devices are not limited in practice, for example, the first end 711 of the first operating device 71 may be integrally formed with the fourth operating device 74; for example, the first end 711 of the first operating device 71, the fourth operating device 74 and the third operating device 73 are integrally formed into one integral structure, the second operating device 72 and the second end 713 of the first operating device 71 are integrally formed into another integral structure, and the two integral structures are assembled into a complete operating device; for another example, the second pawl seat 78 and the third pawl seat 710 may be integrally formed as one large pawl seat, and the first pawl seat 75 may be split into two small pawl seats. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present utility model shall fall within the scope of the technical solution of the present utility model.

The first end 711 is provided with a third connecting portion 7111, which is convenient for assembling with the driving mechanism 6, and the third connecting portion 7111 is adapted to the second connecting portion 676, that is, the second connecting portion 676 is a square protrusion, and the third connecting portion 7111 is a corresponding square groove, otherwise, the second connecting portion 676 may also be a square groove, and the third connecting portion 7111 may be a corresponding square protrusion.

The fourth operating means 74, the third operating means 73, the second operating means 72 and the second end 713 of the first operating means 71 are all of a ring-shaped structure, and all of their outer circumferential surfaces are provided with open grooves for driving the pawls to open and close.

Fig. 20 shows a cross-sectional view of the second end portion 713 of the first operating device 71 along the C-C line, the second end portion 713 being provided with two open grooves, a first open groove 7131 and a second open groove 7132, respectively, on its outer peripheral surface. The inner peripheral surface of the second end portion 713 is a first control surface 7A, the side walls of the first open groove 7131 and the second open groove 7132 are second control surfaces 7B, and in this embodiment, the first control surface 7A is an arc surface, the second control surface 7B is an inclined surface, and the arc surface of the first control surface 7A transitions to the outer peripheral surface of the second end portion 713 through the inclined surface of the second control surface 7B. The first control surface 7A and the second control surface 7B are both provided for controlling the opening and closing of the pawl, the details of which are mentioned below.

Referring to fig. 21 to 23, as such, the second manipulating device 72 is provided with a third opening groove 721 and a fourth opening groove 722, the third manipulating device 73 is provided with a fifth opening groove 731, and the fourth manipulating device 74 is provided with a sixth opening groove 741.

In fig. 20, assuming that six straight lines passing through the center of the second end 713 are included, the included angle between the first straight line and the horizontal line is α, and the included angles between the two adjacent straight lines are β, then assuming that the first straight line is the first gear angle 701, the second straight line is the second gear angle 702, the third straight line is the third gear angle 703, the fourth straight line is the fourth gear angle 704, the fifth straight line is the fifth gear angle 705, and the sixth straight line is the sixth gear angle 706. Then there is a first gear angle 701 of α, a second gear angle 702 of α+β, a third gear angle 703 of α+2β, a fourth gear angle 704 of α+3β, a fifth gear angle 705 of α+4β, and a sixth gear angle 706 of α+5β.

Of the above-described opening grooves of the operating device, the first opening groove 7131 is in the range of the first gear angle 701 to the second gear angle 702, the third opening groove 721 is in the range of the second gear angle 702 to the third gear angle 703, the second opening groove 7132 is in the range of the third gear angle 703 to the fourth gear angle 704, the fourth opening groove 722 is in the range of the fourth gear angle 704 to the sixth gear angle 706, the fifth opening groove 731 is in the range of the fifth gear angle 705 to the sixth gear angle 706, and the sixth opening groove 741 is in the range of the third gear angle 703 to the fifth gear angle 705.

The operating device is controlled to rotate to different angles, so that different pawls are controlled to be opened or retracted, and then different gears are switched. Specifically, when the operating device rotates to the first gear angle 701, all pawls are in a retracted state; when the operator rotates to the second gear angle 702, the first pawl 76 expands and the remaining pawls retract; when the operating device rotates to the third gear angle 703, the second pawl 77 opens and the rest pawls retract; when the operating device is rotated to the fourth gear angle 704, the first pawl 76 and the fourth pawl 719 are open, and the remaining pawls are retracted; when the operating device rotates to the fifth gear angle 705, the second pawl 77 and the fourth pawl 719 open, and the rest pawls are retracted; when the operating device is rotated to the sixth gear angle 706, the second pawl 77, the third pawl 79 are opened and the remaining pawls are retracted.

It is noted that the openings of the first opening groove 7131, the second opening groove 7132, the third opening groove 721 and the fifth opening groove 731 are equal in extent and less than the angle β, about two thirds of the angle β; the fourth open groove 722 and the sixth open groove 741 are actually two open grooves that merge together, and the opening degree of the two open grooves is actually twice that of the remaining four open grooves. The right end of the first opening slot 7131 is just coincident with the second gear angle 702, because the first pawl 76 controlled by the first opening slot 7131 must be completely opened after the operating device rotates to the second gear angle 702, otherwise, the first pawl 76 is not fully locked with the first sun gear of the transmission mechanism 5, which can cause abnormal sound, hollow pedaling, tooth jumping and other phenomena of the internal transmission hub.

The first gear angle 701 to the sixth gear angle 706 described above each correspond to the first hall element 642 of each column of the circuit board 64.

Fig. 24 shows a perspective view of the second detent seat 78. Fig. 25 shows a perspective view of the second detent seat 78 at another angle. The second pawl seat 78 is integrally of a column structure, the center of the second pawl seat 78 is provided with a second limit groove 781, the groove shape of the second limit groove 781 is matched with the longitudinal section of the limit surface 41 of the mandrel 4 like the first limit groove 615, and the second pawl seat 78 is sleeved on the mandrel 4 and does not rotate. A pawl mounting groove 782 is provided above the second pawl seat 78, and a third pawl 79 is mounted in the pawl mounting groove 782. The outer peripheral surface of the second pawl seat 78 is further provided with a clamp spring groove 783, a plane where the clamp spring groove 783 is located is perpendicular to the axial direction of the second pawl seat 78, a clamp spring (not shown) is mounted in the clamp spring groove 783, and the clamp spring maintains a contracted state during assembly, so that the clamp spring has a tendency to expand outwards, and tension can be applied to the third pawl 79, so that the third pawl 79 maintains to expand outwards, and can retract inwards only when being subjected to a force in a specific direction.

As shown in fig. 26 and 27, the third pawl 79 has a structure in which the third pawl 79 has a lock portion 791, a control portion 792, and a rotation shaft portion 793, the rotation shaft portion 793 is provided at the bottom of the lock portion 791, the rotation shaft portion 793 has a half cylindrical shape, and a pawl mounting groove 782 of the second pawl seat 78 is adapted to the shape of the rotation shaft portion 793, and the rotation shaft portion 793 is hinged in the pawl mounting groove 782 so that the third pawl 79 rotates about the axis of the rotation shaft portion 793. The locking portion 791 of the third pawl 79 is for locking or unlocking with a gear in the transmission mechanism 5. The control portion 792 of the third pawl 79 protrudes in the thickness direction of the locking portion 791, and one side surface of the control portion 792 is a contact surface 7921. Fig. 28 shows a schematic structural view of the third pawl 79 in two states. When the operating device rotates to a specific angle, the first control surface 7A of the operating device contacts with the contact surface 7921 of the control part 792, the first control surface 7A applies pressure towards the center direction of the second pawl seat 78 to the contact surface 7921 of the control part 792, and the third pawl 79 is forced to retract inwards against the tension of the clamp spring; when the operating device is rotated to another specific angle, the first control surface 7A of the operating device transitions to the contact surface 7921 of the second control surface 7B (i.e., the side of the open slot) and the control portion 792 to contact each other, the pressure of the second control surface 7B toward the center of the second pawl seat 78 gradually decreases, and the third pawl 79 gradually flares outward.

In order to prevent the third pawl 79 from interfering with the second pawl seat 78 when retracted, the second pawl seat 78 is further provided with a relief groove 784.

Fig. 29 shows a schematic structural view of the third pawl 79 in conjunction with the third sun gear 506. The third sun gear 506 is supported by a bearing, and has a locking groove 5062 formed in the center thereof, and the locking groove 5062 has a groove shape similar to a spline groove, except that the groove wall of the locking groove 5062 is outwardly widened. The groove wall of the locking groove 5062 corresponds to the side wall of the third pawl 79, and when the third pawl 79 is retracted inward, the locking portion 791 of the third pawl 79 does not contact the groove wall of the locking groove 5062, and the third sun gear 506 is in a free state; when the third pawls 79 are opened outward, the locking portions 791 of the third pawls 79 abut against the groove walls of the locking grooves 5062, and the third sun gear 506 is in the locked state, i.e., the third sun gear 506 cannot rotate counterclockwise.

Likewise, the first sun gear 504, the second sun gear 505 and the third sun gear 506 are all provided with the same locking groove 5062.

Fig. 30 shows a perspective view of the transmission 5. Fig. 31 shows an exploded view of the transmission 5. The transmission 5 comprises at least two planetary gear mechanisms and at least one set of clutch structures. In the present embodiment, a two-stage planetary gear mechanism is provided, each set of planetary gears including a sun gear, a carrier, a ring gear, and at least one planetary gear, and the transmission mechanism 5 specifically includes a first transmission member 501, a second transmission member 502, a third transmission member 503, a first sun gear 504, a second sun gear 505, a third sun gear 506, a fourth sun gear 507, a first double planetary gear 508, and a second double planetary gear 509. Wherein the first stage planetary gear mechanism comprises a first sun gear 504, a second sun gear 505, a first double planetary gear 508, a first transmission member 501 and a second transmission member 502; the second stage planetary gear mechanism includes a third sun gear 506, a fourth sun gear 507, a second double planetary gear 509, a second transmission 502 and a third transmission 503.

Fig. 35 shows a perspective view of the first transmission member 501. Fig. 36 shows a perspective view of the first transmission member 501 at another angle. The overall structure of the first transmission member 501 is a hollow cylindrical structure with a large left end diameter and a small right end diameter, an input member mounting groove 5011 is formed in the outer peripheral surface of the right end of the first transmission member 501, and the input member 3 is mounted in the input member mounting groove 5011 and fastened with the first transmission member 501 to transmit torsion. The hollow cylindrical structure at the left side of the first transmission member 501 is used for installing the first sun gear 504 and the second sun gear 505, the first sun gear 504 and the second sun gear 505 are installed side by side, and the left end and the right end are limited by the first sun gear retaining ring 513 and the second sun gear retaining ring 514 respectively.

First mounting groove 5012 has been seted up to the outer peripheral face of first driving medium 501, two relative cell walls of first mounting groove 5012 have been processed respectively two first mounting holes 5013, pass the centre bore of first duplex planetary gear 508 through first pin 511, first gasket 512 and first mounting hole 5013 install first duplex planetary gear 508 in first mounting groove 5012, first pin 511 is spacing through the first pin retaining ring 516 at both ends, the cooperation relationship between the part has: the first pin 511 is in interference fit with the first mounting hole 5013, the central hole of the first duplex planetary gear 508 and the first gasket 512 are in excessive fit or clearance fit with the first pin 511 respectively, and the first duplex planetary gear 508 can rotate around its own axis.

As shown in fig. 32 and 33, the first double planetary gear 508 has seventh gear teeth 5081 and eighth gear teeth 5082, the seventh gear teeth 5081 are located on the right side of the eighth gear teeth 5082, the first sun gear 504 and the second sun gear 505 are mounted directly below the first double planetary gear 508, the third gear teeth 5041 of the first sun gear 504 are externally engaged with the seventh gear teeth 5081 of the first double planetary gear 508, and the fourth gear teeth 5051 of the second sun gear 505 are externally engaged with the eighth gear teeth 5082 of the first double planetary gear 508.

In the present embodiment, since four first double planetary gears 508 are provided in the first installation groove 5012, the number of first double planetary gears 508 depends on the actual operating condition and load of the transmission mechanism 5, and the larger the load is, the larger the number of first double planetary gears 508 is.

Fig. 37 shows a perspective view of the second transmission 502. Fig. 38 shows a perspective view of the second transmission 502 at another angle. The whole structure of the second transmission member 502 is a hollow cylindrical structure with a small left end diameter and a large right end diameter, a first gear tooth 5021 is arranged at the right end opening of the second transmission member 502, the first gear tooth 5021 is equivalent to a gear ring of a planetary gear mechanism, and the first gear tooth 5021 of the second transmission member 502 is internally meshed with an eighth gear tooth 5082 of the first duplex planetary gear 508.

The hollow cylindrical structure at the left side of the second transmission member 502 is internally provided with a third sun gear 506 and a fourth sun gear 507, the third sun gear 506 and the fourth sun gear 507 are arranged side by side, and the left end and the right end of the third sun gear 506 are limited by a fourth sun gear check ring 515.

The second mounting groove 5022 has been seted up to the outer peripheral face of second driving medium 502, two cell walls of second mounting groove 5022 have been processed respectively and have been had two second mounting holes 5023, through the centre bore of inserting second double planetary gear 509 with second pin 519, second gasket 517 and second mounting hole 5023 install second double planetary gear 509 in second mounting groove 5022, second pin 519 carries out spacingly through the second pin retaining ring 518 at both ends, the cooperation relationship between the part has: the second pin 519 is interference fit with the second mounting hole 5023, and the center hole of the second double-linked planetary gear 509 and the second washer 517 are excessively fit or clearance fit with the second pin 519, respectively, so that the second double-linked planetary gear 509 can rotate around its own axis.

As shown in fig. 32 and 34, the second double-linked planetary gear 509 has a ninth gear tooth 5091 and a tenth gear tooth 5092, the ninth gear tooth 5091 is located on the right side of the tenth gear tooth 5092, the third sun gear 506 and the fourth sun gear 507 are mounted right below the second double-linked planetary gear 509, the fifth gear tooth 5061 of the third sun gear 506 is externally engaged with the ninth gear tooth 5091 of the second double-linked planetary gear 509, and the sixth gear tooth 5071 of the fourth sun gear 507 is externally engaged with the tenth gear tooth 5092 of the second double-linked planetary gear 509.

The leftmost end of the first transmission member 501 is further provided with a first clutch structure 5014, a bottom surface of the first clutch structure 5014 is connected to an outer circumferential surface of the first transmission member 501, and a top surface of the first clutch structure 5014 is connected to an inner circumferential surface of the second transmission member 502. Fig. 40 shows a schematic structural view of the first clutch mechanism, and fig. 41 shows a schematic structural view of the first clutch mechanism 5014 in two states. The first clutch structure 5014 specifically includes a retainer 50141, a roller 50143, and a working face 50144 for implementing a clutch function, where the diameter of the retainer 50141 is greater than the diameter of the outer peripheral face of the first transmission member 501 at the cut-off face and less than the diameter of the inner peripheral face of the second transmission member 502 at the cut-off face, the retainer 50141 is a two-layer structure, the retainer 50141 is provided with a plurality of roller limit grooves 50142, the groove width of the roller limit grooves 50142 is slightly smaller than the diameter of the roller 50143, the roller 50143 is assembled in the roller limit grooves 50142, and the roller 50143 can rotate only around the axis thereof. The roller 50143 may be a cylindrical roller 50143, a ball, or the like, and in this embodiment, a cylindrical roller 50143 is used.

The working surface 50144 of the first clutch structure 5014 can be disposed on a separate component to be assembled to the first transmission member 501, or can be directly disposed on the first transmission member 501, in this embodiment, the working surface 50144 of the first clutch structure 5014 is directly disposed on the outer circumferential surface of the first transmission member 501 at the cut surface, the working surface 50144 is a plurality of segments of arc surfaces connected end to end, the height of the arc surface at the left end is lower than the height of the arc surface at the right end, so as to form a height difference, and after the roller 50143 is mounted on the retainer 50141, the roller 50143 can roll on the working surface 50144 where it is located. The diameter of the roller 50143 is greater than the minimum distance of the working face 50144 to the inner circumferential surface of the second transmission member 502 at the cut-away surface, so that the roller 50143 can roll only on the working face 50144 where it is located, without going beyond the working face 50144 into adjacent other working faces.

When the first transmission member 501 and the second transmission member 502 simultaneously rotate counterclockwise and the rotational speed of the first transmission member 501 is higher than that of the second transmission member 502, the rollers 50143 move to the high point of the working face 50144, so that the outer circumferential surface of the first transmission member 501, the rollers 50143 and the inner circumferential surface of the second transmission member 502 are combined, and the torque of the first transmission member 501 can be transmitted to the second transmission member 502 through the first clutch structure 5014.

When the first transmission member 501 and the second transmission member 502 simultaneously rotate counterclockwise and the rotation speed of the first transmission member 501 is lower than that of the second transmission member 502, the roller 50143 moves to the low point of the working face 50144, the roller 50143 is disengaged from the outer peripheral surface of the second transmission member 502, and at this time, the torque of the first transmission member 501 is not transmitted to the second transmission member 502 through the roller 50143.

Since the distance from the high point to the low point of the working surface 50144 is very small and is only a few tenths of a millimeter, the combination time of the first transmission member 501, the roller 50143 and the second transmission member 502 is very short each time the rotation speed of the first transmission member 501 exceeds the rotation speed of the second transmission member 502, the power transmission is very rapid, the stepping time of gear shift is effectively shortened, and the gear shift process is smoother.

By providing the first clutch structure 5014 between the first transmission member 501 and the second transmission member 502, torque can be selectively transmitted from the one between the first transmission member 501 (carrier) and the second transmission member 502 (ring gear) at a high rotational speed to the outside, achieving an effect of changing the transmission ratio.

Fig. 39 shows a perspective view of the third transmission member 503. The right-hand member opening part of third driving medium 503 is provided with second teeth of a cogwheel 5031, and the second teeth of a cogwheel 5031 of third driving medium 503 and the tenth teeth of a cogwheel 5092 internal gearing of second double planetary gear 509, and the left end of third driving medium 503 is provided with third clutch structure 5032, and the leftmost end of second driving medium 502 still is provided with second clutch structure 5024, and the bottom surface of second clutch structure 5024 is connected in the outer peripheral face of second driving medium 502, and the top surface of second clutch structure 5024 is connected in the inner peripheral face of third driving medium 503. The bottom surface of the third clutch structure 5032 is connected to the inner peripheral surface of the third transmission member 503, and the top surface of the third clutch structure 5032 is connected to the inner peripheral surface of the sleeve 510.

In order to make the transmission as compact as possible, the third clutch structure 5032 and the second clutch structure 5024 may be arranged in the same plane perpendicular to the axis of the spindle 4.

It should be noted that, the first transmission member 501, the second transmission member 502, the third transmission member 503, and the sleeve 510 are generally made of steel materials, and the output member 1 is generally made of an aluminum alloy material, and the third clutch structure 5032 is not suitable to be directly disposed between the third transmission member 503 and the output member 1, because the rollers 50143 may impact the inner peripheral surface of the output member 1 to generate an indentation. The above phenomenon can be avoided by arranging the shaft sleeve 510 made of steel between the third transmission member 503 and the output member 1, and in addition, in order to fasten the shaft sleeve 510 and the output member 1 by assembling, an anti-slip groove is arranged on the outer circumferential surface of the shaft sleeve 510, so that the surface friction force is greatly increased, the shaft sleeve 510 and the output member 1 are fastened and not loosened, and the anti-slip groove can be a straight groove or a diagonal groove and can be formed by processing with a knurling cutter.

The first clutch structure 5014, the second clutch structure 5024, the third clutch structure 5032 and the functions are identical, and will not be described in detail herein.

In the manual-automatic integrated internal transmission drum, the operating device of the operating mechanism 7 is driven to rotate to different angles through the driving mechanism 6, if the operating device is rotated from a first gear angle 701 to a second gear angle 702, the internal transmission drum is shifted up from first gear to second gear, if the operating device is rotated from the second gear angle 702 to the first gear angle 701, and the internal transmission drum is shifted down from second gear to first gear. There are two driving modes of the driving mechanism 6, one is a manual mode and the other is an automatic mode. The driving mode is changed by matching the internal gear shift hub with a gear shift operation module 9. The shift operation module 9 is mounted on the bicycle head, and the rider uses his fingers to press the shift operation module 9 for control. The shift operation module 9 has a mode switching button, an upshift button, and a downshift button, and the rider presses the mode switching button to switch between the manual mode and the automatic mode. In the manual mode, the rider upshifts by pressing the upshift button and downshifts by pressing the downshift button. In the automatic mode, the rider does not need any operation, and the inner shift drum performs a shift operation according to the vehicle speed, for example, automatically upshifting from first gear to second gear when the vehicle speed reaches ten km/h; for another example, when the vehicle speed decreases below ten kilometers per hour, the speed is automatically reduced from second gear to first gear. The rider can freely change the gear according to the actual road condition by switching to the manual mode, so that the riding flexibility is improved, and the riding comfort is improved by switching to the free mode to automatically change the gear.

Fig. 42 shows the power transmission path of the first gear of the present manual-automatic in-house shift drum.

Assuming that the number of teeth of the first gear tooth 5021 is z1, the number of teeth of the second gear tooth 5031 is z2, the number of teeth of the third gear tooth 5041 is z3, the number of teeth of the fourth gear tooth 5051 is z4, the number of teeth of the fifth gear tooth 5061 is z5, the number of teeth of the sixth gear tooth 5071 is z6, the number of teeth of the seventh gear tooth 5081 is z7, the number of teeth of the eighth gear tooth 5082 is z8, the number of teeth of the ninth gear tooth 5091 is z9, and the number of teeth of the tenth gear tooth 5092 is z10.

In the first gear state, the first sun gear 504, the second sun gear 505, the third sun gear 506, and the fourth sun gear 507 are all in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 501, the first transmission member 501 rotates to drive the first duplex planetary gear 508 to rotate, the first sun gear 504 and the second sun gear 505 idle, the rotation speed of the first transmission member 501 is higher than that of the second transmission member 502 at a certain moment, and the first clutch structure 5014 is combined to synchronize the rotation speeds of the first transmission member 501 and the second transmission member 502, so that the torque of the first transmission member 501 is transmitted to the second transmission member 502; similarly, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the third sun gear 506 and the fourth sun gear 507 idle, and the second clutch structure 5024 and the third clutch structure 5032 are simultaneously combined, so that the torque of the second transmission member 502 is transmitted to the third transmission member 503 and then transmitted to the shaft sleeve 510, the shaft sleeve 510 is fastened to the output member 1, and the output member 1 outputs to the wheels. The inner shift drum at this time is not shifted through the two sets of planetary gear mechanisms, and the gear ratio is defined as a first gear ratio i1, i1=1.

Fig. 43 shows the power transmission route of the second gear of the present internal shift drum.

In the second gear state, the first sun gear 504 is locked, and the second sun gear 505, the third sun gear 506, and the fourth sun gear 507 are all in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 501, the first transmission member 501 rotates to drive the first double planetary gear 508 to rotate, the seventh gear teeth 5081 of the first double planetary gear 508 are engaged with the third gear teeth 5041 of the first sun gear 504, according to the transmission principle of the planetary gear mechanism, when the sun gear is fixed, the planet carrier is driven, the gear ring is overdrive, so that the rotation speed of the second transmission member 502 (driven) is higher than the rotation speed of the first transmission member 501 (active), at this time, the first clutch structure 5014 is disengaged from working, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the third sun gear 506 and the fourth sun gear 507 idle, the second clutch structure 5024 and the third clutch structure 5032 are simultaneously combined, the torque of the second transmission member 502 is transmitted to the third transmission member 503 and then transmitted to the shaft sleeves 510, 510 and 510 to be fastened with the output member 1, and the output member 1 is output to the wheels. The internal shift drum gear ratio at this time is defined as the second gear ratio i2, i2=1/{ 1+ (z3×z8)/(z1×z7) }.

Fig. 44 shows the power transmission route of the third gear of the present internal shift drum.

In the third gear state, the second sun gear 505 is locked, and the first sun gear 504, the third sun gear 506, and the fourth sun gear 507 are all in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 501, the first transmission member 501 rotates to drive the first double planetary gear 508 to rotate, the eighth gear teeth 5082 of the first double planetary gear 508 are engaged with the fourth gear teeth 5051 of the second sun gear 505, according to the transmission principle of the planetary gear mechanism, when the sun gear is fixed, the planet carrier is driven, the gear ring is overdrive, so that the rotation speed of the second transmission member 502 (driven) is higher than the rotation speed of the first transmission member 501 (active), at this time, the first clutch structure 5014 is disengaged from working, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the third sun gear 506 and the fourth sun gear 507 idle, the second clutch structure 5024 and the third clutch structure 5032 are simultaneously combined, the torque of the second transmission member 502 is transmitted to the third transmission member 503 and then transmitted to the shaft sleeves 510, 510 and 510 to be fastened with the output member 1, and the output member 1 is output to the wheels. The internal shift drum gear ratio at this time is defined as a third gear ratio i 3. i3 =1/{ 1+z4/z1}.

Fig. 45 shows the power transmission route of the fourth gear of the present internal shift drum.

In the fourth gear state, the first sun gear 504 and the fourth sun gear 507 are locked, and the second sun gear 505 and the third sun gear 506 are in a free state. When the input member 3 inputs torque, the first transmission member 501 rotates to drive the first double planetary gear 508 to rotate, the seventh gear teeth 5081 of the first double planetary gear 508 are engaged with the third gear teeth 5041 of the first sun gear 504, the rotation speed of the second transmission member 502 is higher than that of the first transmission member 501, at this time, the first clutch structure 5014 is disengaged and not operated, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the tenth gear teeth 5092 of the second double planetary gear 509 is engaged with the sixth gear of the fourth sun gear 507, and according to the transmission principle of the planetary gear mechanism, when the sun gear is fixed, the planet carrier is active, the gear ring is driven to be an overdrive gear, therefore the rotation speed of the third transmission member 503 (driven) is higher than that of the second transmission member 502 (active), the second clutch structure 4 is disengaged and not operated, the third clutch structure 5032 is combined, the third transmission member 503 transmits torque to the shaft sleeve 510, the shaft sleeve 510 is fastened with the output member 1, and the output member 1 is fastened to the wheel 507. The internal shift drum gear ratio at this time is defined as a fourth gear ratio i4, i4=1/{ (1+z6/z 2) } ×i2.

Fig. 46 shows the power transmission route of the fifth gear of the present internal shift drum.

In the fifth gear state, the second sun gear 505 and the fourth sun gear 507 are locked, and the first sun gear 504 and the third sun gear 506 are in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 501, the first transmission member 501 rotates to drive the first double planetary gear 508 to rotate, the eighth gear teeth 5082 of the first double planetary gear 508 are engaged with the fourth gear teeth 5051 of the second sun gear 505, the first clutch structure 5014 is disengaged from working, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the tenth gear teeth 5092 of the second double planetary gear 509 are engaged with the sixth gear of the fourth sun gear 507, the second clutch structure 5024 is disengaged from working, the third clutch structure 5032 is combined, the third transmission member 503 transmits torque to the shaft sleeve 510, the shaft sleeve 510 is fastened with the output member 1, and the output member 1 outputs to the wheels. The internal shift drum gear ratio at this time is defined as a fifth gear ratio i5, i5=1/{ (1+z6/z 2) } ×i3.

Fig. 47 shows a power transmission route of six gears of the present internal shift drum.

In the sixth gear state, the second sun gear 505 and the third sun gear 506 are locked, and the first sun gear 504 and the fourth sun gear 507 are both in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 501, the first transmission member 501 rotates to drive the first double planetary gear 508 to rotate, the eighth gear teeth 5082 of the first double planetary gear 508 are engaged with the fourth gear teeth 5051 of the second sun gear 505, the first clutch structure 5014 is disengaged from working, the second transmission member 502 rotates to drive the second double planetary gear 509 to rotate, the ninth gear teeth 5091 of the second double planetary gear 509 is engaged with the fifth gear of the third sun gear 506, the second clutch structure 5024 is disengaged from working, the third clutch structure 5032 is combined, the third transmission member 503 transmits torque to the shaft sleeve 510, the shaft sleeve 510 is fastened with the output member 1, and the output member 1 outputs to the wheels. The internal shift drum gear ratio at this time is defined as a sixth gear ratio i6, i6=1/{ 1+ (z5×z10)/(z2×z9) } ×i3.

Therefore, the first transmission ratio to the sixth transmission ratio are all smaller than or equal to 1, and the lower the gear is, the larger the transmission ratio is, the lower the rotating speed is, the larger the torque is, so the transmission is suitable for climbing slopes or being used when the carrying capacity is large; the higher the gear, the smaller the transmission ratio, the higher the rotating speed and the smaller the torque, so the gear is suitable for being used on downhill or when the carrying capacity is small. To increase gear shifting smoothness, the first gear ratio to the sixth gear ratio may be fitted to a binary first order equation by reasonably adjusting the number of teeth of the first gear tooth 5021 to the tenth gear tooth 5092.

The manual-automatic integrated internal speed-changing hub has two modes of manual speed change and automatic speed change, and in the manual speed change mode, a rider can freely change gears according to actual road conditions, so that the riding flexibility is improved. The gear is automatically changed according to the program in the automatic speed change mode, so that riding comfort is improved. The mode of shifting is realized through electric drive operating mechanism 7, and compared with traditional stay wire shifting, electric drive shift mode does not have the resistance of shifting, and the feel is better, and the gear is switched more accurately, and long-time operation does not need manual maintenance.

In the description of the present specification, reference to the terms "one embodiment," "certain embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., 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 utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

What has been described above is merely some embodiments of the present utility model. It will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the spirit of the utility model.

Claims

1. The manual-automatic integrated internal speed-changing hub comprises a core shaft (4), a transmission mechanism (5), a driving mechanism (6), an operating mechanism (7), an input piece (3) and an output piece (1), wherein the core shaft (4) is fixed on a frame, and the driving mechanism (6), the operating mechanism (7) and the transmission mechanism (5) are sequentially connected and are all installed on the core shaft (4);

the input piece (3) is fixedly connected with the transmission mechanism (5) and is used for inputting torque to the transmission mechanism (5);

the output piece (1) is connected with the transmission mechanism (5) and is used for outputting torque to wheels;

the transmission (5) has at least one gear ratio;

the method is characterized in that:

the driving mechanism (6) is electrically driven, the driving mechanism (6) drives the operating mechanism (7) to rotate to a specific angle in a manual and/or automatic mode, the transmission relation of each part in the transmission mechanism (5) is changed, and the transmission ratio of the transmission mechanism (5) is changed.

2. A manual and automatic internal gear shift hub according to claim 1, characterized in that a buffer structure is connected between the driving mechanism (6) and the operating mechanism (7).

3. A manual and automatic internal shift drum according to claim 2, characterized in that the buffer structure comprises a shift guard (67) and an elastic element (68), one end of the elastic element (68) is connected with the shift guard (67), and the other end of the elastic element (68) is connected with the operating mechanism (7).

4. A manual and automatic internal shift drum according to claim 1, characterized in that the driving mechanism (6) comprises a driving device (63), an output gear (65) and a shift execution gear (66), the output shaft of the driving device (63) is connected with the output gear (65), the output gear (65) is meshed with the shift execution gear (66), and the shift execution gear (66) is connected with the operating mechanism (7).

5. An automated manual drum kit according to claim 1, wherein the drive mechanism (6) is provided with a gear feedback module.

6. The manual-automatic internal transmission hub according to claim 5, wherein the gear feedback module comprises a plurality of first hall elements (642) arranged in a row, and the first hall elements (642) sense the magnetic field intensity of a magnet mounted in a first magnet mounting groove (665) of a gear shifting executing gear (66) of the driving mechanism (6) to acquire a pulse signal, and determine the gear to which the driving device (63) of the driving mechanism (6) rotates.

7. The manual-automatic internal gear shift hub according to claim 5, wherein the gear feedback module further comprises a plurality of second hall elements (643) arranged in a row, and the second hall elements (643) sense the magnetic field strength of the magnet mounted in the second magnet mounting groove (673) of the gear shift protector (67) of the driving mechanism (6) to obtain a pulse signal, so as to determine the current gear of the internal gear shift hub.

8. An automated manual drum kit according to claim 1, wherein the drive mechanism (6) is provided with a rotational speed feedback module.

9. An automated manual hub as claimed in claim 8 wherein the rotational speed feedback module comprises a third hall element (644), the third hall element (644) sensing the magnetic field strength of a magnet mounted in a third magnet mounting slot (21) of the end cap (2) connected to the output member (1) to obtain a pulse signal to calculate the rotational speed of the hub.

10. The manual-automatic internal gear shifting hub according to claim 1, characterized in that the driving mechanism (6) further comprises a control box (61) and a sealing cover (62) connected with the control box (61), the control box (61) is provided with a driving device (63) and a circuit board (64), the circuit board (64) is provided with a gear feedback module, a rotation speed feedback module and a controller (641), and the driving device (63), the gear feedback module and the rotation speed feedback module are respectively electrically connected with the controller (641).

11. An automated manual hub as claimed in claim 1, wherein the operating mechanism (7) is provided with a pawl seat and an operating means, the pawl seat being journalled on the spindle (4), the pawl seat being hinged with a pawl, the operating means being provided with an open slot for controlling the opening or closing of the pawl to change the driving relationship of the components of the driving mechanism (5).

12. The automated manual transmission drum of claim 11, wherein a plurality of open slots are provided.

13. An automated manual drum according to claim 11 wherein the open slot is disposed between two adjacent gear angles.

14. A manual and automatic internal shift drum according to claim 11, wherein said open slot is provided with a control surface by which the pawl is controlled to be opened or closed.

15. A manual and automatic internal gear shift hub according to claim 14, characterized in that the control surfaces comprise a first control surface (7A) and a second control surface (7B), the first control surface (7A) is an arc surface, the first control surface (7A) is used for controlling pawl retraction, the second control surface (7B) is an inclined surface, and the second control surface (7B) is used for controlling pawl opening.

16. An automated manual drum kit according to claim 1, wherein the operating mechanism (7) is in socket connection with the transmission mechanism (5).

17. An automated internal shift drum according to claim 16, characterized in that the handling means (7) is provided with a third connection (7111), the driving means (6) is provided with a second connection (676), and the handling means (7) is socket-connected with the second connection (676) of the transmission means (5) via the third connection (7111).

18. A manual and automatic internal gear shift hub according to claim 11, characterized in that the operating mechanism (7) comprises a first operating device (71), a second operating device (72) and a third operating device (73), the first operating device (71) comprises a first end (711) and a second end (713), the first end (711) and the second end (713) are connected by a connecting rod (712), and the first operating device (71), the second operating device (72) and the third operating device (73) are respectively sleeved on the connecting rod (712).

19. A manual and automatic internal shift drum according to claim 1, characterized in that the transmission mechanism (5) is provided with at least two stages of planetary gear mechanisms and at least one set of clutch structures, and the driving mechanism (6) changes the transmission relation of the planetary gear mechanisms manually and/or automatically, so that torque is selectively outputted to the output member (1) through the clutch structures after shifting through the planetary gear mechanisms.

20. An automated manual drum according to claim 19 wherein the planetary gear mechanism is provided with two stages, a first stage planetary gear mechanism and a second stage planetary gear mechanism, respectively, the two stages being driven in series.

21. An automated manual inner shift drum as claimed in claim 20, wherein the first stage planetary gear mechanism comprises a first sun gear (504), a second sun gear (505), a first tandem planetary gear (508), a first transmission member (501) and a second transmission member (502), the first tandem planetary gear (508) being rotatably connected to the first transmission member (501), the second transmission member (502) having a first gear tooth (5021), the first tandem planetary gear (508) having a seventh gear tooth (5081) and an eighth gear tooth (5082), the first sun gear (504) having a third gear tooth (5041), the second sun gear (505) having a fourth gear tooth (5051), the third gear tooth (5041) of the first sun gear (504) being in external engagement with the seventh gear tooth (5081) of the first tandem planetary gear (508), the fourth gear tooth (5051) of the second sun gear (505) being in external engagement with the eighth gear tooth (5082) of the first tandem planetary gear (508), the eighth gear tooth (5082) being in external engagement with the eighth gear tooth (50502) of the first tandem planetary gear (508).

22. A manual and automatic internal shift drum according to claim 21, characterized in that a first clutch structure (5014) is provided between the first transmission member (501) and the second transmission member (502).

23. An automated manual hub as defined in claim 20 wherein the second stage planetary gear mechanism comprises a third sun gear (506), a fourth sun gear (507), a second double planetary gear (509), a second transfer member (502) and a third transfer member (503), the second double planetary gear (509) being rotatably connected to the second transfer member (502), the third transfer member (503) having second gear teeth (5031), the second double planetary gear (509) having ninth gear teeth (5091) and tenth gear teeth (5092), the third sun gear (506) having fifth gear teeth (5061), the fourth sun gear (507) having sixth gear teeth (5071), the fifth gear teeth (5061) of the third sun gear (506) being in external mesh with the ninth gear teeth (5091) of the second double planetary gear (509), the sixth gear teeth (5071) of the fourth sun gear (507) being in external mesh with the third gear teeth (5092) of the second double planetary gear (509), and the fourth sun gear (507) having fifth gear teeth (5061) of the fourth gear teeth (5092) of the fourth double planetary gear (509) being in external mesh with the third gear teeth (5092) of the second double planetary gear (509).

24. A manual and automatic internal shift drum according to claim 23, characterized in that a second clutch structure (5024) is provided between the second transmission member (502) and the third transmission member (503).

25. The manual in-one shift drum as claimed in claim 24, further comprising a sleeve (510), the sleeve (510) being connected to the output member (1), a third clutch structure (5032) being provided between the sleeve (510) and the third transmission member (503).

26. A manual and automatic internal shift drum according to claim 25, characterized in that the third clutch structure (5032) and the second clutch structure (5024) are in the same plane perpendicular to the axis of the spindle (4).

27. The manual and automatic internal shift drum according to claim 25, wherein the outer circumferential surface of the sleeve (510) is provided with an anti-slip groove.

28. A bicycle comprising an automated manual shift drum according to any one of claims 1 to 27.