CN219994297U - Transmission mechanism and internal variable speed hub - Google Patents

Abstract

The utility model belongs to the technical field of transmission devices, and particularly relates to a transmission mechanism and an internal variable speed hub. The utility model provides a transmission mechanism which comprises at least two stages of planetary gear mechanisms and at least one group of clutch structures, wherein the clutch structures are connected between two adjacent stages of planetary gear mechanisms, and a driving mechanism changes the transmission relation of the planetary gear mechanisms in a manual and/or automatic mode so that torque is changed through the planetary gear mechanisms and is selectively output to an output piece through the clutch structures after being changed. The internal variable-speed hub is provided with the transmission mechanism, the transmission mechanism has various transmission ratios, more gears can be selected for riders, and the more gears mean the higher the transmission efficiency is, the better the gear shifting smoothness is.

Description

Transmission mechanism and internal variable speed hub

Technical Field

The utility model belongs to the technical field of transmission devices, and particularly relates to a transmission mechanism and an internal variable speed hub.

Background

The inventor obtains patent authorization of a transmission device based on a planetary gear train and an internal transmission on the 29 th 2017, and the authorized publication number is CN206530657U, and the authorized patent specifically discloses a technical scheme of the transmission device based on the planetary gear train, which specifically comprises the following steps: in the mode A, the clutch moves rightwards and axially through the clutch control mechanism to separate the flywheel seat from the planet carrier, at the moment, the power of the flywheel seat is transmitted to the retainer through the first unidirectional transmission piece, the retainer pushes the transmission block on the inner gear ring to transmit the power to the inner gear ring, at the moment, the retainer pushes the transmission element to the lower groove of the inner gear ring to be separated from the inner ring of the flower drum, the inner gear ring cannot transmit the power to the flower drum through the transmission element, the power enters the planetary gear train from the inner gear ring and is output from the planet carrier after being transmitted, and the planet carrier transmits the power to the flower drum through the second unidirectional transmission piece. In the B mode, the clutch moves leftwards and axially through the clutch control mechanism to connect the flywheel seat and the planet carrier, when the central wheel is not fixed and is in a free state, the power is output from the planet carrier to the hub through the flywheel seat, and the direct gear is adopted at the moment; when one of the central wheels is fixed, power is input from the planet carrier through the flywheel seat, and is output from the annular gear after transmission, the rotating speed of the annular gear exceeds the rotating speed of the planet carrier, at the moment, rolling bodies between the annular gear and the hub enter a wedge-shaped space, the annular gear and the hub are tightly propped up and connected, the power is output from the hub, the rotating speed of the hub exceeds the planet carrier, and the second unidirectional transmission piece fails.

From the above, in the transmission mechanism of the above patent, the a mode can only provide one gear, the B mode can only provide two gears, and at most three gears can be provided in total, however, the three gears do not meet the market needs well.

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

Disclosure of Invention

The utility model aims to provide a transmission mechanism and an internal variable-speed hub, which have various transmission ratios, so that a rider can be given more gear selections, and the more gears means the higher the transmission efficiency, the better the gear shifting smoothness.

In order to solve the technical problems, the transmission mechanism provided by the utility model comprises at least two stages of planetary gear mechanisms and at least one group of clutch structures, wherein the clutch structures are connected between the planetary gear mechanisms of two adjacent stages, 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 an output piece through the clutch structures after being changed in speed 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 an internal variable speed hub which comprises the transmission mechanism.

From the above, the inner speed-changing hub is provided with the transmission mechanism, the transmission mechanism has various transmission ratios, more gears can be selected for riders, and the more gears means the higher the transmission efficiency, the better the gear shifting smoothness.

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 perspective view showing a use state of an inner shift drum equipped with a transmission mechanism according to the present utility model.

Fig. 2 is a perspective view of the inner shift drum of the present utility model.

Fig. 3 is a front view of the inner shift drum of the present utility model.

Fig. 4 is a right side view of the inner shift drum of the present utility model.

Fig. 5 is a cross-sectional view taken along line A-A of fig. 4.

Fig. 6 is a perspective view of the transmission mechanism.

Fig. 7 is an exploded view of the transmission mechanism.

Fig. 8 is a longitudinal section of the transmission.

Fig. 9 is a partially enlarged view at G in fig. 8.

Fig. 10 is a partially enlarged view at H in fig. 8.

Fig. 11 is a perspective view of the first transmission member.

Fig. 12 is a perspective view of another angle of the first transmission member.

Fig. 13 is a perspective view of the second transmission member.

Fig. 14 is a perspective view of another angle of the second transmission member.

Fig. 15 is a perspective view of the third transmission member.

Fig. 16 is a schematic structural view of the first clutch structure.

Fig. 17 is a schematic diagram of the first clutch structure in two states.

Fig. 18 is a schematic diagram of the pawl in linkage with the third sun gear.

Fig. 19 is a power transmission path of first gear of the inner shift drum of the present utility model.

Fig. 20 is a power transmission path of the second gear of the inner shift drum according to the present utility model.

Fig. 21 is a three-gear power transmission path of the inner shift drum of the present utility model.

Fig. 22 is a power transmission path of four gears of the inner shift drum of the present utility model.

Fig. 23 is a power transmission path of five gears of the inner shift drum of the present utility model.

Fig. 24 is a six-speed power transmission path of the inner 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; 7. an operating mechanism; 71. a pawl seat; 72. a pawl; 721. and a locking part.

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 shows a schematic structure of an inner shift drum equipped with a transmission mechanism of the present utility model. As shown in the figure, the inner variable-speed hub is woven on the rim of the rear wheel of the bicycle through spokes, the mandrel 4 of the inner variable-speed hub is clamped into the mounting groove of the rear fork of the bicycle frame, 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 right side of this interior variable speed flower-drum is fixed mounting has input piece 3, and input piece 3 is used for transmitting the moment of torsion that the person of riding trampled and produces. 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. 2 shows a perspective view of the inner shift drum of the present utility model, fig. 3 shows a front view of the inner shift drum of the present utility model, fig. 4 shows a right side view of the inner shift drum of the present utility model, and fig. 5 shows a cross-sectional view of fig. 4 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. 6 shows a perspective view of the transmission 5. Fig. 7 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. 11 shows a perspective view of the first transmission member 501. Fig. 12 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. 8 and 9, 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 right 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. 13 shows a perspective view of the second transmission 502. Fig. 14 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. 8 and 10, 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. 16 shows a schematic structural view of the first clutch mechanism, and fig. 17 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. 15 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.

To achieve the change of the transmission relation of the planetary gear mechanism, in the present embodiment, the operating mechanism 7 is rotated to a specific angle, so that the pawl 72 is opened and retracted according to a specific rule, when the pawl 72 is opened, the pawl 72 is locked with the sun gear, and when the pawl 72 is retracted, the sun gear is in a free state. The operating mechanism 7 specifically includes an operating device (not shown), a pawl seat 71 and a pawl 72, the pawl 72 has a locking portion 721, a control portion (not shown) and a rotating shaft portion, the rotating shaft portion is disposed at the bottom of the locking portion 721, the rotating shaft portion is in a semi-cylindrical shape, the top of the pawl seat 71 is adapted to the shape of the rotating shaft portion, and the rotating shaft portion is hinged in a pawl mounting groove to enable the pawl 72 to rotate around the axis of the rotating shaft portion. When the operating means is driven in rotation by the drive mechanism 6, the pawl 72 is caused to expand and retract according to a specific law.

Fig. 18 shows a schematic structural view of the pawl 72 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 pawl 72, and when the pawl 72 is retracted inwards, the locking portion of the pawl 72 does not contact the groove wall of the locking groove 5062, and the third sun gear 506 is in a free state; when the pawl 72 is opened outward, the locking portion 721 of the pawl 72 abuts against the groove wall of the locking groove 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. Each sun gear is controlled to lock by a separate pawl.

Fig. 19 shows the power transmission route of the first gear of the present internal 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. 20 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. 21 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 i3. i3 =1/{ 1+z4/z1}.

Fig. 22 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=i4=1/{ (1+z6/z 2) } ×i2.

Fig. 23 shows the power transmission route of the present internal shift drum at five speeds.

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. 24 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.

In practice, as long as the first sun gear and the second sun gear are not locked simultaneously and the third sun gear and the fourth sun gear are not locked simultaneously, the transmission mechanism can be matched with different transmission ratios, at most nine transmission ratios can be provided, but the variation of part of transmission ratios is not large, part of transmission ratios can be omitted in the actual application process, and better transmission is reserved.

The internal variable-speed hub is provided with the transmission mechanism, the transmission mechanism has various transmission ratios, more gears can be selected for riders, and the more gears mean the higher the transmission efficiency is, the better the gear shifting smoothness is.

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 (10)

1. The transmission mechanism is characterized by comprising at least two stages of planetary gear mechanisms and at least one group of clutch structures, wherein the clutch structures are connected between the planetary gear mechanisms at two adjacent stages, and a driving mechanism (6) changes the transmission relation of the planetary gear mechanisms manually and/or automatically so that torque is selectively output to an output piece (1) through the clutch structures after being changed in speed by the planetary gear mechanisms.

2. A transmission according to claim 1, 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.

3. A transmission according to claim 2, characterized in that 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 first double 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 double 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 double planetary gear (508), the fourth gear tooth (50505) of the second sun gear (505) being in external engagement with the eighth gear tooth (5082) of the first double planetary gear (508), the fourth gear tooth (5082) being in engagement with the eighth gear tooth (5082) of the first double planetary gear (508).

4. A transmission according to claim 3, characterized in that a first clutch structure (5014) is provided between the first transmission member (501) and the second transmission member (502).

5. A transmission according to claim 3, characterized in that 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 transmission member (502) and a third transmission member (503), the second double planetary gear (509) being rotatably connected to the second transmission member (502), the third transmission 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 engagement 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 engagement with the second gear teeth (5092) of the second double planetary gear (509), and the fourth gear teeth (5092) of the fourth double planetary gear (509) being in external engagement with the second gear teeth (5092) of the second double planetary gear (509).

6. A transmission according to claim 5, characterized in that a second clutch structure (5024) is arranged between the second transmission member (502) and the third transmission member (503).

7. The transmission mechanism according to claim 6, further comprising a sleeve (510), wherein the sleeve (510) is connected to the output member (1), and wherein a third clutch structure (5032) is provided between the sleeve (510) and the third transmission member (503).

8. A transmission according to claim 7, 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).

9. A transmission mechanism according to claim 7, characterized in that the outer circumferential surface of the sleeve (510) is provided with a slip-preventing groove.

10. An internal shift drum comprising a transmission according to any one of claims 1 to 9.