CN220850486U - Torque constraint mechanism - Google Patents

Abstract

The application belongs to the technical field of internal transmissions, and particularly relates to a torque constraint mechanism. The torque constraint mechanism comprises a torque constraint part and a torque input part, wherein the torque constraint part is provided with a deformation part, the torque input part is provided with a second connecting groove, the deformation part is connected with the second connecting groove when receiving the torque lower than the rated torque, and the deformation part is elastically deformed after receiving the torque exceeding the rated torque, so that the deformation part is separated from the second connecting groove. The torque constraint mechanism enables the torque transmitted to the torque constraint member by the second transmission member to be controllable and strictly controlled under rated torque, can provide additional torque for the operating mechanism in the process of gear reduction so as to eliminate the clamping stagnation phenomenon, and can avoid the phenomenon that the rotating angle of the operating device exceeds the limit and then the gear jump occurs due to the fact that too high torque is output to the operating device.

Description

Torque constraint mechanism

Technical Field

The application belongs to the technical field of internal transmissions, and particularly relates to a torque constraint mechanism.

Background

The driving device of the internal transmission is driven by a miniature motor, the output power is low, the torque is small, and the clamping stagnation phenomenon is easy to occur in the gear shifting process. In order to eliminate the jamming phenomenon, the torque is increased by connecting the mechanism to the operating mechanism and the transmission mechanism, the torque of the transmission mechanism is transmitted to the operating mechanism by the mechanism, the torque is increased to eliminate the jamming phenomenon, however, sometimes the torque of the transmission mechanism is overlarge, the gear is directly transmitted to the operating mechanism, the gear-jump condition can occur,

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

Disclosure of utility model

The application aims to provide a torque constraint mechanism which can provide additional torque for an operating mechanism to eliminate the clamping stagnation phenomenon and avoid the phenomenon of gear jump.

In order to solve the technical problems, the torque constraint mechanism provided by the application comprises a torque constraint piece and a torque input piece, wherein the torque constraint piece is provided with a deformation part, the torque input piece is provided with a second connecting groove, the deformation part is connected with the second connecting groove when receiving the torque lower than the rated torque, and the deformation part is elastically deformed after receiving the torque exceeding the rated torque, so that the deformation part is separated from the second connecting groove.

Further, the torque constraint piece is provided with a side wall, a plurality of elastic pieces are formed on the side wall, and one end of each elastic piece is provided with a second connecting portion.

Further, the shape of the second connecting portion is matched with the shape of the second connecting groove.

Further, the second connecting portion is in a water drop shape in cross section.

Further, a plurality of first connection grooves are formed on the inner side of the side wall.

Further, the second connection portions and the first connection grooves are staggered in the circumferential direction.

Further, the side wall is provided with a plurality of grooves, and the grooves are located on one side of the second connecting portion.

Therefore, the torque restraining mechanism can control the torque transmitted to the torque restraining member by the second transmission member, strictly control the torque below rated torque, not only can provide additional torque for the operating mechanism in the process of downshifting to eliminate the clamping stagnation phenomenon, but also can avoid the phenomenon that the rotating angle of the operating device exceeds the limit and then the gear jump occurs due to the fact that too high torque is output to the operating device.

Additional features and advantages of the application 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 application. The objectives and other advantages of the application 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 application.

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

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

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

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

Fig. 6 is a perspective view of the drive mechanism and torque aid mechanism assembled.

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

Fig. 8 is a perspective view of a torque-transmitting mechanism.

Fig. 9 is a perspective view of another angle of the torque-transmitting mechanism.

Fig. 10 is an exploded view of a torque-by-mechanism.

Fig. 11 is an exploded view of another angle of torque-by-mechanism.

Fig. 12 is a front view of a torque-transmitting mechanism.

Fig. 13 is a schematic structural view of the second connector.

Fig. 14 is a schematic view of the structure of the first by-click pawl.

FIG. 15 is a schematic of torque-transmitting mechanisms during upshifts.

FIG. 16 is a schematic of torque-transmitting mechanisms during a downshift.

Fig. 17 is a perspective view of a torque limiter.

Fig. 18 is a perspective view of another angle of the torque limiter.

Fig. 19 is a front view of the torque limiter.

FIG. 20 is a schematic illustration of torque linkage with a torque limiter via a mechanism.

Fig. 21 is a perspective view of the steering mechanism.

Fig. 22 is a schematic structural view of the first shift pawl in linkage with the first sun gear.

Fig. 23 is a perspective view of the transmission mechanism.

Fig. 24 is a perspective view of another angle of the transmission mechanism.

Fig. 25 is a longitudinal section of the transmission mechanism.

Fig. 26 is a power transmission path of a first gear of the manual-automatic internal shift drum according to the present application.

Fig. 27 is a power transmission path of a two-gear shift of an automated manual shift drum according to the present application.

Fig. 28 is a three-gear power transmission path of the automated manual internal shift drum of the present application.

Fig. 29 is a power transmission path of four gears of the manual-automatic in-house shift drum of the present application.

Fig. 30 is a five-gear power transmission path of the manual-automatic internal shift drum of the present application.

Fig. 31 is a six-speed power transmission path of the automated manual inner shift drum of the present application.

Fig. 32 is a longitudinal sectional view of a transmission mechanism of another embodiment.

Fig. 33 is a schematic view of a pressure relief valve assembly.

Description of the reference numerals:

1-an output member, which is provided with a plurality of output channels,

2-End cover, 21-magnet mounting groove, 22-relief valve,

A 3-input member, which is provided with a plurality of input elements,

4-Mandrel, 41-limit surface,

5-Driving mechanism, 51-control box, 511-first through hole, 512-first limit groove, 52-sealing cover, 53-positioning cover, 54-circuit board, 55-driving device, 56-speed reducing mechanism, 57-output gear,

6 Torque aid mechanism, 61-first link, 611-first stop, 612-second stop, 613-tooth, 614-magnet holder, 615-first protrusion, 62-first return, 621-first end, 622-second end, 63-second link, 631-third stop, 632-fourth stop, 633-first stopper, 634-second stopper, 635-first contact surface, 636-second contact surface, 64-first aid pawl, 641-locking portion, 642-third contact surface, 643-back-out-of-contact region, 65-second aid pawl, 66-second return, 67-third return, 671-third end, 672-fourth end, 68-third link, 681-fifth stop, 682-sixth stop, 683-first link,

7-Torque restraints, 71-side walls, 72-second through holes, 73-first connecting grooves, 74-spring plates, 75-second connecting portions, 76-grooves,

8-Operating mechanism, 81-operating device, 811-third connecting portion, 812-first control portion, 813-second control portion, 814-third control portion,

82-First shift pawl, 83-second shift pawl, 84-third shift pawl,

9-Transmission, 901-first transmission, 9011-input element mounting groove, 9012-first mounting groove, 9013-first clutch structure, 902-second transmission, 9021-first gear tooth, 9022-second mounting groove, 9023-second clutch structure, 9024-second connecting groove, 903-third transmission, 9031-second gear tooth, 9032-third clutch structure, 904-first sun gear, 9041-third gear tooth, 9042-locking groove, 905-support, 906-mount, 907-second sun gear, 9071-fourth gear tooth, 908-third sun gear, 9081-fifth gear tooth, 909-first planetary gear, 9091-sixth gear tooth, 910-first double planetary gear, 9101-seventh gear tooth, 9102-eighth gear tooth, 911-shaft sleeve,

A 10-a control module, which is used for controlling the control module,

11-A shift operating module.

Detailed Description

Embodiments of the present application 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 application and are not to be construed as limiting the present application.

In the description of the present application, 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 application 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 application. 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 application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present application, 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 application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, 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 application. 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 application. Furthermore, the present application 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 application 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 application. 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 the control module 10 and the gear shift operation module 11.

In certain embodiments, the controller, the inner shift drum and the shift operating module 11 are powered by a power source built into the control module 10. 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 application. 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 application, fig. 4 shows a front view of the manual-automatic internal shift drum of the present application, and fig. 5 shows a right view of the manual-automatic internal shift drum of the present application. 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 in the inner part, and a driving mechanism 5, a torque aid mechanism 6, a torque constraint piece 7, an operating mechanism 8 and a transmission mechanism 9 are arranged in the cavity. The center of the inner variable-speed hub is penetrated by a mandrel 4, and a driving mechanism 5, a torque aid mechanism 6, a torque restraint member 7, an operating mechanism 8 and a transmission mechanism 9 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 also 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 5 and the operating mechanism 8 and limiting the driving mechanism 5 and the operating mechanism 8. The operating mechanism 8 is sleeved in the transmission mechanism 9, and the outer side of the transmission mechanism 9 is connected with the output piece 1 to transmit torque.

Fig. 6 shows a perspective view of the drive mechanism 5 and the torque aid mechanism 6 assembled, and fig. 7 shows an exploded view of the drive mechanism 5. The driving mechanism 5 of the manual-automatic in-gear shift drum of the present application includes a control box 51, a sealing cover 52 mounted at an opening of the control box 51, and a positioning cover 53 for positioning a speed reducing mechanism 56. The control box 51 has a driving device 55, a speed reducing mechanism 56, and a circuit board 54 mounted therein. The center of the control box 51 is provided with a first through limiting groove 512, the groove shape of the first limiting groove 512 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 51 is sleeved on the mandrel 4 and does not rotate. To facilitate the supply of power to the circuit board 54 and the transmission of control signals, the control box 51 is also provided with wire-passing holes through which wires are connected to the circuit board 54 from outside the control box 51. The control box 51 is further provided with a first through hole 511 for extending the output shaft of the driving device 55. A certain sealing structure is formed in the control box 51, so that moisture and dust can be effectively prevented from entering the circuit board 54 and the driving device 55, and the service life of the driving device 55 is prolonged.

The overall structure of the circuit board 54 is semicircular, and the circuit board 54 is provided with a gear feedback module for acquiring a gear rotated by the driving device 55 of the driving mechanism 5. Specifically, the circuit board 54 is soldered with a controller and a gear hall element. In this embodiment, the manual-automatic internal gear shift hub is provided with six gears, so that the gear hall elements are correspondingly provided with six gears. When the magnet mounted on the magnet holder 614 of the torque-transmitting mechanism 6 rotates around the axis to sweep the gear hall element, the gear hall element senses a change in magnetic field strength to generate a responsive pulse, so that the pulse signal can be obtained to determine which gear to turn.

In order to obtain the rotation speed of the inner shift drum, for automatically controlling the shift of the inner shift drum, the driving mechanism 5 is provided with a rotation speed feedback module comprising a rotation speed hall element. The rotating speed hall element is welded on the circuit board 54, referring to fig. 5, the side surface of the end cover 2 is provided with a magnet mounting groove 21, the magnet mounted in the magnet mounting groove 21 is just opposite to the rotating speed hall element, in the rotating process of the inner speed change flower-drum, the controller acquires the rotating speed by detecting the pulse number generated by the rotating speed hall element in unit time, the more the pulse number is, the higher the frequency is, and the higher the rotating speed of the inner speed change flower-drum is, otherwise, the lower the rotating speed is.

In this embodiment, the driving device 55 is a motor, enough space is reserved for the operating mechanism 8 and the transmission mechanism 9 in order to reduce the thickness of the driving device 55, the motor is horizontally installed in the installation groove of the control box 51, and a speed reducing mechanism 56 is installed at the output end of the driving device 55 in order to reduce the rotation speed output by the driving device 55 and improve the torque output, and the speed reducing mechanism 56 is specifically a combination of a worm gear mechanism and a gear speed reducing mechanism. The output shaft of the driving device 55 passes through the first through hole 511 of the control box 51 to be fastened with the output gear 57, and the output gear 57 is externally meshed with the torque by the tooth portion 613 of the mechanism 6.

In the upshift process, the shift pawl is in a retracted state, the tension of a clamp spring assembled with the shift pawl is only needed to be overcome in the rotation process of the operating device 81, but the tension of the clamp spring is not high, so that the probability of occurrence of clamping stagnation of the operating mechanism 8 and the transmission mechanism 9 in the shift process is not high, in the downshift process, the contact surface of the shift pawl and the sun gear is propped against a part of the shift pawl in an open state, a very large clamping force is generated on the contact surface of the shift pawl and the sun gear, the relatively large clamping force needs to be overcome in the rotation process of the operating device 81, the driving device 55 is blocked due to overlarge load, the clamping stagnation of the operating mechanism 8 and the transmission mechanism 9 in the shift process is caused due to the high probability, if the clamping hysteresis driving mechanism 5 still works, the repeated positioning precision of the operating mechanism 8 is reduced, the motor burnout and the like are caused, and in order to prevent the occurrence of the conditions, the clamping stagnation of the driving device 55 is smoothly overcome by inputting the torque of the transmission mechanism 9 except the driving mechanism 5 into the operating device 81 of the operating mechanism 8 in the clamping state when the clamping by the torque in the shift process.

Fig. 8 shows a perspective view of the torque-transmitting mechanism 6, fig. 9 shows a perspective view of another angle of the torque-transmitting mechanism 6, fig. 10 shows an exploded view of the torque-transmitting mechanism 6, fig. 11 shows an exploded view of another angle of the torque-transmitting mechanism 6, and fig. 12 shows a front view of the torque-transmitting mechanism 6. The torque aid mechanism 6 includes a first connecting member 61, a second connecting member 63, a third connecting member 68, a first return member 62, a second return member 66, and a third return member 67, and a torque transmitting structure. The first restoring member 62, the second restoring member 66, and the third restoring member 67 may be torsion springs, coil springs, clamp springs, or the like capable of providing a torsion restoring force, and torsion springs are used in this embodiment. The torsion spring is in a spiral structure. When the torsion spring is subjected to torque, the spring will elastically deform and the helical structure will store the torsion energy. When the external force stops acting or decreases, the spring releases the stored energy and returns to its original shape.

The first connection 61 transmits the torque output by the drive mechanism 5. The first connecting piece 61 is in a round plate shape as a whole, a tooth part 613 is machined on the edge of the first connecting piece 61 and is used for being externally meshed with the output gear 57 of the driving mechanism 5, a magnet base 614 is further arranged on the edge of the first connecting piece 61 and is used for mounting a magnet of the sensing gear Hall element, a first stop block 611 and a second stop block 612 are further arranged on the edge of the first connecting piece 61 and are oppositely arranged, the first stop block 611 and the second stop block 612 are of the same structure, the first stop block 611 and the second stop block 612 can be machined through a bending process, a first cylindrical bulge 615 facing the first stop block 611 is arranged in the center of the first connecting piece 61, and the second connecting piece 63 and the third connecting piece 68 are respectively connected with the first bulge 615 in a rotatable mode.

Fig. 13 shows a schematic structural view of the second connecting member 63. The second connecting piece 63 is in a round plate shape, a third stop block 631 and a fourth stop block 632 are arranged at the edge of the second connecting piece 63, the third stop block 631 and the fourth stop block 632 are oppositely arranged and have the same structure, and the third stop block 631 and the fourth stop block 632 can be processed through a bending process.

The torque transmitting structure comprises a by-pass pawl resiliently hinged to the second connection 63, the by-pass pawl being provided in two, comprising a first by-pass pawl 64 and a second by-pass pawl 65, respectively. The pawl has a stowed condition and an extended condition, and is coupled to the second transmission member 902 when in the extended condition, and is uncoupled from the second transmission member 902 when in the stowed condition. In this embodiment, the first via pawl 64 is mounted on the second connecting member 63 by means of a cylindrical pin, the first via pawl 64 is capable of freely rotating about the axis of the cylindrical pin, the second restoring member 66 is elastically hinged on the other cylindrical pin, one end of the second restoring member 66 is fixed on the second connecting member 63, and the other end abuts against the first via pawl 64.

The center of the second connecting piece 63 is provided with a round hole, the diameter of the round hole is matched with the diameter of the cylindrical first bulge 615 of the first connecting piece 61, and the second connecting piece 63 is sleeved on the first connecting piece 61 and can rotate relatively.

The edge of the second connection member 63 is further provided with a first contact surface 635 for contacting the side surface of the first stopper 611 of the first connection member 61 and a second contact surface 636 for contacting the side surface of the second stopper 612 of the first connection member 61.

As shown in fig. 14, the first by-pawl 64 has a structure in which a locking portion 641 is provided on the left side of the first by-pawl 64, an abutment surface for always abutting against the second return member 66 is provided below the locking portion 641, the end of the second return member 66 abuts against the abutment surface, a force perpendicular to the abutment surface is provided upward to the right, the first by-pawl 64 is made to have a clockwise rotation tendency, the heights of the left side and the right side of the first by-pawl 64 are not uniform, the right side is lower than the left side, that is, an avoidance region 643 is formed on the right side, and a third contact surface 642 inclined to the vertical line is provided at a position where the avoidance region 643 and the locking portion 641 are engaged.

The escape region 643 enables the first stop 611 of the first connecting piece 61 to be moved rotationally into the escape region 643, when the first stop 611 is moved rotationally into the escape region 643, the side of the first stop 611 is brought into abutment with the third contact surface 642 of the first auxiliary pawl 64, a tendency of the first auxiliary pawl 64 to rotate clockwise can be prevented, and when the first stop 611 is moved rotationally out of the escape region 643, the first stop 611 releases the blocking of the first auxiliary pawl 64, and the first auxiliary pawl 64 can rotate clockwise.

Since the rotation angle of the first auxiliary pawl 64 should not be too large, otherwise the first stopper 611 will not push the third contact surface 642 counterclockwise to retract the first auxiliary pawl 64, and thus the first link 61 is provided with the first stopper 633 at a lower position on the right side of the first auxiliary pawl 64, and the first stopper 633 functions to limit the clockwise rotation angle of the first auxiliary pawl 64. Likewise, a second stopper 634 is provided for restricting the clockwise rotation angle of the second assistance pawl 65.

After the first coupling member 63 is mounted by means of the pawl 64, the third contact surface 642 of the first coupling member 64 and the first contact surface 635 of the second coupling member 63 are on the same plane.

The first restoring member 62 has a first end 621 and a second end 622, the first end 621 being engaged with a side surface of the first stopper 611 of the first connecting member 61, and the first end 621 being engaged with a side surface of the third stopper 631 of the second connecting member 63. The first restoring member 62 has a certain first pre-tightening torque during the installation process, so that the first restoring member 62 can be stably and reliably clamped between the first connecting member 61 and the second connecting member 63, and the first pre-tightening torque is generally slightly larger than the torque that can smoothly drive the operating device 81 to rotate under the normal downshift condition.

The third connecting member 68 is a part for connecting the manipulating device 81, and is in a ring shape, the two ends of the third connecting member 68 are provided with a fifth stop 681 and a sixth stop 682 which are oppositely arranged, the center of the third connecting member 68 is also provided with a round hole which is the same as the second connecting member 63, the diameter of the round hole is matched with the diameter of the cylindrical first protrusion 615 of the first connecting member 61, and the third connecting member 68 is sleeved on the first connecting member 61 and can rotate relatively.

The third connecting member 68 is provided with a first connecting portion 683 for inserting the operating device 81 onto the first connecting portion 683, and the operating device 81 is fixed relative to the third connecting member 68 to rotate synchronously.

The third reset element 67 has a third end 671 and a fourth end 672, the third end 671 is engaged with the side surface of the third stop 631 of the second connecting element 63, and the fourth end 672 is engaged with the side surface of the fifth stop 681 of the third connecting element 68. The third restoring member 67 has a certain second pre-tightening torque during the installation process, so that the third restoring member 67 can be stably and reliably clamped between the second connecting member 63 and the third connecting member 68.

The position of the fifth stop 681 of the third connecting member 68 is set between the fourth end 672 of the third restoring member 67 and the second end 622 of the first restoring member 62, and the second pre-tightening torque of the third restoring member 67 and the first pre-tightening torque of the first restoring member 62 are opposite, so that the fifth stop 681 of the third connecting member 68 abuts against the fourth stop 632 of the second connecting member 63, and similarly, the sixth stop 682 is set against the third stop 631 of the second connecting member 63.

When the second link 63 is subjected to torque to rotate clockwise, the second link 63 will push the third link 68 to rotate synchronously; assuming that the third connecting member 68 is fixed, when the second connecting member 63 receives a torque rotating counterclockwise and exceeds the second pre-tightening torque of the third restoring member 67, the third restoring member 67 will be torsionally stored, the fifth stop 681 and the fourth stop 632 will rotate relatively, and will not abut, and after the torque rotating the second connecting member 63 counterclockwise is removed, the fifth stop 681 and the fourth stop 632 abut again.

As shown in fig. 15, during the upshift, the output gear 57 rotates to drive the second connecting member 63 to rotate counterclockwise (in the second rotation direction), and since the shift pawl is in the retracted state, the shift pawl will not generate a large resistance moment on the operating device 81 from the retracted state to the extended state, and the torque provided by the driving device 55 can completely drive the operating device 81 to overcome the resistance moment to complete the shift operation, in other words, the torque is mostly inoperative by the mechanism 6 during the upshift. Assuming that a shift jamming phenomenon occurs, when the third connecting member 68 is stationary, the first connecting member 61 rotates counterclockwise relative to the third connecting member 68, and at this time, the sides of the first stop 611 and the second stop 612 of the first connecting member 61 push the first contact surface 635 and the second contact surface 636 of the second connecting member 63, respectively, so that the second connecting member 63 follows the first connecting member 61 to rotate counterclockwise, and since the first connecting member 61 and the second connecting member 63 do not rotate relatively, the first reset member 62 is not compressed, and the second connecting member 63 rotates relatively to the third connecting member 68, and during the counterclockwise rotation of the second connecting member 63, the fifth stop 681 of the third connecting member 68 is separated from the fourth stop 632 of the second connecting member 63, and the third end 671 and the fourth end 672 of the third reset member 67 are gradually closed, and the driving device 55 increases the output power to increase the torque, when the torque is increased beyond the second pre-tightening torque, the third reset member 67 is compressed, and at this time, the first reset member 67 is always blocked by the first stop 611 of the first pawl 61 by means 64. In this process, the torque is buffered by means of the mechanism 6, avoiding the drive 55 from being locked and damaged by the rigid connection of the first connection 61 and the third connection 68.

As shown in fig. 16, during the downshift, the output gear 57 rotates to drive the first link 61 to rotate clockwise (first rotation direction), and at this time, part of the shift pawls are in an open state, and the shift pawls generate a very large engagement force with the locking groove 9042 of the sun gear, so that the operating device 81 needs to overcome the engagement force to complete the shift. Assuming that a shift jamming phenomenon occurs, when the third link 68 is stationary, the first link 61 rotates clockwise with respect to the third link 68, and since the fourth stopper 632 of the second link 63 and the fifth stopper 681 of the third link 68 are abutted, the second link 63 and the third link 68 are stationary, the third restoring member 67 is not compressed, the driving device 55 prevents the locked rotation by increasing the output power to increase the torque, and when the torque increases beyond the first pretension torque, the first link 61 and the second link 63 rotate relatively, the first end 621 and the second end 622 of the first restoring member 62 come close together gradually, the first restoring member 62 is compressed, at this time, the first stop 611 of the first connecting member 61 leaves the avoidance area 643 of the first auxiliary pawl 64, the first auxiliary pawl 64 is released, the first auxiliary pawl 64 is jacked up under the acting force of the second resetting member 66 and is clamped into the first connecting groove 73 of the torque restraint member 7, so that the second connecting member 63 and the third connecting member 68 rotate along the same direction along with the torque restraint member 7, and the torque of the second transmission member 902 is sequentially transmitted to the second connecting member 63, the third connecting member 68 and the operating device 81 through the torque restraint member 7, thereby overcoming the engagement force generated by the locking groove 9042 of the shift pawl and the sun gear, enabling the shift pawl to be retracted smoothly and completing the downshift operation smoothly.

In addition, the torque is assembled by means of the mechanism 6 by only three connecting pieces, and the connecting pieces can be processed by a sheet metal process, so that the structure is simple, the cost is low, and the assembly is convenient.

Fig. 17 shows a perspective view of the torque limiter 7, fig. 18 shows a perspective view of the torque limiter 7 at another angle, fig. 19 shows a front view of the torque limiter 7, and fig. 20 shows a schematic view of the torque linkage with the torque limiter 7 by means of the mechanism 6. The torque restraint mechanism comprises a torque restraint part 7 and a torque input part, wherein the torque restraint part 7 is provided with a deformation part, the torque input part is provided with a second connecting groove 9024, the deformation part is connected with the second connecting groove 9024 when the rated torque is exceeded, and the deformation part is elastically deformed after the rated torque is exceeded, so that the deformation part is separated from the second connecting groove 9024.

In this embodiment, the torque input member may be the second transmission member 902 of the transmission mechanism 9, specifically mentioned below. Because the rider drives the input part 3 to rotate to input torque in the stepping process, the planetary carrier input, the sun gear fixed and the gear ring output are all the time the same as the rotation direction and the torque direction of the first transmission part 901 according to the characteristics of the planetary gear mechanism, and because the internal variable-speed hub has only the torque input of the input part 3 and has no external torque input, the rotational speed of the first transmission part 901 is inversely proportional to the rotational speed of the second transmission part 902 and the torque of the first transmission part 901 is inversely proportional to the torque of the second transmission part 902 according to a constant power formula. In the whole transmission process of the hub, except for one gear, the planetary gear is input, the sun gear is fixed, and the gear ring is output, so that the speed-increasing transmission is realized, namely, the rotation speed of the second transmission member 902 is higher than that of the first transmission member 901, and the torque of the second transmission member 902 is smaller than that of the first transmission member 901. The torque limiter 7 is therefore connected to the second transmission 902 more easily to control the torque than to the first transmission 901.

The second transmission member 902 is provided at its inner wall with a second connecting groove 9024, the diameter of the inner wall of the second transmission member 902 being slightly larger than the diameter of the side wall 71 of the torque limiter 7, the torque limiter 7 being rotatably fitted to the second transmission member 902.

The torque limiter 7 is cylindrical in shape as a whole, and a second through hole 72 is formed in the center of the torque limiter 7 so that the torque limiter can accommodate the torque aid mechanism 6. The torque restraint 7 is provided with a side wall 71, a plurality of breaking strips are arranged on the side wall 71 in the circumferential direction, a plurality of elastic pieces 74 are formed, the elastic pieces 74 have certain deformability, under the normal state, the radian of the elastic pieces 74 is consistent with that of the side wall 71, one end of each elastic piece 74 is provided with a second connecting portion 75, the shape of each second connecting portion 75 is matched with that of the corresponding second connecting groove 9024, in the embodiment, the cross section of each second connecting portion 75 is in a water drop shape, the shape of each connecting portion protrudes towards the outer side of the side wall 71, and the second connecting portion 75 stretches into the corresponding second connecting groove 9024.

For the connection with the torque-by-means mechanism 6 by means of pawls, the inner side of the side wall 71 is formed with a plurality of first connection grooves 73.

If the torque of the second transmission member 902 is below the rated torque (allowable torque), the second connecting groove 9024 of the second transmission member 902 rotates the second connecting portion 75 of the elastic plate 74 with the torque limiter 7 synchronously, the torque of the second transmission member 902 generates a force acting on the elastic plate 74 in a direction from outside the side wall 71 to inside the side wall 71, the elastic plate 74 is elastically deformed and is pressed toward inside the side wall 71, but the elastic deformation amount of the elastic plate 74 is insufficient to completely disengage the second connecting portion 75 from the second connecting groove 9024, so that the torque of the second transmission member 902 is completely transmitted to the torque limiter 7.

If the torque of the second transmission member 902 is above the rated torque (allowable torque), the elastic sheet 74 will be pressed low enough to completely disengage the second connection portion 75 of the elastic sheet 74 from the second connection groove 9024, and at this time, the second transmission member 902 and the torque limiter 7 will rotate relatively, i.e. slip, and the torque of the second transmission member 902 will only be partially transmitted to the torque limiter 7, and the maximum torque will be less than or equal to the rated torque.

In practical use, the rider steps on the first transmission member 901 at a constant speed to transfer the torque to the second transmission member 902, which is usually 20-50n·m, while the torque provided by the driving device 55 is usually only 2n·m or less, and the rated torque of the torque limiter 7 is usually 5-10n·m, so that the torque limiter 7 is in a state of transferring part of the torque in most cases, and the rider is in a state of transferring all the torque only when riding at a low speed because the torque of the first transmission member 901 and the second transmission member 902 is smaller.

The torque restraint 7 may be manufactured by a stamping process, and in order to facilitate demolding of the position of the elastic sheet 74 of the torque restraint 7, a plurality of grooves 76 are formed in the side wall 71, the grooves 76 are located at one side of the second connecting portion 75, and the lengths of the grooves 76 are approximately equal to those of the elastic sheet 74. The torque limiter 7 rapidly withdraws the finished product from the die after the stamping is completed, so that the finished product is completely separated from the die.

By arranging the torque restraining mechanism, the torque transmitted to the torque restraining member 7 by the second transmission member 902 is controllable, and is strictly controlled under rated torque, so that not only can extra torque be provided for the operating mechanism 8 in the process of gear down so as to eliminate the clamping stagnation phenomenon, but also the phenomenon that the rotating angle of the operating device 81 exceeds the limit and then the gear jump phenomenon is caused because the excessive torque is output to the operating device 81 can be avoided.

In order to provide the elastic piece 74 with a sufficiently large elastic deformation space and to allow for the strength of the entire torque limiter 7, the connecting portion and the second connecting groove 9024 are provided alternately in the circumferential direction, avoiding interference of the elastic piece 74 with the depressed heel by means of the pawl.

Fig. 21 shows a perspective view of the actuating mechanism 8. The operating mechanism 8 comprises an operating device 81, a gear shifting pawl and a gear shifting pawl seat, wherein the gear shifting pawl is arranged on the gear shifting pawl seat, the operating device 81 is provided with an open slot, and the operating device 81 is driven to rotate through a driving device 55 to control the gear shifting pawl to be folded and unfolded regularly.

In this embodiment, in order to realize control of a plurality of gears and facilitate assembly, the operating device 81 is provided with three control portions, specifically including a first control portion 812, a second control portion 813 and a third control portion 814, where the first control portion 812, the second control portion 813 and the third control portion 814 of the operating device 81 are sequentially arranged from right to left, and a space for installing a shift pawl seat and a shift pawl is reserved between two adjacent control portions. For example, the first shift pawl 82 is installed in a space on the right side of the first control portion 812, the fixing member 906 is installed in a space between the first control portion 812 and the second control portion 813, the second shift pawl 83 is installed in a space between the second control portion 813 and the third control portion 814, and the third shift pawl 84 is installed in a space on the left side of the third control portion 814.

The actuating device 81 is provided with a third connecting portion 811 at the leftmost end thereof, which is adapted to facilitate assembly with the driving device 55, wherein the third connecting portion 811 is adapted to the second connecting portion 75 of the third connecting member 68, i.e. the second connecting portion 75 is a square protrusion, and the third connecting portion 811 is a corresponding square recess, whereas the second connecting portion 75 may also be a square recess, and the third connecting portion 811 is a corresponding square protrusion.

The first control portion 812, the second control portion 813 and the third control portion 814 are all of a bent arm structure, and all of their inner walls are provided with open grooves for driving the shift pawls to expand and retract. The outer diameters of the first control portion 812, the second control portion 813 and the third control portion 814 are the same as the outer diameters of the respective shift pawl seats, so that the radial dimension of the operating device 81 is reduced, making the entire inner shift drum more compact.

The operating device 81 is controlled to rotate to different angles, so that different gear shifting pawls are controlled to be opened or retracted, and then different gears are switched. Specifically, when the operating device 81 is rotated to the first gear angle, all the shift pawls are in the retracted state; when the operating device 81 is rotated to the second gear angle, the second shift pawl 83 is opened and the remaining shift pawls are retracted; when the operating device 81 is rotated to the third gear angle, the third shift pawl 84 opens and the remaining shift pawls are retracted; when the operating device 81 is rotated to the fourth gear angle, the first shift pawl 82 is opened and the remaining shift pawls are retracted; when the operating device 81 rotates to the fifth gear angle, the first shifting pawl 82 and the second shifting pawl 83 are opened, and the rest shifting pawls are retracted; when the operating device 81 is rotated to the sixth gear angle, the second and third shift pawls 83, 84 are opened and the remaining shift pawls are retracted.

In the gear shifting process, the shift pawls are only increased by one but not two in adjacent two gears, for example, the shift from the second gear to the third gear or the shift from the fifth gear to the sixth gear, so that the torque output from the driving mechanism 5 to the operating device 81 can be reduced, and the gear shifting success rate can be improved.

Fig. 22 shows a schematic structural view of the first shift pawl 82 in linkage with the first sun gear 904. The first sun gear 904 is supported by a bearing, with a locking groove 9042 open at its center, the groove shape of the locking groove 9042 being similar to a spline groove, except that the groove wall of the locking groove 9042 is flared outward. The groove wall of the locking groove 9042 corresponds to the side wall 71 of the first shift pawl 82, and when the first shift pawl 82 is retracted inward, the locking portion 641 of the first shift pawl 82 does not contact the groove wall of the locking groove 9042, and the first sun gear 904 is in a free state; when the first shift pawl 82 is opened outward, the locking portion 641 of the first shift pawl 82 abuts against the groove wall of the locking groove 9042, and the first sun gear 904 is in the locked state, i.e., the third sun gear 908 cannot be rotated counterclockwise.

Likewise, the second sun gear 907 and the third sun gear 908 are each provided with the same lock groove 9042.

Fig. 23 shows a perspective view of the transmission 9, fig. 24 shows another perspective view of the transmission 9, and fig. 25 shows a longitudinal section of the transmission 9. The transmission 9 comprises at least two planetary gear mechanisms and at least one set of clutch structures. In the present embodiment, there is provided a two-stage planetary gear mechanism, each of which includes a sun gear, a carrier, a ring gear, and at least one planetary gear, and the transmission mechanism 9 specifically includes a first transmission 901, a second transmission 902, a third transmission 903, a first sun gear 904, a second sun gear 907, a third sun gear 908, a first planetary gear 909, and a first tandem planetary gear 910. Wherein the first stage planetary gear mechanism comprises a first sun gear 904, a first planet gear 909, a first transmission 901 and a second transmission 902, and the second stage planetary gear mechanism comprises a second sun gear 907, a third sun gear 908, a first double planetary gear 910, a second transmission 902 and a third transmission 903.

The whole structure of the first transmission member 901 is a hollow cylindrical structure with a large left end diameter and a small right end diameter, an input member mounting groove 9011 is formed in the outer peripheral surface of the right end of the first transmission member 901, and the input member 3 is mounted in the input member mounting groove 9011 and fastened with the first transmission member 901 to transmit torsion. The hollow cylindrical structure at the left side of the first transmission member 901 is internally provided with a first sun gear 904 and a supporting member 905, and the left and right ends of the first sun gear 904 are limited by check rings.

The outer peripheral surface of first driving medium 901 has seted up first mounting groove 9012, and two mounting holes have been processed respectively to two relative cell walls of first mounting groove 9012, pass the centre bore of first planetary gear 909, the bearing with first planetary gear 909 installs in first mounting groove 9012 through the pin, and the pin is spacing through the retaining ring at both ends, and the cooperation relationship between the part has: the pin is in interference fit with the mounting hole, the center hole and the bearing of the first planetary gear 909 are excessively or clearance fit with the pin, respectively, and the first planetary gear 909 can rotate around its own axis.

The first planetary gear 909 has sixth gear teeth 9091, the first sun gear 904 is mounted directly below the first planetary gear 909, and the third gear teeth 9041 of the first sun gear 904 are externally meshed with the sixth gear teeth 9091 of the first planetary gear 909.

In the present embodiment, since four first mounting grooves 9012 are provided, four first planetary gears 909 can be mounted, and the number of first planetary gears 909 depends on the actual operating condition and load of the transmission mechanism 9, and in general, the larger the load, the larger the number of first planetary gears 909.

The second transmission member 902 has a hollow cylindrical structure with a small diameter at the left end and a large diameter at the right end, and the opening at the right end of the second transmission member 902 is provided with first gear teeth 9021, the first gear teeth 9021 are equivalent to the gear ring of the planetary gear mechanism, and the first gear teeth 9021 of the second transmission member 902 are internally meshed with sixth gear teeth 9091 of the first planetary gear 909.

The hollow cylindrical structure at the left side of the second transmission member 902 is internally provided with a second sun gear 907 and a third sun gear 908, the second sun gear 907 and the third sun gear 908 are arranged side by side, and the left end and the right end of the second transmission member are limited by check rings.

The second mounting groove 9022 has been seted up to the outer peripheral face of second driving medium 902, and two cell walls of second mounting groove 9022 have been processed two mounting holes respectively, through inserting the pin in the centre bore of first duplex planetary gear 910, the bearing installs first duplex planetary gear 910 in second mounting groove 9022, and the pin is spacing through the retaining ring at both ends, and the cooperation relationship between the part has: the pin is in interference fit with the mounting hole, the central hole and the bearing of the first duplex planetary gear 910 are respectively in excessive fit or clearance fit with the pin, and the first duplex planetary gear 910 can rotate around the axis of the first duplex planetary gear.

The first double planetary gear 910 has seventh gear teeth 9101 and eighth gear teeth 9102, the seventh gear teeth 9101 are located on the right side of the eighth gear teeth 9102, a second sun gear 907 and a third sun gear 908 are mounted right below the first double planetary gear 910, fourth gear teeth 9071 of the second sun gear 907 are externally engaged with the seventh gear teeth 9101 of the first double planetary gear 910, and fifth gear teeth 9081 of the third sun gear 908 are externally engaged with the eighth gear teeth 9102 of the first double planetary gear 910.

The leftmost end of the first transmission member 901 is further provided with a first clutch structure 9013, the bottom surface of the first clutch structure 9013 is connected to the outer circumferential surface of the first transmission member 901, and the top surface of the first clutch structure 9013 is connected to the inner circumferential surface of the second transmission member 902. The first clutch structure 9013 has the function that when the rotation speed of the first transmission member 901 is higher than that of the second transmission member 902, the first clutch structure 9013 is combined, and the torque of the first transmission member 901 and the torque of the second transmission member 902 are the same and are output outwards; when the rotation speed of the second transmission member 902 is higher than that of the first transmission member 901, the first clutch structure 9013 is disengaged, and the torque of the second transmission member 902 is output.

By providing the first clutch structure 9013 between the first transmission member 901 and the second transmission member 902, torque can be selectively transmitted from one of the first transmission member 901 (carrier) and the second transmission member 902 (ring gear) having a high rotational speed to the outside, thereby achieving the effect of changing the transmission ratio.

The right end opening part of the third transmission member 903 is provided with a second gear tooth 9031, the second gear tooth 9031 of the third transmission member 903 is internally meshed with the eighth gear tooth 9102 of the first duplex planetary gear 910, the left end of the third transmission member 903 is provided with a third clutch structure 9032, the leftmost end of the second transmission member 902 is further provided with a second clutch structure 9023, the bottom surface of the second clutch structure 9023 is connected to the outer peripheral surface of the second transmission member 902, and the top surface of the second clutch structure 9023 is connected to the inner peripheral surface of the third transmission member 903. The bottom surface of the third clutch structure 9032 is connected to the inner peripheral surface of the third transmission element 903, and the top surface of the third clutch structure 9032 is connected to the inner peripheral surface of the sleeve 911.

In order to make the transmission 9 as compact as possible, the third clutch structure 9032 and the second clutch structure 9023 may be arranged in the same plane perpendicular to the axis of the spindle 4.

It should be noted that, the first transmission member 901, the second transmission member 902, the third transmission member 903, and the sleeve 911 are generally made of steel materials, and the output member 1 is generally made of an aluminum alloy material, and the third clutch structure 9032 is not suitable to be directly disposed between the third transmission member 903 and the output member 1, because the rollers may impact the inner peripheral surface of the output member 1 to generate an indentation. The sleeve 911 made of steel is arranged between the third transmission member 903 and the output member 1 to avoid the above phenomenon, and in addition, in order to fasten the sleeve 911 to the output member 1, an anti-slip groove is arranged on the outer circumferential surface of the sleeve 911, so that the surface friction force is greatly increased, the sleeve 911 is fastened to the output member 1 more tightly, 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 9013, the second clutch structure 9023, and the third clutch structure 9032 have the same function, and are not described herein.

In the manual-automatic integrated internal transmission drum, the operating device 81 of the operating mechanism 8 is driven to rotate to different angles through the driving mechanism 5, if the operating device rotates from a first gear angle to a second gear angle, the internal transmission drum is up-shifted from first gear to second gear, if the operating device rotates from the second gear angle to the first gear angle, and the internal transmission drum is down-shifted from second gear to first gear. There are two driving modes of the driving mechanism 5, 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 11. The shift operation module 11 is mounted on a bicycle head, and a rider uses his fingers to press the shift operation module 11 for control. The shift operation module 11 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 vehicle is automatically shifted 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. 26 shows the power transmission path of the first gear of the present manual-automatic in-house shift drum.

In the first gear state, the first sun gear 904, the second sun gear 907, and the third sun gear 908 are all in a free state. When the input piece 3 inputs torque, the torque passes through the first transmission piece 901, the first transmission piece 901 rotates to drive the first planetary gears 909 to rotate, the first sun gear 904 idles, the rotating speed of the first transmission piece 901 is higher than that of the second transmission piece 902, and the first clutch structure 9013 is combined to synchronize the rotating speeds of the first transmission piece 901 and the second transmission piece 902, so that the torque of the first transmission piece 901 is transmitted to the second transmission piece 902; similarly, the second transmission member 902 rotates to drive the first duplex planetary gear 910 to rotate, the third sun gear 908 idles, and the second clutch structure 9023 and the third clutch structure 9032 are simultaneously combined, so that the torque of the second transmission member 902 is transmitted to the third transmission member 903 and then transmitted to the shaft sleeve 911, the shaft sleeve 911 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-stage planetary gear mechanism, and the gear ratio is defined as a first gear ratio.

Fig. 27 shows the power transmission path of the second gear of the present manual-automatic in-house shift drum.

In the second gear state, the second sun gear 907 is locked, and the first sun gear 904 and the third sun gear 908 are both in a free state. When the input piece 3 inputs torque, the torque passes through the first transmission piece 901, the first transmission piece 901 rotates to drive the first planetary gear 909 to rotate, the first sun gear 904 idles, the first clutch structure 9013 is combined to enable the rotation speed of the first transmission piece 901 and the rotation speed of the second transmission piece 902 to be synchronous, the second transmission piece 902 rotates to drive the first double planetary gear 910 to rotate, the seventh gear teeth 9101 of the first double planetary gear 910 are meshed with the fourth gear teeth 9071 of the second sun gear 907, the rotation speed of the third transmission piece 903 is higher than the rotation speed of the second transmission piece 902, the second clutch structure 9023 is separated from working, the third clutch structure 9032 is combined, the third transmission piece 903 transmits torque to the shaft sleeve 911, the shaft sleeve 911 is fastened with the output piece 1, and the output piece 1 outputs to wheels. The internal shift drum gear ratio at this time is defined as the second gear ratio.

Fig. 28 shows the power transmission path of three gears of the present manual-automatic in-house shift drum.

In the third gear state, the second sun gear 907 is locked, and the first sun gear 904 and the third sun gear 908 are both in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 901, the first transmission member 901 rotates to drive the first planetary gear 909 to rotate, the first sun gear 904 idles, the first clutch structure 9013 is combined to enable the rotation speed of the first transmission member 901 and the rotation speed of the second transmission member 902 to be synchronous, the second transmission member 902 rotates to drive the first duplex planetary gear 910 to rotate, the eighth gear teeth 9102 of the first duplex planetary gear 910 are meshed with the fifth gear teeth 9081 of the third sun gear 908, the rotation speed of the third transmission member 903 is higher than the rotation speed of the second transmission member 902, the second clutch structure 9023 is separated from working, the third clutch structure 9032 is combined, the third transmission member 903 transmits torque to the shaft sleeve 911, the shaft sleeve 911 is fastened with the output member 1, and the output member 1 outputs the torque to wheels. The internal shift drum gear ratio at this time is defined as the third gear ratio.

Fig. 29 shows the power transmission path of the present manual-automatic in-house shift drum for four gears.

In the fourth gear state, the first sun gear 904 is locked, and the second sun gear 907 and the third sun gear 908 are both in a free state. When the input piece 3 inputs torque, the torque passes through the first transmission piece 901, the first transmission piece 901 rotates to drive the first planetary gear 909 to rotate, the sixth gear teeth 9091 of the first planetary gear 909 are externally meshed with the third gear teeth 9041 of the first sun gear 904, the rotating speed of the second transmission piece 902 is higher than that of the first transmission piece 901, at the moment, the first clutch structure 9013 is separated from working, the second transmission piece 902 rotates to drive the first double planetary gear 910 to rotate, the third sun gear 908 rotates idle, the second clutch structure 9023 and the third clutch structure 9032 are combined at the same time, the torque of the second transmission piece 902 is transmitted to the third transmission piece 903 to be transmitted to the shaft sleeve 911, the shaft sleeve 911 is fastened with the output piece 1, and the output piece 1 outputs to wheels. The internal shift drum gear ratio at this time is defined as the fourth gear ratio.

Fig. 30 shows the power transmission path of five gears of the present manual-automatic in-house shift drum.

In the five-gear state, the first sun gear 904, the second sun gear 907 are locked, and the third sun gear 908 is in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 901, the first transmission member 901 rotates to drive the first planetary gear 909 to rotate, the sixth gear teeth 9091 of the first planetary gear 909 are externally meshed with the third gear teeth 9041 of the first sun gear 904, the rotation speed of the second transmission member 902 is higher than that of the first transmission member 901, at this time, the first clutch structure 9013 is disengaged and not operated, the second transmission member 902 rotates to drive the first double planetary gear 910 to rotate, the seventh gear teeth 9101 of the first double planetary gear 910 are meshed with the fourth gear teeth 9071 of the second sun gear 907, the second clutch structure 9023 is disengaged and not operated, the third transmission member 903 is combined with the third clutch structure 9032, the torque is transmitted to the shaft sleeve 911, the shaft sleeve is fastened with the output member 1, and the output member 1 outputs the torque to the wheels. The internal shift drum gear ratio at this time is defined as the fifth gear ratio.

Fig. 31 shows a six-speed power transmission path of the present manual-automatic in-house shift drum.

In the six-speed state, the first sun gear 904 and the third sun gear 908 are locked, and the second sun gear 907 is in a free state. When the input member 3 inputs torque, the torque passes through the first transmission member 901, the first transmission member 901 rotates to drive the first planetary gear 909 to rotate, the sixth gear teeth 9091 of the first planetary gear 909 are externally meshed with the third gear teeth 9041 of the first sun gear 904, the rotation speed of the second transmission member 902 is higher than that of the first transmission member 901, at this time, the first clutch structure 9013 is disengaged and not operated, the second transmission member 902 rotates to drive the first double planetary gear 910 to rotate, the eighth gear teeth 9102 of the first double planetary gear 910 are meshed with the fifth gear teeth 9081 of the third sun gear 908, the rotation speed of the third transmission member 903 is higher than that of the second transmission member 902, the second clutch structure 9023 is disengaged and not operated, the third clutch structure 9032 is combined, the third transmission member 903 transmits torque to the shaft sleeve 911, the shaft sleeve 911 is 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 sixth gear ratio.

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 lower the rotating speed is, the larger the torque is, so the gear is suitable for climbing slopes or being used when the carrying capacity is large; the higher the gear is, the higher the rotating speed is, the smaller the torque is, so the device is suitable for being used in downhill or when the carrying capacity is small. In order to increase gear shifting smoothness, the first gear ratio to the sixth gear ratio can be fitted into a binary first order equation by reasonably adjusting the number of teeth of the first gear teeth 9021 to the eighth gear teeth 9102.

As can be seen from fig. 26 to 31, all power transmission paths from first gear to sixth gear need to pass through the first transmission member 901, the first transmission member 901 has a large span, receives a large torque, is easy to bend and deform, and if the first transmission member 901 deforms, the position of the first planetary gear 909 mounted on the first transmission member 901 is shifted, and further the first sun gear 904 is shifted, so that the wear of the shift pawl caused by the locking groove 9042 of the first sun gear 904 is increased, the shift pawl cannot effectively lock the sun gear over time, and a skip phenomenon is caused. Thus by providing a support 905 between the two-stage planetary gear mechanism, in particular by providing a support 905 between the first sun gear 904 and the second sun gear 907, the inner wall of the support 905 is connected to the spindle 4 and the outer wall of the support 905 is connected to the inner wall of the first transmission 901. The support 905 is capable of bearing radial and axial loads, reducing the amount of deformation of the first transmission 901 when the first transmission 901 is subjected to torque, ensuring concentricity of the first transmission 901 with the mandrel 4, and thus reducing wear of the shift pawls. The support 905 may be a deep groove ball bearing, an angular contact ball bearing, a thrust bearing, or the like.

Because the spindle 4 is provided with or directly processed with the shift pawl seat, the supporting piece 905 is inconvenient to directly install on the spindle 4, and therefore the fixing piece 906 is arranged, the supporting piece 905 is firstly installed on the fixing piece 906, and then the fixing piece 906 is fixedly installed on the spindle 4, so that the processing difficulty is reduced. The fixing member 906 has a structure capable of being engaged to the shift pawl seat and is capable of fitting the outer circumferential surface of the support member 905.

Compared with the transmission mechanism in the prior art, the transmission mechanism 9 of the application only uses three groups of planetary gear mechanisms, namely planetary gear mechanisms corresponding to the first sun gear 904, the second sun gear 907 and the third sun gear 908, can realize six-gear speed change, reduces one group of planetary gear mechanisms, reduces the space occupied by the transmission mechanism 9 and has lighter weight of the hub; the number of sun gears is reduced, the number of control parts of the operating device 81 is also reduced, the torque required to be provided by the driving device 55 is reduced, and the gear shifting success rate is greatly improved.

Fig. 32 shows a longitudinal section through a further exemplary embodiment of a transmission 9. In this embodiment, the first planetary gears 909 are replaced with double planetary gears, and the tooth thickness of the first sun gear 904 is reduced appropriately so that the teeth of the first planetary gears are in external engagement with one of the teeth of the double planetary gears, and the rest of the structure is unchanged, so that only one first sun gear 904 forms a group of planetary gear mechanisms, and the radial dimension of the group of planetary gear mechanisms is further reduced on the premise that the group of planetary gear mechanisms provides the same transmission ratio, so that the structure is more compact.

Fig. 33 shows a schematic view of the assembly of the pressure relief valve 22. As shown in the figure, the end cap 2 is provided with a relief valve 22, and the relief valve 22 is composed of components such as a spring, a piston, a valve element, and a valve seat. When the pressure in the cavity of the inner gear shift hub exceeds a set value, the spring is contracted under the action of the pressure, so that the valve core or the piston is separated from the valve seat, and the pressure release channel is opened. Through the pressure release channel, air can be discharged out of the inner speed change flower-drum, so that the pressure in the cavity of the inner speed change flower-drum is reduced, and the problem of oil leakage is avoided.

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 application. 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 application. 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 application.

Claims (7)

1. The torque restraining mechanism is characterized by comprising a torque restraining part (7) and a torque input part, wherein the torque restraining part (7) is provided with a deformation part, the torque input part is provided with a second connecting groove (9024), the deformation part is connected with the second connecting groove (9024) when receiving the torque lower than the rated torque, and the deformation part is elastically deformed after receiving the torque exceeding the rated torque, so that the deformation part is separated from the second connecting groove (9024).

2. Torque-limiting mechanism according to claim 1, characterized in that the torque-limiting member (7) is provided with a side wall (71), the side wall (71) being formed with a plurality of spring plates (74), one end of the spring plate (74) being provided with a second connecting portion (75).

3. The torque-limiting mechanism according to claim 2, characterized in that the shape of the second connection (75) is adapted to the shape of the second connection groove (9024).

4. A torque-limiting mechanism according to claim 3, characterized in that the second connecting portion (75) is drop-shaped in cross-sectional shape.

5. The torque-limiting mechanism according to claim 2, characterized in that the inner side of the side wall (71) is formed with a plurality of first connecting grooves (73).

6. The torque-limiting mechanism according to claim 5, wherein the second connecting portions (75) and the first connecting grooves (73) are staggered in a circumferential direction.

7. Torque-limiting mechanism according to any one of claims 2-6, characterized in that the side wall (71) is provided with a plurality of grooves (76), which grooves (76) are located on one side of the second connection portion (75).