JP7494055B2 - Internal transmission for human-powered vehicle and transmission system for human-powered vehicle - Google Patents

Description

The present invention relates to an internal transmission for a human-powered vehicle and a transmission system for a human-powered vehicle.

For example, the transmission for a human-powered vehicle disclosed in Patent Document 1 transmits human-powered driving force from a crank.

JP 2018-136002 A

One of the objects of the present invention is to provide an internal transmission for a human-powered vehicle and a transmission system for a human-powered vehicle that can transmit the rotation of an output body to an input body.

An internal transmission according to a first aspect of the present invention is an internal transmission for a human-powered vehicle, comprising: an input section to which rotation of a crank of the human-powered vehicle is transmitted; an output section which outputs the rotation transmitted from the input section; a transmission mechanism which outputs the rotation transmitted from the input section to the output section; and a first switching mechanism which switches a transmission path of rotational force between the input section and the output section, wherein the transmission mechanism comprises a planetary gear mechanism including a carrier, and the first switching mechanism includes an engaging section which rotates integrally with the carrier, the engaging section forming a first state and a second state, and in the first state, the engaging section does not engage with at least one of the input section or the output section, and in the second state, the engaging section engages with the input section. The transmission path includes a first transmission path and a second transmission path, and is configured such that, when the input part rotates the output part, in the first transmission path, the engagement part forms the first state and the input part engages with the carrier, thereby transmitting the rotation of the input part from the carrier via the transmission mechanism, and when the output part rotates the input part, in the second transmission path, the engagement part forms the second state and the connection between the input part and the carrier is released, thereby transmitting the rotation of the output part to the input part via the engagement part.
According to the internal transmission of the first aspect described above, the first switching mechanism can suitably switch the rotational force transmission path between the input part and the output part, thereby making it possible to transmit the rotation of the output body to the input body.

In the internal transmission of a second aspect according to the first aspect, the engagement portion does not engage with the output portion in the first state.
According to the internal transmission of the second aspect described above, when the engagement portion is in the first state, the engagement portion does not engage with the output portion, and therefore the rotation of the input portion is not transmitted to the output portion via the engagement portion.

In the internal transmission of a third side following the first side or the second side, the engagement portion engages with the input portion in the first state.
According to the internal transmission of the third aspect described above, when the engagement portion is in the first state, the engagement portion engages with the input portion, thereby transmitting the rotation of the input portion to the engagement portion, and therefore the rotation of the input portion is transmitted from the carrier to the output portion via the transmission mechanism.

In an internal transmission having a fourth side that follows any one of the first side to the third side, when the output portion rotates the input portion, the engagement portion contacts both the input portion and the output portion in the second state.
According to the internal transmission of the fourth aspect described above, when the engagement portion is in the second state, the engagement portion contacts both the input portion and the output portion, thereby transmitting rotation of the output portion to the input portion via the engagement portion, and therefore transmitting rotation of the output portion to the input portion via the engagement portion.

In an internal transmission having a fifth side following any one of the first side to the fourth side, at least a portion of the first switching mechanism is provided at a position where the input portion and the output portion overlap in the axial direction of the input portion.
According to the internal transmission of the fifth aspect described above, at least a portion of the first switching mechanism is provided at a position where the input portion and the output portion overlap, so that the structure of the first switching mechanism can be prevented from becoming complicated.

In an internal transmission having a sixth side following any one of the first side to the fifth side, a second switching mechanism is further provided which transmits rotation output from the transmission mechanism to the output section, and the first switching mechanism is positioned closer to the input section than the second switching mechanism.
According to the internal transmission of the sixth aspect described above, the first switching mechanism can be disposed at a position closer to the input portion than the second switching mechanism.

In the internal transmission of a seventh side following any one of the first to sixth side faces, the engagement portion includes a rolling element.
According to the internal transmission of the seventh aspect, the engagement portion includes the rolling elements, so that the rotation transmitted to the engagement portion can be suitably transmitted between the input portion and the output portion.

In an internal transmission of an eighth aspect following the seventh aspect, the first switching mechanism includes a groove provided in the input portion, the groove being configured to become shallower from upstream to downstream in the rotational direction of the input portion when rotation of the crank is transmitted to the input portion, and the rolling element is arranged in the groove.
According to the internal transmission of the eighth aspect described above, the groove is configured to become shallower from upstream to downstream in the rotational direction of the input part when the rotation of the crank is transmitted to the input part, so that the groove and the engagement portion can engage with each other suitably.

In an internal transmission of a ninth aspect following the seventh or eighth aspect, the first switching mechanism includes a retaining portion that holds the rolling element, and the retaining portion is configured to rotate integrally with the carrier.
According to the internal transmission of the ninth aspect described above, the holding portion rotates integrally with the carrier, so that the rotation transmitted to the engagement portion can be suitably transmitted to the carrier.

In an internal transmission of a tenth aspect following the seventh aspect or the eighth aspect, the first switching mechanism includes a biasing member that biases the engagement portion to switch the engagement portion from the first state to the second state.
According to the internal transmission of the tenth aspect, the biasing member biases the engagement portion to switch from the first state to the second state, so that the engagement portion can be suitably switched from the first state to the second state.

In an internal transmission of an eleventh aspect according to the ninth aspect, the first switching mechanism includes a biasing member that engages with at least one of the retaining portion and the carrier and biases the retaining portion and at least one of the carrier, thereby biasing the engagement portion to switch from the first state to the second state.
According to the internal transmission of the eleventh aspect, the biasing member engages with at least one of the holding portion and the carrier, thereby biasing the engagement portion to switch from the first state to the second state.

In the internal transmission of a twelfth side following any one of the seventh to eleventh sides, the engagement portion includes a plurality of the rolling elements.
According to the internal transmission of the twelfth aspect, since the engagement portion includes a plurality of rolling elements, the engagement portion can suitably transmit rotation between the input portion and the output portion.

In the internal transmission of a thirteenth aspect according to any one of the first to twelfth aspects, the planetary gear mechanism includes a speed increasing mechanism.
According to the internal transmission of the thirteenth aspect, the rotation input to the input portion can be increased in speed by the speed increasing mechanism.

In an internal transmission of a fourteenth aspect according to any one of the first to thirteenth aspects, the internal transmission further includes a gear shift switching mechanism, the planetary gear mechanism includes a plurality of sun gears, and the gear shift switching mechanism changes the gear ratio by switching the rotational state of the plurality of sun gears.
According to the internal transmission of the fourteenth aspect, the gear ratio can be changed by switching the rotational states of the plurality of sun gears.

In the internal transmission of a fifteenth aspect according to any one of the first to fourteenth aspects, the output portion includes a hub shell.
According to the internal transmission of the fifteenth aspect above, when the input portion rotates the hub shell, the rotation of the input portion can be transmitted from the carrier to the hub shell via the transmission mechanism. When the hub shell rotates the input portion, the rotation of the hub shell can be transmitted to the input portion via the engagement portion.

A transmission system according to a sixteenth aspect of the present invention is a transmission system for a human-powered vehicle, and includes an internal transmission for a human-powered vehicle according to any one of the first aspect to the fifteenth aspect, and at least one of a motor and a generator configured to be capable of transmitting the rotation transmitted to the input part in the second transmission path.
According to the transmission system of the sixteenth aspect, the rotation transmitted from the output section to the input section is transmitted to at least one of the motor and the generator in the second transmission path, so that at least one of the motor and the generator can perform regeneration.

A transmission system according to a seventeenth aspect in accordance with the sixteenth aspect includes the motor, the motor being configured to assist propulsion of the human-powered vehicle.
According to the transmission system of the seventeenth aspect, the rotation of the output portion can be transmitted to the motor that assists the propulsion of the human-powered vehicle.

In the transmission system of an eighteenth aspect according to the sixteenth or seventeenth aspect, the motor is provided on a crankshaft of the human-powered vehicle.
According to the transmission system of the eighteenth aspect, the motor can transmit the rotation of the output section to a motor provided on the crankshaft of the human-powered vehicle.

In a transmission system according to a nineteenth aspect in accordance with any one of the sixteenth to eighteenth aspects, the transmission system includes a battery that is charged with electric power regenerated by the motor.
According to the transmission system of the nineteenth aspect, the electric power regenerated by the motor can be charged into the battery.

The internal transmission for a human-powered vehicle and the transmission system for a human-powered vehicle disclosed herein can transmit the rotation of an output body to an input body.

1 is a side view of a human-powered vehicle including a transmission system for a human-powered vehicle and an internal transmission for a human-powered vehicle according to an embodiment; 1 is a schematic diagram of a transmission path of rotational force including a transmission system for a human-powered vehicle according to an embodiment; FIG. 2 is a front view of an internal transmission for a human-powered vehicle according to the embodiment. FIG. 4 is a cross-sectional view of the internal transmission for the human-powered vehicle of FIG. 3 . FIG. 4 is a skeleton diagram of an internal transmission for the human-powered vehicle of FIG. 3 . 4 is a schematic diagram of the first switching mechanism in FIG. 3 when rotation of an input portion is transmitted to an output portion; FIG. 4 is a schematic diagram of the first switching mechanism in FIG. 3 when rotation of an output portion is transmitted to an input portion; FIG. FIG. 4 is a schematic diagram of a first transmission path in the internal transmission for the human-powered vehicle of FIG. 3 . FIG. 4 is a schematic diagram of a second transmission path in the internal transmission for the human-powered vehicle of FIG. 3 . FIG. 11 is a schematic diagram of a transmission path of rotational force including a transmission system for a human-powered vehicle in a modified embodiment.

<Embodiment>
With reference to Figs. 1 to 9, an internal transmission 50 for a human-powered vehicle and a transmission system 40 for a human-powered vehicle according to an embodiment will be described. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least a human-powered driving force H. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by the human-powered driving force H. The human-powered vehicle 10 includes an E-bike that uses not only the human-powered driving force H but also the driving force of an electric motor for propulsion. The E-bike includes an electrically assisted bicycle whose propulsion is assisted by an electric motor. In the following embodiment, the human-powered vehicle 10 will be described as an electrically assisted bicycle.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16. The wheels 14 include a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes a crank shaft 12A that is rotatable relative to the frame 18, and a pair of crank arms 12B that are provided at axial ends of the crank shaft 12A. A pair of pedals 20 are respectively connected to each crank arm 12B. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 is connected to the rear wheel 14A by a drive mechanism 22. The drive mechanism 22 includes a first rotor 24 that is connected to the crank shaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally with it, or may be connected to it via a first one-way clutch 36. The first one-way clutch 36 is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow the crank 12 and the first rotating body 24 to rotate relative to each other when the crank 12 rotates backward. The first rotating body 24 includes a front sprocket 24A, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 48. The connecting member 48 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 48 includes, for example, a chain, a belt, or a shaft.

The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a rear sprocket 26A, a pulley, or a bevel gear.

A front wheel 14B is attached to the frame 18 via a front fork 28. A handlebar 32 is connected to the front fork 28 via a stem 30. In this embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

The human-powered vehicle 10 is equipped with a transmission system 40 for human-powered vehicles. The transmission system 40 includes an internal transmission 50 and at least one of a motor 42 and a generator that are configured to be able to transmit the rotation transmitted to the input portion 52 in the second transmission path T2. In this embodiment, the transmission system 40 includes the motor 42. Preferably, the transmission system 40 further includes a battery 46 and a connecting member 48.

The motor 42 is configured to assist the propulsion of the human-powered vehicle 10. The motor 42 provides a propulsive force to the human-powered vehicle 10. The motor 42 includes one or more electric motors. The motor 42 is configured to transmit rotation to the power transmission path of the human-powered driving force H from the pedal 20 to the rear wheel 14A and at least one of the front wheels 14B. The power transmission path of the human-powered driving force H from the pedal 20 to the rear wheel 14A includes the rear wheel 14A. In this embodiment, the motor 42 is provided on the crankshaft 12A of the human-powered vehicle 10. The motor 42 is configured to transmit rotation to the first rotating body 24. The motor 42 may be provided on the frame 18 of the human-powered vehicle 10 or may be provided on the housing. The housing is detachably attached to the frame 18, for example. A drive unit is configured including the motor 42 and the housing in which the motor 42 is provided. Preferably, the motor 42 is configured to be regenerative. Preferably, the transmission system 40 is configured to transmit the rotation of the rear wheel 14A to the motor 42, and the rotation of the rear wheel 14A is transmitted to the motor 42, causing the motor 42 to regenerate.

Preferably, the transmission system 40 includes a battery 46 that is charged by the electric power regenerated by the motor 42. The battery 46 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 46 supplies electric power to the motor 42. The battery 46 is connected to the motor 42 so as to be able to communicate with each other by wire or wirelessly. The battery 46 can communicate with a control device of the motor 42, for example, by power line communication (PLC). In one example, the battery 46 is attached to a battery holder provided on the frame 18 or the rear carrier.

The transmission system 40 includes an internal transmission 50. The internal transmission 50 changes a transmission ratio R, which is a ratio of a rotation speed W of a drive wheel to a rotation speed C of a crankshaft 12A of the human-powered vehicle 10. The transmission ratio R is a ratio of a rotation speed W of a drive wheel to a rotation speed C of the crank 12. In this embodiment, the drive wheel is the rear wheel 14A. The internal transmission 50 is provided, for example, on a hub of the rear wheel 14A. The internal transmission 50 may be configured to be operated by an actuator. The actuator includes an electric actuator. The actuator includes, for example, an electric motor. The internal transmission 50 may be configured to be operated by a mechanical cable.

The internal transmission 50 includes an input section 52, an output section 54, a transmission mechanism 56, and a first switching mechanism 58. The input section 52 receives the rotation of the crank 12 of the human-powered vehicle 10. The output section 54 outputs the rotation transmitted from the input section 52. The transmission mechanism 56 outputs the rotation transmitted from the input section 52 to the output section 54. The first switching mechanism 58 switches the transmission path T of the rotational force between the input section 52 and the output section 54. Preferably, the internal transmission 50 further includes a transmission switching mechanism 60. The internal transmission 50 further includes a support member 62. The input section 52 includes a driver 64. Preferably, the output section 54 includes a hub shell 54A. The support member 62 includes a hub axle 62A.

The driver 64 is provided between the hub shell 54A and the hub axle 62A and is configured to be able to rotate integrally with the second rotor 26. The hub axle 62A is integrated with the axle of the rear wheel 14A. The output section 54 has a flange 66 for mounting the spokes of the rear wheel 14A.

The transmission mechanism 56 includes a planetary gear mechanism 70 including a carrier 68. The planetary gear mechanism 70 includes a plurality of planetary gear mechanisms 70. In this embodiment, the planetary gear mechanism 70 includes a first planetary gear mechanism 74, a second planetary gear mechanism 76, a third planetary gear mechanism 78, and a fourth planetary gear mechanism 80. The first planetary gear mechanism 74 is disposed next to the input portion 52 in the axial direction of the internal transmission 50. The second planetary gear mechanism 76 is disposed next to the first planetary gear mechanism 74 in the axial direction of the internal transmission 50 and on the opposite side to the input portion 52. The fourth planetary gear mechanism 80 is disposed next to the second planetary gear mechanism 76 in the axial direction of the internal transmission 50 and on the opposite side to the first planetary gear mechanism 74. The third planetary gear mechanism 78 is disposed next to the third planetary gear mechanism 78 in the axial direction of the internal transmission 50 and on the opposite side to the second planetary gear mechanism 76. Preferably, the transmission mechanism 56 includes multiple planetary gear mechanisms 70. The number of planetary gear mechanisms 70 may be two, or may be five or more.

The planetary gear mechanism 70 includes a plurality of sun gears 82. The planetary gear mechanism 70 includes a plurality of sun gears 82, a plurality of ring gears 84, a plurality of carriers 68, and a plurality of planetary gears 86. The plurality of sun gears 82 include a first sun gear 82A, a second sun gear 82B, a third sun gear 82C, and a fourth sun gear 82D. The plurality of ring gears 84 include a first ring gear 84A and a second ring gear 84B. The plurality of carriers 68 include a first carrier 68A and a second carrier 68B. The plurality of planetary gears 86 include a first planetary gear 86A, a second planetary gear 86B, a third planetary gear 86C, and a fourth planetary gear 86D. Preferably, the planetary gear mechanism 70 includes a speed-up mechanism 88. The planetary gear mechanism 70 is configured to be able to increase the speed of the rotation input to the planetary gear mechanism 70 and output it.

The first planetary gear mechanism 74 includes a first sun gear 82A, a first ring gear 84A, a first planetary gear 86A, and a first carrier 68A. The first sun gear 82A is rotatably supported on the support member 62 around the axis of the support member 62. The first ring gear 84A is arranged around the first sun gear 82A. The first planetary gear 86A engages with the first sun gear 82A and can revolve around the first sun gear 82A and the first ring gear 84A. The first planetary gear mechanism 74 includes a plurality of first planetary gears 86A. The first carrier 68A rotatably supports each of the plurality of first planetary gears 86A. The first carrier 68A is rotatably provided around the axis of the support member 62. Each of the plurality of first planetary gears 86A revolves around the first sun gear 82A in accordance with the rotation of the first carrier 68A. The first carrier 68A is connected to the input portion 52 and transmits rotation from the input portion 52. The first planetary gear mechanism 74 is configured to accelerate and output the rotation from the input portion 52.

The second planetary gear mechanism 76 includes a second sun gear 82B, a first ring gear 84A, a second planetary gear 86B, and a first carrier 68A. The second sun gear 82B is rotatably supported on the support member 62 around the axis of the support member 62. The first ring gear 84A is arranged around the second sun gear 82B. The second planetary gear 86B engages with the second sun gear 82B and can revolve around the second sun gear 82B and the first ring gear 84A. The second planetary gear mechanism 76 includes a plurality of second planetary gears 86B. The first carrier 68A rotatably supports the plurality of second planetary gears 86B, respectively. The first carrier 68A is rotatably provided around the axis of the support member 62. Each of the plurality of second planetary gears 86B revolves around the second sun gear 82B in accordance with the rotation of the first carrier 68A. The second planetary gear mechanism 76 is configured to accelerate and output the rotation from the input portion 52. The first carrier 68A is connected to the input portion 52 and transmits the rotation from the input portion 52.

The first planetary gear mechanism 74 and the second planetary gear mechanism 76 are both configured to accelerate the rotation from the input portion 52 and output it. The first ring gear 84A is shared by the first planetary gear mechanism 74 and the second planetary gear mechanism 76. The first carrier 68A is shared by the first planetary gear mechanism 74 and the second planetary gear mechanism 76. The first planetary gear member 90 constitutes a so-called stepped planetary gear. The first planetary gear 86A and the second planetary gear 86B are formed on the first planetary gear member 90. The number of teeth of the second sun gear 82B is greater than the number of teeth of the first sun gear 82A. Therefore, the speed increase ratio when the second planetary gear mechanism 76 is used is greater than the speed increase ratio when the first planetary gear mechanism 74 is used.

The third planetary gear mechanism 78 includes a third sun gear 82C, a second ring gear 84B, a third planetary gear 86C, and a second carrier 68B. The third sun gear 82C is rotatably supported on the support member 62 around the axis of the support member 62. The second ring gear 84B is arranged around the third sun gear 82C. The third planetary gear 86C engages with the third sun gear 82C and can revolve around the third sun gear 82C and the second ring gear 84B. The third planetary gear mechanism 78 includes a plurality of third planetary gears 86C. The second carrier 68B rotatably supports each of the plurality of third planetary gears 86C. The second carrier 68B is rotatably provided around the axis of the support member 62. Each of the plurality of third planetary gears 86C revolves around the third sun gear 82C in accordance with the rotation of the second carrier 68B. The second carrier 68B is connected to the first ring gear 84A and transmits rotation from the first ring gear 84A.

The fourth planetary gear mechanism 80 includes a fourth sun gear 82D, a second ring gear 84B, a fourth planetary gear 86D, and a second carrier 68B. The fourth sun gear 82D is rotatably supported on the support member 62 around the axis of the support member 62. The second ring gear 84B is arranged around the fourth sun gear 82D. The fourth planetary gear 86D engages with the fourth sun gear 82D and can revolve around the fourth sun gear 82D and the second ring gear 84B. The fourth planetary gear mechanism 80 includes a plurality of fourth planetary gears 86D. The second carrier 68B rotatably supports each of the plurality of fourth planetary gears 86D. The second carrier 68B is rotatably provided around the axis of the support member 62. Each of the plurality of fourth planetary gears 86D revolves around the fourth sun gear 82D in accordance with the rotation of the second carrier 68B. The second carrier 68B is connected to the first ring gear 84A and transmits rotation from the first ring gear 84A.

The third planetary gear mechanism 78 and the fourth planetary gear mechanism 80 are both configured to accelerate the rotation from the input portion 52 and output it. The second ring gear 84B is shared by the third planetary gear mechanism 78 and the fourth planetary gear mechanism 80. The second carrier 68B is shared by the third planetary gear mechanism 78 and the fourth planetary gear mechanism 80. The second planetary gear member 92 constitutes a so-called stepped planetary gear. The third planetary gear 86C and the fourth planetary gear 86D are formed on the second planetary gear member 92. The number of teeth of the fourth sun gear 82D is greater than the number of teeth of the third sun gear 82C. Therefore, the speed increase ratio when the fourth planetary gear mechanism 80 is used is greater than the speed increase ratio when the third planetary gear mechanism 78 is used.

As shown in FIG. 4, the gear shift switching mechanism 60 includes a first switching unit 60A, a second switching unit 60B, a third switching unit 60C, and a fourth switching unit 60D. The first switching unit 60A is disposed between the first sun gear 82A and the support member 62. The second switching unit 60B is disposed between the second sun gear 82B and the support member 62. The third switching unit 60C is disposed between the third sun gear 82C and the support member 62. The fourth switching unit 60D is disposed between the fourth sun gear 82D and the support member 62.

The first switching unit 60A sets the first sun gear 82A to one of a rotation state in which it is rotatable relative to the support member 62 and a restricted state in which it is not rotatable. The second switching unit 60B sets the second sun gear 82B to one of a rotation state in which it is rotatable relative to the support member 62 and a restricted state in which it is not rotatable. The third switching unit 60C sets the third sun gear 82C to one of a rotation state in which it is rotatable relative to the support member 62 and a restricted state in which it is not rotatable. The fourth switching unit 60D sets the fourth sun gear 82D to one of a rotation state in which it is rotatable relative to the support member 62 and a restricted state in which it is not rotatable. The gear shift switching mechanism 60 changes the gear ratio by switching the rotation state of the multiple sun gears 82. The first switching unit 60A, the second switching unit 60B, the third switching unit 60C and the fourth switching unit 60D are provided, for example, on one sleeve member. When the actuator is driven or the mechanical cable is operated, the sleeve member rotates around the support member 62, causing the first switching unit 60A, the second switching unit 60B, the third switching unit 60C, and the fourth switching unit 60D to operate and change the gear ratio.

The rotational force of the input section 52 is configured to be transmittable to the first carrier 68A of the first planetary gear mechanism 74 and the second planetary gear mechanism 76. The rotational force of the first ring gear 84A of the first planetary gear mechanism 74 and the second planetary gear mechanism 76 is configured to be transmittable to the second carrier 68B of the third planetary gear mechanism 78 and the fourth planetary gear mechanism 80. The rotational force of the second ring gear 84B of the third planetary gear mechanism 78 and the fourth planetary gear mechanism 80 is configured to be transmittable to the output section 54. At each gear ratio realized in the internal transmission 50, one or both of the first sun gear 82A and the second sun gear 82B are set to a rotating state. At each gear ratio realized in the internal transmission 50, one or both of the third sun gear 82C and the fourth sun gear 82D are set to a rotating state. The gear ratios realized in the internal transmission 50 may include a gear ratio in which the first sun gear 82A, the second sun gear 82B, the third sun gear 82C, and the fourth sun gear 82D are all set to rotate. In this embodiment, in the smallest gear ratio among the gear ratios realized in the internal transmission 50, the first sun gear 82A, the second sun gear 82B, the third sun gear 82C, and the fourth sun gear 82D are all set to rotate.

The first switching mechanism 58 includes an engagement portion 94 that rotates integrally with the carrier 68. The engagement portion 94 rotates integrally with the first carrier 68A. The engagement portion 94 includes a rolling body 96. Preferably, the engagement portion 94 includes a plurality of rolling bodies 96. The rolling bodies 96 may be, for example, rollers or balls. The first switching mechanism 58 includes a holding portion 98 that holds the rolling body 96. The holding portion 98 is configured to rotate integrally with the carrier 68. The holding portion 98 is configured to rotate integrally with the first carrier 68A. The holding portion 98 may be formed integrally with the first carrier 68A, or may be formed separately from the first carrier 68A and coupled to the first carrier 68A. For example, the holding portion 98 includes a cylindrical portion that holds a plurality of rolling bodies 96 and an arm portion that couples the cylindrical portion and the first carrier 68A. The retaining portion 98 may be coupled to a pin member that penetrates each of the multiple first planetary gears 86A and the multiple second planetary gears 86B of the first carrier 68A, or may be coupled to a support portion that integrally supports the multiple pin members.

6 and 7, the first switching mechanism 58 includes a groove 100 provided in the input portion 52. Note that FIGS. 6 and 7 are schematic diagrams in which the circumferential direction and rotational direction of the input portion 52, the output portion 54, and the holding portion 98 are parallel to the horizontal direction of the drawings. The groove 100 is configured to become shallower from upstream to downstream in the rotational direction of the input portion 52 when the rotation of the crank 12 is transmitted to the input portion 52, and the rolling element 96 is disposed in the groove 100. For example, the groove 100 is provided on the outer periphery of the input portion 52. The engagement portion 94 is disposed between the outer periphery of the input portion 52 and the inner periphery of the output portion 54.

The input portion 52 and the carrier 68 are configured to be able to rotate together. The input portion 52 and the carrier 68 are configured to be able to rotate relative to each other within a predetermined range. For example, one of the input portion 52 and the carrier 68 has a recess 52A extending in the circumferential direction, and the other of the input portion 52 and the carrier 68 includes a protrusion 68C that engages with the recess 52A. The recess 52A is larger than the protrusion 68C in the circumferential direction. Therefore, the protrusion 68C is configured to be able to move inside the recess 52A. In this embodiment, the recess 52A is provided on the inner periphery of the input portion 52, and the protrusion 68C is provided on the outer periphery of the first carrier 68A. The recess 52A and the protrusion 68C are provided in a portion of the input portion 52 different from the portion where the engagement portion 94 is provided. For example, the recess 52A and the protrusion 68C are arranged radially inward from the portion where the engagement portion 94 is provided in the input portion 52. As shown in FIG. 4, the portion where the recess 52A and the protrusion 68C are provided may at least partially overlap, in a direction parallel to the rotation axis direction, with the portion of the input portion 52 where the engagement portion 94 is provided.

6 and 7, preferably, when the rolling body 96 is positioned at a shallow position in the groove 100 by the biasing member 102, the convex portion 68C is configured not to contact the circumferential wall portion of the concave portion 52A. For example, the rotation angle corresponding to the predetermined range in which the input portion 52 and the carrier 68 can rotate relative to each other is larger than the rotation angle corresponding to the range in which the rolling body 96 can move circumferentially inside the groove 100.

The engagement portion 94 is switched between a first state S1 and a second state S2. In the first state S1, the engagement portion 94 does not engage with at least one of the input portion 52 or the output portion 54, and in the second state S2, the engagement portion 94 engages with both the input portion 52 and the output portion 54. Preferably, in the first state S1, the engagement portion 94 does not engage with the output portion 54. Preferably, in the first state S1, the engagement portion 94 engages with the input portion 52.

Preferably, the first switching mechanism 58 includes a biasing member 102. In this embodiment, the biasing member 102 is disposed between the input portion 52 and the first switching mechanism 58. The biasing member 102 includes, for example, a coil spring. The biasing member 102 biases the engagement portion 94 to switch the engagement portion 94 from the first state S1 to the second state S2. Preferably, the biasing member 102 engages with at least one of the holding portion 98 and the carrier 68, and biases at least one of the holding portion 98 and the carrier 68, thereby biasing the engagement portion 94 to switch from the first state S1 to the second state S2. The biasing member 102 biases at least one of the holding portion 98 and the carrier 68 in a first rotational direction D1 relative to the input portion 52. The first rotational direction D1 is the rotational direction of the input portion 52 when the rotation of the crank 12 is transmitted to the input portion 52. 6 and 7, the first rotation direction D1 is toward the right on the paper. When the input section 52 is not rotating the output section 54, the urging member 102 causes the rolling body 96 to be located in a shallow portion of the groove 100. That is, when neither the input section 52 nor the output section 54 is rotating, the urging member 102 causes the rolling body 96 to be located in a shallow portion of the groove 100. When the output section 54 rotates the input section 52, the urging member 102 causes the rolling body 96 to be located in a shallow portion of the groove 100. Preferably, the urging member 102 is disposed so as to contact the retaining section 98. The urging member 102 urges the engaging section 94 via the retaining section 98. When the urging member 102 is a coil spring, for example, one end of the coil of the coil spring contacts the retaining section 98 to urge the engaging section 94. The biasing member 102 may have any configuration as long as it can bias the engagement portion 94 to switch from the first state S1 to the second state S2. For example, the biasing member 102 may be a rubber member.

As shown in FIG. 4, at least a part of the first switching mechanism 58 is provided at a position where the input part 52 and the output part 54 overlap in the axial direction of the input part 52. At least a part of the first switching mechanism 58 is provided between the input part 52 and the output part 54. Preferably, the internal transmission 50 further includes a second switching mechanism 104 that transmits the rotation output from the gear shift mechanism 56 to the output part 54. The second switching mechanism 104 is provided between the output part 54 and the second ring gear 84B. The second switching mechanism 104 includes a one-way clutch. The second switching mechanism 104 is configured to transmit the rotation of the second ring gear 84B to the output part 54 and not transmit the rotation of the output part 54 to the second ring gear 84B. Preferably, the first switching mechanism 58 is disposed at a position closer to the input part 52 than the second switching mechanism 104. Preferably, at least a portion of the first switching mechanism 58 is disposed in a position that overlaps with the flange 66 that is closer to the input section 52 in a direction parallel to the rotation axis of the output section 54. By disposing the first switching mechanism 58 in a position close to the input section 52, power loss when a rotational force is transmitted from the output section 54 to the input section 52 is suppressed.

The transmission path T includes a first transmission path T1 and a second transmission path T2. As shown in Figs. 5 and 6, when the input unit 52 rotates the output unit 54, in the first transmission path T1, the engagement portion 94 is switched to the first state S1 and the input unit 52 and the carrier 68 are engaged, so that the rotation of the input unit 52 is transmitted from the carrier 68 to the output unit 54 via the speed change mechanism 56.

As shown in FIG. 2, the first transmission path T1 is included in the transmission path when the manual driving force H is input to the crankshaft 12A and the output unit 54 rotates. The second transmission path T2 is included in the transmission path when the rotation of the crankshaft 12A is stopped and the rotational force of the output unit 54 is transmitted to the motor 42.

When the crank 12 rotates in a direction corresponding to the first rotation direction D1, the rotation of the crank arm 12B is transmitted to the crankshaft 12A. The rotation transmitted from the crankshaft 12A is transmitted to the first one-way clutch 36 and is combined with the rotation of the motor 42 at the combining unit 38. The combining unit 38 includes, for example, a shaft member that is provided coaxially with the crankshaft 12A. The rotation transmitted from the combining unit 38 is transmitted to the front sprocket 24A. The rotation transmitted from the front sprocket 24A is transmitted to the connecting member 48. The rotation transmitted from the connecting member 48 is transmitted to the rear sprocket 26A. The rotation transmitted to the rear sprocket 26A is transmitted to the input unit 52. The rotation transmitted from the input unit 52 is transmitted to the speed change mechanism 56. The rotation transmitted from the speed change mechanism 56 is transmitted to the output unit 54.

2 and 6, the rotation transmitted from the rear sprocket 26A is transmitted to the input portion 52. In the first transmission path T1, the input portion 52 engages with the carrier 68, and the rotation of the input portion 52 is transmitted to the carrier 68. In this embodiment, the groove 100 provided in the input portion 52 is configured to become shallower from upstream to downstream in the first rotation direction D1, so that when the input portion 52 rotates in the first rotation direction D1 relative to the output portion 54, the engagement portion 94 is located in a deep portion of the groove 100 on the upstream side of the first rotation direction D1. The first switching mechanism 58 may or may not contact the input portion 52 in the first transmission path T1. Since the carrier 68 and the engagement portion 94 rotate together, the engagement portion 94 is maintained in a position not engaged with the output portion 54 by the input portion 52 pushing the carrier 68, forming the first state S1. By forming the first state S1, the rotation transmitted to the first switching mechanism 58 is not transmitted to the output portion 54. The rotation transmitted from the input unit 52 may be transmitted from the first switching mechanism 58 to the speed change mechanism 56, or may be transmitted directly from the input unit 52 to the speed change mechanism 56. The rotation transmitted to the speed change mechanism 56 is transmitted to the output unit 54 via the planetary gear mechanism 70. In this embodiment, the rotation transmitted to the speed change mechanism 56 is accelerated by the planetary gear mechanism 70 and transmitted to the output unit 54.

As shown in Figures 2 and 7, when the output unit 54 rotates the input unit 52, the engagement unit 94 in the second transmission path T2 forms the second state S2, and the connection between the input unit 52 and the carrier 68 is released, so that the rotation of the output unit 54 is transmitted to the input unit 52 via the engagement unit 94.

When the output unit 54 rotates, for example when the rotation of the crank 12 stops and the output unit 54 rotates by coasting, the rotation of the output unit 54 is transmitted to the first switching mechanism 58 without going through the speed change mechanism 56. The rotation transmitted from the first switching mechanism 58 is transmitted to the input unit 52. The rotation transmitted from the input unit 52 is transmitted in order to the rear sprocket 26A, the connecting member 48, and the front sprocket 24A. The rotation transmitted to the front sprocket 24A is transmitted to the force combiner 38 and then to the motor 42. The motor 42 regenerates power using the rotation transmitted from the force combiner 38, and the regenerated power is charged to the battery 46.

7, when the rotation of the crank 12 stops and the rotation of the input part 52 stops, the carrier 68 is biased by the biasing member 102 in the second transmission path T2, and the convex part 68C moves in the first rotation direction D1 relative to the input part 52 inside the concave part 52A, and the engagement between the carrier 68 and the input part 52 is released. In this embodiment, the groove 100 provided in the input part 52 is configured to become shallower from upstream to downstream in the first rotation direction D1. When the carrier 68 is biased by the biasing member 102, the carrier 68 and the first switching mechanism 58 rotate together, so that the engagement part 94 is located at a shallow position on the downstream side of the groove 100 in the first rotation direction D1. Therefore, the engagement part 94 engages with the downstream side of the groove 100 in the first rotation direction D1, so that the engagement part 94 is disposed at a position where it can engage with the output part 54, forming the second state S2. When the output portion 54 rotates the input portion 52, the engagement portion 94 contacts both the input portion 52 and the output portion 54 in the second state S2. The rotation transmitted from the output portion 54 is transmitted to the input portion 52 via the first switching mechanism 58.

The rotation transmission paths of the first transmission path T1 and the second transmission path T2 will be described with reference to Figures 2, 5, 8, and 9. Figure 8 shows a state in which the internal transmission 50 has one of the possible gear ratios.

As shown in Figures 2, 5 and 8, the rotation transmission path U1 is an example in which the internal transmission 50 transmits rotation via the first transmission path T1. In the rotation transmission path U1, the first sun gear 82A is in a rotating state, the second sun gear 82B is in a restricted state, the third sun gear 82C is in a rotating state, and the fourth sun gear 82D is in a restricted state. The rotation accelerated by the second planetary gear mechanism 76 and the fourth planetary gear mechanism 80 is transmitted to the output section 54 via the second switching mechanism 104.

As shown in Figures 2, 5, and 9, the rotation transmission path U2 is an example in which the internal transmission 50 transmits rotation via the second transmission path T2. In the rotation transmission path U2, the second switching mechanism 104 prevents the rotation of the output unit 54 from being transmitted to the speed change mechanism 56. The rotation of the output unit 54 is transmitted to the input unit 52 without passing through the speed change mechanism 56.

<Modification>
The description of the embodiments is merely an example of possible forms of an internal transmission for a human-powered vehicle and a transmission system for a human-powered vehicle according to the present disclosure, and is not intended to limit the forms. The internal transmission for a human-powered vehicle and a transmission system for a human-powered vehicle according to the present disclosure may take the form of, for example, a modified version of the embodiment shown below, or a combination of at least two mutually compatible modified versions. In the following modified versions, parts common to the embodiment will be denoted by the same reference numerals as the embodiment, and description thereof will be omitted.

・As shown in FIG. 10, the transmission system 40 of the human-powered vehicle 10 includes a generator 44 instead of the motor 42. Preferably, the generator 44 is included in the rotation transmission path. The generator 44 generates electricity as the human-powered vehicle 10 travels. The generator 44 is provided on the crank 12 side of the front sprocket 24A in the rotation force transmission path. The generator 44 generates electricity by the rotation of the output unit 54. Preferably, the electricity generated by the generator 44 is supplied to the battery 46. The generator 44 may include a capacitor, and the capacitor may supply electricity to the components and the control device. When the transmission system 40 includes the generator 44, the rotation of the crank arm 12B when the crank 12 rotates in a direction corresponding to the first rotation direction D1 is transmitted to the crankshaft 12A. The rotation transmitted from the crankshaft 12A is transmitted to the first one-way clutch 36 and then to the generator 44. The rotation of the generator 44 is transmitted to the front sprocket 24A. The rotation transmitted from the front sprocket 24A is transmitted to the connecting member 48. The rotation transmitted from the connecting member 48 is transmitted to the rear sprocket 26A. The rotation transmitted to the rear sprocket 26A is transmitted to the input unit 52. The rotation transmitted from the input unit 52 is transmitted to the first switching mechanism 58. The rotation transmitted from the first switching mechanism 58 is transmitted to the speed change mechanism 56. The rotation transmitted from the speed change mechanism 56 is transmitted to the output unit 54. When the output unit 54 rotates, for example, when the rotation of the crank 12 stops and the output unit 54 rotates by coasting, the rotation of the output unit 54 is transmitted to the first switching mechanism 58 without passing through the speed change mechanism 56. The rotation transmitted from the first switching mechanism 58 is transmitted to the input unit 52. The rotation transmitted from the input unit 52 is transmitted in order to the rear sprocket 26A, the connecting member 48, and the front sprocket 24A. The rotation transmitted to the front sprocket 24A is transmitted to the generator 44, which performs regeneration. The regenerated power is charged to the battery 46.

The transmission system 40 does not have to include both the motor 42 and the generator 44 .
The transmission system 40 does not have to include the battery 46. In this case, the motor 42 and the generator 44 may be configured to be capable of regenerative braking, for example.

The motor 42 may be provided on at least one of the rear wheel 14A and the front wheel 14B. When the motor 42 is provided on at least one of the rear wheel 14A and the front wheel 14B, the motor 42 may include a hub motor and a midship motor. When the motor 42 is provided on the rear wheel 14A, the motor 42 is preferably connected to the input unit 52 or the rear sprocket 26A. When the motor 42 is provided on the rear wheel 14A and the front wheel 14B, a one-way clutch may be provided so that the rotation of the output unit 54 is not transmitted to the crank 12 side beyond the rear sprocket 26A.

- The internal transmission 50 may be provided around the crankshaft 12A. In this case, the input unit 52 is, for example, the combiner unit 38 or a member that rotates integrally with the combiner unit 38, and the output unit 54 is, for example, the front sprocket 24A or a member that rotates integrally with the front sprocket 24A. The combiner unit 38 may be omitted from the human-powered vehicle 10, and the motor 42 may be configured to transmit rotation to the crankshaft 12A. In this case, the input unit 52 is, for example, the crankshaft 12A or a member that rotates integrally with the crankshaft 12A, and the output unit 54 is, for example, the front sprocket 24A or a member that rotates integrally with the front sprocket 24A.

The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

10...human-powered vehicle, 12...crank, 12A...crankshaft, 40...speed change system, 42...motor, 44...generator, 46...battery, 50...internal transmission, 52...input section, 54...output section, 54A...hub shell, 56...speed change mechanism, 58...first switching mechanism, 60...speed change switching mechanism, 68...carrier, 70...planetary gear mechanism, 82...sun gear, 88...speed-up mechanism, 94...engagement section, 96...rolling body, 98...retaining section, 100...groove, 102...biasing member, 104...second switching mechanism.

Claims (19)

An internal transmission for a human-powered vehicle,
an input section that receives rotation of a crank of a human-powered vehicle;
an output unit that outputs the rotation transmitted from the input unit;
a speed change mechanism that outputs the rotation transmitted from the input portion to the output portion;
a first switching mechanism that switches a transmission path of a rotational force between the input portion and the output portion,
the speed change mechanism includes a planetary gear mechanism including a carrier,
the first switching mechanism includes an engagement portion that rotates integrally with the carrier,
the engagement portion is switched between a first state and a second state, in which the engagement portion does not engage with at least one of the input portion or the output portion in the first state, and in which the engagement portion engages with both the input portion and the output portion in the second state;
the transmission path includes a first transmission path and a second transmission path,
If the input rotates the output,
In the first transmission path, when the engagement portion is switched to the first state and the input portion and the carrier are engaged with each other, the rotation of the input portion is transmitted from the carrier to the output portion via the speed change mechanism,
When the output rotates the input,
an internal transmission configured in the second transmission path such that when the engagement portion forms the second state and the connection between the input portion and the carrier is released, the rotation of the output portion is transmitted to the input portion via the engagement portion. The internal transmission according to claim 1, wherein the engagement portion does not engage with the output portion when in the first state. The internal transmission according to claim 1 or 2, wherein the engagement portion engages with the input portion when in the first state. When the output rotates the input,
The internal transmission according to claim 1 , wherein the engagement portion is in contact with both the input portion and the output portion in the second state. 5. The internal transmission according to claim 1, wherein at least a portion of the first switching mechanism is provided at a position where the input portion and the output portion overlap when viewed from a predetermined position in the axial direction of the input portion in a direction perpendicular to the axial direction . A second switching mechanism is further provided to transmit the rotation output from the speed change mechanism to the output portion,
The internal transmission according to claim 1 , wherein the first switching mechanism is disposed at a position closer to the input portion than the second switching mechanism. The internal transmission according to any one of claims 1 to 6, wherein the engagement portion includes a rolling element. the first switching mechanism includes a groove provided in the input portion,
the groove is configured to become shallower from upstream to downstream in a rotation direction of the input portion when the rotation of the crank is transmitted to the input portion,
The internal transmission according to claim 7 , wherein the rolling elements are disposed in the grooves. the first switching mechanism includes a holding portion that holds the rolling element,
The internal transmission according to claim 7 or 8, wherein the holding portion is configured to rotate integrally with the carrier. The first switching mechanism includes a biasing member.
The internal transmission according to claim 7 or 8, wherein the biasing member biases the engagement portion so as to switch the engagement portion from the first state to the second state. The first switching mechanism includes a biasing member.
10. The internal transmission according to claim 9, wherein the biasing member engages with at least one of the retaining portion and the carrier and biases at least one of the retaining portion and the carrier, thereby biasing the engagement portion to switch from the first state to the second state. The internal transmission according to any one of claims 7 to 11, wherein the engagement portion includes a plurality of the rolling elements. The internal transmission according to any one of claims 1 to 12, wherein the planetary gear mechanism includes a speed increasing mechanism. Further including a gear shift mechanism,
The planetary gear mechanism includes a plurality of sun gears,
The internal transmission according to claim 1 , wherein the gear shift switching mechanism changes a gear ratio by switching rotation states of the plurality of sun gears. The internal transmission according to any one of claims 1 to 14, wherein the output portion includes a hub shell. A transmission system for a human-powered vehicle, comprising:
An internal transmission according to any one of claims 1 to 15;
at least one of a motor and a generator configured to be able to transmit the rotation transmitted to the input portion in the second transmission path. The motor is included.
The transmission system of claim 16 , wherein the motor is configured to assist in propulsion of the human powered vehicle. The transmission system according to claim 16 or 17, wherein the motor is provided on a crankshaft of the human-powered vehicle. The transmission system according to any one of claims 16 to 18, wherein the transmission system includes a battery that is charged by the electric power regenerated by the motor.