KR101357220B1 - Multi speed transmission - Google Patents

Abstract

The present invention relates to a multi-stage transmission imbedded in a hub. The transmission includes a hub shell (300) which outputs rotational force, a transmission unit (400) including a planetary gear set and a clutch, and a control unit (500) which controls gear shifting by selectively limiting the rotation of a sun gear.

Description

Multi speed transmission with built-in hub {Multi speed transmission}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hub-integrated multistage transmission, and in particular, to implement a multistage shift in a compact internal transmission using a plurality of planetary gear sets and one-way clutches, and in particular, a high transmission ratio can be obtained and at the same time a forced transmission function is used. The present invention relates to a device for precise shifting, and to a device capable of maximizing product merchandise and greatly improving shifting accuracy.

In general, a wheel is provided and a transmission device for improving driving performance is provided in a transportation device such as a bicycle, a wheelchair, a car, a scooter, which receives a manpower or runs using various driving forces such as electric power.

Such a transmission is shifted to a multi-stage from high speed to low speed according to the operation of a passenger or a user so that torque or speed required according to the driving environment can be obtained.

Particularly, in recent years, a planetary gear set including a sun gear, a planetary gear, a ring gear, and a carrier is provided in a hub shell so as to shift speed to multiple stages through a compact configuration, to be.

However, the conventional transmission using the planetary gear set has fewer shift stages than the complicated structure, and the pawl, which is strongly constrained by the driving load, is not smoothly shifted when the shift operation is performed in the load driving state. There was a problem in the prior art.

The present invention is to solve the above problems, by using a plurality of planetary gear set and one-way clutch can be configured in a compact multi-stage internal transmission that can obtain a high speed ratio to maximize the productability of the product, forced shift The purpose of the present invention is to provide a hub-integrated multi-speed transmission that can greatly improve shifting accuracy by using a function to achieve a more accurate shifting.

The present invention includes a shaft fixed to the vehicle body, a hub shell which is rotatably positioned on the outer circumference of the shaft and outputs a sprocket for receiving the rotational force and the rotational force; Including a planetary gear set consisting of a sun gear, a planetary gear, a carrier, a ring gear and an output clutch composed of a one-way clutch provided inside the hub shell, shifting the rotational force input to the sprocket to output to the hub shell A transmission unit; And a control section for controlling the shift by selectively limiting the rotation of the sun gear by controlling the pawl provided on the shaft in accordance with the operation of the shift lever, the multi-stage transmission including: The transmission portion is provided with a low speed planetary gear set, a medium speed planetary gear set, and a high speed planetary gear set; The carrier of the low speed planetary gearset and the carrier of the medium speed planetary gearset are integrally formed with a driver that rotates by receiving rotational force from the sprocket to form a medium to low speed carrier; The low speed planetary gear set of the low speed planetary gear set and the medium speed planetary gear set of the medium speed planetary gear set are positioned to be engaged with each other at a radial predetermined phase angle difference of the medium and low speed carrier; The high speed carrier of the high speed planetary gear set is integrally formed with the medium speed ring gear of the medium speed planetary gear set; A first output clutch is provided between the high speed carrier of the high speed planetary gear set and the hub shell; A second output clutch is provided between the high speed ring gear of the high speed planetary gear set and the hub shell.

In this case, the low speed pole, the medium speed pole, and the high speed pole is located in the pole seat, respectively, it is preferable that the shaft is provided to stand by the ring spring.

The control unit includes a cable connection member connected to the cable drawn out according to the operation of the shift lever and rotatably supported on an outer circumferential surface of the shaft; An intermediate connecting member fitted to the inner circumferential surface of the cable connecting member; An angle control member fitted to the inner circumferential surface of the intermediate connecting member and integrally controlled to rotate; It is preferable that the pole control member is connected to the angle control member and controls the low speed pawl, the medium speed pawl, and the high speed pawl in accordance with the rotation.

In addition, the low speed sun gear of the low speed planetary gear set is selectively limited in rotation by the low speed pole, and the medium speed sun gear of the medium speed planetary gear set is selectively limited in rotation by the medium speed pole, and the high speed planetary gear The set of high speed sun gears is selectively limited in rotation by the high speed poles; A groove portion is formed on an inner circumferential surface of the pole control member, and at least one of the low speed pawl, the medium speed pawl, and the high speed pawl exits to the groove portion as the pole control member rotates.

A coil spring is connected between the cone nut rotatably assembled to the shaft and the angle control member; Wings of the pole control member are positioned with a predetermined clearance in the coupling groove of the angle control member, the wings are elastic so that both sides are supported at both ends of the pin spring supported by the angle control member to be located in the center of the coupling groove. It is good to be supported.

Finally, the control unit, and the roller which is supported to flow in the radial direction to the angle control member; A medium speed carrier having a forced shifting means including a one-way inclined groove formed on an inner circumferential surface of the medium and low speed carrier, wherein the roller is positioned and rotated at its outer circumference as a phase angle difference occurs between the angle control member and the pole control member. It is most preferable to have a forced shift function for forcing the medium speed pawl or the high speed pawl while forcibly moving inwardly from the one-way inclined groove formed on the inner circumferential surface thereof.

The present invention as described above can be configured in a multi-stage built-in transmission that can obtain a high transmission ratio compactly by using a plurality of planetary gear sets and one-way clutch to maximize the merchandise of the product, more accurate by using a forced transmission function It is an invention that can greatly improve shifting accuracy by allowing shifting to occur.

1 is a perspective view showing a hub-integrated multi-speed transmission of the present invention,
2 is a front view showing a hub-embedded multi-speed transmission of the present invention,
3 is a front sectional view showing a hub-mounted multi-stage transmission of the present invention;
Figure 4 is an exploded perspective view of the hub shell separated in the multi-stage transmission built-in hub of the present invention,
Figure 5 is an exploded perspective view of the sprocket separated in the multi-stage transmission built-in hub of the present invention,
6 is an exploded perspective view of a high speed planetary gear set separated from a hub-mounted multi-stage transmission of the present invention;
Figure 7 is an exploded perspective view of a pole separated in the multi-stage transmission with a built-in hub of the present invention,
8 is a cross-sectional view of a planetary gear set in the hub-mounted multi-stage transmission of the present invention;
9 is a cross-sectional view of the output clutch in the hub-mounted multi-stage transmission of the present invention;
10 is a perspective view showing a control unit in the hub-mounted multi-stage transmission of the present invention;
11 is an exploded perspective view of a control unit in a hub-mounted multi-stage transmission of the present invention;
12 is a perspective view showing a pawl in a hub-mounted multi-stage transmission of the present invention;
13 is a right side view showing control of a pole according to rotation of a pole control member in the hub-mounted multi-stage transmission of the present invention;
14 is a diagram showing a forced transmission means in the hub-integrated multistage transmission of the present invention;
15 is an exploded perspective view showing a main portion of a control unit in the hub-embedded multi-stage transmission of the present invention;
FIG. 16 is a view showing occurrence of phase angle differences between the pole control member and the angle control member in the hub-mounted multi-stage transmission of the present invention; FIG.
17 is a diagram illustrating a forced shift function from two gears to three gears in the hub-mounted multi-stage transmission of the present invention;
FIG. 18 is a diagram illustrating a force shift function from four gears to three gears in the hub-mounted multi-stage transmission of the present invention; FIG.
19 is a diagram illustrating a forced transmission function from three gears to two gears in the hub-mounted multi-stage transmission of the present invention;
20 is a diagram illustrating a forced shift function from two gears to one gear in the hub-mounted multi-stage transmission of the present invention.

1 is a perspective view showing a hub-integrated multistage transmission of the present invention, Figure 2 is a front view showing a hub-integrated multistage transmission of the present invention, Figure 3 is a front sectional view showing a hub-integrated multistage transmission of the present invention.

And, Figure 4 is an exploded perspective view of the hub shell separated in the multi-stage gearbox of the present invention, Figure 5 is an exploded perspective view of the sprocket separated in the hub-type multi-stage transmission of the present invention, Figure 6 is a hub of the present invention An exploded perspective view of a high speed planetary gear set separated in a built-in multi-stage transmission.

In addition, Figure 7 is an exploded perspective view of a pole separated in the multi-stage gearbox of the present invention, Figure 8 is a cross-sectional view of the planetary gear set in the hub-type multi-stage transmission of the present invention, Figure 8 (a) is a low speed planetary The gear set 410, FIG. 8B shows the medium speed planetary gear set 420, and FIG. 8C shows the high speed planetary gear set 430, respectively.

And, Figure 9 is a cross-sectional view of the output clutch in the hub-integrated multi-stage transmission of the present invention, Figure 9 (a) shows the first output clutch 440, Figure 9 (b) is the second output clutch 450 ).

Next, FIG. 10 is a perspective view showing a control unit in the hub-mounted multi-stage transmission of the present invention, FIG. 11 is an exploded perspective view of the control unit in the hub-mounted multi-stage transmission of the present invention, and FIG. 12 is a hub-integrated multistage transmission of the present invention. It is a perspective view which shows a pole in the figure.

FIG. 13 is a right side view showing the control of the pole according to the rotation of the pole control member in the hub-integrated multistage transmission of the present invention, in which FIG. 13 (a) is one stage and FIG. 13 (b) is two. 13 (c) shows three stages, and FIG. 13 (d) shows four stages, respectively.

14 is a diagram showing a forced transmission means in the hub-integrated multistage transmission of the present invention, and FIG. 14A is a diagram showing one-way inclined grooves 413a of the medium and low speed carrier 413. 14 (b) is a right side view thereof.

Next, Figure 15 is an exploded perspective view showing the main portion of the control unit in the hub-integrated multi-stage transmission of the present invention, Figure 16 is a phase angle difference between the pole control member and the angle control member in the hub-integrated multistage transmission of the present invention. Is a diagram illustrating.

The hub-integrated multi-stage transmission of the present invention implements a multi-shift with a large speed ratio with a compact built-in transmission using a plurality of planetary gear sets and one-way clutches, and has a force shifting function of a pole to greatly improve shifting accuracy. It is the technical basic characteristic.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As illustrated in FIGS. 1 to 20, the hub-embedded multi-stage transmission of the present invention has a shaft 100 fixed to a vehicle body and a sprocket 200 which is rotatably positioned on an outer circumference of the shaft 100 to receive rotational force. And hub shell 300 for outputting a rotational force; Including a planetary gear set consisting of a sun gear, a planetary gear, a carrier, a ring gear and an output clutch composed of a one-way clutch provided inside the hub shell 300, the rotational force input to the sprocket 200 is shifted. A transmission unit 400 outputting the hub shell 300; And a control unit (500) for controlling the shift by selectively controlling the rotation of the sun gear by controlling a pawl provided on the shaft (100) according to an operation of the shift lever, the multi-step transmission comprising: The transmission unit 400 is provided with a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430; The carrier of the low speed planetary gear set 410 and the carrier of the medium speed planetary gear set 420 are integrally formed with the driver to rotate by receiving rotational force from the sprocket 200 to form a medium low speed carrier 413; The low speed planetary gear 412 of the low speed planetary gear set 410 and the medium speed planetary gear 422 of the medium speed planetary gear set 420 are located at a radially predetermined phase angle difference of the medium and low speed carrier 413. Match; The high speed carrier 433 of the high speed planetary gear set 430 is integrally formed with the medium speed ring gear 424 of the medium speed planetary gear set 420; A first output clutch 440 is provided between the high speed carrier 433 of the high speed planetary gear set 430 and the hub shell 300; A second output clutch 450 is provided between the high speed ring gear 434 of the high speed planetary gear set 430 and the hub shell 300.

First, the hub-embedded multi-stage transmission of the present invention is composed of a shaft 100, a sprocket 200, a hub shell 300, a transmission unit 400, and a control unit 500, as shown in FIGS. It is.

The shaft 100 is fixedly supported on both ends of a body of a scooter, a bicycle, a rickshaw, etc. (hereinafter, referred to as "traveling device") requiring a speed change by a fastening means such as a fixing nut.

At this time, the shaft 100 is formed with a different diameter according to the part, in particular, the plurality of pole seats 101, 102, 103 formed in the center outer peripheral surface of the shaft 100 concave with a predetermined phase difference The poles 501, 502, 503, which will be described later, are located in the pole seats 101, 102, 103, respectively.

In the present embodiment, three pole portions 101, 102 and 103 are formed with a predetermined phase angle difference as shown in FIG.

The shaft 100 is a skeleton of the present invention, and all components to be described below are rotatably or non-rotatably provided on the outer circumference of the shaft 100.

Next, the sprocket 200 is configured to receive a rotational force such as an attractive force or electric force from the traveling device to the hub-mounted multi-stage transmission of the present invention, and is provided to be rotatable on one side of the shaft 100.

Accordingly, the sprocket 200 receives a driving force from the outside through a power transmission means such as a chain, for example.

The hub shell 300 is located at the outermost portion of the shaft 100 and outputs a driven end force to the wheels of the traveling device.

The hub shell 300 is formed in a substantially cylindrical shape, a plurality of holes 301 for connecting the flesh of the wheel can be formed on the outer circumference, the left side in the drawing is closed while the right side in the drawing is open It can be assembled by inserting various components therein through the open area.

On the closed left side of the hub shell 300 is provided a cone nut 902 and a bearing 904 coupled to the shaft 100, the hub shell 300 is rotatably supported independently from the shaft 100 do.

Next, the transmission unit 400 is positioned in the hub shell 300 and shifts the rotation input through the sprocket 200 in multiple stages, and then outputs the plurality of planetary gears through the hub shell 300. An output clutch consisting of a set and a one-way clutch.

In this embodiment, three planetary gear sets, that is, a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430 are provided, and two output clutches, that is, a first output clutch, are provided. An example in which 440 and a second output clutch 450 are provided to output four speed ratios will be described below.

That is, the transmission unit 400 includes a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430, and the low speed planetary gear set 410 or the sprocket 200. The rotational force transmitted to the medium speed planetary gear set 420 is shifted and transmitted to the high speed planetary gear set 430, and the second speed is shifted once again from the high speed planetary gear set 430 to output the first output clutch 440 or the second output. It is possible to output to the hub shell 300 through the clutch 450.

Therefore, in the present embodiment, a substantial shift is made by the planetary gear sets 410, 420, 430 of the shifting unit 400, and the rotational force shifted through the output clutches 440, 450 is a hub shell. It is output to 300.

Each of the planetary gear sets includes a ring gear, a carrier, a planetary gear, and a sun gear, wherein the planetary gear is rotatably supported by the carrier and revolves as the carrier rotates, and is located outside the carrier. The gear is engaged with the gear and at the same time with the sun gear located inside the carrier.

Accordingly, each planetary gear set receives the rotational force through the carrier and outputs the rotational force through the planetary gear through the ring gear, thereby accelerating.

Accordingly, the low speed planetary gear set 410 includes a low speed sun gear 411 and a low speed planetary gear 412 as shown in FIGS. 7 and 8 (a), and the low speed carrier includes a medium speed carrier and a driver to be described later. It is provided with a medium and low speed carrier 413 integrally with the low speed ring gear is not provided separately.

The medium speed planetary gear set 420 includes a medium speed sun gear 421, a medium speed planetary gear 422, and a medium speed ring gear 424, as shown in FIGS. 7 and 8 (b), and the medium speed carrier includes the medium speed carrier. The low speed carrier and the sprocket 200 are provided as a medium to low speed carrier 413 integrally with the fixed driver.

That is, the low speed planetary gear set 410 and the medium speed planetary gear set 420 share one medium and low speed carrier 413, and in particular, the low speed planetary gear 412 and the medium speed planetary gear 422. ) Is positioned at a radially predetermined phase angle difference of the medium and low speed carrier 413 to be in a state of being engaged with each other to always rotate in the opposite direction.

At this time, the medium and low speed carrier 413 is located on the right side of the open view of the hub shell 300, the cone nut 901 and the bearing 903 is coupled to the shaft 100, the medium and low speed carrier ( 413 is rotatably supported from the shaft 100.

In addition, the hub shell 300 and the medium-low speed carrier 413 are rotatably provided by a bearing 905 located therebetween, and by the dust cover 310 shown in FIG. Prevent foreign matter from entering.

The bearings 903, 904, and 905 described above illustrate ball bearings, but are not limited to the types of sliding bearings and the like.

In addition, the high speed planetary gear set 430 includes a high speed sun gear 431, a high speed planetary gear 432, a high speed carrier 433, and a high speed ring gear 434 as shown in FIGS. 6 and 8 (c). In this case, the high speed carrier 433 is integrally formed with the medium speed ring gear 424 of the medium speed planetary gear set 420.

In the present invention, the low speed sun gear 411, the medium speed sun gear 421, and the high speed sun gear 431 have a low speed pole 501, a medium speed pole 502, and a high speed pole 503 in the inner gear formed on the inner circumferential surface thereof. When the poles 501, 502, 503 are engaged with the internal gears of the corresponding sun gears 411, 421, 431, the rotation of the corresponding sun gears 411, 421, 431. This is optionally limited.

In this case, the control of setting up or laying down the low speed pole 501, the medium speed pole 502, and the high speed pole 503 will be described in detail later in the description of the controller 500.

Therefore, according to the present invention, the gear ratios of the planetary gear sets 410, 420, and 430 are changed according to whether the sun gears 411, 421, and 431 are rotatable. .

In particular, as described above, the low speed planetary gear set 410 and the medium speed planetary gear set 420 share the medium and low speed carrier 413, and the low speed planetary gear 412 and the medium speed planetary gear 422 are engaged with each other. Since the medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430, the rotational force transmitted to the transmission part 400 may be a low speed planetary gear set 410 or a medium speed planetary gear. After being transmitted from the set 420 to the high speed planetary gear set 430, the gear is shifted twice and then output through the hub shell 300.

In addition, an output clutch 440 or 450 formed of a one-way clutch is provided in the shifting unit 400 so that a rotation speed of a component located inside the output clutch 440 or 450 is located outside. When faster than the rotational speed of the component to transmit the rotational force of the component located on the inside to the component located on the outside.

On the other hand, when the rotational speed of the components located inside of the output clutches 440 and 450 is slower than the rotational speed of the components located outside, the overrunning components It will not be able to transmit the torque to the components located outside.

In this embodiment, two output clutches 440 and 450 are provided, which are provided with the first output clutch 440 and the second output clutch 450.

That is, the first output clutch 440 is provided between the outer circumferential surface of the high speed carrier 433 of the high speed planetary gear set 430 and the inner circumferential surface of the hub shell 300 as shown in FIGS. 6 and 9 (a). 9, a second output clutch 450 is provided between the outer circumferential surface of the high speed ring gear 434 of the high speed planetary gear set 430 and the inner circumferential surface of the hub shell 300.

Accordingly, the finally shifted rotational force is output to the hub shell 300 only through the first output clutch 440 or the second output clutch 450.

Finally, as shown in FIGS. 11 and 13, the control unit 500 controlling the shift of the transmission unit 400 includes three poles, that is, the low speed pole 501, the medium speed pole 502, and the high speed pole ( 503 are positioned in the pole portions 101, 102, 103 of the shaft 100, respectively, and these poles 501, 502, 503 are elastically erected by ring springs, not shown. Positioned to lose.

That is, in the present invention, the control part 500 has one or more poles 501, 502, 503 as the pole control member 530 controlling the poles 501, 502, 503 rotates. ) To control the shifting by selectively setting or laying down on the inner gears of the corresponding sun gears 411, 421 and 431.

At this time, each of the poles 501, 502, and 503 is formed to protrude at different intervals from the control part 501a, 502a, 503a and the locking parts 501b, 502b, 503b as shown in FIG. First, the control pole 501a is formed at the right end of the figure in the low-speed pawl 501, and the locking portion 501b is formed again from the control pole 501a.

The medium speed pawl 502 has a larger spacing between the control section 502a and the locking section 502b than the low speed pawl 501, and the high speed pawl 503 has a control section 503a. The spacing between the locking portions 503b is much wider than that of the medium speed pawl 502.

That is, the low speed pawl 501 has the narrowest distance between the control part 501a and the locking part 501b, whereas the high speed pawl 503 has the smallest gap between the control part 503a and the locking part 503b. It is widely formed.

Accordingly, the pole control member 530 is positioned outside the control portions 501a, 502a, 503a formed on the respective poles 501, 502, 503, and the locking portions 501b, 502b. Outside the frame 503b, the sun gears 411, 421 and 431 are positioned.

That is, grooves 531, 532, 533a, 533b are formed on the inner circumferential surface of the pole control member 530, and the low speed pawl 501 and the medium speed pawl according to the rotation of the pole control member 530. 502, and at least one of the high speed poles 503 exits the grooves 531, 532, 533a and 533b.

At this time, the pole control member 530 is formed with one groove portion 531, 532 corresponding to the low-speed pole 501 and the medium speed pole 502, as shown in Figure 13, while the high-speed pole Corresponding to 503, two groove portions 533a and 533b are formed.

Accordingly, the control portions 501a, 502a, 503a of the poles 501, 502, 503 that are to be elastically erected according to the rotation angle of the pole control member 530 are grooves 531, 532. When positioned at 533a and 533b, the engaging portions 501b, 502b and 503b of the pawls 501, 502 and 503 are raised so that the corresponding sun gears 411, 421 and 431 The rotation of the sun gears 411, 421 and 431 by limiting the inner gear formed on the inner peripheral surface.

In this case, as shown in FIG. 13, two grooves 533a and 533b are formed with a predetermined angle difference so that the high speed pawl 503 is engaged or released every 16 degrees of rotation as shown in FIG. 13. The grooves 531 and 532 are formed so that the low-speed pawl 501 is released and the medium-speed pawl 502 is engaged after the rotation by 32 degrees from the initial angle.

That is, in the initial state, that is, in the first stage, the low-speed pawl 501 exits into the groove portion 531 of the pawl control member 530 as shown in FIG. 13A, and the pawl control member 530 is moved from the initial position. When rotating 16 degrees clockwise, that is, in the second stage, as shown in FIG. 13 (b), the low speed pole 501 and the high speed pole 503 are respectively moved to the grooves 531 and 533a of the pole control member 530. Will come out.

Thereafter, when the pole control member 530 rotates further 16 degrees in the counterclockwise direction, that is, in the third stage, only the medium speed pawl 502 as shown in (c) of FIG. 13 is the groove portion 532 of the pole control member 530. When the pole control member 530 rotates 16 degrees further in the counterclockwise direction, that is, in the fourth stage, the medium speed pole 502 and the high speed pole 503 are respectively as shown in FIG. Out of the grooves 532 and 533b of the pole control member 530.

Next, how the shift lever operation of the user is transmitted to the above-described pole control member 530 will be described below.

In the present invention, the control unit 500 is a cable connecting member which is connected to the cable drawn out in accordance with the operation of the shift lever as shown in Figure 10 and 11 rotatably supported on the outer peripheral surface of the shaft ( 510; An intermediate connecting member 512 fitted to the inner circumferential surface of the cable connecting member 510; An angle control member 520 fitted to the intermediate connecting member 512 and integrally controlled to rotate; The pole control member 530 is connected to the angle control member 520 and controls the low speed pole 501, the medium speed pole 502, and the high speed pole 503 according to rotation.

At this time, the cable connecting member 510 is connected to the outer periphery of the cable not shown according to the operation of the shift lever, the cable connecting member 510 is rotated when the shift lever is operated.

Accordingly, when the cable connecting member 510 is viewed from the right side, it rotates counterclockwise during the acceleration operation of the shift lever, and rotates clockwise during the deceleration operation.

In addition, an intermediate connecting member 512 is positioned on an inner circumferential surface of the cable connecting member 510, and an inner circumferential surface of the cable connecting member 510 and an outer circumferential surface of the intermediate connecting member 512 are engaged with each other to form the shaft 100. It rotates integrally on the outer circumferential surface of).

Next, as shown in FIG. 11, two projections 521 protrude from the right side surface of the angle control member 520 to fit into the assembly groove 512a formed on the inner circumferential surface of the intermediate connecting member 512. The member 512 and the angle control member 520 rotate integrally.

In addition, the pole control member 530 is connected to the left side of the angle control member 520 in the drawing, the pole control member 530 is rotated together in accordance with the rotation of the angle control member 520, One or more of the low speed pole 501, the medium speed pole 502, and the high speed pole 503 may be selectively raised.

At this time, as shown in FIGS. 15 and 16, a coil spring 501 is connected between the cone nut 901 rotatably assembled to the shaft 100 and the angle control member 520; In the coupling groove 522 of the angle control member 520, the blade 534 of the pole control member 530 is positioned with a predetermined clearance, and both sides of the wing 534 are provided in the angle control member 520. Both ends of the supported pin spring 502 may be elastically supported to be located at the center of the coupling groove 522.

That is, the cone nut 901 is for supporting the above-described medium-low speed carrier 413 on the shaft 100 via the bearing 903, and the assembly hole 901b is provided on the left side of the cone nut 901 in the drawing. ) Is formed and the assembling hole 523 is formed on the right side surface of the angle control member 520, and both ends of the coil spring 501 are inserted into and fixed to the two assembling holes 901b and 523.

Accordingly, the angle control member 520 is always subjected to a force to rotate in one direction, rotated in the opposite direction according to the operation of the shift lever, and returned to the initial angle by the restoring force of the coil spring 501. .

Accordingly, while the angle control member 520 rotates counterclockwise by the user's operating force during the acceleration operation of the shift lever, the angle control member 520 rotates clockwise by the restoring force of the coil spring 501 during the deceleration operation.

At this time, the guide groove 901a is formed at a predetermined angle on the inner circumferential surface of the cone nut 901 so that the projection 521 of the angle control member 520 penetrates the guide groove 901a. The maximum rotation angle of the angle control member 520 can be limited.

In addition, two coupling grooves 522 are formed on the outer circumferential surface of the angle control member 520 so as to face each other, and the blade 534 of the pole control member 530 is positioned in the coupling groove 522. .

At this time, the width of the blade 534 is formed to be somewhat narrower than the width of the coupling groove 522, a predetermined play is formed.

However, the angle control member 520 is provided with two pin springs 502 having a substantially W-shape supported by the support protrusion 524, both ends of the blade 534 protruding through the coupling groove 522. Will be elastically supported as shown in FIG.

16 is a view showing the occurrence of the phase angle difference between the pole control member and the angle control member in the hub-embedded multi-stage transmission of the present invention. FIG. Figure 16 (b) is a view showing a state in which the shift has been made, Figure 16 (c) is a state in which the pole is strongly engaged with the sun gear during the shift, the shift is not made. It is a figure which shows.

Accordingly, the blade 534 of the pole control member 530 is elastically supported to be positioned in the center of the coupling groove 522 of the angle control member 520, as shown in Figure 16 (b), the pole control member In a state in which no external force is applied to the 530, the pole control member 530 may always rotate together with the angle control member 520.

However, when the pole is strongly engaged with the sun gear in the load driving state, the pawl does not lie down in the pole seat of the shaft 100, and thus the shift is not smoothly performed as shown in FIG. 16 (a) or (c). It may occur.

In this phenomenon, the angle control member 520 rotates according to the operation of the shift lever, but the pole control member 530 does not rotate together with the angle control member 520 despite the elastic force of the pin spring 502. In this case, a phase angle difference occurs between the angle control member 520 and the pole control member 530.

In contrast, in the present invention, it is most preferable that the forced transmission means 540 is further provided as shown in FIG.

That is, in the present invention, the control unit 500 includes: rollers 541a, 541b and 541c supported by the angle control member 520 so as to be movable in a radial direction; A forced shifting means 540 is provided, which includes a one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413, and a phase angle difference occurs between the angle control member 520 and the pole control member 530. As the rollers 541a, 541b and 541c are forced to move inwardly from the one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413 which is rotated on the outer circumference thereof, the medium speed pawl 502 Alternatively, it is preferable to have a forced shift function for forcing the high speed pole 503 to lie down.

That is, the angle control member 520 is provided with two rollers 541a and 541b for forcibly laying down the high speed pawl 503 and one roller 541c for forcing and laying down the medium speed pawl 502. have.

This is because, in the embodiment of the present invention, the high speed pawl 503 is made up or down twice while the medium speed pawl 502 is made one time.

The rollers 541a, 541b and 541c are supported by the angle control member 520 and are provided to be movable in the radial direction, i.e., the inner side toward the center of the shaft 100 and the outer side in the opposite direction. The high speed pawl 503 or the middle speed pawl 502 is located, and outwardly adjacent to the one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413.

Accordingly, when the high speed pawl 503 is strongly engaged with the internal gear of the high speed sun gear 431 or the medium speed pawl 502 is strongly engaged with the internal gear of the medium speed sun gear 421 during shifting, the high pole 503 is in contact with the pole. The rollers 541a, 541b and 541c protruding outwardly are in contact with the one-way inclined grooves 413a of the medium and low speed carriers 413 and are forced to move inwards.

The operations of the forced shift described above are explained in the case of the acceleration gear shifting from the second gear to the third gear, and the gear shifting from the first gear to the third gear, the third gear to the second gear, and the second gear to the first gear. same.

-Acceleration shifting from 2 gears to 3 gears

FIG. 17 is a diagram illustrating a forced shift function from two gears to three gears in the hub-mounted multi-stage transmission of the present invention. FIG. 17A shows a two-stage state, and FIG. 17B shows three gears. Although the angle control member 520 rotates counterclockwise during the acceleration shift to the high speed gear, the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431. FIG. 17C shows a state in which the pawl control member 530 is rotated counterclockwise by the forced transmission means 540 and the shift is completed in three steps.

In the second stage, the angle control member 520 is rotated 16 degrees counterclockwise from the initial angle by the operation of the shift lever.

At this time, the high speed pawl 503 is located between the rollers 541a and 541b of the angle control member 520 as shown in FIG.

Thereafter, the angle control member 520 was further rotated 16 degrees in the counterclockwise direction by operating the shift lever to accelerate the gear to the third stage. However, the high speed pole 503 meshes strongly with the internal gear of the high speed sun gear 431. As shown in FIG. 17B, the pole control member 530 does not rotate together with the angle control member 520.

As a result, a phase angle difference occurs between the angle control member 520 and the pole control member 530 as shown in FIG. 16C, and the high speed pole 503 is the angle control member 520. It is located inside the roller 541b.

Accordingly, the roller 541b protrudes outward on the angle control member 520, and the roller 541b protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 17C. The one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.

As a result, the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502. By being able to rotate the same, the shift can be made as shown in FIG.

-When decelerating from 4 gear to 3 gear

FIG. 18 is a diagram illustrating a forced transmission function from four gears to three gears in the hub-mounted multi-stage transmission of the present invention. FIG. 18A shows a four-speed state, and FIG. 18B shows three gears. Although the angle control member 520 rotates in the clockwise direction at the time of deceleration to the high speed, the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the inner gear of the high speed sun gear 431. FIG. 18C shows a state in which the pawl control member 530 is rotated clockwise by the forced transmission means 540 to complete the three-speed shift.

In the fourth stage, the angle control member 520 is rotated 48 degrees counterclockwise from the initial angle by operating the shift lever.

At this time, the high speed pawl 503 is located on the clockwise side than the right roller 541b on the drawing of the angle control member 520 as shown in FIG.

Thereafter, the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to three speeds, but the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431. As shown in (b) of FIG. 18, the pole control member 530 does not rotate together with the angle control member 520.

As a result, a phase angle difference occurs between the angle control member 520 and the pole control member 530 as shown in FIG. 16A, and the high speed pole 503 is the angle control member 520. It is located inside the roller 541b.

Accordingly, the roller 541b protrudes outward on the angle control member 520, and the roller 541b protruded as described above is a medium low speed that rotates clockwise from the outside as shown in FIG. 18C. The one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.

As a result, the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502. By being able to rotate the same, the shift can be made as shown in FIG.

-When decelerating from 3 gear to 2 gear

FIG. 19 is a diagram illustrating a forced shift function from three gears to two gears in the hub-mounted multi-stage transmission of the present invention, and FIG. 19 (a) shows a three-stage state, and FIG. 19 (b) shows two gears. Although the angle control member 520 rotates in the clockwise direction when decelerating to the gearbox, the pole control member 530 does not rotate because the medium speed pawl 502 is strongly engaged with the internal gear of the medium speed sun gear 421. 19C shows a state in which the pawl control member 530 is rotated in the clockwise direction by the forced transmission means 540 to complete the speed change in two stages.

In the third stage, the angle control member 520 is rotated 32 degrees counterclockwise from the initial angle by operating the shift lever.

At this time, the intermediate speed pawl 502 is located on the clockwise side than the roller 541c of the angle control member 520 as shown in FIG.

Thereafter, the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to the second stage, but the middle pawl 502 is strongly engaged with the internal gear of the medium speed sun gear 421. As shown in (b) of FIG. 19, the pole control member 530 does not rotate together with the angle control member 520.

As a result, a phase angle difference occurs between the angle control member 520 and the pole control member 530 as shown in FIG. 16A, and the intermediate speed pole 502 is the angle control member 520. It is located inside the roller 541c.

Accordingly, the roller 541c protrudes outward on the angle control member 520, and the roller 541c protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 19C. The one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.

As a result, the standing medium speed pole 502 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502. By being able to rotate the same, the shift can be made as shown in FIG.

-When decelerating from 2nd gear to 1st gear

20 is a diagram illustrating a forced transmission function from two gears to one gear in the hub-mounted multi-stage transmission of the present invention. FIG. 20 (a) shows a two-stage state, and FIG. 20 (b) shows one gear. Although the angle control member 520 rotates in the clockwise direction at the time of deceleration to the high speed, the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the inner gear of the high speed sun gear 431. FIG. 20C shows a state in which the pawl control member 530 is rotated clockwise by the forced transmission means 540 and the shift is completed in two stages.

In the second stage, the angle control member 520 is rotated 16 degrees counterclockwise from the initial angle by the operation of the shift lever.

At this time, the high speed pawl 503 is located on the clockwise side than the left roller 541a in the drawing of the angle control member 520 as shown in FIG. 20 (a).

Thereafter, the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to the first stage, but the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431. As shown in (b) of FIG. 20, the pole control member 530 does not rotate together with the angle control member 520.

As a result, a phase angle difference occurs between the angle control member 520 and the pole control member 530 as shown in FIG. 16A, and the high speed pole 503 is the angle control member 520. It is located inside the roller 541a.

Accordingly, the roller 541a protrudes outward on the angle control member 520, and the roller 541a protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 20C. The one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.

As a result, the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502. By being able to rotate the same, the shift can be made as shown in FIG.

As described above, the forced transmission means 540 of the present invention, the roller 541a, 541b, 541c is moved to the inner side of the shaft 100, the high-speed pawl 503 or the middle pawl 502 is not lying down. It has a force shift function to force the shift into the pole seat 103 (102).

According to the control angle of the pole control member 530 described above, the control states of the low speed pole 501, the medium speed pole 502, and the high speed pole 503 are shown in FIG. 13.

Table 1 below also shows whether the output clutches 440 and 450 transmit the rotational force depending on whether the pawls 501, 502 and 503 are operated.

singular Low speed pole Medium speed pole High speed pole 1st output clutch 2nd output clutch One O X X O X 2 O X O X O 3 X O X O X 4 X O O X O

Hereinafter, the operation of the hub-integrated multi-stage transmission of the present invention will be described in detail with reference to the first speed from the lowest speed to the fourth speed.

- Stage 1

The first stage is an initial state in which the shift lever is not operated, and the low speed sun gear 411 is set up such that only the low speed pole 501 is located in the groove 531 of the pole control member 530 as shown in FIG. ) Is constrained.

In this state, when the driving force is transmitted through the sprocket 210, the medium-low speed carrier 413 is rotated.

Accordingly, the low speed planetary gear 412 of the low speed planetary gear set 410 supported by the medium and low speed carrier 413 meshes with the fixed low speed sun gear 411 to rotate, and the low speed planetary gear 412 is rotated. The medium speed planetary gear 422 of the medium speed planetary gear set 420 meshed with each other rotates in the opposite direction.

At this time, since the medium speed sun gear 421 is not restrained, the idle rotation is performed, so that the medium speed planetary gear 422 rotates at the same time as the rotation and the low speed rotational force is transmitted to the medium speed ring gear 424.

The medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is not constrained, the high speed planetary gear 432 is also used. By the idle rotation, the rotational force of the high speed carrier 433 is not transmitted to the second output clutch 450 and is output to the hub shell 300 through the first output clutch 440.

In summary, in the first stage, as the low speed pole 501 restrains the low speed sun gear 411, the sprocket 210 → the medium low speed carrier 413 → the low speed planetary gear 412 → the medium speed planetary gear 422 → the medium speed The rotational force is transmitted to the ring gear 424 → the high speed carrier 433 → the first output clutch 440 → the hub shell 300 to output the lowest speed.

- 2nd stage

The second stage rotates 16 degrees counterclockwise from the initial position when the shift lever is viewed from the right side of the drawing so that the low speed pole 501 and the high speed pole 503 are the pole control member 530 as shown in FIG. The low speed sun gear 411 and the high speed sun gear 431 are restrained in a state where they are erected to be positioned in the grooves 531 and 533a of the groove.

In this state, when the driving force is transmitted through the sprocket 210, the medium-low speed carrier 413 is rotated.

Accordingly, the low speed planetary gear 412 of the low speed planetary gear set 410 supported by the medium and low speed carrier 413 meshes with the fixed low speed sun gear 411 to rotate, and the low speed planetary gear 412 is rotated. The medium speed planetary gear 422 of the medium speed planetary gear set 420 meshed with is rotated in association with each other.

At this time, since the medium speed sun gear 421 is not restrained, the idle rotation is performed, so that the medium speed planetary gear 422 rotates at the same time as the rotation and the low speed rotational force is transmitted to the medium speed ring gear 424.

The medium speed ring gear 424 is integrated with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is constrained, the high speed carrier 433. The high speed planetary gear 432 and the high speed ring gear 434 is rotated by the rotational force of, and thus is output to the hub shell 300 through the second output clutch 450.

In this case, since the rotation speed transmitted from the first output clutch 440 to the hub shell 300 is lower than the rotation speed transmitted from the second output clutch 450 to the hub shell 300, the first output clutch ( 440 may not transmit the rotational force to the hub shell (300).

In summary, in the second stage, as the low speed pole 501 and the high speed pole 503 restrain the low speed sun gear 411 and the high speed sun gear 431, respectively, the sprocket 210 → the medium low speed carrier 413 → the low speed. Planetary gear 412 → Medium speed planetary gear 422 → Medium speed ring gear 424 → High speed carrier 433 → High speed planetary gear 432 → High speed ring gear 434 → Second output clutch 450 → Hub shell Rotational force is transmitted to 300 to output at a low speed.

- Level 3

In the third stage, the shift lever is rotated 16 degrees counterclockwise as seen from the right side of the drawing and rotated 32 degrees from the initial position. As shown in (c) of FIG. 13, only the medium speed pawl 502 has a pole control member ( The medium speed sun gear 421 is restrained while being erected to be positioned in the groove 532 of the 530.

In this state, when the driving force is transmitted through the sprocket 210, the medium-low speed carrier 413 is rotated.

Accordingly, the medium-speed planetary gear 422 of the medium-speed planetary gear set 420 supported by the medium-low speed carrier 413 is engaged with the fixed medium-speed sun gear 421 to rotate, and the medium-speed planetary gear 422 The low speed planetary gear 412 of the low speed planetary gear set 410 meshed with is rotated in conjunction with each other.

At this time, since the low speed sun gear 411 is not restrained, the idle rotation rotates, and the medium speed planetary gear 422 rotates at the same time as the rotation, so that the high speed rotational force is transmitted to the medium speed ring gear 424.

The medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is not constrained, the high speed planetary gear 432 is also used. As the idle rotation occurs, the rotational force of the high speed carrier 433 is not transmitted to the second output clutch 450 and is output to the hub shell 300 through the first output clutch 440.

In summary, in the third stage, as the medium speed pole 502 restrains the medium speed sun gear 421, the sprocket 210 → the medium and low speed carrier 413 → the medium speed planetary gear 422 → the medium speed ring gear 424 → the high speed. The rotational force is transmitted to the carrier 433 → the first output clutch 440 → the hub shell 300 to output the high speed.

- Four Stage

In the fourth stage, the shift lever is rotated 16 degrees counterclockwise when viewed from the right side of the drawing, and rotated 48 degrees from the initial position. As shown in FIG. 13D, the intermediate speed pole 502 and the high speed pole 503 The medium speed sun gear 421 and the high speed sun gear 431 are restrained while being erected to be located in the grooves 532 and 533b of the pole control member 530.

In this state, when the driving force is transmitted through the sprocket 210, the medium-low speed carrier 413 is rotated.

Accordingly, the medium-speed planetary gear 422 of the medium-speed planetary gear set 420 supported by the medium-low speed carrier 413 is engaged with the fixed medium-speed sun gear 421 to rotate, and the medium-speed planetary gear 422 The low speed planetary gear 412 of the low speed planetary gear set 410 meshed with is rotated in conjunction with each other.

At this time, since the low speed sun gear 411 is not constrained to idle rotation, the medium speed planetary gear 422 rotates at the same time as the rotation and the rotational force is transmitted to the medium speed ring gear 424.

The medium speed ring gear 424 is integrated with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is constrained, the high speed carrier 433. The high speed planetary gear 432 and the high speed ring gear 434 is rotated by the rotational force of, and thus is output to the hub shell 300 through the second output clutch 450.

In this case, since the rotation speed transmitted from the first output clutch 440 to the hub shell 300 is lower than the rotation speed transmitted from the second output clutch 450 to the hub shell 300, the first output clutch ( 440 may not transmit the rotational force to the hub shell (300).

In summary, in the fourth stage, as the medium speed pole 502 and the high speed pole 503 restrain the medium speed sun gear 421 and the high speed sun gear 431, respectively, the sprocket 210 → the medium and low speed carrier 413 → the medium speed. Planetary gear (422) → medium speed ring gear (424) → high speed carrier (433) → high speed planetary gear (432) → high speed ring gear (434) → second output clutch (450) → hub shell (300) The output is at maximum speed.

Therefore, the multi-stage gearbox of the present invention can implement a multistage transmission at a higher speed ratio by using three planetary gear sets 410, 420, 430 and two output clutches 440, 450. Therefore, it is the invention having the greatest advantage of improving the merchandise of the product, and controlling the pole control member 530 according to the operation of the shift lever to change the transmission path of the rotational force to obtain various transmission ratios of up to four times.

In particular, by having the force shift function by the force shifting means 540, by forcibly laying down the pawls 502 and 503 during the shift operation, the shift is smoothly made and the shift accuracy can be greatly improved.

The above embodiment is an example for explaining the technical idea of the present invention in detail, and the scope of the present invention is not limited to the above drawings or embodiments.

100: Shaft 101, 102, 103: Pole seat
200: Sprocket 300: Hub shell
301: hole 310: dust cover
400: transmission portion 410: low speed planetary gear set
411: low speed sun gear 412: low speed planetary gear
413: medium and low speed carrier 420: medium speed planetary gear set
421: medium speed sun gear 422: medium speed planetary gear
424: medium speed ring gear 430: high speed planetary gear set
431 high speed sun gear 432 high speed planetary gear
433: high speed carrier 434: high speed ring gear
440: first output clutch 450: second output clutch
500 control unit 510 cable connection member
512: intermediate connecting member 520: angle control member
521: protrusion 522: coupling groove
523: assembly worker 530: pole control member
531, 532, 533a, 533b: groove portion 540: forced transmission means
541a, 541b, 541c: Rollers 901, 902: Cone Nuts
903, 904, 905: Bearing

Claims (6)

A shaft 100 fixed to the vehicle body, a sprocket 200 that is rotatably positioned on an outer circumference of the shaft 100 and receives a rotational force, and a hub shell 300 that outputs the rotational force;
Including a planetary gear set consisting of a sun gear, a planetary gear, a carrier, a ring gear and an output clutch composed of a one-way clutch provided inside the hub shell 300, the rotational force input to the sprocket 200 is shifted. A transmission unit 400 outputting the hub shell 300;
And a control unit (500) for controlling the shift by selectively controlling the rotation of the sun gear by controlling a pawl provided on the shaft (100) according to an operation of the shift lever, the multi-step transmission comprising:
The transmission unit 400 is provided with a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430;
The carrier of the low speed planetary gear set 410 and the carrier of the medium speed planetary gear set 420 are integrally formed with the driver to rotate by receiving rotational force from the sprocket 200 to form a medium low speed carrier 413;
The low speed planetary gear 412 of the low speed planetary gear set 410 and the medium speed planetary gear 422 of the medium speed planetary gear set 420 are located at a radially predetermined phase angle difference of the medium and low speed carrier 413. Match;
The high speed carrier 433 of the high speed planetary gear set 430 is integrally formed with the medium speed ring gear 424 of the medium speed planetary gear set 420;
A first output clutch 440 is provided between the high speed carrier 433 of the high speed planetary gear set 430 and the hub shell 300;
And a second output clutch (450) between the high speed ring gear (434) of the high speed planetary gear set (430) and the hub shell (300).
The low speed pole 501, the medium speed pawl 502, and the high speed pawl 503 are located in the pole seats 101, 102, 103, respectively, and the ring spring is disposed in the shaft 100. Hub built-in multi-stage transmission characterized in that it is provided to stand by.
The method of claim 2, wherein the control unit 500
A cable connection member 510 connected to a cable drawn out according to an operation of the shift lever and rotatably supported on an outer circumferential surface of the shaft 100;
An intermediate connecting member 512 fitted to the inner circumferential surface of the cable connecting member 510;
An angle control member 520 fitted to the intermediate connecting member 512 and integrally controlled to rotate;
Connected to the angle control member 520 hub built-in multi-stage, characterized in that consisting of a pole control member 530 to control the low speed pole 501, the medium speed pole 502, the high speed pole 503 in accordance with the rotation. Transmission.
The low speed sun gear 411 of the low speed planetary gear set 410 is selectively limited in rotation by the low speed pole 501, and the medium speed sun gear of the medium speed planetary gear set 420 421 is rotationally limited by the medium speed pawl 502, the high speed sun gear 431 of the high speed planetary gear set 430 is selectively limited by the high speed pole 503;
Grooves 531, 532, 533 are formed on the inner circumferential surface of the pole control member 530, and the low speed pole 501, the medium speed pole 502, and the rotation of the pole control member 530. At least one of the high-speed poles (503) is a hub-integrated multi-stage transmission, characterized in that exit into the groove (531, 532, 533).
The coil spring (501) is connected between the cone nut (901) rotatably assembled to the shaft (100) and the angle control member (520). In the coupling groove 522 of the angle control member 520, the blade 534 of the pole control member 530 is positioned with a predetermined clearance, and both sides of the wing 534 are provided in the angle control member 520. The hub-embedded multi-stage transmission characterized in that the support is supported on both ends of the pin spring (502) is elastically supported to be located in the center of the coupling groove (522).
6. The control unit (500) according to claim 5, further comprising: rollers (541a) (541b) (541c) supported by the angle control member (520) so as to be movable in a radial direction; A forced shifting means 540 is provided, which includes a one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413, and a phase angle difference occurs between the angle control member 520 and the pole control member 530. As the rollers 541a, 541b and 541c are forced to move inwardly from the one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413 which is rotated on the outer circumference thereof, the medium speed pawl 502 Or a hub-integrated multi-stage transmission characterized in that it has a forced shift function forcing the high-speed pole (503) lying down.

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