TWI414448B - Transmission for use in motor and pedal and transmission method thereof - Google Patents

Abstract

The present invention is to provide a transmission built in the wheel hub and the transmission method suitable for the power-driven bicycle or the machine-pedal type and general bicycle. According to the transmission and the transmission method of the present invention, the power of the motor or pedal is outputted through the transmission apparatus to the enclosure of the wheel hub of the wheel. The transmission apparatus is to use the output portion of the motor or the output portion of a deceleration as the input side of the transmission apparatus. At the other side of the input side of the transmission apparatus is constituted an unidirectional clutch capable of rotationally inputting the power of the main driving wheel towards one single direction. At the location of input side of the transmission apparatus, the transmission apparatus can be suitable to be used as the transportation vehicle of the planetary gear train. The transportation vehicle contains: a multi-segment planetary gears, which are combined by a deflector rod; a sun gear, which is engaged into each segment of planetary gears and capable of being selectively restricted by the axel by means of the external gear lever; the tooth ring, which is mutually engaged into the planetary gear and transmits the power after speed variation through the gear-shifting apparatus to the casing of wheel hull; the first-speed used deflector rod, which is combined to the transportation vehicle by means of the deflector rod, and will be mutually combined with the gear of the tooth ring under the situation in that the whole sun gears are restricted by the axel not by means of the external gear lever to transmit the power of the transportation vehicle to the tooth ring in the way of direct combination; and the gear-shifting control portion, which is to selectively make the sun gear restricted by the axel by means of operation of the external gear lever. The tooth ring and the casing of wheel hull are mutually linked up through the output deflector rod, so that when the casing of wheel hull carries out rotation in the speed faster than that of the tooth ring, the power can be made not to reversely input.

Description

Motor and step-on dual-speed transmission and shifting method

The present invention relates to a shifting machine built in a bicycle wheel hub and a shifting method. More specifically, it relates to a motor that can be applied to all types of electric bicycles, or pedal-type bicycles, and the like. Step-on dual-use transmission and shifting method.

A typical bicycle is a vehicle that is used to pedal the pedals by its own feet.

The aforementioned bicycle has been developed into an electric structure that can be driven by a motor instead of a human.

The electric bicycle can operate the acceleration device to adjust the rotational force of the motor, thereby controlling the speed of the bicycle from a low speed to a high speed. The method of driving by the acceleration device as described above is called a scooter type.

Further, the electric bicycle also has a pedal assist type or a PAS method that automatically senses and rotates the motor when the pedal is stepped on.

The hub type motor in which the motor is housed inside the hub has the same efficiency as a general motor, and the efficiency is drastically lowered when the swing speed is lowered, so that the driving ability of the electric bicycle or the pedal is deteriorated. Therefore, in order to improve the driving force at a low speed, a speed changer is required. This type of hub type motor in which the transmission and the motor are all housed in the hub has recently been developed.

Actually, in general, the above-described shifting machine performs shifting only for the input of the motor, and when the bicycle or the pedal is driven to apply a load to the shifting control unit during the operation of the bicycle, the speed change cannot be performed.

In the motor or pedal drive, if the input of the motor and the input of the pedal are input to one of the shifting machines and immediately converted into the desired shifting section, there is a problem that cannot be easily achieved.

The present invention has been made in view of the above problems, and an object thereof is to provide a transmission and a shifting method applicable to a hub-integrated type shifting machine of an electric bicycle or a pedal type and a general bicycle.

In order to achieve the above object, according to the present invention, a motor and a step-on dual-speed transmission are provided, wherein a power of a motor and a pedal is output to a hub casing via a shifting device, wherein the shifting device is provided with a carrier and is meshed on one side. To the motor, the other side is coupled to the driving wheel coupled to the pedal in a keyway fitting manner or only in a single direction; a ring gear is connected to the carrier for shifting and conducting For the hub shell; the 1st speed pole (pole) is installed in the carrier and directly coupled with the ring gear; the multi-segment planetary gear is installed in the carrier to increase the speed of the ring gear; the sun gear, It is meshed with a plurality of planetary gears and is selectively restrained by the shaft; and the shift control unit selectively restricts the sun gear to the shaft by an external shift lever.

Here, the motor and the carrier can be coupled to each other via a reduction planetary gear to have a reduction ratio.

Moreover, the ring gear and the hub shell are coupled by the output lever, and when the hub shell is rotated at a faster speed than the ring gear, the power is not reversely input.

Further, the shift control unit is preferably provided with a two-speed lever and a three-speed lever for selectively restraining the two-speed sun gear and the three-speed sun gear meshed inside the plurality of planetary gears. The lever control ring is mounted on the shaft adjacent to the 2-speed lever and the 3-speed lever, and can selectively control the 2-speed lever and the 3-speed lever in a selective press, and is elastic in a single direction. Connected to the shift lever; the slip ring is disposed on the side of the lever control ring such that the extension piece protruding from the other side of the lever control ring penetrates the inner clearance groove; and the forced return lever, It is mounted on the inner side of the driving wheel and extends toward the outer peripheral surface of the lever control ring and the sliding ring. On the outer surface of the lever control ring, a bolt groove for restraining the forced return lever is formed, and on the outer surface of the slip ring, a chute which is formed to prevent the forced return lever from sliding and idling is formed in front of the bolt groove. .

Further, preferably, the side of the sliding ring is inserted and fixed with an extension piece and is integrally formed to rotate integrally with the lever control ring, and is provided by the second return spring; at the inner side of the slewing ring The conduction ring that receives the turning force due to the shift lever is provided by the first return spring, and the conductive ring is such that the slewing ring and the slip ring can only rotate in a single direction to form the second arm.

At this time, the inner side of the two-speed sun gear and the inner side of the three-speed sun gear are formed with latch teeth that mesh with the lever attached to the shaft, and the other side can be coupled to the shaft side. The contact support is provided in a sleek and slewing support, and the contact support portion is integrally formed with an inner peripheral surface extending downward in the axial direction from the inner peripheral surface of the latch tooth, and the gear train can be prevented from shaking. The ground is supported at the shaft to rotate. Further, the shaft portion is widely cut only at the portion where the locking portion of the standing lever and the control portion are attached, and the portion where the sheet extending portion is attached is formed only by the opening so that the sheet extending portion can be attached and rotated. To the extent that the rest of the circumference is maintained in a circular shape, the rail portion of the sun gear can be smoothly slidably supported.

Moreover, when the two-speed lever and the three-speed lever are attached to the shaft, the shaft system causes the two-speed lever and the three-speed lever to operate according to the shape of the seat. The lever is rotated at a certain angle to the center of rotation of the shaft of the shaft to be raised or tilted, or is restricted to be clamped only in the linear direction of the axis of the rotary shaft and does not fly out from the direction of the axis of the rotary shaft. The two-speed lever and the three-speed lever can be stably mounted to the shaft with less shaking.

Further, in order to achieve the above object, according to the present invention, a motor and a step-on-step shifting method are provided which are provided with a motor and a shifting device in a hub casing of a wheel, and are capable of driving a motor built in the hub casing. The power input and the sprocket which is additionally driven on the outer side of the hub casing, which is driven by the rider's pedaling mode, are individually or simultaneously shifted by the shifting device incorporated in the hub casing.

Here, there is a forced return mechanism that can easily perform shifting even in a state of being driven by the driving force of the motor or the rider, and can be driven by the driving force of the motor or the driving force of the rider. The shift control is forcibly performed at the same time or at the same time.

According to the present invention, the input power of the motor and the pedal can be freely switched from low speed to high speed via the shifting device.

Moreover, it has the advantage of being able to receive all inputs on the motor side or on the pedal side regardless of whether the transmission is active or not.

Further, it is possible to solve the problem that the input on the motor side and the input on the pedal side are all transferred and the load is generated in the transmission device, so that the shift to the selected shifting portion cannot be performed.

Hereinafter, preferred embodiments of the present invention will be described in detail based on the accompanying drawings.

1 is a cross-sectional view of a transmission of the present invention applicable to a freewheel type, that is, a sprocket 130 type provided with a one-way clutch 132.

2 is a cross-sectional view of the transmission in which the key groove fitting groove is formed in the portion joined to the ratchet in FIG. 1, and the general sprocket 130 is combined, so that the motor 120 is coupled to the carrier 210. The actuation is not passed on to the side of the sprocket 130, and the one-way clutch 137 is mounted to the driver 135.

Here, in the interior of the transmission 100 shown in FIG. 1, since the driving wheel 135 and the carrier 210 are coupled to each other by the key groove 136, a one-way clutch (One-Way Clutch) is necessarily provided at the sprocket 130. 132.

1 is different from FIG. 2 in that, in FIG. 1, when the input energy is applied to the motor to rotate the carrier 210, the driving wheel 135 coupled to the carrier by the keyway fitting is also rotated together, in FIG. When the input energy is supplied to the motor to rotate the carrier 210, the driving wheel 135 coupled by the one-way clutch 137 does not rotate.

Therefore, Fig. 1 and Fig. 2 will be described together with reference to Fig. 1.

Referring to Fig. 1, the structure of the present invention is roughly provided with shafts 110a and 110b, a motor 120, a shifting device 200, an output hub shell 140, and a sprocket 130 that inputs a driving force of the pedal via a chain transmission device. .

The shafts 110a, 110b of the transmission 100 of the present invention are not rotatably fixed. When the internal motor 120 or the sprocket 130 is rotated, the power is output to the wheel housing 140 that is coupled to the wheels via the transmission 200. .

Therefore, the motor 120 is fixed to the shaft 110a, the input shaft of one side of the shifting device 200 is connected to the rotary shaft 122 of the motor 120, and the input portion of the other side of the shifting device 200 is connected to the driving wheel 135, and the hub The outer casing 140 is coupled to the output of the shifting device 200 and the shaft 110a.

Preferably, the shafts 110a, 110b are separable into two pieces, one side of the shaft 110a is connected to the motor 120, and the other side of the shaft 110b is connected to the shifting device 200 and the driving wheel 135. Further, the hub housing 140 is rotatably coupled to the shaft 110a on one side and the shifting device 200.

Fig. 3 is a cross-sectional view showing an enlarged portion of the upper side of the shaft for explaining the shifting device shown in Fig. 1 in detail.

First, as shown in FIG. 3, the speed change device 200 has a carrier 210 that can mesh with the rotary shaft 122 of the motor 120. The carrier 210 is powered by the power of the motor 120 and the power of the driving wheel 135. In order to have a reduction ratio on the motor 120 side, a reduction planetary gear 212 may be coupled. That is, depending on the type of the motor 120, when it is necessary to have a motor having a reduction ratio, the power is supplied to the carrier 210 via the reduction planetary gear 212. When the motor having the reduction ratio is not required, the power can be directly input. The carrier 210 is transported.

Further, the carrier 210 on the opposite side of the motor 120 is coupled to the driving wheel 135 integrally coupled to the sprocket 130 via a key groove 136.

At this time, in the transmission 100-1 of FIG. 2 described above, the carrier 210 and the driving wheel 135 are coupled to each other by the one-way clutch 137 (power interruption lever), and the carrier 210 can be brought from the side of the carrier 210. The power will not be passed on to the structure on the side of the drive wheel 135. That is, the power blocking lever is mounted in a diagonal direction, and is restrained only in the oblique direction, and idling is formed in the tilting direction.

Next, the carrier 210 that inputs power from the motor 120 side and the sprocket 130 side is coupled to the ring gear 220.

The carrier 210 and the ring gear 220 are connected in three types. The first is connected via the first speed lever 230, and the second and third are connected via the plurality of planetary gears 240.

The first speed lever 230 is used to directly connect the carrier 210 to the ring gear 220, and can be connected at a ratio of 1:1 without a speed increase ratio.

The multi-stage planetary gears 240 are formed by a two-speed planetary gear 241 having a large number of teeth and a three-speed planetary gear 242 having a small number of teeth to form one planetary gear, and mesh with the inner circumferential surface of the ring gear 220, thereby increasing power. Speed and connect. Needless to say, on the inner circumferential surface of the ring gear 220, of course, an internal gear that is restrained by the first speed lever 230 and meshed with the second speed planetary gear 241 or the third speed planetary gear 242 is formed.

Here, the two-speed planetary gear 241 and the three-speed planetary gear 242 of the multi-stage planetary gear 240 mesh with the two-speed sun gear 251 and the third-speed sun gear 252, respectively, but the two-speed sun gear 251 and The three-speed sun gear 252 is used to selectively raise or tilt the two-speed lever 301 and the three-speed lever 302 attached to the shaft 110b to make the two-speed sun gear 251 and the third-speed sun. Gear 252 is constrained.

The two-speed lever 301 and the three-speed lever 302 can normally be rotated by the external shift lever to rotate the lever control ring 310, whereby the two-speed lever 301 and the three-speed lever 302 are raised or tilted.

As a result, the ring gear 220 is coupled to the hub shell 140 via the output lever 225 and communicates the rotational force of the ring gear 220 to the hub shell 140 to drive the wheels that are coupled to the hub shell 140. At this time, since the output lever 225 is also attached in the oblique direction, it has a function of outputting only the power from the ring gear 220 side to the hub casing 140, and idling for the reverse input from the hub casing 140 side.

According to the structure of the transmission device 200, the power input from the motor 120 side or the power input from the sprocket 130 side is transmitted via the carrier 210 and is shifted by the first speed lever 230 or the plurality of planetary gears 240, and then Output to the ring gear 220 and the hub housing 140.

At this time, when the second speed planetary gear 241 or the third speed planetary gear 242 is connected to the first speed lever 230, the ring gear 220 rotates more quickly, so that it does not engage and idling.

Further, even if the two-speed lever 301 and the three-speed lever 302 are simultaneously raised and restrained, the speed ratio of the three-speed lever 302 at the time of connection can be used, that is, by the third speed. When the two-speed sun gear is rotated in the direction in which the two-speed sun gear is not engaged with the second-speed lever 301 by the planetary gear 242 and the two-speed planetary gear, the function of the two-speed lever 301 can be invalidated. As a result, only the three-speed lever 302 is raised, and the three-speed lever 302 and the two-speed lever 301 are simultaneously raised, and the same effect can be achieved by the three-speed state of the transmission.

Next, the shift control unit 300 for controlling the two-speed lever 301 and the three-speed lever 302 will be described.

The two-speed lever 301 and the three-speed lever 302 are controlled by the lever control ring 310 that is rotated by the shift lever as described above, but are used for the two-speed lever 301 and the three-speed dial. When the lever 302 is strongly engaged with the latch portions 255 and 256 formed by the inner circumferential surfaces of the two-speed and three-speed sun gears, the lever 302 is uncontrollable. In order to solve this problem, it is further prepared to be special. structure.

Basically, in the shift control unit 300, a lever ring 320 coupled to the shift lever 160 by a wire 325 is coupled to the shaft 110b, rotated at an angle, and the rotation is transferred to the shaft 110b. The upper lever control ring 310 causes the lever control ring 310 to rotate within a certain angle, so that the 2-speed lever 301 or the 3-speed lever 302 mounted on the shaft 110b forms a standing or tilting state. With regard to the foregoing structure, by applying the elastic force to the lever by the lever spring 170, when the lever control ring 310 does not press the lever, the lever will elastically rise and snap to the latch portion 255, 256.

That is, for example, the basic position of the lever control ring 310 presses the two-speed lever 301 and the three-speed lever 302 to form a tilting state, and then, when the steering ring 320 is rotated in a single direction and the lever is controlled When the ring 310 is rotated together, the pressing of the two-speed lever 301 is released and raised. Further, when the steering ring 320 is further rotated in a single direction, the lever control ring 310 continues to rotate, so that not only the two-speed lever 301 but also the three-speed lever 302 is released from being pressed.

Moreover, if you want to return to the first speed, or if you want to lower the first step back to the second speed, you must pull the steering ring 320 back to the basic position. Between the steering ring 320 and the lever control ring 310, the spring retaining ring 330 will Fixedly coupled to the shaft 110b, on both sides of the fixed ring 330, the return springs 331, 332 are respectively coupled via the steering ring 320 and the lever control ring 310. That is, the first return spring 331 will return the steering ring 320 to its original position, and the second return spring 332 will return the lever control ring 310 to its original position.

However, in the configuration of the basic configuration, the two-speed lever 301 and the three-speed lever 302 are strongly engaged with the two-speed sun gear 251 and the three-speed sun gear latch portions 255 and 256. Next, the second return lever 301 or the third speed lever 302 cannot be pressed by the recombination force of the second return spring 332, which causes a problem that the shift cannot be performed correctly.

That is, since the present invention not only allows the turning force of the motor 120, but also allows the turning force of the sprocket 130 to be transmitted to the shifting device 200, the two-speed levers 301 and 3 can be used even when the bicycle is running on the ground. The speed lever 302 is strongly engaged with the sun gears 251 and 252, and the second speed lever 301 and the third speed lever 302 are not pressed with a strong force, and the engagement cannot be released.

Therefore, in the case where the second return spring 332 is returned but the lever control ring 310 cannot be returned to the home position, it is possible to forcibly return it.

4 is an enlarged cross-sectional view showing the shift control unit of FIG. 3 in detail, FIG. 5 is a perspective view showing only the shift control portion, and FIG. 6 is a perspective view showing a part of the shift control unit being coupled.

As shown in FIG. 4 to FIG. 6 , the forced return mechanism of the present invention is provided with a sliding ring 360 on the side of the lever control ring 310 for abutting against the outer circumferential surface of the sliding ring 360 and the lever control ring 310. The forced return mechanism can be achieved by attaching the reset lever 370 to the inside of the driving wheel 135 to mount the setting.

That is, although the driving wheel 135 is rotated by the motor 120 or the sprocket 130, the above-described turning force is forcibly transmitted to the lever control ring 310 side via the forced return lever 370.

At this time, a bolt groove 315 for restraining the forced return lever 370 is formed on the outer peripheral surface of the lever control ring 310, and a chute that does not restrain the gentle bending of the forced return lever 370 is formed on the outer peripheral surface of the slide ring 360. 365. Further, the locking projection 357 of the slewing ring 350 that is integrally rotated by the lever control ring 310 and the locking projection 367 of the slip ring 360 are arranged by the first control arm 341 of the conduction ring 340. In one row, it is set that the chute 365 will be located in front of the bolt slot 315 of the lever control ring 310, and the forced return lever 370 will not be restrained by the bolt slot 315 of the lever control ring 310 and can be at the chute 365. The structure that slides.

Therefore, in the normal state, the forced return lever 370 is idling above the first abutting chute 365, and the 2-speed lever 301 and the 3-speed lever 302 are subjected to the load, and the slip ring 360 will allow the rest. The gap spacing groove 361 and the lever control ring 310 only rotate the space of the extension piece 312, and the sliding groove 365 is located behind the bolt groove 315 of the lever control ring 310, and is received by the lever control ring 310 by the forced reset lever 370. In the restraint, the driving force of the motor or the driving force of the pedal is transmitted to the lever control ring 310 to forcibly control the 2 speed lever 301 and the 3 speed lever 302.

In this way, when the two-speed lever 301 and the three-speed lever 302 are subjected to the load and only rely on the returning force of the return spring to cause the lever control ring 310 to act, when the pressing piece 311 senses that the lever is not At the moment of the abnormal state of the dumping, the state is sensed, and the slide ring 360 positioned in front of the bolt groove 315 of the lever control ring 310 is rotated rearward. This configuration will be described below.

The lever control ring 310 is formed with a pressing piece 311 that presses the two-speed lever 301 or the three-speed lever 302 on one side, and is alternately formed with a pressing piece that can selectively press the two-speed lever 301. 311a, a pressing piece 311b capable of selectively pressing the three-speed lever 302, and a protruding extension piece 312 formed on the other side.

Further, a recessed clearance groove 361 is formed on the inner side surface of the sliding ring 360 to allow the extension piece 312 to penetrate and have a certain rotational clearance interval. At this time, the clearance groove 361 is wider than the arc length of the extension piece 312. Further, regarding the position of the clearance groove 361, the lever control ring 310 controls the 2-speed lever 301 or the 3-speed lever 302 to cause the lever to stand up, and when the pressing blade 311 faces away from the lever 301 When the rotation direction of 302 is abutted, the sliding groove 365 of the sliding ring 360 moves to the front position of the bolt groove 315 of the lever control ring 310, so that the forced return lever 370 is not subjected to the lever control ring 310. The restraint of the bolt slot 315.

Further, the slewing ring 350 in which the end portion of the extension piece 312 is inserted to substantially rotate the lever control ring 310 is disposed on the side of the slide ring 360, and the side of the slewing ring 350 is provided with the second return. The fixing ring 330 of the slewing ring 350 is coupled to the spring 332.

At this time, between the slewing ring 350 and the fixing ring 330 and the sliding ring 360 and the inner shaft 110b, in order to allow the lever control ring 310 to control the two-speed lever 301 or the three-speed lever 302 to cause the lever to stand up Further, a conductive ring 340 is provided which allows the slewing ring 350 and the slide ring to be rotated only in a direction in which the pressing piece 311 is rotated away from the levers 301 and 302 (i.e., in one side direction).

Preferably, the conductive ring 340 is coupled to the fixed ring 330 via the first return spring 331 , and the first arm 341 and the second arm 342 on both sides of the protruding conductive ring 340 are integrally formed. Therefore, the first arm 341 is rotated in conjunction with the steering ring 320 coupled to the wire 325 via the shift lever, and the second arm 342 extends and simultaneously abuts in a single direction to protrude into the slewing ring 350. The locking projection 357 and the locking projection 367 projecting into the sliding ring 360.

The bearing support table 380 on the right side is fixed to the shaft and is coupled to the bearing by the driving wheel 135 to support the driving wheel 135.

The forced reset action of the lever control ring 310 of the foregoing structure will be described.

Fig. 7 is a side view of the shift control unit of the present invention, which is a three-speed mode diagram, and Figs. 8 and 9 are diagrams of a forced return from the three-speed mode of Fig. 7, and Fig. 10 shows a forced return. The 2nd speed mode diagram of the post mode.

As shown in FIG. 6 and FIG. 7, when the shift lever is operated to pull the wire, the steering ring 320 pulled by the wire is rotated, and the conductive ring 340 that is fitted to the steering ring 320 is also rotated. The rotation of the conduction ring 340 causes the slewing ring 350 and the slip ring 360 to rotate via the second arm 342. At this time, when the conduction ring 340 is rotated and the first return spring 331 is tightened, the recombination force of the conduction ring 340 is generated, and when the slewing ring 350 is rotated to tighten the second return spring 332, the regenerative force of the slewing ring 350 is generated. .

The rotation of the slewing ring 350 causes the lever control ring 310 to rotate via the extension piece 312 that is fitted to the slewing ring, and the two-speed pressing piece 311a formed on one side of the lever control ring is released. The two-speed lever 301 can immediately cause the two-speed lever 301 to stand up due to the elastic force of the lever spring 170. Since the two-speed lever 301 restrains the two-speed sun gear 251 from the shaft, it can be The 1st speed mode is changed to the 2nd speed mode.

When the shift lever continuously transmits the turning force, the lever control ring 310 is further rotated by the same manner from the 1st speed to the 2nd speed changing method so that the 3 speed lever 302 is also raised. That is, the state shown in Fig. 7 is formed, and this state is the three-speed mode of the transmission device 200.

Hereinafter, since the conversion process from the 3rd speed mode to the 2nd speed mode or the 2nd speed mode to the 1st speed mode is similar, the transition state from the 3rd speed mode to the 2nd speed mode is used as a reference.

As shown in FIGS. 6 and 10, when the shift lever is operated to switch from the three-speed mode to the two-speed mode, the wire is relaxed, and the conduction ring 340 and the steering ring 320 are caused by the recombination force of the first return spring 331. And the shift lever is returned to its original position. Moreover, the revolving force of the second return spring 332 causes the slewing ring 350 and the lever control ring 310 to return to the original position, and the pressing piece 311 presses the two-speed lever 301 or the three-speed lever 302. The shift is to the 1st speed state. That is, in the state shown in Fig. 10, this state is the two-speed mode.

On the other hand, the two-speed lever 301 in the two-speed mode or the three-speed lever 302 in the three-speed mode is applied to the two-speed sun gear 251 or the three-speed sun gear 252, respectively. When the load is restrained, the recombination force of the second return spring 332 is insufficient to cause the pressing piece 311 of the lever control ring 310 to press the levers 301 and 302, so that the desired shifting section cannot be switched. The shift control (the mutual position of the restraining pressing piece 311b, the three-speed lever 302, and the three-speed sun gear latching portion 256 in Fig. 8).

At this moment, as shown in FIGS. 8 and 9, the second arm 342 of the conductive ring 340 returns to the second-speed state position, and releases the locking protrusion 367 of the sliding ring 360 and the locking protrusion 357 of the slewing ring 350. By the second return spring 332, the third speed pressing piece 311b is returned to the original position before being engaged with the pressing portion of the third speed lever 302. At this time, if the bicycle is driven by the driving of the motor or the driving of the pedal, the locking portion of the three-speed lever 302 is strongly engaged to the latch portion 256 of the third-speed sun gear 252, and is dialed. The three-speed pressing piece 311b of the lever control ring 310 cannot press the three-speed lever 302, and the returning process of the lower stage of the lever control ring 310 cannot be continued, but the sliding ring 360 (slide 365 position) The locking protrusion 367 in the position of the front end of the bolt groove 315 of the lever control ring 310 is formed in a free state, and the sliding groove 365 is rotated by being driven by the driving of the motor or the pedal (the clearance groove 361 is The continuous friction of the forced return lever 370 at the driving wheel 135 of the clearance piece 312 is further rotated to move to the rear position of the bolt slot 315 of the lever control ring 310, and the forced return lever is simultaneously 370 is constrained to the pin slot 315 of the lever control ring 310.

That is, as shown in FIG. 8, although the conductive ring 340 has been repositioned and the second arm 342 is away from the locking projections 357 and 367 in the slewing ring 350 and the sliding ring 360, the slewing ring 350 is fitted to the lever control ring 310. The extension piece 312 is extended so that it does not return to the home position together with the lever control ring 310.

However, as shown in FIG. 9, the clearance groove 361 of the sliding ring 360 is formed to be wider than the extension piece 312 of the inserted lever control ring 310, so that the arc length of the extension piece 312 and the clearance groove 361 are arcs. The long difference can be reset. In other words, since the second arm 342 of the conductive ring 340 is engaged with the locking projection 367, the forced return lever 370 is frictionally idling, but the friction of the return lever 370 is forced without the second arm 342. The force is strong, so the slip ring 360 is rotated.

Therefore, by the return of the slip ring 360, the forced return lever 370 is connected to the bolt slot 315 of the lever control ring 310, and the driving force of the driving or the jaw of the motor is forcedly reset via the driving wheel 135. The lever 370 is communicated to the lever control ring 310 to forcibly rotate the lever control ring 310 to the selected shifting section.

Further, as shown in FIG. 10, the forced return lever 370 causes the lever control ring 310 to forcibly rotate, and when it hits the slide ring 360 that is restrained by the second arm 342 (position at the next shifting position), Further, as the chute 365 is idling, the lever control ring 310 is rotated until the locking projections 367 of the slip ring 360 are aligned with the locking projections 357 of the slewing ring 350, and are restrained by the second arm 342. At this time, since the pressing portion of the three-speed lever 302 is away from the inclined surface of the three-speed pressing piece 311b and located at the inner surface of the pressing piece 311b, the lever control ring 310 is rotated but is not subjected to an additional load. Therefore, the reversal force of the second return spring 332 is further rotated.

In the above-described state in which the pinch groove 315 of the lever control ring 310 is connected to the forced reset lever 370, in the transmission 100 of the first embodiment, since the driving wheel 135 is frequently rotated, the forced control can be automatically performed. In the transmission 100-1 of the type shown in FIG. 2, the rotation of the driving wheel 135 is achieved by the action of the rotating sprocket 130, and the forced return can be performed at this time.

On the other hand, as shown in FIG. 4, the other side of the two-speed sun gear 251 and the one side of the three-speed sun gear 252 are formed with contact supporting portions 253 and 254, which are smoothly rotated in contact with the shaft. It does not produce sounds up and down or left and right, and it can achieve the function of stabilizing the support shaft.

The aforementioned transmission has a three-speed structure, but it should be understood that it may be a structure with a lower or higher section such as a 4-speed or a 2-speed; or, the same 3-speed structure can be easily and repeatedly added, or The four-speed, two-speed, and the like having different numbers of stages are mixed and easily added repeatedly; or the speed change machine can be used without a motor.

The present invention has been described with reference to the preferred embodiments of the present invention, but it should be understood that those skilled in the art can, without departing from the scope of the inventions Make various corrections and changes.

100. . . Speed changer

100-1. . . Speed changer

110a, 110b. . . axis

120. . . motor

122. . . Rotary axis

130. . . Sprocket

132. . . One-way clutch

135. . . Driving wheel

136. . . keyway

137. . . One-way clutch

140. . . Hub shell

160. . . Shift lever

170. . . spring

200. . . Transmission

210. . . Transport vehicle

212. . . gear

220. . . Ring gear

225. . . Output lever

240. . . Multi-segment planetary gear

241. . . 2-speed planetary gear

242. . . 3-speed planetary gear

251. . . 2-speed sun gear

252. . . 3-speed sun gear

253, 254. . . Contact support

255, 256. . . Latch

300. . . Shift control unit

3012. . . Speed lever

3023. . . Speed lever

310. . . Lever control loop

311, 311a, 311b. . . Pressing piece

312. . . Extension film

315. . . Bolt

320. . . Control ring

325. . . metal wires

330. . . Spring retaining ring

331, 332. . . Return spring

340. . . Conduction ring

341. . . First arm

342. . . Second arm

350. . . Slewing ring

357. . . Locking projection

360. . . Slip ring

361. . . Clearance slot

365. . . Chute

367. . . Locking projection

370. . . Forced return lever

380. . . Bearing support table

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view showing a treadmill of the present invention.

Figure 2 is a cross-sectional view showing a PAS type shifting machine of the present invention.

Figure 3 is a detailed enlarged view of the transmission shown in Figure 1.

Fig. 4 is a detailed enlarged view of the shift control unit shown in Fig. 3.

Fig. 5 is an exploded perspective view showing the shift control unit shown in Fig. 3.

Fig. 6 is an exploded perspective view showing a portion of the shift control portion shown in Fig. 3.

Fig. 7 is a side elevational view of the shift control unit of the present invention, showing a three-speed pattern.

Fig. 8 is a diagram showing a state of forced return from the three-speed mode shown in Fig. 7.

Fig. 9 is a diagram showing a state of forced return from the three-speed mode shown in Fig. 7.

Fig. 10 is a view showing a two-speed pattern of a state after forced resetting.

Fig. 11 is a diagram showing the state of the mode for the first speed.

100. . . Speed changer

110a, 110b. . . axis

120. . . motor

122. . . Rotary axis

130. . . Sprocket

132. . . One-way clutch

135. . . Driving wheel

136. . . keyway

140. . . Hub shell

160. . . Shift lever

200. . . Transmission

Claims (5)

The utility model relates to a motor and a step-on dual-speed transmission, which outputs power of a motor and a sprocket to a hub shell via a shifting device, wherein the shifting device is provided with: a transporting device, one side is meshed to the motor, and the other side is a single direction or fittingly coupled to the driving wheel coupled to the sprocket; the ring gear is coupled to the carrier for shifting and transmitted to the hub housing; the 1 speed lever is mounted to The carrier is directly coupled to the ring gear; the multi-segment planetary gear is mounted in the carrier to increase the speed of the ring gear; the two-speed sun gear and the three-speed sun gear are The plurality of planetary gears mesh with each other and are supported by the sliding contact on the shaft, and are selectively restrained by the shaft to change the speed; the shift control portion is controlled by the external shift lever to selectively control 2 The speed lever and the three-speed lever; and the slip ring selectively input the driving force of the driving wheel into the shift control portion. The motor and the step-on-duty transmission according to the first aspect of the invention, wherein the shift control unit includes a two-speed lever and a three-speed lever that are attached to the shaft to selectively engage the gear The two-speed sun gear and the three-speed sun gear on the inner side of the multi-stage planetary gear are restrained; The lever control ring is configured to selectively control the two-speed lever and the three-speed lever, and is elastically coupled to the shift lever by a return spring; the slip ring is disposed on the lever control a side of the ring groove so that the extension piece protruding from the other side of the lever control ring penetrates the inner clearance groove; and the forced return lever is attached to the inner side of the driving wheel, And extending to the outer peripheral surface of the pin control ring of the lever control ring; wherein the outer peripheral surface of the lever control ring is formed with a bolt groove bounded by the forced return lever, on the outer surface of the sliding ring A chute is formed that selectively allows the forced return lever to idle. The motor and the step-on-duty transmission according to the second aspect of the invention, wherein the slewing ring in which the extension piece is inserted is elastically coupled to the spring fixing ring by the second return spring. Provided at the inner side of the slewing ring, the conductive ring that receives the rotational force transmitted by the shift lever is elastically coupled to the spring retaining ring by the first return spring; and the conduction The ring system allows the slewing ring and the sliding ring to extend only in a single direction to form a second arm. In the motor and the step-on-duty transmission described in the first paragraph of the patent application, when the two-speed lever and the three-speed lever are attached to the shaft, the shaft makes the two-speed lever and the three-speed lever The action is based on the shape of the lever seat and is raised from the lever on the shaft of the shaft or The tilting center of the tilting is rotated by a certain angle, or is restricted to be clamped only in the linear direction of the axis of the rotary shaft without flying out from the direction of the axis of the rotary shaft, so that the two-speed lever and the three-speed lever It can be mounted to the shaft with less vibration and stability. The utility model relates to a motor and a step-on-step shifting method, which are provided with all motors and shifting devices in a wheel hub of a wheel, and can drive the power driven by the motor embedded in the hub shell and the pedaling method by the rider. The power input by the sprocket additionally disposed outside the hub casing is separately or simultaneously shifted by the shifting device built in the hub casing, wherein the motor is driven by the motor or the rider. The forced returning mechanism of the shifting can be easily performed while the vehicle is in the driving state, and the shifting control can be forcibly performed simultaneously or simultaneously by the driving force of the motor or the driving force of the rider.