TWI655133B - Inner transmission and control method thereof - Google Patents

Abstract

The invention discloses an internal transmission and a control method thereof, which adopts a planetary gear train as a transmission device, and a flywheel seat of the internal transmission and a carrier of the planetary gear train are connected through a clutch, and at the same time, the flywheel seat transmits through the clutch clutch element and the inner a ring gear connection; the carrier is coupled to the hub of the internal transmission through a second one-way transmission member, the inner ring gear of the planetary gear train is coupled to the hub through the overrunning clutch member; the center wheel and the axle of the planetary gear train A central wheel two-way clutch control element is disposed therebetween; the clutch and the center wheel two-way clutch control element are both connected through an operating mechanism of the internal transmission. The invention is based on the prior art, the internal transmission of the same speed ratio effectively reduces the structure of the internal transmission, and the internal transmission can be made smaller, which is advantageous for further weight reduction of the assembled inner transmission bicycle, and the operation is more convenient and dismantled. It is more convenient to install.

Description

 Internal transmission and control method thereof  

The invention belongs to a bicycle internal transmission, in particular to an internal transmission and a control method thereof.

The conventional internal transmissions are mostly two sets of double planetary gear trains. The combination of the two speed ratios is achieved by alternately controlling the locking and unlocking of the center wheel between the two planetary gear trains. The internal transmission is bulky. The structure is complicated, the cost is high, the weight is heavy, the transmission efficiency is low, and the handling is very inconvenient, which leads to the promotion and application of the five-speed internal transmission on the bicycle.

In addition, the conventional internal transmissions are designed in one piece and cannot be quickly replaced. During the riding process, the shifting rigidity is too strong. When encountering external resistance, some gears will have a large shifting resistance, which will affect the riding experience.

The technical problem solved by the present invention is to provide a new type of internal transmission and a control method thereof for the above-mentioned drawbacks of the conventional internal transmission.

The invention adopts the following technical solutions: the internal transmission adopts a planetary gear train as a transmission device, and the flywheel seat of the internal transmission and the planet carrier of the planetary gear train are connected through a clutch, and at the same time, the flywheel seat transmits the clutch over the clutch element and the internal tooth. a ring connection; the carrier is coupled to the hub of the internal transmission through a second one-way transmission member, the inner ring gear of the planetary gear train is coupled to the hub through the overrunning clutch member; and between the center wheel of the planetary gear train and the axle A central wheel two-way clutch control element is provided; the clutch and the center wheel two-way clutch control element are both connected through an operating mechanism of the internal transmission.

Further, the overrunning clutch element comprises a first one-way transmission member, a cage and a plurality of rolling elements, the holder is rotatably mounted on the ring gear, and the flywheel holder is connected to the cage through the first one-way transmission member The rolling element is evenly disposed between the inner ring gear and the hub in an arrangement beyond the clutch mechanism, wherein the inner ring gear between the rolling elements is provided with a transmission protrusion, and the holder is provided with a plurality of circumferential directions. The retaining block separates the rolling elements from the drive projections.

Further, the first one-way transmission member and the second one-way transmission member adopt an overrunning clutch.

Further, the flywheel base and the planet carrier are rotatably assembled, and the clutch is slidably assembled between the flywheel seat and the planet carrier. The clutch is always embedded in the flywheel seat circumferentially, and the clutch is provided with a plurality of clutch bumps. The corresponding planet carrier circumferential position is provided with a clutch groove that fits the clutch bump.

Further, the clutch further includes a first control screw, a second control screw, a rotation support, a clutch control seat, a clutch seat and a spring; the first control screw is coupled to the operating mechanism and is rotatably assembled On the axle in the transmission, the second control screw is drivingly connected to the first control screw through the rotating support, the clutch seat is circumferentially positioned and connected to the second control screw, and the clutch seat is also first The control rotary member or the second control rotary member is axially slidably assembled, the clutch control seat is fixedly mounted on an axle in the inner transmission, and the clutch control seat and the clutch seat are connected through a cam structure, the clutch seat and the compressed spring In connection, the clutch is rotatably assembled on the clutch seat to realize clutch assembly between the flywheel seat and the carrier.

Further, the planetary gear train adopts a double planetary gear train; the first control screw includes a center wheel control rod attached along an axle, and the center wheel control rod passes through the clutch control seat and the center wheel of the distal end The two-way clutch control element is coupled; the second control knob is coupled to the proximal center wheel two-way clutch control element.

Further, the center wheel two-way clutch control mechanism includes a first pawl, a second pawl, a pawl seat and a pawl controller; the pawl seat is circumferentially positioned on the axle, and the corresponding center wheel is rotated and assembled In the pawl seat, the first pawl and the second pawl are symmetrically mounted on the assembly circumference of the pawl seat and the center wheel, and the two pawls are held in a pop-up state by the pawl spring, respectively defining two of the center wheel a rotation direction, the inner ring of the center wheel is provided with a ratchet groove corresponding to the engagement of two ejecting pawls; the pawl controller is rotated and fitted on the pawl seat, and the inner ring has a pressing arc segment for pressing the pawl And a pop-up slot that bounces the pawl; the pawl controller is coupled to the steering mechanism together with the clutch.

As a preferred embodiment of the present invention, the operating mechanism includes an operating element, a rotating transmission member and two sets of torsion springs; the rotating transmission member is rotatably mounted on the axle, and one end is coupled to the operating member, the operating member and the rotation control mechanism The connection is controlled to rotate the transmission member, and the other end is connected to the circumferential positioning structure on the axle through the first torsion spring, and is also connected to the rotation support of the clutch through the second torsion spring.

Further, the elastic force of the second torsion spring is greater than the first torsion spring.

Further, the operating component comprises a cable holder, a wire guiding plate, a wire guiding seat and a limiting fixing seat, wherein the wire holder is connected to the rotating transmission member in a circumferential direction, and the wire guiding seat is transmitted through the wire. The guiding plate is fixed on the limiting fixing seat at one end of the rotation control mounting seat, and the limiting fixing seat is circumferentially positioned on the axle and axially positioned through the shaft end locking member.

Further, the rotation control mechanism is a dialing mechanism or a dialing mechanism connected to the operating element cable holder through the wire, or an automatic transfer mechanism controlled by the motor.

In another preferred embodiment of the present invention, the operating mechanism includes an electronic control component and a rotary transmission member; the rotary transmission member is rotatably mounted on the axle, one end is connected to the electronic control component, and the other end is coupled to the rotary support member through the control twist a spring circumferential drive connection; the rotary support member and the connected control screw member are circumferentially drivingly coupled to an adapter member, and the adapter member is rotatably assembled with a gear position fixing seat fixed on the axle, An elastically disposed positioning steel ball is disposed between the adapter and the gear positioning seat, and the adapter or the gear positioning seat is circumferentially arranged with a plurality of steel ball positioning grooves for positioning the steel ball, the steel ball positioning The angle between the slots coincides with the angle of rotation between the rotary supports and the various gear positions controlled by the control knobs; the electronic control assembly includes a motor that drives the rotation of the rotary drive member.

Further, the positioning steel ball is installed in a steel ball mounting hole provided in the inner ring of the adapter, and the outer circumference of the adapter is provided with a compression spring groove, and the pressure spring groove is located at a steel ball mounting hole. On the outer circumference, a compression spring having at least one end fixed to the adapter is embedded in the compression spring groove, and the compression spring is embedded in the steel ball mounting hole, and the steel ball is directed to the steel ball disposed on the gear positioning seat. Squeeze in the positioning groove.

Further, the motor of the electronic control unit is connected to the rotating transmission member through a gear pair, the gear pair is a reduction gear pair, the driving gear of the gear pair is connected with the motor shaft, and the driven gear and the rotating transmission member are circumferentially a driving connection, wherein the driving wheel has a gear segment and a positioning arc respectively on the same rotating circumference, wherein the gear segment is provided with gear teeth meshing with the driving gear, and the positioning arc is arranged with a plurality of A protrusion corresponding to the position of the gear position, a position sensor fixed to the outer side of the driven gear on the outer side of the rotation of the driven gear, performs a corner detection on the protrusion that rotates with the driven gear.

In the above two solutions, the rotating transmission member is connected to the operating element through the rotation control mount, and the rotating transmission member and the rotation control mounting seat are coaxially rotated and assembled on the axle and circumferentially positioned, the cable seat or The driven gear is mounted on the rotary control mount through a detachable circumferential positioning structure.

The invention also discloses an internal transmission control method using a cable control operating mechanism, wherein the speed ratio of the internal transmission is reduced from high to low, and the first torsion spring and the second are driven by the pull wire to drive the wire holder The torsion spring accumulates and controls the clutch-coupling relationship between the clutch and the center wheel to realize multi-gear output of the internal transmission.

The invention can adjust the realization of five sets of speed ratios on a set of double planetary gear trains through a clutch, an overrunning clutch element and a two-way clutch control component on the planetary wheel, and realize the planetary in the planetary gear train beyond the clutch assembly. The direction of power transmission between the frame and the ring gear is changed. When the direction of power transmission of the carrier and the ring gear changes, the meshing direction of the center wheel and the planet wheel also changes, and the two-way clutch control element is transmitted through the center wheel. When the direction of power transmission between the carrier and the ring gear changes, it corresponds to the direction in which the center wheel is locked.

At the same time, the invention can simultaneously control the two-way clutch control component of the clutch and the center wheel through the same operating mechanism, thereby improving the convenience of the operation of the internal transmission, and the connection between the operating mechanism and the internal transmission body through the detachable structure can improve the internal transmission. The convenience of overhaul and upgrade.

At the same time, the buffer delay mechanism is designed during shifting, and it is easy to smoothly shift when the external resistance of the ride is large, and the riding experience is good.

Counterclockwise from the high-end to the low-range control gear shift, one of the sun wheel's pawl control only needs to control its most labor-saving direction, no need to carry out the positive and negative two-way clutch control, more labor-saving.

As described above, the present invention can realize five-speed adjustment by using a pair of double planetary gear trains, and the conventional five-speed transmission can effectively reduce the structure of the internal transmission, and can make the internal shifting smaller, which is advantageous for assembling the internal transmission. The bicycle is further lightweight.

The invention is further described below in conjunction with the drawings and specific embodiments.

4‧‧‧Clutch

5‧‧‧Beyond clutch components

6‧‧‧Center wheel two-way clutch control element

7‧‧‧Control mechanism

9‧‧‧ axle

11‧‧‧Fly wheel seat

12‧‧‧Flywheel

21‧‧‧ planet carrier

22‧‧‧ Inner ring gear

23‧‧‧Double center wheel

24‧‧‧Double Planetary Wheel

31‧‧‧花鼓

41‧‧‧First control knob

42‧‧‧Second control knob

44‧‧‧Rotary support

45‧‧‧Clutch control seat

46‧‧‧Clutch seat

47‧‧‧ Spring

51‧‧‧Cage

52‧‧‧First one-way transmission parts

53‧‧‧ rolling elements

61‧‧‧First pawl

62‧‧‧second pawl

61’‧‧‧ Third Pawl

62’‧‧‧fourth pawl

71‧‧‧First torsion spring

72‧‧‧Second torsion spring

73‧‧‧Rotary transmission parts

74‧‧‧Control Torsion Spring

75‧‧‧Electronic control components

76‧‧‧Operating elements

77‧‧‧Adapters

221‧‧‧Inner ring gear drive bulge

222‧‧‧Wedge space

231‧‧‧First Center Wheel

232‧‧‧Second center wheel

311‧‧‧First bushing

312‧‧‧Second bushing

313‧‧‧Second one-way transmission

314‧‧‧ Positioning shoulder

401‧‧‧Clutch bumps

511‧‧‧ Keeping blocks

611‧‧‧First pawl seat

612‧‧‧First Paw Controller

614‧‧‧Pawl spring

621‧‧‧Second pawl seat

622‧‧‧Second pawl controller

731‧‧‧Rotary Control Mount

732‧‧‧ fixed seat

733‧‧‧torsion spring connector

734‧‧‧Sleeve

751‧‧‧Motor

752‧‧‧Drive gear

753‧‧‧ driven gear

754‧‧‧ Hall sensor

755‧‧‧Control seat

761‧‧‧ Pulling seat

762‧‧‧ Pull wire guide plate

763‧‧‧Wire guide

764‧‧‧Limited seat

771‧‧‧ Gear Positioning Block

773‧‧‧Resist spring

774‧‧‧ Positioning steel ball

801‧‧‧First seal

802‧‧‧Second seal

803‧‧‧ third seal

804‧‧‧Fourth seal

805‧‧‧5th sealing ring

811‧‧‧ first bead frame

812‧‧‧second bead frame

1101‧‧‧Clutch mounting slot

1102‧‧‧First one-way transmission mounting surface

2311‧‧‧thorn slot

4101‧‧‧First transmission groove

4102‧‧‧Center wheel lever

4103‧‧‧Rotating tube

4201‧‧‧Second drive groove

4203‧‧‧Adapter circumferential positioning bulge

4401‧‧‧Second control screw mounting lug

4402‧‧‧Second drive projection

4403‧‧‧Second torsion spring mounting boss

4404‧‧‧First drive projection

4501‧‧‧Cam structure

4502‧‧‧Installation arc

4503‧‧‧ arc

4504‧‧‧ circumferential positioning bump

4601‧‧‧Clutch Limit Bump

6101‧‧‧Installation Department

6102‧‧‧Control Department

6103‧‧‧ Ratchets

6111‧‧‧Pawl mounting groove

6121‧‧‧Suppressed arc

6122‧‧‧Bouncing the missing slot

6123‧‧‧Axis mounted inner ring

6124‧‧‧Pawl control slot

6125‧‧‧Transitional slope

7301‧‧‧Drive rod

7302‧‧‧Manipulation drive projection

7303‧‧‧First torsion spring mounting groove

7304‧‧‧Second torsion spring mounting groove

7311‧‧‧Manipulation of the installation section

7312‧‧‧Manipulation drive groove

7314‧‧‧ Positioning shoulder

7322‧‧‧First torsion spring mounting boss

7331‧‧‧First torsion spring positioning projection

7332‧‧‧Connecting seat circumferential positioning bulge

7531‧‧‧ drive gear segment

7532‧‧‧ positioning arc

7541‧‧‧Magnetic steel

7552‧‧‧Outlet hole

7641‧‧‧Installing axial circlip

7701‧‧‧Adapter positioning groove 7701

7702‧‧‧pressure spring slot

7703‧‧‧Steel ball mounting hole

7711‧‧‧ Gear positioning seat circumferential projection

7712‧‧‧Steel ball positioning slot

7713‧‧‧Rotary transmission limit projection

1 is a schematic view showing the overall assembly of a five-speed internal transmission in the first embodiment.

2 is a schematic view of the clutch and overrunning clutch assembly of the first embodiment.

3 is a schematic view of a flywheel seat in the first embodiment.

4 is a schematic view of the inner ring gear in the first embodiment.

Fig. 5 is a schematic view of the cage in the first embodiment.

Fig. 6 is a schematic view showing a transmission state of the overrunning clutch element in the first embodiment.

Fig. 7 is a partially enlarged schematic view of Fig. 6, specifically showing a transmission diagram of the clutch clutch member in the state of Fig. 6.

Fig. 8 is a schematic view showing another transmission state of the overrunning clutch element in the first embodiment.

Fig. 9 is a partially enlarged schematic view of Fig. 8, specifically showing a transmission diagram of the clutch clutch member in the state of Fig. 8.

Fig. 10 is a schematic view showing the operation of the clutch in the first embodiment.

Figure 11 is a schematic view showing the assembly of the clutch and its control mechanism in the first embodiment.

Figure 12 is a schematic view of the first control rotary member in the first embodiment.

Figure 13 is a schematic view of the second control rotary member in the first embodiment.

Figure 14 is a schematic view of the rotary support member in the first embodiment.

Figure 15 is a schematic view showing the assembly of the first control rotary member, the second control rotary member and the rotary support member in the first embodiment.

Figure 16 is a schematic view of the clutch control seat in the first embodiment.

Figure 17 is a schematic view showing the assembly of the clutch control seat in the first embodiment.

Figure 18 is a schematic view showing the circumferential position between the clutch, the flywheel base and the carrier in the first embodiment.

Fig. 19 is a schematic view showing the clutch of the first embodiment in a state of being coupled to the carrier.

Figure 20 is a schematic view showing the clutch of the first embodiment in a state of being separated from the carrier.

Figure 21 is a schematic view showing the assembly of the two-way clutch control element of the center wheel in the first embodiment.

Figure 22 is a schematic view showing the installation of the ratchet on the center wheel in the first embodiment.

23 is a schematic view of the first pawl and the second pawl in the first embodiment.

Figure 24 is a schematic view of the third pawl and the fourth pawl in the first embodiment.

Figure 25 is a schematic view showing the installation of the first pawl seat on the first center wheel in the first embodiment (removing the first pawl control seat).

Figure 26 is a schematic view of the first pawl control seat in the first embodiment.

Figure 27 is a schematic view showing the locking control of the first center wheel in one direction in the first embodiment.

Figure 28 is a schematic view showing the locking control of the first center wheel in the other direction in the first embodiment.

Figure 29 is a control diagram showing one of the directions of the second center wheel in the first embodiment.

Figure 30 is a schematic view of the operating mechanism in the first embodiment.

Figure 31 is a schematic view of the rotary transmission member in the first embodiment.

Figure 32 is a schematic view showing the assembly of the rotary transmission member with respect to the second bead frame in the first embodiment.

Figure 33 is a schematic view showing the assembly of the first torsion spring in the first embodiment.

Figure 34 is a schematic view showing the assembly of the second torsion spring in the first embodiment.

Figure 35 is a schematic view of the manipulation assembly in the first embodiment.

Figure 36 is a schematic view of the operating mechanism in the second embodiment.

37 is a schematic view showing the installation of the torsion spring of the operating mechanism in the second embodiment.

Figure 38 is a schematic view showing the installation of the positioning mechanism steel ball of the operating mechanism in the second embodiment.

Figure 39 is a schematic view of the second control rotary member in the second embodiment.

Figure 40 is a schematic view of the adapter of the operating mechanism in the second embodiment.

41 is a schematic diagram of a gear positioning seat in the second embodiment.

Figure 42 is a schematic view showing the state of the positioning steel ball in the second embodiment after the shifting is in place.

Figure 43 is a schematic view showing the state of the positioning steel ball in the second embodiment during the shifting process.

44 is a schematic diagram of an electronic control component in the second embodiment.

Figure 45 is a schematic view showing the brake mounting portion on the hub of the first embodiment and the second embodiment.

Figure 46 is a schematic view showing the transmission route of the five-speed internal transmission in the first gear and the second embodiment.

Figure 47 is a schematic illustration of the transmission path of the five-speed internal transmission in the second gear in the first embodiment and the second embodiment.

Figure 48 is a schematic view showing the transmission route of the five-speed internal transmission in the third embodiment in the first embodiment and the second embodiment.

Figure 49 is a schematic view showing the transmission route of the five-speed internal transmission in the fourth embodiment in the first embodiment and the second embodiment.

Figure 50 is a schematic view showing the transmission route of the five-speed internal transmission in the fifth embodiment in the first embodiment and the second embodiment.

Embodiment 1

Referring to Figures 1 and 2, the illustrated five-speed internal transmission is a preferred embodiment of the present invention, specifically including a flywheel base 11, a planetary gear train 2, a hub 31, a clutch 4, an overrunning clutch element 5, and a center wheel two-way clutch control. Element 6, operating mechanism 7, axle 9 and a number of seals.

In this embodiment, a pair of double planetary gear trains are used as the transmission device, wherein the double center wheel 23 is mounted on the axle 9, the axle 9 does not rotate, and the double center wheel 23 realizes the idle rotation with the axle through the center wheel two-way clutch control element 6. The unlocking or the two-way locking is engaged with the ring gear 22 through the double planetary gears 24. The double planetary gears 24 are assembled on the carrier 21 through the shaft rotation, and the rotating power transmitted by the flywheel 12 through the flywheel seat 11 as a power input member. The planetary gear train is input, and is transmitted to the hub 31 for output to the wheel. The flywheel housing 11 is coupled to the carrier 21 via the clutch 4. At the same time, the flywheel housing 11 is coupled to the ring gear 22 through the overrunning clutch member 5, and the carrier 21 and the ring gear 22 As the transmission output member of the planetary gear train, the carrier 21 is coaxially assembled with the second bushing 312 fixedly embedded in the inner wall of the hub 31 through the second one-way transmission member 313, and the inner ring gear 22 passes through the clutch member 5 and the hub. The first bushing 311, to which the inner wall is fixedly embedded, is coaxially assembled. The two sets of center wheels of the double center wheel 23 are respectively provided with a center wheel two-way clutch control element 6 between the axle and the axle, and the clutch 4 and the center wheel two-way clutch control element 6 are both connected through the operating mechanism 7 of the internal transmission.

Referring to FIG. 2 to FIG. 9, the specific technical solution of the overrunning clutch element in the present embodiment will be described in detail below.

2 to 5, the overrunning clutch assembly 5 includes a retainer 51, a first one-way transmission member 52, and a plurality of rolling elements 53, which are cylindrical members that are rotatably mounted on the ring gear 22 while the cage 51 is held. The first one-way transmission mounting surface 1102 on the flywheel housing 11 is assembled through the first one-way transmission member 52. A plurality of rolling elements 53 are evenly disposed between the inner ring gear 22 and the inner wall of the first bushing 311 of the hub in an arrangement beyond the clutch mechanism, and an inner ring gear transmission convex is provided on the inner ring gear 22 between the rolling elements 53. 221, a plurality of retaining blocks 511 are disposed on the end surface of the end surface of the retainer 51. Two kinds of slots are sequentially formed between the retaining blocks 511. One of the slots body supports the assembled rolling elements 53 to be restrained, and the other slot body The inner ring gear drive projections 221 are corresponding so that the rolling elements 53 and the ring gear drive projections 221 are separated by the holding block 511.

Regarding the arrangement of the overrunning clutch mechanism of the rolling element 53, reference may be made to the rolling element setting of the overrunning clutch. Specifically, in the embodiment, the inner ring gear 22 is disposed on the outer circumference of the inner sleeve of the first bushing 311 of the hub with a plurality of lower slots through the inclined surface, and the rolling element 53 is assembled in the lower slot, and the inner ring gear 22 is When the rotation speed is greater than the rotation speed of the hub, the rolling element 53 is pushed up by the inclined surface to the wedge-shaped space 222 (shown in FIG. 9) of the inner wall of the hub until the inner ring gear 22 and the first sleeve 311 of the hub are The inner wall is clamped to form a reliable power transmission connection, and the inner ring gear 22 drives the hub to rotate. If the rotational speed of the hub exceeds the inner ring gear 22, the power transmission separation of the first bushing 311 and the rolling element 53 of the hub is disabled.

As shown in FIG. 6 to FIG. 9, the retainer 51 unidirectionally coupled to the flywheel base 11 is in contact with the inner ring gear drive projection 221 through the retaining block 511, and the power can be transmitted to the inner ring gear 22, and the flywheel base 11 The clutch 4 is disengaged from the carrier 21, and the power is transmitted from the ring gear 22 to the planetary gear train from the ring gear 22, and the power is output from the carrier 21 to the hub; if the flywheel seat 11 and the carrier 21 pass the clutch 4, when the power is transmitted from the planet carrier 21 to the planetary gear train by the flywheel seat 11, when one of the center wheels is fixed, the rotation speed of the inner ring gear 22 exceeds the cage 51 of the flywheel seat 11 when the gear ratio is changed. The rolling element 53 forms an overrunning clutch, and the ring gear 22 forms a power transmission connection through the rolling element 53. The inner ring gear 22 transmits power to the hub output. At this time, the ring gear 22 also drives the cage 51 to rotate at the same speed, and the cage 51 transmits. The first one-way transmission member 52 extends beyond the flywheel seat 11. When the center wheel is not fixed and is in a free state, the power is output from the planet carrier 42 to the hub 51 by the flywheel seat 1 at this time, which is a direct gear.

The distance between the cage 51 and the rolling elements 53 and the ring gear drive projections 221 is such that it is ensured that the rolling elements 53 can normally complete beyond the wedge-shaped space between the inner ring gear 22 and the first bushing 311 of the hub. Clutch action. When the clutch is separated from the carrier, when the holding block 211 is ensured to be in contact with the driving protrusion 411, the holding block 211 pushes the rolling element 23 to the inner ring lower groove, completely separated from the inner ring of the hub; when the clutch is engaged with the carrier, When the inner ring gear ramp pushes the transmission element 23 to the drive ring connection with the hub, a certain space is reserved between the retaining block 211 and the drive projection.

The rolling element 53 can be a cylindrical member or a spherical member.

The first one-way transmission member 52 and the second one-way transmission member 313 referred to in this embodiment are all one-way overrunning clutches with a cylinder as a rolling element, but other transmission members having a one-way override function may also be used.

In the five-speed internal transmission of the present embodiment, the ring gear 22 and the carrier 21 are respectively connected to the first bushing 311 of the hub, wherein the ring gear 22 is connected to the first bushing 311 of the hub through the clutch element 5 beyond the clutch element. The carrier 21 is connected to the first bushing 311 of the hub through the second one-way transmission member 313. The inner wall of the hub is provided with a first bushing 311 and a second bushing 312 respectively connected to the ring gear 22 and the carrier 21.

From the above, the five-speed internal transmission of the present embodiment can be initially divided into two modes of a carrier output and an internal ring gear according to the connection with the output member.

In the carrier output mode, the control clutch 4 separates the flywheel housing 11 from the carrier 21, and the power of the flywheel housing 11 is transmitted to the cage 51 through the first one-way transmission member 52, and the internal teeth are pushed through the holding block 511. The transmission block 221 on the ring 22 transmits power to the ring gear 22, and the retaining block pushes the transmission element to the lower ring of the inner ring gear, which is separated from the inner ring of the hub, and the inner ring gear cannot transmit power to the hub through the transmission element. The power enters the planetary gear train from the ring gear 22, passes through the transmission and is output from the carrier 21, and the carrier 21 transmits power to the second bushing 312 of the hub through the second one-way transmission member 313, and the holding block 511 pushes the rolling elements toward The lower groove on the ring gear, the rolling element is separated from the first bushing 311 of the hub, and the overrunning clutch element does not function, as shown in Figs. 6 and 7.

In the ring gear output mode, the control clutch 4 engages the flywheel seat 11 and the carrier 21, at which time the power of the flywheel seat 11 is directly transmitted to the carrier 21, and the power enters the planetary gear train from the carrier 21, after transmission through the transmission. Output from the ring gear 22, the rotation speed of the ring gear 22 exceeds the rotation speed of the carrier, and at this time, the rolling elements between the ring gear 22 and the first bush 311 of the hub enter the wedge-shaped space 222, and the inner ring gear 22 and the hub are The first bushings 311 are tightly connected to each other to realize power output from the hub, the rotational speed of the hub exceeds the carrier 21, and the second one-way transmission member 313 fails.

When the sun gears in the planetary gear train are in a free state, the flywheel seat power is transmitted through the clutch directly from the planet carrier 21 to the hub through the second one-way transmission member 313.

On the basis of the above two output modes, the double planetary gear 24 and the double center wheel 23 in the planetary gear train 2 in this embodiment are combined into two groups (the sun gear is not a double gear), and the two gears are transmitted through the two gears. The speed ratio adjustment realizes the superposition of the shift position in the above two modes.

The technical solution of the clutch in the present embodiment will be described in detail below with reference to Figs. 10 to 20 .

As shown in FIG. 10 and FIG. 11, the flywheel base 11 is connected as a power input member of the internal transmission to the power flywheel of the bicycle, and is rotatably mounted on the axle 9, and the hub 31 serves as a power output member of the internal transmission, respectively, with the planetary gear train 2 The inner ring gear 22 and the carrier 21 are connected. Referring to FIG. 3, a clutch mounting groove 1101 and a first one-way transmission mounting surface 1102 are respectively disposed on the flywheel base 11, and the clutch mounting groove 1101 of the flywheel base 11 is assembled through the clutch. 4 is connected to the planet carrier 21 of the planetary gear train 2, the planet carrier 21 is connected to the first bushing 311 of the hub through the second one-way transmission member 313, and the inner ring gear 22 is transmitted through the first bushing 311 which passes over the clutch member 5 and the hub. The first one-way transmission mounting surface 1102 on the flywheel base 11 is coupled to the overrunning clutch element 5 by assembling the first one-way transmission member 52.

The planet carrier 21 is used to mount the double planetary gears 24 while achieving the output of power through the revolution of the double planetary gears 24. One end of the carrier 21 in this embodiment is directly fitted with one end of the flywheel base 11 , and the clutch 4 is slidably fitted on the axle by a ring-shaped member, and a plurality of sets of clutch lugs 401 are provided in the circumferential direction of the clutch 4 , and the clutch is convex. The block 401 is embedded in the clutch mounting groove 1101 of the flywheel base 11, and the clutch mounting groove 1101 is axially disposed along the end of the flywheel base 11 and the hollow end of the carrier 21, and the clutch 4 is axially slidable along the clutch mounting groove 1101. The end of the planet carrier 21 sleeved on the flywheel seat 11 is circumferentially provided with a plurality of clutch recesses 211 corresponding to the clutch lugs 401. The clutch 4 is inserted into or disengaged from the clutch recesses 211 by axial sliding to realize the flywheel mount 11 and the planet carrier. Separation and bonding between 21.

In order to reduce the rigid impact of the clutch cam 401 of the clutch 4 embedded in the clutch groove 211 on the carrier 21, a wedge surface is disposed on the side of the clutch groove 211 in the non-transmission direction, which facilitates the embedding and exit of the clutch bump 401.

As shown in FIG. 11, the axial slip of the clutch 4 is achieved by a clutch-connected clutch mechanism including a first control knob 41, a second control knob 42, a clutch 4, a rotary support 44, and a clutch control seat. 45, clutch seat 46, spring 47 and other components. Wherein the first control knob 41, the second control knob 42 and the rotary support 44 are used for inputting a rotational movement of the control clutch, and the clutch control seat 45 and the clutch seat 46 are configured to convert the rotational power into an axial force through the cam transmission. Further, the clutch 4 is axially moved to realize the clutching action. The spring 47 is used for the return of the clutch 4.

Referring to FIG. 12, the first control rotary member 41 in this embodiment is a clutch power input member, which is divided into two sections, one of which is a cylinder, and the first control rotary member 41 is rotated through the cylinder to fit the axle 9 of the inner transmission. The first control screw 41 is coupled to the clutch power system, and the driving of the clutch power system is rotated around the axle, and the other portion is provided with a center wheel control lever 4102 for synchronously controlling the central wheel lock of the planetary gear train in the internal shifting. Unlock.

Referring to FIG. 13, FIG. 14, and FIG. 15, the second control rotary member 42 is drivingly coupled to the first control rotary member 41 through the rotary support member 44. The second control rotary member 42 and the rotary support member 44 in this embodiment are clutching power. The power transmission member is transmitted to the clutch, and the second control rotary member 42 is a cylindrical member for transmitting power to the clutch, and the rotary support member 44 is a swing support structure for supporting the second control rotary member 42 and transmitting power.

Referring to Figures 14 and 15, the rotary support member 44 is fitted over the first control screw member 2, and a symmetrical first transmission groove 4101 is provided at the end of the barrel of the first control screw member 41, at the rotary support member 44. The inner ring is provided with a corresponding first transmission protrusion 4404. The first transmission protrusion 4404 and the first transmission groove 4101 are fitted to realize circumferential power transmission between the first control screw 41 and the rotation support 44.

The second control screw 42 is integrally formed in a cylindrical structure and is rotatably assembled coaxially with the rotary support 44.

The rotation support member 44 is provided with a plurality of second control screw mounting protrusions 4401, and the second control screw mounting protrusions 4401 are arranged on the same circumference with the rotation axis of the rotation support member 44 as a center, the size of the circumference and the The inner diameters of the cylinders of the two control rotary members 42 are matched, and the second control rotary members 42 are rotatably fitted on the outer circumference formed by the second control rotary member mounting projections 4401. At the same time, two second transmission grooves 4201 are provided on the end surface of the second control screw 42 , and a corresponding second transmission protrusion 4402 is disposed outside the outer circumference of the second control screw mounting protrusion 4401. The second control screw 42 is fitted on the outer circumference formed by the second control screw mounting protrusion 4401, and the second transmission protrusion 4402 and the second transmission groove 4201 are fitted to each other to realize the rotation support 44 and the second. The axial power transfer between the rotary members 42 is controlled. The two symmetrical transmission grooves and the transmission projections are respectively designed to have different widths, and only one type of assembly can be assembled during assembly, and the design is foolproof.

A sliding groove 4202 that restricts the axial slip of the clutch 4 is provided in the axial direction of the second control screw 42.

In a practical application, the second control screw 42 can also be inserted into the inner circumference formed by the second control screw mounting protrusion 4401 through the outer circumference thereof, and can be mounted on the second control screw according to the installation manner. The inner or outer surface of the block 4401 can be disposed in a corresponding curved surface for facilitating rotational engagement with the second control knob 42.

The positional relationship between the first control rotary member 41 and the rotary support member 44 and between the rotary support member 44 and the second control rotary member 42 in this embodiment can be interchanged.

The outer diameter of the rotary support member 44 is further provided with a second torsion spring mounting protrusion 4403 for mounting the torsion spring, and rotating the rotary power component formed by the first control rotary member 41, the second control rotary member 42 and the rotary support member 44. After returning.

Referring to Figures 16 and 17, the clutch control seat 45 of the present embodiment is fixedly fitted to the axle 9 and is provided with a cam structure 4501. The inner circumference of the clutch control seat 45 is divided into three parts, one of which is an axle mounting arc section 4502, which is in contact with the outer circumference of the axle 9, and a symmetric circumferential positioning projection 4504 is provided at both ends of the axle mounting arc section 4502, and the axle The axial slotting provided thereon corresponds to the circumferential positioning between the clutch control seat 45 and the axle 9, and the remaining center wheel control rod passes through the arc segment 4503, the radius of the arc segment is larger than the radius of the axle, and the assembly The rear and the outer circumference of the axle form an arcuate space for controlling the central wheel of the inner gear planetary gear train to lock and unlock the central wheel control rod.

In this embodiment, the center wheel control rod 4102 is integrally provided with the first control screw 41, and the center wheel control rod 4102 is attached to the axle, and can rotate around the axle axis with the action of the first control knob 41, and the synchronous control is far. The pawl of the first center wheel of the end is locked and closed, while the second pawl controller 622 for controlling the proximal second center wheel pawl is provided in the inner circle of the second control knob 42 to control the clutch , realize two-way clutch control of the double center wheel respectively. In addition, the second rotating member end can also be coupled to the central wheel locking and unlocking rotational control structure for locking and unlocking control of other center wheels employing multiple planetary gearbox internal transmissions.

The clutch seat 46 of Fig. 11 is used to assemble the clutch 4 while being coupled to the second control knob 42 and the clutch control seat 45, respectively, to effect the switching of the rotational and axial movements of the clutching process.

Specifically, the clutch 4 is fitted on the outer circumference of the clutch seat 46. The clutch seat 46 is provided with an axial positioning structure corresponding to the two ends of the clutch, respectively, and defines the axial displacement of the clutch 4 on the clutch seat 46. In the embodiment, the clutch axial positioning structure is divided into a clutch limit step disposed at the end of the clutch seat 46, and a retaining groove disposed at the other end of the clutch, and both sides of the clutch are defined by the mounting circlip and the clutch limit step. The axial movement is performed, and annular gaskets are arranged on both ends of the clutch 4 to reduce the friction of the clutch with the axial positioning structure of the clutch seat during the combined rotation.

The inner ring of the clutch seat 46 is provided with two sets of symmetrical clutch limit projections 4601. The clutch limit projections 4601 are slidably embedded in the two sets of axial sliding grooves 4202 on the second control rotary member 42 and are movable along the sliding concave The groove 4202 slides axially.

The second transmission groove 4201 and the sliding groove 4202 on the second control rotary member 42 of the embodiment can be disposed in the same groove body, thereby reducing the number of slotting of the parts and improving the strength of the parts. In the installation, the clutch limit projections 4601 on the clutch seat 46 are first loaded, and then the second control rotary member 42 is assembled through the second transmission recess 4201 and the rotary support member 44.

The clutch limit projection 4601 on the clutch seat 46 extends into the two sets of cam structures 4501 on the clutch control seat 45 after being inserted into the sliding groove 4202 of the second control rotary member 42 to pass through the first control rotary member 41. The rotational movement transmitted by the rotary support member 44 and the second control rotary member 42 causes the clutch seat 46 to rotate, while the cam structure surface on the clutch control seat 45 pushes (or springs) the clutch seat 46 axially along the sliding groove 4202. Sliding, the axial movement of the clutch 4 is achieved, and the clutching action is completed.

The spring 47 is compressively disposed between the clutch seat 46 and the rotary support 44 to always press the clutch limit projection 4601 on the clutch seat 46 against the cam structure 4501 of the clutch control seat 45.

Referring to Fig. 18, the clutch 4 in this embodiment is mounted between the flywheel housing 11 and the carrier 21 inside the internal transmission, and one end of the carrier 21 is directly fitted with one end of the flywheel housing 11 and the clutch 4 is slid by the annular member. Fitted on the axle, a plurality of sets of clutch lugs 401 are arranged in the circumferential direction of the clutch 4. The clutch lug 401 is embedded in the clutch mounting groove 1101 of the flywheel seat 11, and the clutch mounting groove 1101 is empty along the flywheel seat 11 and the carrier 21 The end of the sleeve is axially disposed, the clutch 4 is axially slidable along the clutch mounting groove 1101, and the end of the carrier 21 on the flywheel seat 11 is circumferentially provided with a plurality of clutch recesses 211 corresponding to the clutch projections 401, the clutch 4 The axial slip of the clutch mechanism of the embodiment realizes the insertion or disengagement of the clutch groove 211, and the separation and engagement between the flywheel seat 11 and the carrier 21 are achieved.

The clutch operation process of this embodiment will be described in detail below with reference to Figs. 19 and 20.

As shown in FIG. 19, the operating mechanism drives the rotary support member 44 to rotate by a certain angle to drive the first control rotary member 41 and the second control rotary member 42 to rotate at the same angle, and the second control rotary member 42 drives the clutch seat 46 to rotate while The cam of the clutch control seat 45 cooperates to push the clutch limit projection to the high position of the cam structure, pushes the clutch seat 46 to the right, and pushes the clutch 4 assembled thereon to the right to realize the between the flywheel seat and the carrier. The separation of power.

As shown in FIG. 20, the operating mechanism drives the rotary support member 44 to rotate the same angle, and the first control rotary member 41 and the second control rotary member 42 are rotated by the same angle, and the second control rotary member 42 drives the clutch seat 46 to rotate, and the clutch limit is adjusted. The bump returns to the lower position of the cam structure under the action of the spring, pushes the clutch seat 46 to the left, pushes the clutch 4 assembled thereon to the left, and realizes the power engagement between the flywheel seat and the carrier.

The technical solution of the center wheel two-way clutch control element of the present embodiment will be described in detail below with reference to FIGS. 21 to 29.

Referring to FIG. 21 and FIG. 22, the center wheel two-way clutch control element is used to realize the locking between the first center wheel 231 and the second center wheel 232 in the illustration during the forward and reverse rotation, respectively, and the axle 9 . Unlock. The locking referred to in this embodiment means that the center wheel is circumferentially positioned with the shaft in one rotational direction. During the transmission of the planetary gear train, the center wheel does not rotate with the shaft. Unlocking means that the center wheel has no circumferential positioning between the shaft and the center wheel is sleeved on the shaft. During the transmission of the planetary gear train, the center wheel can rotate freely.

As shown in FIG. 22, the five-speed internal transmission of the present embodiment adopts a dual center wheel, wherein the first center wheel 231 and the second center wheel 232 are respectively provided with a set of center wheel two-way clutch control mechanisms, and respectively pass the first control of the clutch. The rotary member 41 and the second control rotary member 42 control the clutching action.

The specific scheme of the center wheel two-way clutch control mechanism will be described in detail by taking the first center wheel 231 as an example.

The center wheel two-way clutch mechanism assembled by the first center wheel 231 includes a first pawl 61, a second pawl 62, a first pawl seat 611, and a first pawl controller 612.

Regarding the specific structure of the pawl, referring to FIG. 23, the first pawl 61 and the second pawl 62 are characteristically symmetrical, including the mounting portion 6101, the control portion 6102, and the ratchet portion 6103, and the third pawl of the other center wheel assembly. The structure of the 61' and the fourth pawl 62' is similar to that shown in FIG.

The first pawl seat 611 is for mounting the first pawl 61 and the second pawl 62, and is also used for rotational assembly with the inner ring of the first center wheel 231.

Referring to Fig. 25, the inner ring of the first pawl seat 611 is nested on the axle 9 through the circumferential positioning projection and is circumferentially positioned and assembled with the axle 9. The first pawl 61 and the second pawl 62 are symmetrically fitted on the circumference of the first pawl seat 611 for fitting with the first center wheel 231, and the first pawl seat 611 is provided with a state capable of accommodating the pawl unlocked state. Space, the symmetrically disposed first pawl 61 and the second pawl 62 are mounted on the first pawl seat 611 through the pawl spring 614, maintaining the initial ejection state of the two pawls, ie without the first pawl control Under the constraint of the device, the first pawl 61 and the second pawl 62 can protrude from the outer circumferential surface of the first pawl seat 611 under the action of the pawl spring 614, and the ratchet groove corresponding to the inner ring of the first center wheel 231 Chimerism. For the technique of assembling the pawl through the pawl spring and maintaining the pop-up state, the center wheel pawl control technology of the conventional bicycle internal transmission can be referred to, and the embodiment will not be described herein.

The mounting portion 6101 of the first pawl 61 and the second pawl 62 is a partial cylinder, and the cylindrical portion is fitted in the pawl mounting groove 6111 of the first pawl seat 611, and can realize partial angular swing of the pawl; The control portion 6102 of the pawl 61 and the second pawl 62 is used to contact the first pawl controller 612, and the first pawl controller 612 realizes the restraining limit of the pawl through the control portion 6102 of the pawl; The ratchet portion 61 and the ratchet portion 6103 of the second pawl 62 are used for ejecting and fitting with the ratchet groove 2311 of the inner ring of the first center wheel 231, respectively, to achieve locking in the two rotational directions of the center wheel.

Referring to FIG. 26 to FIG. 28, the first pawl controller 612 is rotatably assembled with the first pawl seat 611, and the rotational assembly position is located in the circumferential region of the correspondingly mounted pawl control portion 6102, and the first spine is rotated. The pawl controller 612 does not affect the mutual motion relationship between the first pawl seat 611 and the first center wheel 231.

The inner ring assembled by the first pawl controller 612 and the first pawl seat 611 is provided with a pressing arc segment 6121 and a pop-up slot 6122 for restraining the control portion 6102 of the pawl, the first spine The claw 61 or the second pawl 62 is in a pressed state, and the pop-up groove 6122 is for releasing the restraint of the control portion 6102 of the pawl, and the first pawl 61 or the second pawl 62 is in the pop-up state.

The other end of the first pawl controller 612 is rotatably fitted on the axle 9 as a support, and the pawl control slot 6124 is disposed through the inner ring of the first pawl controller 612, and the pawl control slot 6124 is transmitted through the pawl control slot 6124. It is coupled to the first control knob 41 to drive the first pawl controller 612 to rotate by the clutch rotation control system.

The inner ring of the first center wheel 231 is evenly provided with a plurality of ratchet grooves 2311, and both side faces of the ratchet groove 2311 are respectively engageable with the ratchet portions of the first pawl 61 and the second pawl 62 in the pop-up state.

The pressing arc segment 6121 and the pop-up notch 6122 of the first pawl controller 612 are alternately distributed in a closed loop along the inner ring of the first pawl controller 612, and a transition slope 6125 is provided at both ends of the pressing arc segment 6121 for The control portion that pushes the pawl, that is, the first pawl controller 612, can control the first pawl 61 and the second pawl 62 in both rotational directions.

As shown in FIG. 27, the first pawl controller 612 is rotated counterclockwise, and the upper and lower pop-up slots 6122 set the second pawl 62 to the pop-up state, and the ratchet portion 6103 on the second pawl 62. Engaging with the side surface of the ratchet groove 2311 of the inner ring of the first center wheel 231, at this time, the second pawl 62 defines the first center wheel 231 to rotate counterclockwise, while the pressing arc segment 6121 on the left side of the first pawl controller 612 transmits The pawl control portion 6102 presses the first pawl 61 into the first pawl seat 611, at which time the first pawl 61 does not restrict the rotation of the first center wheel 231.

As shown in FIG. 28, the first pawl controller 612 is rotated by the hand, and the pop-up slot 6122 on the left side of the first pawl controller 612 releases the restraint of the first pawl 61, so that the first pawl 61 is In the pop-up state, the ratchet portion is fitted to the side of the ratchet groove of the inner ring of the first center wheel 231, and the first pawl 61 defines the clockwise rotation of the first center wheel 231 while the first pawl The pressing arc segment 6121 on the right side of the controller 612 presses the second pawl 62 into the first pawl seat 611 through the control portion of the pawl, at which time the second pawl 62 does not restrict the rotation of the first center wheel 231.

The pressing arc segment 6121 of the first pawl controller 612 in this embodiment can simultaneously put the first pawl 61 and the second pawl 62 in a pressed state, so that the first center wheel 231 is at a position relative to the first pawl seat 611. Idle state.

The transition slope 6125 disposed at both ends of the pressing arc segment 6121 can ensure that the first pawl controller 612 can pass the ratchet portion 6103 from the ratchet groove 2311 of the first center wheel 231 through the control portion 6102 of the pawl in any one of the rotational directions. The push is introduced to thereby achieve continuous control of the first pawl 61 and the second pawl 62 by the first pawl controller 612.

24 and 29, the structure of the third pawl 61' and the fourth pawl 62' mounted by the second center wheel 232 in this embodiment is similar to that of the first pawl 61 and the second pawl 62, corresponding to The second pawl holder 621 and the second pawl controller 622 are disposed in the same manner as the first center wheel 231 described above, and the second pawl controller 622 is coupled to the clutch rotation control system through the second control knob 42 as shown in the figure. As shown in Figure 13, the two-way clutch control of the second center wheel is achieved.

The five-speed internal transmission of the present embodiment uses the planetary gear train of the double center wheel as the transmission device, respectively, through the locking and unlocking of the two sets of the center wheels, and has two-way transmission ratios of two groups, and the process of rotating in the same direction of the center wheel The transmission direction has two sets of speed ratios from the inner ring gear of the planetary gear train to the transmission path of the planet carrier. When the center wheel rotates in the reverse direction, the transmission direction is also provided from the planet carrier of the planetary gear train to the center wheel. The two sets of speed ratios achieve the improvement of the transmission ratio of the planetary gear train without increasing the transmission mechanism.

Referring to FIG. 21, in the embodiment, the second center wheel 232 of the dual center wheel is disposed adjacent to the control end, and the second pawl controller 622 is directly positioned or integrally disposed with the second control screw 42 in the first embodiment. The two control rotary members 42 are connected to the outer periphery of the rotary support member of the control end, and the inner end of the rotary support member is connected to the first control rotary member 41 for controlling the clutching action of the first center wheel 231, and sequentially passes through the first control rotary member 41. The second pawl seat 621 and the first pawl seat 611 are coupled to the first pawl controller 612.

Referring again to FIGS. 12 and 13, the first control knob 41 is divided into a rotating cylinder portion 4103, a center wheel control lever 4102, and a control block 4104. The rotating cylinder portion 4103 is rotatably fitted on the axle 9, and one end is transmitted through the circumferential positioning structure and rotation. The support members are coupled, the center wheel control lever 4102 extends in the axial direction from the cylinder wall of the rotating cylinder portion 4103, and the control block 4104 is disposed at the extended end portion of the center wheel control lever 4102. An arc segment having a diameter larger than the shaft diameter is disposed on the inner inner ring of the second pawl seat 621, the first pawl seat 611 and the axle 9, and the arc segment and the shaft are assembled after the pawl seat is assembled on the shaft. An arc-shaped space is formed between the central wheel control rod 4102 and the control block 4104, and the center wheel control rod 4102 has a certain rotation angle in the arc space, which is sufficient for controlling the first pawl controller 612. The angle of rotation.

On the shaft-mounted inner ring 6123 of the first pawl controller 612 and the shaft assembly, a pawl control groove 6124 having one end fitted to the control block 4104 is provided, and the center wheel control rod 4102 of the first control screw 41 passes through After the second pawl seat 621 and the first pawl seat 611, the end control block 4104 is engaged with the pawl control groove 6124 of the first pawl controller 612, and the first pawl controller 612 is inserted through the shaft surface. The ring and the fitted control block 4104 are rotatably mounted on the axle 9, and the first pawl controller 612 is rotated by the rotation of the first control knob 41.

Due to the planetary gear train characteristics of the dual center wheel, when controlling the first center wheel 231 and the second center wheel 232, one of the center wheels should be locked at most, and locking the two center wheels will cause the planetary gear train to lock.

The technical solution of the operating mechanism in this embodiment will be described in detail below with reference to FIGS. 30 to 35.

Referring to Fig. 30, the operating mechanism includes a first torsion spring 71, a second torsion spring 72, a rotary transmission member 73, a first control rotary member 41, an axle 9, an operating member 76, and the like.

Wherein, the rotating transmission member 73 is connected to the operating member 76 outside the internal transmission and the first control rotating member 41 inside the internal transmission, and is a rotating power transmitting member between the operating member 76 and the first control rotating member 41, which is transmitted through the outside of the internal transmission. The steering member 76 controls the rotation of the first control knob 41 inside the internal transmission to achieve control of the shifting actuator inside the internal transmission.

Referring to Fig. 31, the rotation transmission member 73 is rotatably fitted to the axle 9 together with the rotation control mount 731, and a steering mounting portion 7311 for mounting the manipulation assembly 76 is provided on the rotation control mount 731.

The rotating transmission member 73 and the main body of the rotation control mount 731 in this embodiment are both cylindrical structures, and two sets of axially arranged transmission rods 7301 are provided at one end of the rotation transmission member 73 with the rotation control mount 731, corresponding to The inner ring of the rotation control mount 731 is provided with a steering transmission groove 7312 corresponding to the end of the transmission rod 7301, and the rotating transmission member 73 is realized by inserting the two sets of transmission rods 7301 with the steering transmission groove 7312. Rotating the circumferential positioning connection between the mounts 731.

The other end of the rotary transmission member 73 is provided with two sets of steering transmission projections 7302 for transmitting the rotational power of the steering assembly to the first control rotary member 41.

The rotary transmission member 73 and the rotation control mount 731 are respectively located at two sides of the second bead frame 812 of the internal transmission, and the second bead frame 812 is circumferentially positioned and mounted on the axle 9 for rotationally mounting the flywheel base connected to the bicycle transmission system.

Referring to FIG. 32, the inner ring of the second bead frame 812 is provided with two sets of second bead frame circumferential positioning protrusions, which are fitted and fitted with the grooves on the axle 9, and at the same time, the rotary transmission member 73 and the rotation control mount 731 are formed. The rotating component is rotatably mounted on the axle 9 through the sleeve 734. The end of the sleeve 734 is provided with a groove, and is engaged with the second bead frame circumferential positioning protrusion of the second bead frame 812, and is fixedly mounted on the axle 9. . The transmission rod 7301 of the rotary transmission member 73 passes through the installation inner wall of the inner ring of the second bead frame 812 and the sleeve 734 forms two symmetrical proximal semi-circular arc passages, and the rotation transmission member 73 and the rotation control mount 731 are rotated. The two sets of control rods 301 rotate in two semi-circular arc channels.

A first torsion spring mounting groove 7303 and a second torsion spring mounting groove 7304 are provided on the rotary transmission member 73 at different axial positions for mounting the first torsion spring 71 and the second torsion spring 72, respectively.

Referring to FIG. 33, the rotation transmitting member 73 is connected to the circumferentially positioned fixing seat 732 on the axle through the first torsion spring 71. The fixing seat 732 is a ring member, and the inner ring is provided with a fixing seat circumferential positioning protrusion. The circumferentially positioned sleeve is disposed in the axial positioning groove of the axle 9, and the first torsion spring mounting protrusion 7322 for connecting the first torsion spring is disposed on the outer circumference of the fixing seat, and the first torsion spring 71 adopts a spiral The reed has a spiral inner end and an outer end respectively provided as hook bodies, which are respectively hooked on the first torsion spring mounting groove 7303 of the rotation transmission member 73 and the first torsion spring mounting protrusion 7322 of the fixing base 732.

A torsion spring connection seat 733 is also coaxially disposed on the fixing base 732 for separating the first torsion spring 71 and the second torsion spring 72. The torsion spring connecting seat 733 is provided with a plurality of curved arc-shaped protrusions inside and outside, wherein the inner ring formed by the first torsion spring positioning protrusion 7331 of the inner ring is for accommodating the outer ring of the first torsion spring 71. The connecting seat circumferential positioning protrusions 7332 of the outer ring are on the same circumference as the first torsion spring mounting protrusions 7322 on the fixing base 732, and are alternately nested with each other to form a circumference between the torsion spring connecting seat 733 and the fixing seat 732. To the positioning, the first torsion spring 71 can be directly hooked on the connecting seat circumferential positioning protrusion 7332 to realize the connection with the fixing seat 732.

Referring to FIG. 34, the rotary transmission member 73 is simultaneously connected to the rotary support member 44 connected to the first control rotary member 41 through the second torsion spring 72, and the rotary support member 44 is used for circumferentially positioning connection with the first control rotary member 41 to transmit rotation. The rotational power transmitted by the transmission member 73 can simultaneously connect a plurality of gear position control rotary members to realize simultaneous manipulation of the plurality of shift actuators.

The outer ring of the rotating support member 44 is provided with a second torsion spring mounting protrusion 4403 for connecting the second torsion spring. The second torsion spring 72 is similar to the first torsion spring, and adopts a coil spring with a spiral inner end and an outer end respectively. The hook body is provided to be hooked on the second torsion spring mounting groove 7304 of the rotation transmission member 73 and the second torsion spring mounting protrusion 4403 of the rotation support member 44, respectively.

As shown in FIG. 14, the inner ring of the rotary support member 44 is provided with a first transmission protrusion 4404. The first control rotary member 41 has a main body cylindrical body whose inner diameter is the same as the inner diameter of the rotary support member 44, and one end thereof is provided. There is a first transmission groove 4101 corresponding to the first transmission protrusion 4404. The first transmission groove 4101 and the first transmission protrusion 4404 are fitted with the rotation support member 44 and the first control rotation member 41. On the axle 9, the other end of the first control knob 41 is provided with a control block 4104 and extends to a two-way clutch control element of the first center wheel inside the internal transmission. A plurality of circumferential projections are also provided on the outer circumference of the rotary support member 44 to drive the two-way clutch control members coupled to the clutch and the second center wheel.

The first torsion spring 71 and the second torsion spring 72 in this embodiment respectively provide damping at the time of the shifting operation, while the energy storage is used as the power for returning the rotary transmission member 73.

Referring to FIG. 33 to FIG. 34, wherein the second torsion spring 72 is also used as a transmission member for driving the rotation of the first control screw 41, the second torsion spring mounting groove 7304 on the rotation transmission member 73 is disposed on the steering transmission protrusion 7302. On one side, after the first transmission groove 4101 of the first control screw 41 is circumferentially fitted with the rotation support member 44, a pair of operation transmission protrusions 7302 of the front end of the rotation transmission member 73 is extended to operate the transmission protrusion. The 7302 has a rotating space between the first transmission grooves 4101. During the operation of the shifting, the rotating transmission member 73 transmits the rotating support member 44 through the second torsion spring and finally drives the first control rotary member 41 to rotate. The torsion direction of the first torsion spring 71 and the second torsion spring 72 is opposite to the direction in which the rotary transmission mechanism is rotated in the forward direction, and the elastic force of the second torsion spring 71 should be larger than the first torsion spring 72.

In the initial stage of the shifting process, the rotating transmission member 73 firstly drives the second torsion spring 72 to elastically deform under the control of the operating element, and then the elastic force generated by the deformation of the second torsion spring 72 drives the rotating support member 44 and the rotating transmission member. The 73 rotates together to realize the action of the gear actuator of the internal transmission.

If, during the shifting operation, when the engaged transmission mechanism is not in position, the gear position actuator cannot be in position at this time, but the rotation transmission member 73 can still rotate normally, and the second torsion spring 72 and the first torsion spring 71 are performed at this time. The elastic transmission member 73 and the rotary support member 44 are not rotated due to the engagement of the gear position actuator. When the transmission mechanism for the corresponding gear position is engaged, the rotary transmission member 73 and the rotary support are at this time. The member 44 rotates under the elastic force of the second torsion spring 72, and controls the gear position actuator to perform a shifting action.

The first torsion spring 71 in this embodiment is used to ensure the return position of the rotary transmission member 73 after the rotation is shifted. Generally, after the second torsion spring 72 drives the rotary support member 44 and the first control rotary member 41 to rotate and shift, the rotary transmission member 73 is controlled by the return spring of the gear position actuator by the first control. The rotary member 41 and the rotary support member 44 are reversely transmitted through the second torsion spring 72 to drive the rotary transmission member 73 back, but if the corresponding gear position actuator is stuck due to the non-position of the transmission mechanism, the rotary transmission member 73 may not be normally returned due to the jam of the first control knob 41 and the rotation support 44. In this case, the rotation transmission member 73 of the present embodiment may be under the elasticity of the first torsion spring 71. Go back.

The rotary transmission member 73 is elastically coupled to the rotary support member 44 that is circumferentially coupled to the first control rotary member via the second torsion spring 72. The steering transmission projection 7302 of the rotary transmission member 73 is located at the first transmission of the first control rotary member 41. Between the grooves 4101 (refer to FIG. 15 in combination), and between the first transmission grooves 4101 of the first control screw 41, an idle distance for freely rotating the steering projection 7302 is provided, and the idle distance can at least ensure the rotation transmission. The piece rotates by one gear in the first transmission groove 4101. When the rotation control member 73 shifts the rotation, the rotation support member 44 is rotated by the second torsion spring 72, and after the rotation of the one gear position, if the first control rotation member or the second control rotation member is connected to the shift actuator If the jam occurs, the elastic force of the second torsion spring 73 directly drives the first control screw or the second control screw that is circumferentially connected to the rotary support 44 to rotate. If the shift actuator is stuck, the second The elastic deformation of the torsion spring 72 is continuously maintained until the engagement of the shift actuator is eliminated, and the elastic force of the second torsion spring 72 causes the rotary support member 44 to rotate and shift, thereby improving the feel of the shifting operation.

Referring to FIG. 35, the manipulation assembly 76 of the present embodiment is detachably mounted on the rotation control mount 731, and includes a cable holder 761, a wire guide plate 762, a wire guide seat 763, and a limit fixing seat 764.

Referring to FIG. 31, a circumferential positioning groove is formed in the inner ring of the wire holder 761, and is slidably engaged with the wire positioning circumferential projection 7131 of the steering mounting portion 7311 of the rotation control mount 731. Rotation of the wire holder 761 can drive the rotation control mount 731 and its connected rotary transmission member 73 to rotate.

The wire holder 761 is provided with a wire groove for placing the wire on the circumference of the wire holder 761. The wire holder 761 has a U-shaped groove on the end surface thereof, and the width is slightly larger than the diameter of the wire connector. After the wire connector is fixed to the tail end of the wire, the wire can be easily placed. The U-shaped slot is inserted into the U-shaped slot and the cable is locked in one direction. The opening direction of the U-shaped slot is flexibly set according to the direction of the cable. When viewed from the cable holder to the second bead frame, when the cable pulls the cable holder counterclockwise, The U-shaped groove faces the right side, and vice versa. The fifth-speed internal transmission in this embodiment pulls the cable holder counterclockwise; the end face of the wire holder 761 can also be provided with a screw hole through the circumferential wire slot through the mounting screw. , restrict the pull wire from coming out of the trunking.

The inner circle of the limiting fixing seat 764 has two symmetry planes, and is fastened with the flat position on the shaft to realize the circumferential direction. The outer circle of the limiting fixing seat 764 is a step circle, wherein the smaller diameter circle has two symmetrical flat positions. It is used for circumferential positioning assembly with the wire guiding plate 762, and has a circular groove for mounting the axial retaining spring 7641.

The inner surface of the wire guiding plate 762 has two planes, and is fastened with the flat surface of the limiting fixing seat. One end surface of the wire guiding plate 762 is limited by the shoulder on the limiting fixing seat 764, and the other is The end surface is fixed by the axial retaining spring 7641; the tail end of the long wire rod of the wire guiding plate 762 has a rectangular block protrusion, and cooperates with a rectangular groove on the wire guiding seat 763, and the wire guiding seat 763 is provided with a pulling wire. Through the hole, the wire passes through the joint through the joint, and is wound around the circumferential groove on the wire holder 761, and the tail end is fixed by the wire joint, and the card is located in the U-shaped groove of the wire holder 761.

When installing, first fasten the connector of the cable to the end of the cable, put the cable connector into the U-shaped slot of the cable holder 761, rotate the cable holder 761, and place the rectangular slot of the cable guide 763. The rectangular protrusion of the wire guiding plate 762 is simple and convenient.

A positioning shoulder 7314 is provided on the steering mounting portion 7311 of the rotation control mount 731 for axial positioning of the cable holder 761, and the limiting fixing seat 764 is fixedly mounted on the outer end axle of the rotation control mount 731. The end portion of the axle can realize the overall axial positioning of the operating mechanism and the internal structure of the internal transmission through the shaft end locking member of the nut, and the wire guiding seat 763 is fixed on the limiting fixing seat 764 through the wire guiding plate 762, and transmits the axial direction. The snap spring 7641 is axially fixed. The wire guide plate, the wire guide seat and the like can be detached from the limit fixing seat 764 by removing the axial circlip 7641 on the limit fixing base 764, and then the wire holder 761 is removed from the rotation control mount 731. It is removed, and the whole operation component is removed from the internal transmission without affecting the transmission structure inside the internal transmission, realizing quick disassembly and disassembly of the operating element or flywheel.

The cable holder 761 of the operating member 76 is connected to the rotation control mechanism through the cable. The rotation control mechanism in this embodiment can be realized through the finger dialing mechanism or the dialing mechanism of the bicycle. The dialing mechanism and the dialing mechanism are common parts for bicycles. The technical personnel in the field can select according to the actual design requirements, and the present embodiment is not described herein with specific technical solutions.

During the operation of the internal transmission of the embodiment, during the process of downshifting the speed ratio of the internal transmission from high to low, the first torsion spring and the second torsion spring are accumulatively driven by the pull wire to drive the wire holder, and the clutch is controlled. The clutching relationship with the center wheel realizes the multi-gear output of the internal transmission, and such setting can make the downshifting operation more labor-saving.

The flywheel base 11 in this embodiment is rotatably mounted on the axle 9 through the second bead frame 812. One end of the hub 31 is rotatably mounted on the flywheel base 11 through the first bead frame 811, and the other end is rotatably assembled through the third bead frame 813. On the axle 9, the inner double planetary gear train, the clutch, the center wheel two-way clutch control element, and the overrunning clutch element are housed inside the hub of the hub.

A first seal 801 and a second seal 802 are provided between the hub 31 and the flywheel seat 11, and a third seal 803 is provided between the flywheel housing 11 and the operating element of the operating mechanism 7, the rotation of the operating member 7. A fourth sealing member 804 is disposed between the transmission member and the axle 9, and a fifth sealing ring 805 is disposed between the hub 31 and the axle 9 to achieve internal sealing of the five-speed internal transmission to prevent external dust and water from entering the interior of the transmission. At the same time, lubricating oil can be filled inside the internal transmission to improve the transmission lubrication performance of the transmission.

Embodiment 2

The difference between the embodiment and the first embodiment is that the operating mechanism of the embodiment adopts electric control. The technical solution of the electric operating mechanism in the embodiment will be described in detail below with reference to FIGS. 36 to 44.

Referring to FIG. 36, the electric operating mechanism in this embodiment specifically includes a control torsion spring 74, a rotary transmission member 73, a first control rotary member 411, a second control rotary member 42, an axle 9, an electronic control assembly 75, and an adapter 77. , gear positioning seat 771 and other components.

The rotary transmission member 73 has the same function as that of the first embodiment, and is respectively connected to the electronic control unit 75 outside the internal transmission and the gear position control rotary member inside the internal transmission, which is a rotation between the electronic control unit 75 and the gear position control rotary member. The power transmission member controls the rotation of the gear position control rotary member inside the internal transmission through the electronic control unit 75 outside the internal transmission to realize electric control of the shift actuator inside the internal transmission.

The rotation transmission member 73 is rotatably fitted on the axle 9 together with the rotation control mount 731, and is connected to the electronic control unit 75 provided outside the internal transmission through the rotation control mount 731, and is provided on the rotation control mount 731 for connecting the electronic control unit. The manipulating mounting section 731 of 75.

The connection between the rotary transmission member 73 and the rotation control mount 731 in this embodiment and the assembly with the second bead frame 812 and the axle 9 are the same as those in the first embodiment, and will not be described in detail in this embodiment.

The rotary support member 44 and the first control rotary member 41 in this embodiment are the same as those in the first embodiment, and will not be described in detail in this embodiment.

Referring to FIG. 37 and FIG. 39, the rotary support member 441 is provided with a plurality of circumferential positioning grooves on the same circumference on the outer side, and the second control rotary member 42 is a cylindrical member, and is provided at one end thereof with a plurality of circumferential positioning grooves. The adapter circumferentially positioning protrusion 4203, the adapter circumferential positioning protrusion 4203 realizes the circumferential positioning assembly of the second control screw 42 and the rotary support 44, and is also used for the circumference of the additional adapter To the assembly. The other end of the second control knob 42 is provided with the same shifting structure as that of the other set of gear position actuators in the internal transmission.

As shown in FIG. 37, the rotating transmission member 73 and the rotating support member 441 of the present embodiment are connected through a spiral control torsion spring 74, and the one end of the torsion spring is controlled to be attached to the steering transmission 73. The protrusion 7302 and the rotating support member 441 control the same side of the torsion spring mounting protrusion 4405, and the other end of the torsion spring is controlled to be attached to the control transmission protrusion 7302 of the rotation transmission member 73 and the control torsion spring mounting of the rotation support member 441. On the other side of the protrusion 4405, after the installation of the torsion spring 74 is controlled, the rotation transmission member 73 rotates to drive the control spring 1 to deform, and the first control of the rotation support member 441 and its connection is driven by the elastic force generated by controlling the deformation of the torsion spring 74. The rotary member 41 and the second control rotary member 42 rotate.

The function of the control torsion spring 74 in this embodiment is similar to that of the second torsion spring in the first embodiment, and both serve as elastic transmissions for rotating the two sets of control rotary members, and play a buffer delay when the shift is stuck. The difference is that the control torsion spring 74 of the present embodiment can form an elastic transmission between the rotary transmission member and the rotary support member in both the forward and reverse rotational directions. .

Referring to FIG. 38, the second control screw 42 in this embodiment is connected to the circumferential direction of the rotary support 44, and is also circumferentially coupled to the adapter 77. The adapter 77 is fixed to the axle 9. The upper gear positioning seat 771 is rotatably assembled, and an elastically disposed positioning steel ball 774 is disposed between the adapter 77 and the gear positioning seat 771. The adapter 77 or the gear positioning seat 771 is circumferentially oriented. A plurality of steel ball positioning grooves for locating the steel balls are arranged, and the angle between the steel ball positioning grooves is consistent with the rotation angle between the gear positions controlled by the gear position control rotary member, and the shift control is executed in the gear position control rotary member. After the mechanism is in place, the positioning steel ball will be embedded in the steel ball positioning groove to realize the positioning and maintenance of the gear position control screw.

Referring to FIG. 38 to FIG. 41, the adapter circumferential positioning protrusion 4203 of the second control rotary member 42 in this embodiment is circumferentially assembled with the rotary support member 44, and the end portion is extended while the adapter member 77 is attached. The circumferential direction is connected, and the inner ring of the adapter 77 is provided with an adapter positioning groove 7701 which is circumferentially fitted with the adapter circumferential positioning protrusion 4203, and the adapter 77 is uniformly arranged with four sets of steel in the radial direction. The ball mounting hole 7703 is provided with a ring spring groove 7702 on the outer circumferential surface of the adapter 77. The compression spring groove 7702 is connected in series with all the steel ball mounting holes 7703, and the positioning steel ball 774 is embedded in the inner end of the steel ball mounting hole 7703. A compression spring 773 is nested in the compression spring slot 7702. In this embodiment, two sets of positioning steel balls are disposed, and the other two steel ball mounting holes 7703 are used for fixedly hooking the two ends of the compression spring 773, and the compression spring 773 is entirely The state of the elastic tension, while restricting the movement of the positioning steel ball 774 from the outside, tends to press the positioning steel ball 774 toward the inside at any time.

The adapter 77 is coaxially disposed with the gear positioning seat 771. The inner ring of the gear positioning seat 771 is provided with a circumferential positioning protrusion 7711 of the gear positioning seat, and is circumferentially fitted with the groove on the axle, and the gear positioning seat is arranged. The outer ring of the 771 which is in contact with the adapter 77 is provided with a plurality of steel ball positioning grooves 7712, and the positioning steel balls 774 in the steel ball mounting holes 7703 are pressed into the steel ball positioning grooves 7712 by the pressure spring. The position of the ball positioning groove 7712 is in one-to-one correspondence with the gear position of the internal transmission, that is, when any gear position in the internal transmission is reached, the positioning steel ball 774 is embedded in the only one of the dry positioning grooves.

The outer ring of the adapter 77 is also provided with two sets of symmetrical rotating transmission limiting protrusions 7713 for defining the extreme rotational position of the rotating transmission member.

The working principle of the positioning steel ball of the present embodiment in the shifting operation will be described in detail below with reference to FIGS. 42 and 43.

As shown in FIG. 42, when the shift actuator in the internal transmission is in any one of the gear positions, the adapter 77 is equipped with a steel ball mounting hole for positioning the steel ball 774 and a corresponding position on the gear positioning seat 771. The steel ball positioning groove 7712 is aligned. At this time, the positioning steel ball 774 is embedded in the steel ball positioning groove 7712 by the compression spring 773, and plays the role of positioning the adapter 77 and the connected shift control knob thereof, and Guarantee the accuracy of switching from other gears to the gear position.

As shown in FIG. 43, when the operating mechanism controls the gear position control rotary member to perform the shifting, the adapter member 77 is rotated, the positioning steel ball 774 rotates with the adapter member 77, and the positioning steel ball 774 overcomes the elastic force of the compression spring 773. The steel ball positioning groove 7712 is slid out and moved along the outer circumferential surface of the steel ball positioning seat 81 to be positioned in the corresponding steel ball positioning groove of the other gear position.

Both sides of the steel ball positioning groove 7712 are inclined surfaces, which facilitates the positioning of the steel ball from the steel ball positioning groove 7712 during the shifting process; in addition, after the steel ball enters the position of the inclined surface of the steel ball positioning groove, even at this time The electronic control component has controlled the gear position control screw to stop because the rotation error has been stopped, and the positioning steel ball will automatically be embedded in the steel ball positioning groove 7712 along the inclined surface, so that the gear position control rotary member cooperates with the gear position actuator to switch the gear position of the internal transmission to the correct position. position.

Referring to FIG. 1 and FIG. 14 , the electronic control component 75 in this embodiment includes a motor 751 , a driving gear 752 , a driven gear 753 , a Hall sensor 754 , a control seat 755 , and the like . The electronic control component is mounted on the control seat 755 . The control seat 755 is fixedly mounted on the axle 9 outside the transmission through a limiting bracket 764 similar to that in the first embodiment. The control seat 755 has a detachable control cover 7551 for easy opening and maintenance. A control hole 755 is provided on the control base 755 for wiring the internal motor.

The motor 751 is a power component of the electric operating mechanism, and the reduction gear pair formed by the driving gear 752 and the driven gear 753 is drivingly connected with the rotation control mounting seat 731 of the rotating transmission member, and the driving gear 752 is coaxially assembled with the motor shaft, and the driven gear 753 Rotating coaxially with the rotation control mount 731, a plurality of magnetic steels 7541 corresponding to the gear positions are disposed on the rotating circumference of the driven gear 753, and the driven gear 753 can be directly controlled by the corner sensor 754, and at the same time The detected position signal is transmitted to the control chip of the motor to control the motor to stop. Specifically, the motor is automatically controlled by the position sensor to control the start and stop of the motor. In this embodiment, the Hall sensor and the motor are not used. The signal connection technical solution will be described in detail.

Since the diameter of the driven gear 753 is large, the gear teeth on the entire circumference are not used in the rotation shifting process. On the same circumference of the driven gear 753 of the present embodiment, the transmission gear segment 7531 and the positioning arc are respectively disposed. Section 7532, wherein the gear teeth on the transmission gear segment 7531 mesh with the driving gear 752, and the positioning arc segment 7532 is provided with a plurality of magnetic steels 7541 corresponding to the position of the internal transmission gear position, and the Hall sensor 754 is fixedly disposed on the driven gear 753. On one side of the control seat, fixed position relative to the axle, the position of the rotating magnetic steel is detected.

In practical applications, other position sensors such as proximity switches, micro switches or photo-sensing sensors may be used for position detection of the protruding structure on the driven gear 63. This embodiment is not a specific structural solution. Carry out one by one.

Referring to FIG. 36, the control seat 755 of the electronic control unit 75 of the present embodiment is fixedly mounted on the axle through the limiting fixing base 764, and the non-circular sliding sleeve is fixed between the limiting fixing base 764 and the control seat 755, and is fixed at the limit. The seat 764 is axially positioned and mounted by the axial positioning member such as a snap ring. The limit fixing seat 764 is axially positioned through the shaft end nut of the axle, and the inner ring of the driven gear 753 is transmitted through the circumferential positioning groove. Mounted on the rotary control mount 731, as shown in FIG. 44, slidably assembled with the electrically controlled circumferential positioning projection 7131 on the rotary control mount 731, and the positioning shoulder to the driven gear 753 is provided on the rotary control mount 731. Perform axial positioning. The electric operating mechanism of the embodiment is the same as the operating mechanism of the first embodiment. After the circlip on the retaining seat 764 is detached, the control seat 755 of the electronic control unit and the internal driven gear can be directly fixed from the limit. The seat 764 and the rotation control mount 731 are withdrawn, and the electronic control components are separately disassembled without affecting the overall structure inside the internal transmission.

The fittings and grooves of the circumferentially positioned or circumferentially driven circumferential positioning structure locks are realized between all the components in the present invention, and those skilled in the art can change the position according to the actual situation inside the internal transmission. The circumferential positioning structure referred to in the claims is not limited by the above two embodiments.

As shown in FIG. 45, the hub 31 of the first embodiment and the second embodiment is provided with a brake mounting portion 314 on the other side of the flywheel base, and can be mounted with a disc brake, a brake brake, a roller brake, and the disc brake shown in FIG. Mounting flange.

The five gear operating states of the five-speed internal transmission in the first embodiment and the second embodiment will be described in detail below with reference to FIGS. 46 to 50.

Referring to Fig. 46, in the first gear state, the operating mechanism 7 controls the clutch 4 to disengage the flywheel base 11 and the carrier 21, as shown in Fig. 20, while controlling the center wheel two-way clutch control element of the first center wheel 231 to make the first center The wheel 231 is idling, and the center wheel two-way clutch control element that controls the second center wheel 232 locks the second center wheel 232 in one of the directions. In the first gear state, the power is transmitted from the flywheel seat 11 through the first one-way transmission member that passes the clutch member 5 to the cage, and the cage directly drives the ring gear 22 to rotate. At this time, the planetary gear train passes through the second center wheel 232. The power is transmitted, the first center wheel 231 does not transmit power, and the planetary gear train shifts the power from the carrier 21 and transmits it to the hub 31 for output to the wheel.

Referring to Fig. 47, in the second gear state, the operating mechanism 7 controls the clutch 4 to disengage the flywheel base 11 and the carrier 21, as shown in Fig. 20, while controlling the center wheel two-way clutch control element of the first center wheel 231 to make the first center The wheel 231 is locked in one of the directions, and the center wheel two-way clutch control element of the second center wheel 232 is controlled to idle the second center wheel 232. In the second gear state, the power is transmitted from the flywheel seat 11 through the first one-way transmission member to the cage, and the cage directly drives the ring gear 22 to rotate. At this time, the planetary gear train transmits power through the first center wheel 231, and the second The center wheel 232 does not transmit power, and the planetary gear train shifts the power from the carrier 21 and transmits it to the hub 31 for output to the wheel.

The first and second gears are all speed reduction gears, that is, the rotation speed of the hub 31 is smaller than that of the flywheel seat 11. At this time, the rolling elements beyond the clutch element 5 are pushed by the cage to the lower groove of the inner ring gear, and the inner ring gear is separated from the hub, and no power is transmitted. transfer.

Referring to Fig. 48, in the third gear state, the operating mechanism 7 controls the clutch 4 to engage the flywheel base 11 and the carrier 21, as shown in Fig. 19, while controlling the center wheel two-way clutch control element of the first center wheel 231 to make the first center The wheel 231 is idling, and the center wheel two-way clutch control element of the second center wheel 232 is controlled to idle the second center wheel 232. In the third gear state, power is transmitted from the flywheel seat 11 to the carrier 21 through the clutch 4. At this time, the first center wheel 231 and the second center wheel 232 of the planetary gear train do not transmit power, and the power is transmitted directly through the carrier 21. The output to the hub 31 is rotated to the wheel. At this time, the power of the flywheel seat 11 and the hub 31 is one to one output, and there is no shift, which is a direct gear.

Referring to Fig. 49, in the fourth gear state, the operating mechanism 7 controls the clutch 4 to engage the flywheel base 11 and the carrier 21, as shown in Fig. 19, while controlling the center wheel two-way clutch control element of the first center wheel 231 to make the first center The wheel 231 is locked in the other direction, and the center wheel two-way clutch control element of the second center wheel 232 is controlled to idle the second center wheel 232. In the fourth gear state, power is transmitted from the flywheel seat 11 through the clutch 4 to the carrier 21, at which time the planetary gear train transmits power through the first center wheel 231, the second center wheel 232 does not transmit power, and the planetary gear train shifts the power. It is then output from the ring gear 22 and transmitted to the hub 31 output to the wheel rotation.

Referring to Fig. 50, in the fifth gear state, the operating mechanism 7 controls the clutch 4 to engage the flywheel base 11 and the carrier 21, as shown in Fig. 19, while controlling the center wheel two-way clutch control element of the first center wheel 231 to make the first center The wheel 231 is idling, and the center wheel two-way clutch control element that controls the second center wheel 232 locks the second center wheel 232 in the other direction. In the fifth gear state, power is transmitted from the flywheel seat 11 through the clutch 4 to the carrier 21, at which time the planetary gear train transmits power through the second center wheel 232, the first center wheel 231 does not transmit power, and the planetary gear train shifts the power. It is then output from the ring gear 22 and transmitted to the hub 31 output to the wheel rotation.

The fourth and fifth gears are all speed increasing gears, that is, the speed of the hub 31 is greater than that of the flywheel seat 11, and the second one-way transmission member on the planet carrier is overspeeded. At this time, the rolling elements beyond the clutch member 5 are pushed to the upper position in contact with the hub 31, and the power between the ring gear 22 and the hub 31 is transmitted, as shown in Figs. 8 and 9.

Tables 1 and 2 below show the planetary gear train action relationship and power transmission path in five gear positions.

The present invention is not limited to the above-described embodiments, and various applications of the present invention in other places are within the scope of the present invention without departing from the spirit and scope of the invention as defined by the appended claims. At the same time, any person skilled in the art can make many possible variations and modifications to the solution of the present invention by using the technical content disclosed above, or modify the equivalent embodiment of the equivalent change without departing from the technical solutions of the present invention. . Therefore, any simple modifications, equivalent changes, and modifications to the above embodiments in accordance with the teachings of the present invention should fall within the scope of the present invention.

The present application claims to be filed on Jan. 04, 2017, the entire contents of which is hereby incorporated by reference.

Claims (15)

An internal transmission adopting a planetary gear train as a transmission device, wherein: a flywheel seat of the internal transmission and a carrier of the planetary gear train are connected through a clutch, and at the same time, the flywheel seat is connected to the inner ring gear through an overrunning clutch element; The carrier is coupled to the hub of the internal transmission through a second one-way transmission member, the inner ring gear of the planetary gear train is coupled to the hub through the overrunning clutch member; and the center wheel is disposed between the center wheel of the planetary gear train and the axle a clutch control element; the clutch and the center wheel two-way clutch control element are both connected through an operating mechanism of the internal transmission; wherein the overrunning clutch element comprises a first one-way transmission member, a cage and a plurality of rolling elements, the cage rotating assembly The flywheel base is coupled to the retainer via the first one-way transmission member, and the rolling element is evenly disposed between the inner ring gear and the hub in an arrangement beyond the clutch mechanism, between the rolling elements a transmission protrusion is arranged on the inner ring gear, and a plurality of retaining blocks are arranged in the circumferential direction of the cage to carry out between the rolling element and the transmission protrusion Septum. The internal transmission of claim 1, wherein the first one-way transmission member and the second one-way transmission member employ an overrunning clutch. The internal transmission of claim 1, wherein the flywheel base and the planet carrier are rotatably assembled, the clutch is slidably fitted between the flywheel seat and the planet carrier, and the clutch is always fitted circumferentially on the flywheel seat, The clutch is provided with a plurality of clutch lugs, and the corresponding planet carrier circumferential position is provided with a clutch groove for fitting the clutch lug. The internal transmission of claim 1, wherein: the clutch further includes a first control knob, a second control knob, a rotation support, a clutch control seat, a clutch seat, and a spring; the first control knob and The operating mechanism is coupled and rotatably mounted on an axle in the inner transmission, and the second control rotary member is drivingly coupled to the first control rotary member via a rotary support member, the clutch seat being circumferentially positioned and coupled to the second control rotary member. The clutch seat is also axially slidably assembled with the first control screw or the second control screw, the clutch control seat is fixedly mounted on the axle in the inner transmission, and the clutch control seat and the clutch seat are connected through the cam structure. The clutch seat is coupled to a compressed spring that is rotatably mounted on the clutch seat to effect clutch assembly between the flywheel seat and the planet carrier. The internal transmission of claim 4, wherein: the planetary gear train employs a double planetary gear train; the first control rotary member includes a center wheel control rod attached along an axle, the central wheel control rod passing through The clutch control seat is coupled to the distal center wheel two-way clutch control element; the second control knob is coupled to the proximal center wheel two-way clutch control element. The internal transmission of claim 5, wherein: the center wheel two-way clutch control mechanism includes a first pawl, a second pawl, a pawl seat, and a pawl controller; the pawl seat is circumferentially positioned and assembled On the axle, the corresponding center wheel is rotatably mounted on the pawl seat, and the first pawl and the second pawl are symmetrically mounted on the assembly circumference of the pawl seat and the center wheel, and the two pawls are held by the pawl spring a pop-up state respectively defining two directions of rotation of the center wheel, wherein the inner ring of the center wheel is provided with a ratchet groove corresponding to the engagement of two pop-up pawls; the pawl controller is rotated and set on the pawl seat, The ring has a pressing arc that presses the pawl and a pop-up slot that lifts the pawl; the pawl controller is coupled to the steering mechanism along with the clutch. The internal transmission of any one of claims 4-6, wherein: the operating mechanism comprises an operating element, a rotating transmission member and two sets of torsion springs; the rotating transmission member is rotatably mounted on the axle, one end and the operating element Connecting, the operating element is connected to the rotation control mechanism to control the rotation transmission member to rotate, and the other end is connected to the circumferential positioning structure on the axle through the first torsion spring, and is also connected to the rotation support of the clutch through the second torsion spring. . The internal transmission of claim 7, wherein the second torsion spring has an elastic force greater than the first torsion spring. The internal transmission of claim 7, wherein the operating assembly comprises a cable holder, a wire guiding plate, a wire guiding seat and a limiting fixing seat, wherein the wire holder is connected to the rotating transmission member in a circumferential direction. The wire guiding seat is fixed on the limiting fixing seat at one end of the rotation control mounting seat through the wire guiding plate, and the limiting fixing seat is circumferentially positioned on the axle and axially positioned through the shaft end locking member. The internal transmission of claim 7, wherein the rotation control mechanism is a dialing mechanism or a dialing mechanism connected to the operating element cable holder through a pull wire, or a motor-controlled automatic transfer mechanism. The internal transmission of any one of claims 4-6, wherein the operating mechanism comprises an electronic control element and a rotary transmission; the rotary transmission member is rotatably mounted on the axle, one end is connected to the electronic control unit, and the other end is connected The rotary support member is connected to the circumferential drive of the control torsion spring; the rotary support member and the connected control rotary member are circumferentially connected to an adapter, and the adapter member and the gear positioning seat fixed on the axle Between the rotation assembly, the adapter and the gear positioning seat are provided with elastically disposed positioning steel balls, and the adapter or the gear positioning seat is circumferentially arranged with a plurality of steel ball positions for locating the steel balls. The slot, the angle between the steel ball positioning slots is consistent with a rotation angle between the rotary support and the respective gear positions controlled by the control knob; the electronic control assembly includes a motor that drives the rotation of the rotary transmission. The internal transmission of claim 11, wherein the positioning steel ball is mounted in a steel ball mounting hole provided in an inner ring of the adapter, and the outer circumference of the adapter is provided with a compression spring groove, the compression spring The groove is located on an outer circumference of the steel ball mounting hole, and the compression spring groove is embedded with a compression spring at least one end fixed to the adapter, the compression spring is embedded in the steel ball mounting hole, and the steel ball is disposed at The steel ball positioning groove on the gear positioning seat is squeezed. The internal transmission of claim 12, wherein the motor of the electronic control unit is coupled to the rotary transmission member via a gear pair, the gear pair is a reduction gear pair, and the drive gear of the gear pair is coupled to the motor shaft, The moving gear is connected to the rotating transmission member in a circumferential direction. The same rotating circumference of the driven gear is respectively provided with a driving gear tooth segment and a positioning arc segment, and the gear tooth segment is provided with gear teeth meshing with the driving gear. A plurality of protrusions corresponding to the position of the gear position are arranged on the positioning arc segment, and a position sensor fixed to the outer side of the driven gear on the outer side of the rotation of the driven gear performs a corner detection on the protrusion that rotates with the driven gear. The internal transmission of claim 9, wherein the rotary transmission member is coupled to the operating member via a rotary control mount, the rotary transmission member and the rotary control mount being coaxially rotatably mounted on the axle and circumferentially positioned, The cable holder or the driven gear is mounted on the rotary control mount through a detachable circumferential positioning structure. A control method of an internal transmission as claimed in any one of claims 7 to 10, wherein in the process of downshifting the speed ratio of the internal transmission from high to low, the first torsion spring and the first torsion spring are driven by the pull wire to drive the wire holder Two torsion spring accumulating force, controlling the clutching and coupling relationship between the clutch and the center wheel, realizing the internal transmission Gear output.