Multiple multi-speed gear cartridges with different gear ranges and method for manufacturing the same

Abstract

This invention discloses a multi-speed gear system (1) or a housing (15) with different gear ratio ranges and a method for manufacturing the same, wherein each of the gear systems (1) comprises: a main shaft (5); a first planetary gear set (11) including a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113); and a second planetary gear set (12) interconnected with the first planetary gear set, including a second sun gear (121) and a plurality of second planetary gears (122) configured to be rotatably fixed to the main shaft (5). and a second ring gear (123); a first carrier (101), a second carrier (102) and an outer ring (103); and a first and a second clutch assembly (35, 45), wherein a plurality of pedal-driven vehicle multi-speed gear systems (1) include first and second gear systems (1a, 1b) with different gear ratio ranges, wherein the gear ratio between the first sun gear (111) and the first ring gear (113) is the same in the first and second gear systems, and the second ring gears (123) are the same in the first and second gear systems.

Description

Technical Field

[0001] This invention relates to a planetary internal gear mechanism for pedal-driven vehicles. Prior Technology

[0002] Internal gear mechanisms used in scooter vehicles have regained popularity due to their robustness, long service life, and recent technological improvements. When shifting gears (which are exposed and susceptible to impact, deteriorate rapidly, and require frequent maintenance), the chain bends laterally and its bushings wear and stretch, resulting in premature wear of the teeth and chain links.

[0003] In this sense, internal gear systems are more ideal; however, typical multi-speed internal gear systems cannot handle the high torque of the rider and auxiliary motor. Most internal gear systems, such as those shown in EP1571077 A2, rely solely on pawls, or, in cases like DE19720796, both pawls and an axial clutch, for shifting, although US9279480 offers improvements on many levels. Further idealization is still desirable to simplify, reduce costs, and improve functionality.

[0004] Some of the structural challenges involved in allowing higher torque have been addressed in WO2020130841A1, but issues related to design compactness and processing, manufacturing, and logistics, such as cost reduction and improved usability, remain to be addressed.

[0005] Pedal rate is defined as the number of revolutions per unit time of the crankshaft. This is also known as pacing and is mostly defined as revolutions per minute (rpm).

[0006] While an ideal pace is unique to each rider, the importance of maintaining a particular pace over time depends on the activity. For example, a commuter might want to stay as close to their optimal pace as possible, and therefore, the spacing between gears is more important than the total gear range. For mountain biking, the opposite is true. Due to constant change, a large range between the lower and upper gears is more important than small intervals. Summary of the Invention

[0007] The objective of this invention is to improve the usability of multi-speed gear systems for different user groups and applications.

[0008] More specifically, different multi-speed systems having the same number of gears but with different spacing between the gears and corresponding different gear ranges can be manufactured from multiple common components, wherein only a finite set of components is specific for each gear range. Their manufacture here may relate to manufacturing processes including product design and engineering.

[0009] This reduces production costs and improves quality because even series with the fewest units can benefit from the mass production of components in more popular series.

[0010] Furthermore, each of the multi-speed gears with different gear ranges can be made more compact, easier to process and manufacture, and easier to handle than in the prior art. This will help reduce life-cycle costs and contribute to more environmentally friendly transportation. The multi-speed gear system of this invention can be used in both manually operated pedal-driven vehicles and motor-assisted vehicles.

[0011] If the rider is not satisfied with the first gear range or spacing, the present invention even allows a gear system with a given gear range to be replaced with another gear system with a different gear range. The same housing can be reused, thus reducing the time required to complete the replacement compared to a situation where a different type of new gear housing would have to be installed on the vehicle.

[0012] In one embodiment, the present invention is a multi-speed gear system with different gear ranges, a multi-speed gearbox with different gear ranges, and a method for producing such gear system or gearbox, according to the independent claims of the claims. Simple Explanation of the Diagram

[0013] Figure 1 is a perspective cross-sectional view illustrating some elements of a multi-speed gear system (1), which can be used as a specific example of the present invention.

[0014] Figure 2 is a perspective view illustrating a multi-speed gear system (1) with a gear shifting actuator (9), which can be used as a specific example of the present invention.

[0015] Figures 3a and 3b are different perspective views illustrating some elements of a multi-speed gear system (1), which can be one of multiple gear systems. The outer ring (103) includes a planetary gear section (hidden) and first and second clutch groups (35, 45) disposed on opposite sides of this gear section. A first outward clutch element (71) can serve as a driving element and is connected to, for example, a clutch gear. A second outward clutch element (72) can serve as a driven element and, in this specific example, drives the first housing (170), as seen in Figure 1. The main shaft (5) is rotatably fixed to the vehicle frame.

[0016] Figure 4 is an exploded perspective view of some internal components of a specific example of a multi-speed gear system (1), which can be considered as one of the multiple gear systems. As can be seen, the components shown can be axially assembled in a specific order.

[0017] Figure 5 is an exploded view of some intermediate and outer components of a specific example of a multi-speed gear system (1), which can be considered as one of the multiple gear systems. As can be seen, the components shown can be axially assembled in a specific order and combined with the inner components in Figure 4 to form the cartridge shown in Figure 4.

[0018] Figure 6 is a sectional view, side view, and schematic view of a combination of some components of a multi-speed gear system (1), which can be considered as one of the multiple gear systems. More specifically, this figure illustrates some radially and axially interacting surfaces with vertical and horizontal arrows, respectively. This allows for perfect alignment during assembly without the need for filler plates or the like. The second outer ring (103) is radially supported by an intermediate support ring (133), and the outer ring is radially supported by first and second axially spaced outer support rings (135, 136) disposed between the housing and the outer ring (103).

[0019] Figure 7 illustrates, in a perspective perspective view, that the first inner, intermediate, and outer clutch elements (351, 352, 353) of a multi-speed gear system (1), which can be considered as one of the multi-gear systems, are the same as the second inner, intermediate, and outer clutch elements (451, 452, 453).

[0020] Figure 8 illustrates the interaction between the second outward clutch element (72) and the housing cover (180) in an exploded perspective view. The pawls (180a) and recesses in the housing cover match the corresponding pawls and recesses in the second outward clutch element (72). Furthermore, the housing cover (180) radially and axially locks the second outward clutch element (72) in direction (D).

[0021] Figure 9 is a perspective view illustrating details of the indexing system of a specific embodiment of the present invention. The first indexing means (220), illustrated here as a groove, is rotatably fixed relative to the shift shaft (200). The second indexing means (230), illustrated here as one or more balls, is rotatably fixed relative to the multi-speed gear system. For example, the elastic means (240) illustrated in Figures 10 and 11 pushes the first and second indexing means together. An arrow illustrates the thrust (F) from the elastic means. When a ball is pushed into a groove, the ball acts tangentially on the wall of the groove to provide a torque (T), which drives the shift shaft (200) to rotate until the ball reaches the bottom of the groove, where torque balance exists, and the shift shaft is positioned in an indexed position (P). Furthermore, the grooves are inclined in the axial direction, and the thrust (F) from the elastic means will cause a continuous axial force to act on the shift shaft in the direction (D). This will bring the end of the rotating shift shaft toward the seal of an adjacent element.

[0022] Figure 10 is a perspective view illustrating the same indexing system and shift shaft (200) as in Figure 9, which is partially disposed inside the main shaft (5) of a multi-speed gear system that can be used as one of the multiple gear systems.

[0023] Figure 11 illustrates an indexing system and shift shaft (200) that is identical to that in Figure 10 but lacks a main shaft and is shown in a different perspective view. In this case, the shift shaft has first and second shift cams (211, 212) and a shift actuator interface (260) in the form of spline coupling at one end in the direction (D). The shift cams operate radially on the shift balls through one or more through holes (313, 413), as seen in Figure 9.

[0024] Figure 12 illustrates the indexing system illustrated in Figure 11 in cross section CC. Here, the second indexing means (230) includes first and second indexing elements (231, 232), both of which are radially pressed inward by an elastic means (240). Here, the shift shaft system is located in an end-indexing position (P) because the second indexing means (230) is adjacent to an end stop (250) on the first side.

[0025] Figure 13 illustrates the same cross-section as in Figure 12, wherein the shift shaft has been rotated clockwise until the second side of its end stop, opposite the first side, is adjacent to the first indexing means (220). The indexing means illustrated here includes seven available indexing positions and is generally used for indexing shifting in a multi-speed gear system with seven distinct gear ratios.

[0026] Figures 14a, 14b, and 14c illustrate multi-speed gearboxes (15a, 15b, and 15c) with different gear ranges and gear intervals. Some components that could be found elsewhere in the figures, such as those related to gear shifting, have been omitted for simplification. Implementation

[0027] In the following description, various embodiments and specific examples of the invention are illustrated to provide those skilled in the art with a more comprehensive understanding of the invention. The specific details set forth in the context of the various examples and with reference to the accompanying drawings are not intended to be limiting. Rather, the scope of the invention is defined in the appended claims.

[0028] The specific examples described below are numbered. Additionally, subsidiary specific examples defined with respect to the numbered specific examples are described. Unless otherwise specified, any specific example that can be combined with one or more numbered specific examples may also be directly combined with any of the subsidiary specific examples mentioned in the numbered specific examples.

[0029] In the first specific example ES1, the present invention is a multi-speed gear system (1) with different gear ranges, wherein each of the gear systems (1) includes: One main spindle component (5), A planetary gear section (10) includes: A first planetary gear set (11) includes a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113). A second planetary gear set (12), interconnected with the first planetary gear set, includes a second sun gear (121) configured to be rotatably fixed to the main shaft (5), a plurality of second planetary gears (122) and a second ring gear (123). A first carrier (101) holds the second planetary gears (122) and the first sun gear (111). A second carrier (102) holds the first planetary gears (112) and the second ring gear (123). An external frame (103) holds the first ring gear (113) and The first and second clutch groups (35, 45) are disposed on separate sides of the planetary gear section (10), wherein This multi-pedal propulsion vehicle multi-speed gear system (1) includes a first and a second gear system (1a, 1b) with different gear ranges, wherein the gear ratio between the first sun gear (111) and the first ring gear (113) is the same in the first and second gear systems, and the second ring gear (123) is the same in the first and second gear systems.

[0030] In the first subsidiary specific example, the tooth ratio between the first sun gear (111) and the first ring gear (113) is 0.70 + / - 0.10 in the first and second gear systems.

[0031] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the tooth ratio between the second sun gear (121) and the second ring gear (123) is 0.63 + / - 0.10 in the first gear system and 0.55 + / - 0.10 in the second gear system.

[0032] In the second specific example ES2 that can be combined with ES1, the multi-pedal propulsion vehicle multi-speed gear system (1) includes a third gear system (1c) having a gear range different from that of the first and second gear systems, wherein the first ring gear (113) in the third gear system is the same as the first ring gear (113) in the first and second gear systems.

[0033] In the first subsidiary specific example, the gear ratio between the first sun gear (111) and the first ring gear (113) in the third gear system is 0.67 + / - 0.10.

[0034] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the tooth ratio between the second sun gear (121) and the second ring gear (123) is 0.48 + / - 0.10 in the third gear system.

[0035] In the third specific example ES3, which can be combined with ES1 or ES2, the first ring gear (113) and the second ring gear (123) are the same for the first and second gear systems.

[0036] In the first subsidiary specific example, the first sun gear (111) is the same for the first and second gear systems.

[0037] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the first planetary gear (112) is the same for both the first and second gear systems.

[0038] In a third subsidiary embodiment that can be combined with the first or second subsidiary embodiment, the second carrier (102) is the same for the first and second gear systems.

[0039] In the fourth specific example ES4, which can be combined with ES2 or ES3, this multi-pedal propulsion vehicle multi-speed gear system (1) includes a third gear system having a gear range different from the gear ranges of the first and second gear systems, wherein the first ring gear (113) of the third gear system is the same as the third ring gears (113) of the first and second gear systems.

[0040] In the fifth specific example ES5, which can be combined with any of ES1 to ES4, the outer rings (103) and the main shaft (5) of any of the first, second or third gear systems are the same.

[0041] In the sixth specific example ES6, which can be combined with any of ES1 to ES5, where The first clutch assembly (35) includes a first outward clutch element (71) and radially stacked, axially movable first inner, intermediate, and outer clutch elements (351, 352, 353). The second clutch assembly (45) includes a second outward clutch element (72) and radially stacked, axially movable second inner, intermediate and outer clutch elements (451, 452, 453), wherein the first and second inner clutch elements (351, 451) of any of the first, second or third gear systems are identical and are symmetrically arranged around the planetary gear section (10).

[0042] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the first and second intermediate clutch elements (352, 452) of any of the first, second or third gear systems are identical and are symmetrically arranged around the planetary gear section (10).

[0043] In a third subsidiary embodiment that can be combined with the first or second subsidiary embodiment, the first and second external clutch elements (353, 453) of any of the first, second or third gear systems are identical and are symmetrically arranged around the planetary gear section (10).

[0044] In a fourth subsidiary embodiment that can be combined with any of the aforementioned subsidiary embodiments, namely the first or second subsidiary embodiment, the first end (101a) of the first carrier (101) is releasably connected to the first internal clutch element (351), and the second end (101b) opposite to the first end is releasably connected to the second internal clutch element (451), wherein the first sun gear (111) is configured to be rotatably fixed to the first carrier (101) between the first end (101a) and the second planetary gear (122), wherein for any of the first, second, or third gear systems, the inner diameter of the first sun gear (111) is larger than the outer diameter of the first end (101a).

[0045] In a fifth subsidiary embodiment that can be combined with any of the aforementioned subsidiary embodiments, for any of the first, second, or third gear systems, the inner diameter of the second end (101b) is greater than the outer diameter of the second sun gear (121).

[0046] In a sixth subsidiary embodiment that can be combined with any of the aforementioned subsidiary embodiments and with the first subsidiary embodiment, the first end (102a) of the second carrier is releasably connected to the first intermediate clutch element (352), and the second end (102b) opposite to the first end is releasably connected to the second intermediate clutch element (452), wherein the second ring gear (123) is configured to be rotatably fixed to the second carrier (102) between the second end (102b) and the second planetary gear (122), wherein for any of the first, second, or third gear systems, the inner diameter of the second end (102b) is larger than the outer diameter of the second ring gear (123).

[0047] In a seventh subsidiary embodiment that can be combined with any of the aforementioned subsidiary embodiments, the planetary gear section (10) further includes: The outer ring (103) has a first end (103a) releasably connected to a first external clutch element (353) and a second end (103b) opposite to the first end releasably connected to a second external clutch element (453). The first ring gear (113) is configured to be rotatably fixed to the outer ring (103) between the first end and the second planetary gear set (12). For any of the first, second, or third gear systems, the first end (102a) of the second carrier (102) is smaller than the inner diameter of the first ring gear (113).

[0048] In the specific example ES7, which can be combined with any of ES1 to ES6, for any of the first, second or third gear systems, the second sun gear (121) is configured to be slidably disposed on the main shaft (5) and axially supported in the direction (D) by the support protrusion (131).

[0049] In the first subsidiary example, for any of the first, second, or third gear systems, the first carrier system is configured to slide on the main shaft in the axial direction (D) until it is axially supported by the second sun gear (121).

[0050] In a second subsidiary embodiment that can be combined with the first subsidiary embodiment, for any of the first, second, or third gear systems, the second carrier system is configured to slide on the main shaft in the axial direction (D) until it is axially supported by the first carrier (101).

[0051] In a third subsidiary embodiment that can be combined with the second subsidiary embodiment, for any of the first, second, or third gear systems, the outer ring (103) is configured to slide on the main shaft in the axial direction (D) until the first ring gear (113) is axially supported by the second carrier (102).

[0052] In a fourth subsidiary embodiment that can be combined with a third subsidiary embodiment, for any of the first, second, or third gear systems, any of the multi-speed gear system (1) includes a first thrust ring (134), which is configured to slide in the axial direction (D) on the main shaft until it is axially supported by an outer ring (103).

[0053] In a fifth subsidiary embodiment that can be combined with a fourth subsidiary embodiment, for any of the first, second, or third gear systems, any of the multi-speed gear systems (1) includes a first housing (170) configured to slide in the axial direction (D) on the main shaft until it is axially supported by a first thrust ring (134).

[0054] In a sixth subsidiary embodiment that can be combined with the fifth subsidiary embodiment, any of the multi-speed gear systems (1) includes a housing cover (180), which is configured to slide on the main shaft (5) in a direction opposite to the axial direction (D) and to drive the main shaft in the opposite direction to the axial direction (D). Further, the housing cover (180) is configured to rotate relative to the main shaft (5). In Figure 6, the integration of the housing cover (180) and a bearing is shown as a line for simplification. At the opposite ends of the main shaft (5), for any of the first, second, or third gear systems, the first housing system is axially locked to the main shaft by ball bearings as illustrated, wherein a first outward clutch element (71) is disposed between the main shaft (5) and the first housing (170) and is axially fixed in the direction (D).

[0055] When the housing cover is in the proper position, all internal parts of the gear are axially locked in both directions.

[0056] Some interfaces of the axial support are indicated by horizontal arrows. Some of these interfaces are rotatable, while others are fixed.

[0057] In a seventh subsidiary embodiment that can be combined with any of the first to sixth subsidiary embodiments, the first thrust ring (134) may comprise a plastic material for any of the first, second, or third gear systems.

[0058] In the first specific example EM1, the present invention is a method for manufacturing a multi-speed gear system (1) with different gear ranges, comprising: manufacturing a first and a second gear system (1a, 1b) with different gear ranges, wherein the gear systems include: One main spindle component (5), A planetary gear section (10) includes: A first planetary gear set (11) includes a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113). A second planetary gear set (12) is configured to interconnect with a first planetary gear set, wherein the second planetary gear set (12) includes a second sun gear (121) configured to be rotatably fixed to a main shaft (5), a plurality of second planetary gears (122) and a second ring gear (123). A first carrier (101) is configured to hold the second planetary gear (122) and the first sun gear (111). A second carrier (102) is configured to hold the first planetary gear (112) and the second ring gear (123). An outer frame (103) is configured to hold a first ring gear (113), and The first and second clutch groups (35, 45) are configured to be arranged on separate sides of the planetary gear section (10), wherein The gear ratio between the first sun gear (111) and the first ring gear (113) is the same in the first and second gear systems, and the second ring gear (123) is the same in the first and second gear systems.

[0059] In the first subsidiary specific example, the tooth ratio between the first sun gear (111) and the first ring gear (113) is 0.70 + / - 0.10 in the first and second gear systems.

[0060] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the tooth ratio between the second sun gear (121) and the second ring gear (123) is 0.63 + / - 0.10 in the first gear system and 0.55 + / - 0.10 in the second gear system.

[0061] In a second method embodiment EM2 that can be combined with EM1, the method includes: manufacturing a third gear system (1c) having a gear range different from that of the first and second gear systems, wherein the first ring gear (113) in the third gear system is the same as the first ring gear (113) in the first and second gear systems.

[0062] In the first subsidiary specific example, the gear ratio between the first sun gear (111) and the first ring gear (113) in the third gear system is 0.67 + / - 0.10.

[0063] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, the tooth ratio between the second sun gear (121) and the second ring gear (123) is 0.48 + / - 0.10 in the third gear system.

[0064] In the third specific example EM3, any one of the first, second, or third gear systems of EM1 or EM2 can be combined with any one of specific examples ES3 to ES7.

[0065] In one of the independent examples EC1, which can be combined with any of the examples ES1 to ES7 and EM1 to EM3, this multi-speed gear system (1) is configured as a multi-gear box (15) disposed inside a housing.

[0066] In the first specific example, the external dimensions and design of the first gearbox having the first gear range of the multi-gear box are the same as the external dimensions and design of the second gearbox having the first gear range of the multi-gear box.

[0067] In the second subsidiary embodiment that can be combined with the first subsidiary embodiment, any one of the first, second and third gear systems in ES1 to ES7 corresponds to the first, second and third gear cartridges, respectively.

[0068] In a specific example illustrated in the accompanying drawings, the present invention is a three-pedal-driven multi-speed gear system (1) for a vehicle with three different gear ranges. Each of these gear systems may appear similar from the outside, having a first housing (170) as illustrated, for example, in FIG2, and including gear housings (15) with different gear ranges, such as 428%, 377%, and 325%, as illustrated in FIG3a and FIG3b, wherein the corresponding intervals are 27%, 24%, and 21%. Thus, depending on the specific application, this multi-speed gear system (1) may have different gear ranges. Illustrations of specific housings with gear ranges of 428%, 377%, and 325% can be found in FIG14a, FIG14b, and FIG14c, respectively. Many component symbols are indicated only in FIG14a, but these component symbols are the same in FIG14b and FIG14c. Some parts that can be found in other figures have been omitted for simplicity.

[0069] Furthermore, each of the gearboxes has multiple similar elements that are reused for the gear range. For example, in Figures 3a and 3b, the outer ring (103), the main shaft (5), and the first and second inner, intermediate, and outer clutch elements (351, 352, 353, 451, 452, 453) are identical.

[0070] The first and second outward clutch elements (71, 72) are the same in this case, because the first housing (170) is the same for all three gear systems. However, if the cartridge is disposed in other housings, such as in a crankshaft drive with a motor, the first and second outward clutch elements can be adapted for the specific application.

[0071] Each of these gear systems includes a planetary gear section (10) having: an input section, in this case, a first outward clutch element (71); and an output section, in this case, a second outward clutch element (72).

[0072] The structure of the planetary gear section (10) is common to all gear systems. The planetary gear section (10) is coaxially arranged on the main shaft (5). The planetary gear section includes interconnected first and second planetary gear sets (11, 12). The first planetary gear set (11) includes a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113). The second planetary gear set (12) includes a second sun gear (121), a plurality of second planetary gears (122) and a second ring gear (123).

[0073] The multi-speed gear system (1) further includes: first and second clutch groups (35, 45) disposed on each side of the planetary gear set (10), wherein the first clutch group (35) includes a first outward clutch element (71) and radially stacked, axially movable first inner, intermediate and outer clutch elements (351, 352, 353), and the second clutch group (45) includes a second outward clutch element (72) and radially stacked, axially movable second inner, intermediate and outer clutch elements (451, 452, 453).

[0074] The planetary gear section (10) also includes the first carrier, the second carrier and the outer carrier (101, 102, 103).

[0075] A first carrier (101) holds a second planetary gear (122), wherein a first end (101a) is releasably connected to a first internal clutch element (351), and a second end (101b) opposite to the first end is releasably connected to a second internal clutch element (451). A first sun gear (111) is configured to be rotatably fixed to the first carrier (101) between the first end (101a) and the second planetary gear (122), and the inner diameter of the first sun gear (111) is larger than the outer diameter of the first end (101a).

[0076] The second sun gear (121) is configured to be rotatably fixed on the main shaft (5), and the inner diameter of the second end (101b) is greater than the outer diameter of the second sun gear (121).

[0077] The second carrier (102) holds the first planetary gear (112), wherein the first end (102a) is releasably connected to the first intermediate clutch element (352), and the second end (102b) opposite to the first end is releasably connected to the second intermediate clutch element (452), wherein the second ring gear (123) is configured to be rotatably fixed to the second carrier (102) between the second end (102b) and the second planetary gear (122), and wherein the inner diameter of the second end (102b) is larger than the outer diameter of the second ring gear (123).

[0078] The first end of the outer ring (103) is releasably connected to the first external clutch element (353), and the second end (103b) opposite to the first end is releasably connected to the second external clutch element (453), wherein the first ring gear (113) is configured to be rotatably fixed to the outer ring (103) between the first end and the second planetary gear set (12), and wherein the first end (102a) of the second carrier (102) is smaller than the inner diameter of the first ring gear (113).

[0079] For the first gear system, the first planetary gear (112) system is the same as the second planetary gear (122) in terms of both tooth size and number.

[0080] For the second gear system, the first planetary gear (112) is the same as the first planetary gear of the first gear system.

[0081] As explained above, the internal clutch elements are identical for all three gear systems. In addition, these internal clutch elements are symmetrical, such that the first and second internal clutch elements (351, 451) are identical for all three gear systems and are symmetrically arranged around the planetary gear section (10).

[0082] Similarly, the first and second intermediate clutch elements (352, 452) are the same for all three gear systems and are symmetrically arranged around the planetary gear section (10).

[0083] Ultimately, the first and second outer clutch elements (353, 453) are identical for all three gear systems and are symmetrically arranged around the planetary gear section (10).

[0084] The first and second clutch assemblies (35, 45) respectively include first and second static and dynamic shift rings (331, 431, 341, 441) and one or more shift balls (312, 412), wherein the shift balls are configured to move radially and abut against the inclined surfaces of a pair of first and second static and dynamic shift rings (331, 431, 341, 441) so that the dynamic shift rings (341, 441) move axially inward toward the planetary gear section (10) as they extend radially.

[0085] The first clutch assembly (35) is configured to sequentially release the first inner and intermediate clutch elements (351, 352) when the first dynamic shift ring (341) moves inward, and the second clutch assembly (45) is configured to sequentially release the outer and intermediate clutch elements (453, 452) when the second dynamic shift ring (441) moves inward. A thrust plate (411) is used to enable the second clutch assembly (45) to operate from the outside to the middle.

[0086] The following table summarizes the relevant parameters of the three cartridges (15a, 15b, 15c) or the three gear systems (1a, 1b, 1c) in this specific example. scope% 428 (15a, 1a) 377 (15b, 1b) 326 (15c, 1c) interval% 27 twenty four twenty one Number of teeth on the first sun gear (111) 69 69 66 Number of teeth of the first ring gear (113) 99 99 99 Number of teeth on the second sun gear (121) 51 45 44 Number of teeth on the second ring gear (123) 81 81 91

[0087] In the exemplary embodiments, various features and details are shown in combination. The fact that a particular embodiment describes multiple features should not be construed as implying that such features must be included together in all embodiments of the invention. On the contrary, features described with reference to different embodiments should not be construed as mutually exclusive. Those skilled in the art will readily understand that any embodiment incorporating any subset of the features described herein that is not explicitly interdependent was conceived by the inventors and is part of the established disclosure. However, an explicit description of all such embodiments would not contribute to the understanding of the principles of the invention, and therefore some arrangements of many features have been omitted for simplicity or brevity.

[0088] 1: Multi-speed gear system 1a: First gear system 1b: Second gear system 1c: Third Gear System 5: Spindle components 9: Gear shift actuator 10: Planetary Gear Section 11: First Planetary Gear Set 12: Second planetary gear set 15: Multi-speed gearbox 15a: Multi-speed gearbox 15b: Multi-speed gearbox 15c: Multi-speed gearbox 35: First clutch assembly 45: Second clutch assembly 71: First outward clutch element 72: Second outward clutch element 101: First Carrier 101a: First end 101b: Second end 102: Second carrier 102a: First end 102b: Second end 103: Outer ring; outer frame 103a: First end 103b: Second end 111: First Sun Gear 112: First Planetary Gear 113: First ring gear 121: Second Sun Gear 122: Second Planetary Gear 123: Second ring gear 131: Supporting protrusion 133: Intermediate support ring 134: First thrust ring 135: First outer support ring 136: Second outer support ring 170: First shell 180: Housing cover 180a: Claw 200: Shift Shaft 211: First shift cam 212: Second shift cam 220: First indexing method 230: Second indexing method 231: First indexing element 232: Second indexing element 240: Flexible measures 250: End stop 260: Shift Actuator Interface 312: Shift ball bearing 313: Through hole 331: First static shift ring 341: First dynamic shift ring 351: First internal clutch element 352: First intermediate clutch element 353: First external clutch element 411: Thrust plate 412: Shift ball bearing 413: Through hole 431: Second static shift ring 441: Second dynamic shift ring 451: Second internal clutch element 452: Second intermediate clutch element 453: Second external clutch element CC: Cross section D: Direction P: Longitude graduation position T: Torque

Claims

1. A multi-speed gearbox with different gear ratio ranges, wherein, Each of these multi-speed gearboxes (15) includes: a main shaft (5); a planetary gear section (10) including: a first planetary gear set (11) including a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113); a second planetary gear set (12) interconnected with the first planetary gear set, including a second sun gear (121), a plurality of second planetary gears (122) and a second ring gear (123) configured to be rotatably fixed to the main shaft (5); and a first carrier (101) holding the second planetary gears (122) and the first sun gear (111). A second carrier (102) holds the first planetary gears (112) and the second ring gears (123), and an outer ring (103) serves as an outer carrier, holding the first ring gears (113), and the first and second clutch assemblies (35, 45), disposed on each side of the planetary gear section (10), wherein the multi-speed gearbox (15) includes first and second gearboxes with different gear ratio ranges, wherein the gear ratio between the first sun gear (111) and the first ring gear (113) is the same in the first and second gearboxes, and the second ring gears (123) are the same in the first and second gearboxes.

2. As in claim 1, a multi-speed gearbox with different gear ratio ranges, wherein, The gear ratio between the first sun gear (111) and the first ring gear (113) is 0.70 + / - 0.10 in the first and second gear housings.

3. As in claim 1, a multi-speed gearbox with different gear ratio ranges, wherein, The gear ratio between the second sun gear (121) and the second ring gear (123) is 0.63 + / - 0.10 in the first gear housing and 0.55 + / - 0.10 in the second gear housing.

4. As in claim 1, a multi-speed gearbox with different gear ratio ranges, wherein, This multi-speed gearbox (15) includes a third gearbox having a gear ratio range different from that of the first and second gearboxes, wherein the first ring gear (113) in the third gearbox is the same as the first ring gear (113) in the first and second gearboxes.

5. As in claim 4, a multi-speed gearbox with different gear ratio ranges, wherein, The gear ratio between the first sun gear (111) and the first ring gear (113) in the third gear housing is 0.67 + / - 0.

10.

6. As in claim 4, a multi-speed gearbox with different gear ratio ranges, wherein, The gear ratio between the second sun gear (121) and the second ring gear (123) in the third gear housing is 0.48 + / - 0.

10.

7. As in claim 2, a multi-speed gearbox with different gear ratio ranges, wherein, This multi-speed gearbox (15) includes a third gearbox having a gear ratio range different from that of the first and second gearboxes, wherein the first ring gear (113) of the third gearbox is the same as the first ring gear (113) of the first and second gearboxes.

8. A multi-speed gearbox with different gear ratio ranges as described in claim 7, wherein, The main shaft (5) of the planetary gear section and the outer ring (103) of the first and second clutch assemblies and / or any of the first, second or third gearboxes is the same.

9. A multi-speed gearbox with different gear ratio ranges as described in claim 1, wherein, This multi-speed gearbox is a plurality of gearboxes (15) configured to be disposed inside the housing of a pedal-driven vehicle.

10. A method for manufacturing a multi-speed gearbox with different gear ratio ranges, comprising: The first and second gear housings (15a, 15b) are manufactured to have different gear ratio ranges, and the gear housings include: a main shaft (5); a planetary gear section (10) including: a first planetary gear set (11) including a first sun gear (111), a plurality of first planetary gears (112) and a first ring gear (113); a second planetary gear set (12) configured to interconnect with the first planetary gear set, wherein the second planetary gear set (12) includes a second sun gear (121) configured to be rotatably fixed to the main shaft (5), a plurality of second planetary gears (122) and a second ring gear (123); and a first carrier (101) configured to hold the second planetary gears (122) and the first sun gear (111). A second carrier (102) is configured to hold the first planetary gears (112) and the second ring gears (123), and an outer ring (103) is configured as an outer carrier to hold the first ring gears (113), and the first and second clutch assemblies (35, 45) are configured to be disposed on each side of the planetary gear section (10), wherein the gear ratio between the first sun gear (111) and the first ring gear (113) is the same in the first and second gear housings, and the second ring gears (123) are the same in the first and second gear housings.

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