Automatic internal transmission and bicycle

Abstract

The present invention provides an automatic internal transmission, which includes a splined hub shaft, an input mechanism, an output mechanism, a speed change mechanism and an automatic shift control mechanism; the automatic shift control mechanism includes a centrifugal block, a clutch control unit, an elastic reset member, an adjusting member and a driving member; the centrifugal block is connected to the output mechanism, and the clutch control unit is connected to the centrifugal block; the elastic reset member is used to provide a restoring force for the centrifugal block through its own elastic force; the adjusting member is connected to the elastic reset member; the driving member is connected to the output mechanism and the adjusting member, and the driving member can drive the adjusting member to operate, change the deformation state of the elastic reset member, so as to change the restoring force received by the centrifugal block. At the same time, the present invention also provides a bicycle. Compared with the prior art, the automatic internal transmission and the bicycle provided by the present invention can adjust the magnitude of the restoring force exerted by the elastic reset member on the centrifugal block, so that shifting and speed change can be achieved at different rotational speeds, better meeting the riding needs of riders.

Description

Technical Field

[0001] The present invention relates to the technical field of internal bicycle transmissions, and more particularly to an automatic internal transmission and a bicycle. Background Art

[0002] A bicycle, also known as a pedal bike or a bicycle. After a person rides on the bike and uses the pedals as the power source, it is a green and environmentally friendly means of transportation. In modern society, bicycles have become a favorite means of transportation and fitness tool for residents in various countries around the world. At the same time, the focus of the world bicycle industry has shifted from traditional commuting vehicles to sports, mountain, and leisure types. In developed countries such as the United States, Europe, and Japan, bicycles have even become a common sports, fitness, leisure, and entertainment product. And with the continuous development of technology, the emergence of internal bicycle transmissions has made it increasingly convenient for cyclists to adjust the gears of their bicycles.

[0003] The internal transmissions of the prior art generally include components such as a hub shaft, an input mechanism, an output mechanism, a speed change mechanism, and a shift control mechanism. Among them, the input mechanism is used to connect with the flywheel of the bicycle rear wheel, so that when the internal transmission is installed on the bicycle, the input mechanism can rotate under the drive of the flywheel. The output mechanism is usually the rear wheel hub, so that when the internal transmission is installed on the bicycle, the rotation of the output mechanism can synchronously drive the rear wheel to rotate, realizing the movement of the bicycle. The speed change mechanism is arranged between the input mechanism and the output mechanism and is a transmission component between the input mechanism and the output mechanism, used to transmit the rotational power of the input mechanism to the output mechanism, thereby driving the output mechanism to rotate. Among them, multiple power transmission paths can be set in the speed change mechanism, and the shift control mechanism is used to control the speed change mechanism. By controlling the engagement and disengagement between components in the speed change mechanism through the shift control mechanism, or by controlling the engagement and disengagement between the speed change mechanism and the output mechanism through the shift control mechanism, the shifting and speed change of the bicycle are realized.

[0004] An automatic internal transmission is a type of internal transmission, and its shift control mechanism uses an automatic shift control mechanism. The automatic shift control mechanism can achieve automatic shift and speed change of the bicycle as the speed of the bicycle changes, without the rider having to perform additional manual adjustments. The automatic shift control mechanism usually includes a centrifugal block, a clutch control unit, and an elastic reset member. The centrifugal block is usually rotatably connected to the hub, and the clutch control unit is connected to the centrifugal block. When the rotational speed of the hub reaches a certain level, the centrifugal block will "fly out" outward due to the centrifugal force. When the centrifugal block "flies out", it will drive the clutch control unit to rotate, and then through the clutch control unit, the components in the speed change mechanism are combined with each other, or the speed change mechanism is combined with the output mechanism, so that the driving force of the input mechanism can be transmitted to the hub through the clutch control unit to achieve automatic shift and speed change. The elastic reset member is used to drive the centrifugal block to reset. When the rotational speed of the hub drops to a certain level, the elastic reset member applies a restoring force to the centrifugal block through its own elastic force, so that the centrifugal block drives the clutch control unit to reset, and the bicycle returns to its initial state again. Because the elastic reset member needs to provide a restoring force to drive the centrifugal block to reset, the centrifugal force received by the centrifugal block each time must overcome the restoring force applied by the elastic reset member to the centrifugal block before the centrifugal block can "fly out".

[0005] However, in the prior art, the restoring force applied by the elastic reset member to the centrifugal block is constant, resulting in that each time the automatic internal transmission performs shift and speed change, it is achieved at the same rotational speed. However, the rider's requirements for shift and speed change are different. For example, sometimes, the rider needs to perform shift and speed change at a relatively low speed. And sometimes, the rider needs to perform shift and speed change at a relatively high speed. The automatic internal transmission in the prior art cannot meet the different riding requirements of the rider. Summary of the Invention

[0006] Aiming at the technical problem that in the automatic internal transmission of the prior art, the restoring force received by the centrifugal block is constant, resulting in that the automatic shift and speed change are all achieved at the same rotational speed and cannot meet the different riding requirements of the rider. The present invention provides an automatic internal transmission, which can adjust the restoring force received by the centrifugal block, so that the automatic shift and speed change can be achieved at different rotational speeds according to requirements, and can better meet the different riding requirements of the rider.

[0007] An automatic internal transmission includes a hub shaft, an input mechanism, an output mechanism, a speed change mechanism, and an automatic shift control mechanism;

[0008] The input mechanism and the output mechanism are rotatably installed on the hub shaft;

[0009] The speed change mechanism is installed on the hub shaft and is located between the input mechanism and the output mechanism for transmitting the driving force of the input mechanism to the output mechanism;

[0010] The automatic shift control mechanism includes a first centrifugal block, a clutch control unit, a first elastic reset member, a first adjusting member, and a first driving member;

[0011] The first centrifugal block is connected to the output mechanism, and the clutch control unit is connected to the first centrifugal block. The first centrifugal block can rotate relative to the output mechanism, thereby changing the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed change mechanism;

[0012] The first elastic reset member is used to provide a first restoring force for the first centrifugal block through its own elastic force, so that the first centrifugal block can recover and maintain its state;

[0013] The first adjusting member is connected to the first elastic reset member;

[0014] The first driving member is connected to the output mechanism, and the first driving member is connected to the first adjusting member. The first driving member can drive the first adjusting member to operate, thereby changing the deformation state of the first elastic reset member to change the first restoring force received by the first centrifugal block.

[0015] Preferably, the first adjusting member is rotatably connected to the output mechanism, the first elastic reset member is a torsion spring, and the first driving member can drive the first adjusting member to rotate, thereby twisting the first elastic reset member.

[0016] Preferably, a first gear is provided in the first adjusting member, and the first driving member meshes with the first gear.

[0017] Preferably, the first driving member includes a first driving stud and a driving rack. A first threaded hole is provided on the output mechanism, and the first driving stud is correspondingly installed at the first threaded hole. The driving rack meshes with the first gear, and the first driving stud can drive the driving rack to move, thereby driving the first adjusting member to rotate.

[0018] Preferably, the first driving member further includes a first return spring. Two ends of the first return spring are respectively connected to the driving rack and the output mechanism. The first return spring is used to provide a restoring force for the driving rack through its own elastic force.

[0019] Preferably, the first driving member includes a rotating plate, a connecting rod, and a rotating plate driving rod. The rotating plate is rotatably connected to the output mechanism, and the rotating plate is connected to the first adjusting member through the connecting rod. The rotating plate driving rod is movably installed on the output mechanism, and the rotating plate driving rod can drive the rotating plate to rotate, so that the connecting rod drives the first adjusting member to rotate.

[0020] Preferably, the connecting rod is connected to one end of the rotating plate, and a turbine structure is provided at the other end of the rotating plate. The rotating plate driving rod includes a worm and a driving rod. The worm is engaged with the turbine structure. The driving rod is connected to the worm, and the driving rod is movably installed on the output mechanism. The driving rod can drive the worm to rotate, so as to drive the rotating plate to rotate through the cooperation between the worm and the turbine structure.

[0021] Preferably, an installation hole is formed in the output mechanism. The driving rod is installed in the installation hole, and a sealing ring is installed on the driving rod. The driving rod is in interference fit with the hole wall of the installation hole through the sealing ring.

[0022] Preferably, the rotating plate driving rod is a stud, and a first threaded hole is formed in the output mechanism. The rotating plate driving rod is correspondingly installed at the first threaded hole.

[0023] Preferably, both ends of the first elastic resetting member are respectively connected to the first adjusting member and the first centrifugal block.

[0024] Preferably, the automatic shift control mechanism further includes a second centrifugal block, a second elastic resetting member, a damping member, a second adjusting member, and a second driving member;

[0025] The second centrifugal block is connected to the output mechanism, and the second centrifugal block is further connected to the clutch control unit. The second centrifugal block can rotate relative to the output mechanism, so as to change the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed change mechanism;

[0026] Both ends of the second elastic resetting member are respectively connected to the damping member and the second adjusting member. The damping member is used to block the second centrifugal block, and the damping member is used to provide a second restoring force to the second centrifugal block through the elastic force of the second elastic resetting member, so that the second centrifugal block restores and maintains its state;

[0027] The second driving member is connected to the output mechanism and is also connected to the second adjusting member. The second driving member can drive the second adjusting member to operate, thereby changing the deformation state of the second elastic reset member, so as to change the second restoring force provided by the damping member to the second centrifugal block.

[0028] Preferably, the second adjusting member is rotatably connected to the output mechanism. The second elastic reset member is a torsion spring. The second driving member can drive the second adjusting member to rotate, thereby twisting the second elastic reset member.

[0029] Preferably, a second gear is provided in the second adjusting member, and the second driving member meshes with the second gear.

[0030] Preferably, the second driving member includes a second driving stud and a second driving assembly. A second threaded hole is formed in the output mechanism, and the second driving stud is correspondingly installed at the second threaded hole. The second driving assembly meshes with the second gear, and the first driving stud can drive the second driving assembly to operate, thereby driving the second adjusting member to rotate.

[0031] Preferably, the second driving assembly includes a swing gear and an intermediate gear. The swing gear is rotatably connected to the output mechanism, and the intermediate gear is rotatably connected to the output mechanism. The intermediate gear meshes with the swing gear and the second gear respectively. The second driving stud can drive the swing gear to swing, thereby driving the intermediate gear to rotate and driving the second adjusting member to rotate.

[0032] Preferably, the second driving member further includes a second reset torsion spring. Two ends of the second reset torsion spring are respectively connected to the swing gear and the output mechanism. The second reset torsion spring is used to provide a restoring force for the swing gear through its own elastic force.

[0033] Preferably, a damping member adsorption unit is further included. The damping member adsorption unit is connected to the output mechanism. The damping member adsorption unit is used to adsorb the damping member so that the damping member is in an initial position.

[0034] Preferably, a second centrifugal block adsorption unit is further included. The second centrifugal block adsorption unit is connected to the output mechanism. The second centrifugal block adsorption unit is used to adsorb the second centrifugal block so that the second centrifugal block maintains a centrifugal state.

[0035] Preferably, the second centrifugal block includes a centrifugal block body and a centrifugal block protrusion. The centrifugal block protrusion is connected to the centrifugal block body. The damping member is axially misaligned with the centrifugal block body, and the damping member is used to block the centrifugal block protrusion.

[0036] Preferably, the output mechanism includes a hub body and a mounting seat. The mounting seat is fixedly connected to the hub body, and the first adjusting member, the first driving member, the damping member, the second adjusting member, and the second driving member are all connected to the mounting seat.

[0037] Preferably, the clutch control unit includes a synchronizing ring, a control sleeve, and a clutch controller.

[0038] The synchronizing ring is connected to the first centrifugal block, and the synchronizing ring can rotate relative to the output mechanism driven by the first centrifugal block.

[0039] The control sleeve is connected to the synchronizing ring, and the control sleeve can rotate relative to the output mechanism driven by the synchronizing ring.

[0040] The clutch controller is disposed between the speed change mechanism and the output mechanism. The control sleeve is used to drive the clutch controller by its own rotation, so that the clutch controller combines the speed change mechanism and the output mechanism.

[0041] Preferably, the speed change mechanism includes a one-way clutch, a first planetary gear train, and a second planetary gear train arranged axially in sequence. The one-way clutch is located on the side close to the input mechanism. The clutch control unit is used to control the combination between the first planetary gear train, the second planetary gear train and the output mechanism.

[0042] Meanwhile, the present invention also provides a bicycle, which includes a vehicle body and the automatic internal transmission according to any one of the above. The automatic internal transmission is installed on the driving wheel of the vehicle body.

[0043] Compared with the prior art, the automatic internal transmission provided by the present invention includes a splined hub shaft, an input mechanism, an output mechanism, a speed change mechanism, and an automatic shift control mechanism; the input mechanism and the output mechanism are rotatably mounted on the splined hub shaft; the speed change mechanism is mounted on the splined hub shaft and is located between the input mechanism and the output mechanism for transmitting the driving force of the input mechanism to the output mechanism; the automatic shift control mechanism includes a first centrifugal block, a clutch control unit, a first elastic reset member, a first adjusting member, and a first driving member; the first centrifugal block is connected to the output mechanism, the clutch control unit is connected to the first centrifugal block, and the first centrifugal block can rotate relative to the output mechanism, thereby changing the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed change mechanism; the first elastic reset member is used to provide a first restoring force for the first centrifugal block through its own elastic force; the first adjusting member is connected to the first elastic reset member; the first driving member is connected to the output mechanism, and the first driving member is connected to the first adjusting member, and the first driving member can drive the first adjusting member to operate, thereby changing the deformation state of the first elastic reset member to change the first restoring force received by the first centrifugal block. Thus, the rider can adjust the first adjusting member through the first driving member according to his own riding needs, change the deformation state of the first elastic reset member, so that the restoring force received by the first centrifugal block changes, enabling the automatic internal transmission to achieve automatic shift and speed change at different speeds, better meeting the riding needs of the rider. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0045] Figure 1 FIG. is a three-dimensional structural diagram of an automatic internal transmission provided by an embodiment;

[0046] Figure 2 is Figure 1 a cross-sectional structural diagram of the automatic internal transmission shown;

[0047] Figure 3 is Figure 1 a three-dimensional structural diagram of some components in the automatic internal transmission shown;

[0048] Figure 4 is Figure 1Schematic plan view of some components in the shown automatic internal transmission;

[0049] Figure 5 is Figure 1 Schematic perspective view of some components in the shown automatic internal transmission;

[0050] Figure 6 is Figure 5 Schematic plan view of the shown component;

[0051] Figure 7 is Figure 5 Schematic perspective view of the shown first adjusting member;

[0052] Figure 8 is Figure 1 Schematic plan view of some components in the shown automatic internal transmission;

[0053] Figure 9 is Figure 1 Schematic perspective view of some components in the shown automatic internal transmission;

[0054] Figure 10 is Figure 1 Schematic position structure view of some components when the shown automatic internal transmission is in the first gear;

[0055] Figure 11 is Figure 1 Schematic position structure view of some components when the shown automatic internal transmission is in the second gear;

[0056] Figure 12 is Figure 1 Schematic position structure view of some components when the shown automatic internal transmission is in the third gear;

[0057] Figure 13 is Figure 8 Schematic perspective view of the shown second adjusting member;

[0058] Figure 14 is Figure 8 Schematic perspective view of the described damping member;

[0059] Figure 15 is Figure 1 Schematic position structure view of some components when the shown automatic internal transmission is in the third gear;

[0060] Figure 16 is Figure 1 Schematic sectional view of some components in the shown automatic internal transmission;

[0061] Figure 17 is Figure 16 Schematic perspective view of the shown control sleeve;

[0062] Figure 18 is Figure 16 a schematic cross-sectional structure diagram of the first planetary gear train and the clutch control unit shown from another angle;

[0063] Figure 19 is Figure 16 a schematic cross-sectional structure diagram of the second planetary gear train and the clutch control unit shown from another angle;

[0064] Figure 20 a schematic cross-sectional structure diagram of some components in an automatic internal transmission provided by another embodiment;

[0065] Figure 21 is Figure 20 a schematic three-dimensional structure diagram of some components in the automatic internal transmission shown;

[0066] Figure 22 is Figure 20 a schematic three-dimensional structure diagram of the worm shown;

[0067] Figure 23 is Figure 20 a schematic three-dimensional structure diagram of the drive rod shown;

[0068] Figure 24 a schematic plan structure diagram of some components in an automatic internal transmission provided by another embodiment;

[0069] Figure 25 is Figure 24 a schematic three-dimensional structure diagram of some components in the automatic internal transmission shown. Detailed implementation manners

[0070] In order to enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this application.

[0071] It should be noted that when a component is referred to as being "fixed to", "mounted on", or "disposed on" another component, it can be directly on the other component or indirectly disposed on the other component; when a component is "connected" to another component, or a component is referred to as being "connected to" another component, it can be directly connected to the other component or indirectly connected to the other component.

[0072] It should be noted that the structures, ratios, sizes, etc. shown in the attached drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the implementation conditions of this application. Therefore, they do not have any technical essence. Any modification of the structure, change of the ratio relationship, or adjustment of the size, without affecting the effects that this application can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in this application.

[0073] The present invention provides an automatic internal transmission, which includes a splined shaft, an input mechanism, an output mechanism, a speed change mechanism, and an automatic shift control mechanism; the input mechanism and the output mechanism are rotatably installed on the splined shaft; the speed change mechanism is installed on the splined shaft and is located between the input mechanism and the output mechanism for transmitting the driving force of the input mechanism to the output mechanism; the automatic shift control mechanism includes a first centrifugal block, a clutch control unit, a first elastic reset member, a first adjusting member, and a first driving member; the first centrifugal block is connected to the output mechanism, the clutch control unit is connected to the first centrifugal block, and the first centrifugal block can rotate relative to the output mechanism, thereby changing the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed change mechanism; the first elastic reset member is used to provide a first restoring force for the first centrifugal block through its own elastic force; the first adjusting member is connected to the first elastic reset member; the first driving member is connected to the output mechanism, and the first driving member is connected to the first adjusting member. The first driving member can drive the first adjusting member to operate, thereby changing the deformation state of the first elastic reset member to change the first restoring force received by the first centrifugal block. The automatic internal transmission can adjust the magnitude of the restoring force exerted by the elastic reset member on the centrifugal block, so that shifting and speed change can be achieved at different speeds, better meeting the riding needs of riders.

[0074] Embodiment 1

[0075] Please refer to Figures 1 to Figure 19 This embodiment provides an automatic internal transmission 100, which is used for automatic shifting and speed change according to the vehicle speed during vehicle travel.

[0076] The automatic internal transmission 100 includes a hub shaft 10, an input mechanism 20, an output mechanism 30, a speed change mechanism 40, and an automatic shift control mechanism 50. The input mechanism 20 and the output mechanism 30 are rotatably mounted on the hub shaft 10. That is, the input mechanism 20 is mounted on the hub shaft 10, and the input mechanism 20 can rotate relative to the hub shaft 10. The output mechanism 30 is mounted on the hub shaft 10, and the output mechanism 30 can rotate relative to the hub shaft 10. The hub shaft 10 is the rotation center shaft of the input mechanism 20 and the output mechanism 30. Specifically, in this embodiment, the input mechanism 20 is a flywheel, the output mechanism 30 is a hub, the input mechanism 20 is used to be connected to the pedal on the bicycle through a chain, and the output mechanism 30 is used to be connected to the drive wheel on the bicycle. When a rider rides a bicycle, by stepping on the pedal, the input mechanism 20 is driven to rotate, and then the driving force is input into the automatic internal transmission 100 through the input mechanism 20. Then, the driving force is output through the output mechanism 30 to drive the drive wheel of the bicycle to rotate, realizing the advancement of the bicycle.

[0077] The speed change mechanism 40 is mounted on the hub shaft 10 and is located between the input mechanism 20 and the output mechanism 30, and is used to transmit the driving force of the input mechanism 20 to the output mechanism 30. That is, the speed change mechanism 40 is arranged between the input mechanism 20 and the output mechanism 30, and is used to transmit the driving force input from the input mechanism 20 side to the output mechanism 30 side.

[0078] The automatic shifting mechanism 50 includes a first centrifugal block 51, a clutch control unit 52, a first elastic reset member 53, a first adjusting member 54 and a first driving member 55. The first centrifugal block 51 is connected to the output mechanism 30, the clutch control unit 52 is connected to the first centrifugal block 51, and the first centrifugal block 51 can rotate relative to the output mechanism 30, so as to change the rotation state of the clutch control unit 52, so that the driving force transmitted by the input mechanism 20 is transmitted to the output mechanism 30 through a corresponding one of multiple power transmission paths in the speed change mechanism 40. Among them, the multiple power transmission paths refer to at least two power transmission paths, so that at least two gear selections can be realized by driving the clutch control unit 52 to rotate. That is, the first centrifugal block 51 can rotate relative to the output mechanism 30 after being stressed, so as to drive the clutch control unit 52 to rotate, so that the clutch control unit 52 is directly or indirectly combined with the output mechanism 30, and the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the clutch control unit 52, realizing the change of the power transmission path in the automatic internal transmission 100 and realizing the shifting and speed change in the automatic internal transmission 100. Specifically, during the running of the bicycle, when the rotation speed of the output mechanism 30 reaches a certain speed, the first centrifugal block 51 "swings out" outward due to the action of centrifugal force. Since the clutch control unit 52 is connected to the first centrifugal block 51, when the first centrifugal block 51 "swings out" outward, it can drive the clutch control unit 52 to rotate, change the rotation state of the clutch control unit 52, and directly or indirectly combine the components in the clutch control unit 52 with the output mechanism 30, changing the power transmission path in the automatic internal transmission 100 and realizing the shifting and speed change of the automatic internal transmission 100. It should be noted that the engaging components in the clutch control unit 52 can be arranged between the speed change mechanism 40 and the output mechanism 30. Thus, when the first centrifugal block 51 drives the clutch control unit 52 to rotate to a certain angle, the engaging components in the clutch control unit 52 can mutually combine the corresponding components in the speed change mechanism 40 with the corresponding components in the output mechanism 30 to realize shifting and speed change; or the engaging components in the clutch control unit 52 can be arranged in the speed change mechanism 40. Thus, when the first centrifugal block 51 drives the clutch control unit 52 to rotate to a certain angle, the engaging part in the clutch control unit 52 can mutually combine two (or more) components in the speed change mechanism 40 to realize shifting and speed change. That is to say, the clutch control unit 52 can be arranged between the speed change mechanism 40 and the output mechanism 30 to control the mutual combination of the speed change mechanism 40 and the output mechanism 30; or the clutch control unit 52 can also be arranged in the speed change mechanism 40 to control the mutual combination of the components in the speed change mechanism 40.

[0079] That is to say, the automatic internal transmission 100 has at least two gears. By driving the clutch control unit 52 to be in different rotational position states by the first centrifugal block 51, the clutch control unit 52 is in an unengaged state (or an engaged state with a corresponding gear shifting component), so as to realize the change between gears.

[0080] The first elastic reset member 53 is used to provide the first restoring force to the first centrifugal block 51 through its own elastic force, so that the first centrifugal block 51 can be restored and maintained. Wherein, the first elastic reset member 53 refers to: a component that can undergo elastic deformation after being subjected to force, and can restore to the initial state when the force is reduced or eliminated. Restoring and maintaining the state of the first centrifugal block 51 means: making the first centrifugal block 51 have a tendency to rotate toward the initial position, so that when the centrifugal force on the first centrifugal block 51 is reduced or eliminated, the first centrifugal block 51 can be driven to rotate toward the initial position by the first restoring force, and at the same time, after the rotation is completed, the first centrifugal block 51 can also be kept in the state by the first restoring force. That is, the first elastic reset member 53 is used to provide the first centrifugal block 51 with a force opposite to the trend of the centrifugal force, so that the first centrifugal block 51 can be driven to be fully reset or partially reset by the first elastic reset member 53 to achieve the recovery of the gear position. Therefore, when the first centrifugal mass 51 is subjected to centrifugal force, the centrifugal force must overcome the first restoring force applied by the first elastic reset member 53 to the first centrifugal mass 51, so that the first centrifugal mass 51 can be "thrown out" (where "thrown out" means that the centrifugal mass rotates relative to the output mechanism 30 away from the hub shaft 10 after being subjected to centrifugal force), and then the clutch control unit 52 can be driven to rotate to the right position to achieve gear shifting. It should be noted that the first restoring force applied by the first elastic reset member 53 to the first centrifugal mass 51 can be applied directly or indirectly to the first centrifugal mass 51. For example, the first elastic reset member 53 can be directly connected to the first centrifugal block 51, so that the first elastic reset member 53 can directly act on the first centrifugal block 51; or the first elastic reset member 53 can be connected to the clutch control unit 52, so that the first elastic reset member 53 can directly act on the clutch control unit 52, and indirectly provide the first restoring force to the first centrifugal block 51 through the clutch control unit 52; even the first elastic reset member 53 can be connected to other intermediate components, and exert an effect on the first centrifugal block 53 through other intermediate components; that is, it is sufficient that the first restoring force provided by the first elastic reset member 53 through its own elastic force can act on the first centrifugal block 53. In addition, the first restoring force can be to drive the first centrifugal block 51 to completely return to the initial position; or the first restoring force can be to drive the first centrifugal block 51 to partially return to the initial position. That is, it is sufficient that the first restoring force can drive the first centrifugal block 51 to rotate in the opposite direction, thereby driving the clutch control unit 52 to rotate, and realizing the gear change.

[0081] The first adjusting member 54 is connected to the first elastic reset member 53. The first driving member 55 is connected to the output mechanism 30, and the first driving member 55 is connected to the first adjusting member 54. The first driving member 54 can drive the first adjusting member 54 to operate, thereby changing the deformation state of the first elastic reset member 55, so as to change the first restoring force received by the first centrifugal block 51. That is, the first driving member 55 is installed on the output mechanism 30, and the first driving member 55 is used to provide a driving force to the first adjusting member 54, so that the first adjusting member 54 operates. Among them, the operation of the first adjusting member 54 means that the first adjusting member 54 moves or rotates relative to the first elastic reset member 53, so that the first adjusting member 54 applies a force to the first elastic reset member 53, causing the first elastic reset member 53 to deform and changing the deformation state of the first elastic reset member 53. The first restoring force applied by the first elastic reset member 53 to the first centrifugal block 51 is changed, so that the first centrifugal block 51 can be "thrown out" outward with a smaller centrifugal force (or the first centrifugal block 51 needs to receive a greater centrifugal force to be "thrown out" outward). That is to say, in this embodiment, the first adjusting member 54 can move relative to the first elastic reset member 53, thereby changing the deformation state of the first elastic reset member 53, and further changing the magnitude of the first restoring force applied by the first elastic reset member 53 to the first centrifugal block 51, so that the self-internal transmission 100 can achieve the "throwing out" of the first centrifugal block 51 at different speeds according to actual needs, meeting the riding needs of different riders. And the first driving member 55 is used to provide a driving force to the first adjusting member 54 and drive the first adjusting member 54 to operate. Among them, the first driving member 55 can provide a driving force for the first adjusting member 54 by manual driving, or the first driving member 55 can provide a driving force for the first adjusting member 54 by automatic driving, that is, as long as the first driving member 55 can drive the first adjusting member 54 to operate.

[0082] It can be understood that in the automatic internal transmission of the prior art, the elastic reset member is directly connected to the hub, and the restoring force applied by the elastic reset member to the centrifugal block is constant, so that every time the centrifugal block is "thrown out" and the automatic internal transmission shifts gears, it is achieved at the same speed. However, different riders have different requirements for gear shifting. For example, some riders need to "throw out" the centrifugal block at a relatively low speed to achieve gear shifting; while some riders need to "throw out" the centrifugal block at a relatively high speed to achieve gear shifting. The automatic internal transmission of the prior art cannot meet this part of the needs of riders and has limitations.

[0083] The automatic internal transmission 100 provided in this embodiment is connected to the first elastic reset member 53 through the first adjusting member 54, and the first adjusting member 54 can be driven to operate by the first driving member 55. Thus, the rider can apply a driving force to the first adjusting member 54 through the first driving member 55 according to actual needs, "compress" or "release" the first elastic reset member 53, so as to change the first restoring force applied by the first elastic reset member 53 to the first centrifugal block 51 (or it can be said to change the resistance applied by the first elastic reset member 53 to the first centrifugal block 51). When riding a bicycle, the first centrifugal block 51 can be "thrown out" at a relatively low speed; or, the first centrifugal block 51 can only be "thrown out" at a relatively high speed. The automatic internal transmission 100 can adjust the elastic force of the first elastic reset member 53, so as to better meet the different riding needs of the rider.

[0084] Preferably, the first adjusting member 54 is rotatably connected to the output mechanism 30, and the first elastic reset member 53 is a torsion spring. The first driving member 55 can drive the first adjusting member 54 to rotate, so as to twist the first elastic reset member 53. More preferably, both ends of the first elastic reset member 53 are respectively connected to the first adjusting member 54 and the first centrifugal block 51. That is, in this embodiment, the first elastic reset member 53 is directly connected to the first centrifugal block 51, and the first restoring force is directly applied to the first centrifugal block 51 through the first elastic reset member 53. And the first adjusting member 54 is connected to the output mechanism 30, and the first adjusting member 54 can rotate relative to the output mechanism 30, so as to twist the first elastic reset member 53 and adjust the torsion of the first elastic reset member 53. Of course, in other embodiments, the first elastic reset member 53 can also adopt other elastic components, such as a tension spring, a compression spring, etc. And the first adjusting member 54 can also be slidably arranged on the output mechanism 30, so as to change the deformation state of the first elastic reset member 53 by driving the first adjusting member 54 to move. At the same time, the first elastic reset member 53 may not be directly connected to the first centrifugal block 51, but apply a force to the first centrifugal block 51 through other intermediate components. In this embodiment, the first elastic reset member 53 adopts a torsion spring, and the first adjusting member 54 is rotatably connected to the output mechanism 30, so that the overall structure is simpler, the space occupied is smaller, the layout is convenient, and the stability of the control process is increased. And the first elastic reset member 53 is directly connected to the first centrifugal block 51, which can also better apply a force to the first centrifugal block 51.

[0085] Preferably, a first gear 541 is provided in the first adjusting member 54, and the first driving member 55 meshes with the first gear 541. That is to say, teeth are provided on both the first adjusting member 54 and the first driving member 55, and the first driving member 55 meshes with the first gear 541. Thereby, it can better ensure the driving of the first adjusting member 54 by the first driving member 55, better guarantee that the first driving member 55 can drive the first adjusting member 54 to rotate, and ensure the stability during the driving process. At the same time, it can also better avoid accidental sliding between the first driving member 55 and the first adjusting member 54, and better guarantee the maintenance of the position state of the first adjusting member 54 after the adjustment is in place.

[0086] Preferably, the first driving member 55 includes a first driving stud 551 and a driving rack 552. A first threaded hole 31 is formed in the output mechanism 30, and the first driving stud 551 is correspondingly installed at the first threaded hole 31. The driving rack 552 meshes with the first gear 541, and the first driving stud 551 can drive the driving rack 552 to move, thereby driving the first adjusting member 54 to rotate. That is, the first driving stud 551 is installed in the first threaded hole 31. Thus, by screwing the first driving stud 551, the first driving stud 551 can be moved, and then the driving rack 552 is driven by the first driving stud 551 to move, causing the first adjusting member 54 to rotate. In the first driving member 55 provided in this embodiment, through the cooperation of the first driving stud 551 and the first threaded hole 31, and by driving the first adjusting member 54 through the driving rack 552, the first driving member 55 can achieve self-locking. After the adjustment, the threaded connection between the first driving stud 551 and the first threaded hole 31 can prevent the first driving member 55 from moving back, better guaranteeing the reliability and effectiveness of the adjustment. That is to say, in this embodiment, the first driving member 55 adopts a manual driving structure. When a rider needs to adjust the automatic internal transmission 100, it can be achieved by manually screwing the first driving stud 551. The structure is simple and reliable, and the cost is effectively reduced. Of course, in other embodiments, the specific setting structure of the first driving member 55 can also adopt any other implementation manner, and the first driving stud 551 can also adopt a rotary structure, such as a cam structure, etc.

[0087] Preferably, the first driving member 55 further includes a first return spring 553. Two ends of the first return spring 553 are respectively connected to the driving rack 552 and the output mechanism 30. The first return spring 553 is used to provide a restoring force for the driving rack 552 through its own elastic force. That is, the first return spring 553 is used to provide a force opposite to the action of the first driving stud 551 for the driving rack 552, so that when the rider adjusts the first driving stud 551 towards the driving rack 552, the first return spring 553 can be compressed. When the rider adjusts the first driving stud 551 away from the driving rack 552, the first return spring 553 can stretch through its own elastic force, driving the driving rack 552 to move towards the side close to the first driving stud 551. Therefore, when the rider adjusts the first driving stud 551 forward, the first driving stud 551 can drive the driving rack 552 to move towards the side close to the first return spring 553, and then drive the first adjusting member 54 to twist and compress the first elastic return member 53 through the driving rack 552; when the rider adjusts the first driving stud 551 backward, the first return spring 553 can drive the driving rack 552 to move towards the side close to the first driving stud 551, and then drive the first adjusting member 54 to release the first elastic return member 53 through the driving rack 552. By only adjusting the first driving stud 551, the elastic force of the first elastic return member 53 can be adjusted, making the adjustment process more convenient and simple. At the same time, the structure is simpler, the reliability is better, and the required occupied space is smaller.

[0088] Preferably, the automatic shift control mechanism 50 further includes a second centrifugal block 56, a second elastic reset member 57, a damping member 58, a second adjusting member 59, and a second driving member 60. The second centrifugal block 56 is connected to the output mechanism 30, and the second centrifugal block 56 is also connected to the clutch control unit 52. The second centrifugal block 56 is rotatable relative to the output mechanism 30, so as to change the rotational state of the clutch control unit 52, so that the driving force transmitted by the input mechanism 20 is transmitted to the output mechanism 30 through a corresponding one of multiple power transmission paths in the transmission mechanism 40. That is, the second centrifugal block 56 can rotate relative to the output mechanism 30 after being stressed, thereby driving the clutch control unit 52 to rotate, so that the clutch control unit 52 is directly or indirectly combined with the output mechanism 30, and the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the clutch control unit 52, realizing the change of the power transmission path in the automatic internal transmission 100 and realizing the shift and speed change in the automatic internal transmission 100. Specifically, during the running of the bicycle, when the rotational speed of the output mechanism 30 reaches a certain speed, the second centrifugal block 56 "swings out" outward due to the centrifugal force. Since the clutch control unit 52 is connected to the second centrifugal block 56, when the second centrifugal block 56 "swings out" outward, it can drive the clutch control unit 52 to rotate, change the rotational state of the clutch control unit 52, directly or indirectly combine the components in the clutch control unit 52 with the output mechanism 30, change the power transmission path in the automatic internal transmission 100, and realize the shift and speed change of the automatic internal transmission 100.

[0089] The two ends of the second elastic reset member 57 are respectively connected to the damping member 58 and the second adjusting member 59, the damping member 58 is used to block the second centrifugal block 56, and the damping member 58 is used to provide a second restoring force to the second centrifugal block 56 through the elastic force of the second elastic reset member 57, so that the second centrifugal block 56 can be restored and maintained. Among them, the second elastic reset member 57 refers to: a component that can undergo elastic deformation after being subjected to force, and can restore to an initial state when the force is reduced or eliminated. Restoring and maintaining the state of the second centrifugal block 56 means: making the second centrifugal block 56 have a tendency to rotate toward the initial position, so that when the centrifugal force on the second centrifugal block 56 is reduced or eliminated, the second centrifugal block 56 can be driven to rotate toward the initial position by the second restoring force, and the second centrifugal block 56 can also be kept in a state by the second restoring force after the rotation is completed. That is, the second elastic reset member 57 is used to provide a force opposite to the centrifugal force trend to the second centrifugal block 56 through the damping member 58, so that the second centrifugal block 56 can be driven to fully reset or partially reset through the damping member 58 to achieve the gear recovery. Therefore, when the second centrifugal block 56 is subjected to centrifugal force, the centrifugal force must overcome the second restoring force applied by the damping member 58 to the second centrifugal block 56, so that the second centrifugal block 56 can be completely "thrown out" outward, and then the clutch control unit 52 can be driven to rotate in place to achieve gear shifting. It should be noted that the second restoring force can be to drive the second centrifugal block 56 to fully return to the initial position; or the second restoring force can be to drive the second centrifugal block 56 to partially return to the initial position. That is, as long as the second restoring force can drive the second centrifugal block 56 to rotate in the opposite direction, thereby driving the clutch control unit 52 to rotate, the gear change can be achieved.

[0090] The second driving member 60 is connected to the output mechanism 30, and the second driving member 60 is connected to the second adjusting member 59. The second driving member 60 can drive the second adjusting member 59 to operate, thereby changing the deformation state of the second elastic return member 57 to change the second restoring force provided by the damping member 58 to the second centrifugal block 56.

[0091] That is, the second driving member 60 is installed on the output mechanism 30, and the second driving member 60 is used to provide a driving force to the second adjusting member 59 so that the second adjusting member 59 operates. Wherein, the operation of the second adjusting member 59 means that the second adjusting member 59 moves or rotates relative to the second elastic reset member 57, so that the second adjusting member 59 applies a force to the second elastic reset member 57, causing the second elastic reset member 57 to deform and change the deformation state of the second elastic reset member 57. This causes the second restoring force applied by the damping member 58 to the second centrifugal block 56 to change, so that the second centrifugal block 56 can be "thrown out" outward with a smaller centrifugal force (or the second centrifugal block 56 needs to be subjected to a greater centrifugal force to be "thrown out" outward). That is to say, in this embodiment, the second adjusting member 59 can move relative to the second elastic reset member 57, thereby changing the deformation state of the second elastic reset member 57, and further changing the magnitude of the second restoring force applied by the second elastic member 57 to the second centrifugal block 56 through the damping member 58, so that the self-internal transmission 100 can achieve the "throwing out" of the second centrifugal block 51 at different rotational speeds according to actual needs, meeting the riding needs of different riders. The second driving member 60 is used to provide a driving force to the second adjusting member 59 and drive the second adjusting member 59 to operate. Wherein, the second driving member 60 can provide a driving force for the second adjusting member 59 by manual driving, or the second driving member 60 can provide a driving force for the second adjusting member 59 by automatic driving, that is, as long as the second driving member 60 can drive the second adjusting member 59 to operate.

[0092] In this embodiment, the automatic internal transmission 100 is a three-speed internal transmission. The first centrifugal block 51 and the second centrifugal block 56 are connected to the same component in the output mechanism 30, so that the first centrifugal block 51 and the second centrifugal block 56 can move synchronously. The first centrifugal block 51 and the second centrifugal block 56 are used to control the gear shift from the first gear to the second gear and the gear shift from the second gear to the third gear. By the first centrifugal block 51 and the second centrifugal block 56 being subjected to different magnitudes of centrifugal force, they rotate at different angles, thereby realizing the gear shift between gears. That is, in this embodiment, when the first centrifugal block 51 and the second centrifugal block 56 are subjected to a certain magnitude of centrifugal force, the first centrifugal block 51 and the second centrifugal block 56 will rotate to a certain angle and partially "fling out", and the automatic internal transmission 100 can be switched from the first gear to the second gear. When the first centrifugal block 51 and the second centrifugal block 56 are subjected to a greater centrifugal force, the first centrifugal block 51 and the second centrifugal block 56 will rotate to a greater angle and completely "fling out", and the automatic internal transmission 100 can be switched from the second gear to the third gear. Of course, in other embodiments, the automatic internal transmission 100 may have any other number of gears. In this embodiment, only the automatic internal transmission 100 with three gears is taken as an example for illustration. Even in some embodiments, the first centrifugal block 51 and the second centrifugal block 56 may also be connected to different components in the output mechanism 30, and the gear shift is realized by controlling the rotation of different components in the output mechanism 30.

[0093] In this embodiment, the second restoring force is used to drive part of the second centrifugal block 56 to return to the initial position. Specifically, when the rotational speed of the output mechanism 30 increases, the centrifugal force acting on the first centrifugal block 51 will overcome the first restoring force, causing part of the first centrifugal block 51 to "fly out", thereby rotating the clutch control unit 52 and shifting from the first gear to the second gear. At this time, part of the second centrifugal block 56 also "flies out". In the second-gear state, the second centrifugal block 56 just comes into contact with the damping member 58, and the second centrifugal block 56 is blocked by the damping member 58. When the rotational speed of the output mechanism 30 further increases, the centrifugal force acting on the second centrifugal block 56 will overcome the second restoring force, causing the first centrifugal block 51 and the second centrifugal block 56 to completely "fly out", further rotating the clutch control unit 52 and shifting from the second gear to the third gear. By the blocking of the damping member 58 on the second centrifugal block 56, it is also possible to better avoid gear skipping during the running of the bicycle, thus better improving the riding experience of the rider. That is to say, in this embodiment, the second restoring force is used to drive the second centrifugal block 56 from the completely "flown out" state to the partially "flown out" state, that is, to shift the automatic internal transmission 100 from the third gear to the second gear, and the second centrifugal block 56 returning from the partially "flown out" state to the initial position state is achieved by the first restoring force provided by the first elastic reset member 53. Of course, in other embodiments, when the first centrifugal block 51 and the second centrifugal block 56 are also connected to different components in the output mechanism 30, the second centrifugal block 56 returning to the initial position state can also be achieved by the first centrifugal block 51 driving the second centrifugal block 56, or by additionally providing a reset member.

[0094] Preferably, the second adjusting member 59 is rotatably connected to the output mechanism 30, the second elastic reset member 57 is a torsion spring, and the second driving member 60 can drive the second adjusting member 59 to rotate, thereby twisting the second elastic reset member 57. That is, in this embodiment, the second restoring force is applied to the second centrifugal block 56 by the torsion force of the second elastic reset member 57. And the second adjusting member 59 is connected to the output mechanism 30, and the second adjusting member 59 can rotate relative to the output mechanism 30, thereby twisting the second elastic reset member 57 and adjusting the torsion force of the second elastic reset member 57. Of course, in other embodiments, the second elastic reset member 57 can also adopt other elastic components, such as a tension spring, a compression spring, etc. And the second adjusting member 59 can also be slidably arranged on the output mechanism 30, so as to change the deformation state of the second elastic reset member 57 by driving the second adjusting member 59 to move. In this embodiment, the second elastic reset member 57 adopts a torsion spring, and the second adjusting member 59 is rotatably connected to the output mechanism 30, so that the overall structure is simpler, the required space is smaller, the layout is convenient, and the stability of the control process is also increased.

[0095] Preferably, a second gear 591 is arranged in the second adjusting member 59, and the second driving member 60 meshes with the second gear 591. That is to say, teeth are arranged on both the second adjusting member 59 and the second driving member 60, and the second driving member 60 meshes with the second gear 591. Thereby, it can better ensure the driving of the second adjusting member 59 by the second driving member 60, better guarantee that the second driving member 60 can drive the second adjusting member 59 to rotate, and ensure the stability during the driving process. At the same time, it can also better avoid accidental sliding between the second driving member 60 and the second adjusting member 59, and better guarantee the maintenance of the position state of the second adjusting member 59 after the adjustment is in place.

[0096] Preferably, the second driving member 60 includes a second driving stud 61 and a second driving assembly 62. A second threaded hole 32 is formed in the output mechanism 30, and the second driving stud 61 is correspondingly installed at the second threaded hole 32. The second driving assembly 62 is engaged with the second gear 591, and the second driving stud 61 can drive the second driving assembly 62 to operate, thereby driving the second adjusting member 59 to rotate. That is, the second driving stud 61 is installed in the second threaded hole 32. Thus, by screwing the second driving stud 61, the second driving stud 61 can be moved, and then the second driving stud 61 drives the second driving assembly 62 to operate, causing the second adjusting member 59 to rotate. In the second driving member 60 provided in this embodiment, through the cooperation of the second driving stud 61 and the second threaded hole 32, and by driving the second adjusting member 59 through the second driving assembly 62, the second driving member 60 can achieve self-locking. After adjustment, the threaded connection between the second driving stud 61 and the second threaded hole 32 can prevent the second driving assembly 62 from moving back, better ensuring the reliability and effectiveness of the adjustment. That is to say, in this embodiment, the second driving member 60 adopts a manual driving structure. When a rider needs to adjust the automatic internal transmission 100, it can be achieved by manually screwing the second driving stud 61. The structure is simple and reliable, and the cost is effectively reduced. Of course, in other embodiments, the specific setting structure of the second driving member 60 can also adopt any other implementation methods, such as a cam structure, etc.

[0097] Preferably, the second driving assembly 62 includes a swing gear 621 and an intermediate gear 622. The swing gear 621 is rotatably connected to the output mechanism 30, the intermediate gear 622 is rotatably connected to the output mechanism 30, and the intermediate gear 622 is engaged with the swing gear 621 and the second gear 591 respectively. The second driving stud 61 can drive the swing gear 621 to swing, thereby driving the intermediate gear 622 to rotate and rotating the second adjusting member 59. That is, the swing gear 621 and the intermediate gear 622 are both installed on the output mechanism 30, and both the swing gear 621 and the intermediate gear 622 can rotate relative to the output mechanism 30. Thus, when the rider adjusts the second driving stud 61, the second driving stud 61 can drive the swing gear 621 to swing, and then the swinging swing gear 621 drives the intermediate gear 622 to rotate, causing the intermediate gear 622 to drive the second adjusting member 59 to rotate to adjust the torque of the second elastic reset member 57.

[0098] Preferably, the second driving member 60 further includes a second return torsion spring 63. Two ends of the second return torsion spring 63 are respectively connected to the swing gear 621 and the output mechanism 30. The second return torsion spring 63 is used to provide a restoring force for the swing gear 621 through its own elastic force. That is, the second return torsion spring 63 is used to provide a force opposite to the action of the second driving stud 61 for the swing gear 621, so that when the rider adjusts the second driving stud 61 closer to the swing gear 621, the second return torsion spring 63 can be compressed. When the rider adjusts the second driving stud 61 away from the swing gear 621, the second return torsion spring 63 can extend through its own elastic force and drive the swing gear 621 to move closer to the second driving stud 61. Thus, when the rider adjusts the second driving stud 61 forward, the second driving stud 61 can drive the swing gear 621 to swing forward, thereby driving the intermediate gear 622 to rotate through the swing gear 621, and further twisting and compressing the second elastic return member 57 through the first adjusting member 59. When the rider adjusts the second driving stud 61 backward, the second return torsion spring 63 can drive the swing gear 621 to swing backward, thereby driving the intermediate gear 622 to rotate through the swing gear 621, and further releasing the second elastic return member 57 through the first adjusting member 59. By only adjusting the second driving stud 61, the elastic force of the second elastic return member 57 can be adjusted, making the adjustment process more convenient and simple. At the same time, the structure is simpler, the reliability is better, and the required occupied space is smaller.

[0099] Preferably, the automatic internal transmission 100 further includes a damper adsorption unit 70. The damper adsorption unit 70 is connected to the output mechanism 30. The damper adsorption unit 70 is used to adsorb the damper 58 so that the damper 58 is in the initial position. That is, the damper adsorption unit 70 is used to provide an adsorption force for the damper 58 so that the damper 58 is in the initial position to block the second centrifugal block 56.

[0100] In this embodiment, specifically, the damper adsorption unit 70 is located at the "thrown out" area of the second centrifugal block 56. That is, the damper adsorption unit 70 is located at the area where the second centrifugal block 56 is located when the automatic internal transmission 100 is in the second gear. In this embodiment, the damper adsorption unit 70 is an iron piece, and a magnet 581 is provided in the damper 58, so that the damper adsorption unit 70 adsorbs the damper 58 by magnetic force. Of course, in other embodiments, the damper adsorption unit 70 can also be a magnet, and an iron piece is provided in the damper 58, so as to realize the adsorption of the damper 58 by the damper adsorption unit 70. And the iron piece can also be made of any other material that can be adsorbed by a magnet, that is, as long as the damper adsorption unit 70 can generate an adsorption force on the damper 58 to keep the initial position of the damper 58.

[0101] In this embodiment, by setting the damper adsorption unit 70, during the process of the automatic internal transmission 100 changing from the third gear to the second gear, the damper adsorption unit 70 can generate an adsorption force on the damper 58, so that the time of changing from the third gear to the second gear is faster and the gear-changing time is reduced. And it can be understood that if the damper adsorption unit 70 is not provided and it is desired to make the time faster during the process of changing from the third gear to the second gear, the torque of the second elastic reset member 57 needs to be adjusted. However, if the torque of the second elastic reset member 57 is increased, it will be more difficult to change from the second gear to the third gear, and the second restoring force that the centrifugal force needs to overcome will be greater. In this embodiment, by applying a magnetic adsorption force to the damper 58 by the damper adsorption unit 70, this problem is well overcome. During the process of changing from the second gear to the third gear, only at the beginning, the centrifugal force overcomes the magnetic adsorption force applied by the damper adsorption unit 70 to the damper 58. When the damper 58 is separated from the damper adsorption unit 70, there will be no continuous resistance, so as to minimize the impact on the process of changing from the second gear to the third gear. And through the damper adsorption unit 70, the second centrifugal block 56 can also be more stably located at the second gear position, making the gear of the automatic internal transmission 100 more accurate.

[0102] Preferably, the automatic internal transmission 100 further includes a second centrifugal block adsorption unit 80. The second centrifugal block adsorption unit 80 is connected to the output mechanism 30 and is used to adsorb the second centrifugal block 56 so that the second centrifugal block 56 maintains a centrifugal state. That is, the second centrifugal block adsorption unit 80 is installed on the output mechanism 30 and is used to adsorb the second centrifugal block 56, so that the second centrifugal block 56 remains in a fully "thrown out" state, thereby keeping the automatic internal transmission 100 in the third gear state. Specifically, in this embodiment, the second centrifugal block adsorption unit 80 is located near the area where the second centrifugal block 56 is fully "thrown out", that is, the second centrifugal block adsorption unit 80 is located in the area where the second centrifugal block 56 is in the third gear state. A third gear magnet 81 is provided on the second centrifugal block adsorption unit 80, and an iron part is provided in the corresponding area of the second centrifugal block 56. Thus, when the second centrifugal block 56 rotates to the third gear state due to the action of centrifugal force, the second centrifugal block adsorption unit 80 can adsorb the second centrifugal block 56 by magnetic force, keep the second centrifugal block 56 in the third gear state, and make the third gear state of the automatic internal transmission 100 more stable and accurate. Of course, in other embodiments, an iron part may be provided on the second centrifugal block adsorption unit 80 and a magnet may be provided on the second centrifugal block 56. And the iron part can also be made of any other material that can be adsorbed by a magnet, that is, as long as the second centrifugal block adsorption unit 80 can generate an adsorption force on the second centrifugal block 56 to keep the second centrifugal block 56 in a centrifugal state.

[0103] Preferably, the second centrifugal block 56 includes a centrifugal block body 561 and a centrifugal block protrusion 562. The centrifugal block protrusion 562 is connected to the centrifugal block body 561. The damping member 58 is axially offset from the centrifugal block body 561 and is used to block the centrifugal block protrusion 562. This makes the overall structure more compact and better saves the required layout space. More preferably, a magnet can be provided in the centrifugal block protrusion 562, or the centrifugal block protrusion 562 is directly made of a magnet. Thus, the damping member adsorption unit 70 can also generate a magnetic adsorption force on the centrifugal block protrusion 562 at the same time, which can keep the second centrifugal block 56 relatively stable in the second gear state, and can also make the time required for the first gear to change to the second gear shorter and the gear more accurate.

[0104] It should be noted that, in this embodiment, the axial direction is along the axial direction of the spline shaft 10.

[0105] Preferably, the output mechanism 30 includes a hub body 33 and a mounting seat 34. The mounting seat 34 is fixedly connected to the hub body 33. The first adjusting member 54, the first driving member 55, the damping member 58, the second adjusting member 59, and the second driving member 60 are all connected to the mounting seat 34. That is, the first adjusting member 54, the first driving member 55, the damping member 58, the second adjusting member 59, and the second driving member 60 are respectively mounted on the mounting seat 34. Thus, through the mounting seat 34, the installation can be made simpler, better support for each component can be provided, the positions of each component can be guaranteed, and the stability of each component during adjustment can be ensured.

[0106] Preferably, the clutch control unit 52 includes a synchronizing ring 521, a control sleeve 522, and a clutch controller 523. The synchronizing ring 521 is connected to the first centrifugal block 51, and the synchronizing ring 521 can rotate relative to the output mechanism 30 driven by the first centrifugal block 51. The control sleeve 522 is connected to the synchronizing ring 521, and the control sleeve 522 can rotate relative to the output mechanism 30 driven by the synchronizing ring 521. The clutch controller 523 is disposed between the speed change mechanism 40 and the output mechanism 30. The control sleeve 522 is used to drive the clutch controller 523 by its own rotation, so that the clutch controller 523 combines the speed change mechanism 40 and the output mechanism 30. That is, the first centrifugal block 51 is used to control the rotation of the synchronizing ring 521. After the first centrifugal block 51 is "thrown out" under the action of centrifugal force, it can synchronously drive the synchronizing ring 521 to rotate a certain angle. At the same time, the synchronizing ring 521 will also drive the control sleeve 522 to rotate a certain angle, and then control the clutch controller 523 through the control sleeve 522, so that the clutch controller 523 combines the components in the speed change mechanism 40 and the output mechanism 30 to achieve gear shifting and speed change. Specifically, the clutch controller 523 can adopt any required combination structure, such as ratchet type, roller type, wedge type, etc. In this embodiment, the clutch controller 523 specifically adopts a ratchet type clutch controller. Among them, it should be noted that the connection between the synchronizing ring 521 and the control sleeve 522 can be a rigid connection or a flexible connection. A rigid connection means that the synchronizing ring 521 and the control sleeve 522 are connected, and the synchronizing ring 521 can synchronously drive the control sleeve 522 to rotate. A flexible connection means that the synchronizing ring 521 and the control sleeve 522 can be connected through a buffer energy storage member (such as a torsion spring, etc.), and the synchronizing ring 521 can drive the control sleeve 522 to rotate relatively delayed.

[0107] Specifically, in this embodiment, the second centrifugal block 56 and the first centrifugal block 51 are connected to the same synchronizing ring 521, so that the first centrifugal block 51, the second centrifugal block 56, and the synchronizing ring 521 can operate synchronously. When a part of the first centrifugal block 51 and the second centrifugal block 56 is "thrown out", corresponding components in the clutch controller 523 combine a set of planetary gear trains in the speed change mechanism 40 with the output mechanism 30, realizing the shift from the first gear to the second gear. When the speed of the output mechanism 30 further increases and the first centrifugal block 51 and the second centrifugal block 56 are completely "thrown out", the synchronizing ring 521 is controlled to rotate further, and corresponding components in the clutch controller 523 combine another set of planetary gear trains in the speed change mechanism 40 with the output mechanism 30, realizing the shift from the second gear to the third gear. By controlling the rotation of the same synchronizing ring 521 by the first centrifugal block 51 and the second centrifugal block 56, and through different rotation angles of the synchronizing ring 521, the adjustment of different gears is realized, better avoiding the overshift situation during the shifting process and better improving the riding experience of the rider.

[0108] Specifically, in this embodiment, six centrifugal blocks are provided in the automatic internal transmission 100, and the six centrifugal blocks are all connected to the same synchronizing ring 521, so that the six centrifugal blocks can operate synchronously with the synchronizing ring 521. Among them, the centrifugal block connected to the first elastic reset member 53 is the first centrifugal block 51, and the centrifugal block corresponding to the damper member 58 is the second centrifugal block 56. Of course, in other embodiments, the number of centrifugal blocks provided in the automatic internal transmission 100 can be more or less. In this embodiment, the synchronizing ring 521 can be more stably controlled by the six centrifugal blocks, better ensuring the stability of shifting.

[0109] It can be understood that, in this embodiment, the first elastic reset member 53 is used to act on the first centrifugal block 51, and the second elastic reset member 57 is used to act on the second centrifugal block 56. Of course, in other embodiments, the first elastic reset member 53 and the second elastic reset member 57 can also act on the same centrifugal block at the same time. In this embodiment, the first elastic reset member 53 and the second elastic reset member 57 act on different centrifugal blocks, thus facilitating the installation of each component and avoiding interference between each component.

[0110] Preferably, the speed change mechanism 40 includes a one-way clutch 41, a first planetary gear train 42, and a second planetary gear train 43 arranged axially in sequence. The one-way clutch 41 is located on the side close to the input mechanism 20. The clutch control unit 52 is used to control the engagement between the first planetary gear train 42, the second planetary gear train 43 and the output mechanism 30. That is, the clutch control unit 52 is used to control the engagement between the first planetary gear train 42 and the output mechanism 30 to achieve gear shifting and speed change. And the clutch control unit 52 is also used to control the engagement between the second planetary gear train 43 and the output mechanism 30 to achieve gear shifting and speed change. Specifically, in this embodiment, when the automatic in-vehicle transmission 100 is in the first gear state, the driving force transmitted by the input mechanism 20 is transmitted to the output mechanism 30 through the one-way clutch 41. When the automatic in-vehicle transmission 100 is in the second gear state, the clutch control unit 52 engages the first planetary gear train 42 with the output mechanism 30, and the driving force transmitted by the input mechanism 20 is transmitted to the clutch control unit 52 through the first planetary gear train 42 and then transmitted to the output mechanism 30. When the automatic in-vehicle transmission 100 is in the third gear state, the clutch control unit 52 engages the second planetary gear 43 with the output mechanism 30, and the driving force transmitted by the input mechanism 20 is transmitted to the clutch control unit 52 through the second planetary gear train 43 and then transmitted to the output mechanism 30.

[0111] Specifically, in this embodiment, the clutch controller 523 includes a first clutch controller 5231 corresponding to the first planetary gear train 42 and a second clutch controller 5232 corresponding to the second planetary gear train 43. The control sleeve 522 is provided with a first control groove 5221 corresponding to the first clutch controller 5231 and a second control groove 5222 corresponding to the second clutch controller 5232. When the first centrifugal block 51 and the second centrifugal block 56 are partially "thrown out" by the centrifugal force, they drive the control sleeve 522 to rotate. Thus, the groove wall of the first control groove 5221 correspondingly abuts and presses down the control pawl in the first clutch controller 5231. Then, through the control pawl in the first clutch controller 5231, the first planetary gear train 42 is combined with the output mechanism 20 to achieve gear shifting and speed change. When the first centrifugal block 51 and the second centrifugal block 56 further rotate due to the centrifugal force and are completely "thrown out", they will drive the control sleeve 522 to further rotate. Thus, the groove wall of the second control groove 5222 correspondingly abuts and presses down the control pawl in the second clutch controller 5232. Then, through the control pawl in the second clutch controller 5232, the second planetary gear train 43 is combined with the output mechanism 20 to achieve gear shifting and speed change. It should be noted that in this embodiment, the ratchet clutch is taken as an example for illustration. Of course, in other embodiments, other types of clutches can also be used, such as ratchet type, roller type, wedge type, a combination of ratchet type and roller type, or any other type of clutch.

[0112] Embodiment Two

[0113] Please refer to Figures 20 to 23 This embodiment provides an automatic internal transmission 200, which is substantially the same as the automatic internal transmission 100 provided in Embodiment One. The main difference lies in the specific structure of the first driving member 210.

[0114] The first driving member 210 includes a rotating plate 220, a connecting rod 230, and a rotating plate driving rod 240. The rotating plate 220 is connected to the output mechanism 250, and the rotating plate 220 is connected to the first adjusting member 260 through the connecting rod 230. The rotating plate driving rod 240 is movably installed on the output mechanism 250, and the rotating plate driving rod 240 can drive the rotating plate 220 to rotate, so that the connecting rod 230 drives the first adjusting member 260 to rotate. Thus, the rotating plate driving rod 240 can provide a driving force to drive the rotating plate 220 to rotate. Then, the rotating plate 220 drives the connecting rod 230 to move, and further drives the first adjusting member 260 to rotate through the connecting rod 230, thereby realizing the adjustment of the first elastic reset member connected to the first adjusting member 260. In this embodiment, the first elastic reset member is specifically a torsion spring, and the first elastic reset member is directly connected to the centrifugal block. Similarly, the first elastic reset member can also indirectly provide a first restoring force to the centrifugal block (for example, the first elastic reset member can be connected to other components such as a damping member and a clutch control unit).

[0115] Preferably, the connecting rod 230 is connected to one end of the rotating plate 220, and a turbine structure 270 is provided at the other end of the rotating plate 220. The rotating plate driving rod 240 includes a worm 280 and a driving rod 290. The worm 280 meshes with the turbine structure 270. The driving rod 290 is connected to the worm 280, and the driving rod 290 is movably installed on the output mechanism 250. The driving rod 290 can drive the worm 280 to rotate, so as to drive the rotating plate 220 to rotate through the cooperation of the worm 280 and the turbine structure 270. That is, in this embodiment, the driving of the rotating plate 220 by the rotating plate driving rod 240 is specifically realized through a worm and turbine structure, which can better ensure the interlock between structures and better ensure the control accuracy and stability.

[0116] Specifically, in this embodiment, the specific connection structure between the driving rod 290 and the worm 280 is as follows: an installation groove 281 is formed at one end of the worm 280, and an installation portion 291 matching the installation groove 281 is provided at one end of the driving rod 290. Thus, by inserting the installation portion 291 into the installation groove 281, the connection between the driving rod 290 and the worm 280 is better realized, and the transmission stability is better ensured.

[0117] Preferably, an installation hole 251 is formed in the output mechanism 250, and the driving rod 290 is installed in the installation hole 251. Specifically, the installation hole 251 can be formed in the hub or the end cover. A sealing ring 292 is installed on the driving rod 290, and the driving rod 290 is in interference fit with the hole wall of the installation hole 251 through the sealing ring 292. Thus, the position of the driving rod 290 is better guaranteed, and the driving rod 290 is prevented from moving or sliding.

[0118] Specifically, in this embodiment, a sealing ring installation position 293 is formed on the driving rod 290, and the sealing ring 292 is correspondingly installed at the sealing ring installation position 293. The worm 280, the rotating plate 220, and the connecting rod 230 are all arranged on the mounting seat connected to the hub in the output mechanism 250. Of course, in other embodiments, the worm 280, the rotating plate 220, and the connecting rod 230 can also be arranged on other structures connected to the hub according to actual requirements. The automatic internal transmission 200 provided in this embodiment allows the mounting seat and the hub / end cover to have no relative displacement relationship, and the worm 280, the rotating plate 220, and the connecting rod 230 installed on the mounting seat can also be separately assembled from the driving rod 290 installed on the hub or the end cover, making the assembly more convenient and reducing the installation difficulty.

[0119] Embodiment III

[0120] Please refer to Figure 24 and Figure 25 . This embodiment provides an automatic internal transmission 300, which is substantially the same as the automatic internal transmission 100 provided in Embodiment I and the automatic internal transmission 200 provided in Embodiment II, and the main difference lies in the specific structure of the first driving member 310.

[0121] The first driving member 310 includes a rotating plate 320, a connecting rod 330, and a rotating plate driving rod 340. The rotating plate 320 is rotatably connected to the output mechanism 350, and the rotating plate 320 is connected to the first adjusting member 360 through the connecting rod 330. The rotating plate driving rod 340 is movably installed on the output mechanism 350, and the rotating plate driving rod 340 can drive the rotating plate 320 to rotate, so that the connecting rod 330 drives the first adjusting member 360 to rotate. Thus, the rotating plate driving rod 340 can provide a driving force to drive the rotating plate 320 to rotate. Thus, the rotating plate 320 drives the connecting rod 330 to move, and further drives the first adjusting member 360 to rotate through the connecting rod 330, so as to realize the adjustment of the first elastic reset member connected to the first adjusting member 360. In this embodiment, the first elastic reset member is specifically a torsion spring, and the first elastic reset member is directly connected to the centrifugal block. Similarly, the first elastic reset member can also indirectly provide a first restoring force to the centrifugal block (for example, the first elastic reset member can be connected to other components such as a damping member and a clutch control unit).

[0122] Preferably, the rotating plate driving rod 340 is a stud, and a first threaded hole 351 is formed on the output mechanism 350. The rotating plate driving rod 340 is correspondingly installed at the first threaded hole 351. Thus, by screwing the rotating plate driving rod 340, the rotating plate driving rod 340 can be moved, and further the rotating plate driving rod 340 drives the rotating plate 320 to rotate, so that the connecting rod 330 drives the first adjusting member 360 to rotate. In the first driving member 310 provided in this embodiment, through the cooperation of the rotating plate driving rod 340 and the first threaded hole 351, the first driving member 310 can achieve self-locking. After adjustment, the threaded connection between the rotating plate driving rod 340 and the first threaded hole 351 can prevent the first driving member 310 from moving back, better ensuring the reliability and effectiveness of the adjustment. More preferably, a torsion spring can be directly provided between the rotating plate 320 and the output mechanism 350, so as to better drive the rotating plate 320 to reset. More preferably, a sealing ring 341 is provided at the end of the rotating plate driving rod 340.

[0123] Embodiment 4

[0124] This embodiment also provides a bicycle, which includes a vehicle body and an automatic internal transmission. The automatic internal transmission can be the above-mentioned automatic internal transmission 100, automatic internal transmission 200 or automatic internal transmission 300. The automatic internal transmission is installed on the driving wheel of the vehicle body. It should be noted that the bicycle can be a traditional bicycle, such as a traditional two-wheeled bicycle, in which the driving force is output by the rider through the pedals to the rear wheel, and the automatic internal transmission can be specifically installed at the rear wheel of the traditional bicycle. Of course, the bicycle can also be an assisted bicycle, that is, a device for providing additional power can also be installed on the bicycle to reduce the riding difficulty of the rider through an additional power source. Specifically, such as an electric-assisted bicycle, which is assisted by additional electric energy. Of course, the power source of the assisted bicycle is not limited to electric energy and can also be other forms of power sources. At the same time, the number of wheels of the bicycle is not limited to two-wheeled, and the number of wheels of the bicycle can also be selected according to actual needs.

[0125] The above are only the embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the inventive concept of the present invention, improvements can still be made, but these all belong to the protection scope of the present invention.

Claims

1. An automatic internal transmission, characterized in that, it includes a splined shaft, an input mechanism, an output mechanism, a speed-changing mechanism and an automatic shifting control mechanism; the input mechanism and the output mechanism are rotatably mounted on the splined shaft; the speed-changing mechanism is mounted on the splined shaft and is located between the input mechanism and the output mechanism for transmitting the driving force of the input mechanism to the output mechanism; the automatic shifting control mechanism includes a first centrifugal block, a clutch control unit, a first elastic reset member, a first adjusting member and a first driving member; the first centrifugal block is connected to the output mechanism, the clutch control unit is connected to the first centrifugal block, and the first centrifugal block can rotate relative to the output mechanism, thereby changing the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed-changing mechanism; the first elastic reset member is used to provide a first restoring force for the first centrifugal block through its own elastic force, so that the first centrifugal block restores and maintains its state; the first adjusting member is connected to the first elastic reset member; the first driving member is connected to the output mechanism, and the first driving member is connected to the first adjusting member. The first driving member can drive the first adjusting member to operate, thereby changing the deformation state of the first elastic reset member to change the first restoring force received by the first centrifugal block.

2. The automatic internal transmission according to claim 1, characterized in that, the first adjusting member is rotatably connected to the output mechanism, the first elastic reset member is a torsion spring, and the first driving member can drive the first adjusting member to rotate, thereby twisting the first elastic reset member.

3. The automatic internal transmission according to claim 2, characterized in that, a first gear is provided in the first adjusting member, and the first driving member meshes with the first gear.

4. The automatic internal transmission according to claim 3, characterized in that, the first driving member includes a first driving stud and a driving rack. A first threaded hole is provided on the output mechanism, and the first driving stud is correspondingly installed at the first threaded hole. The driving rack meshes with the first gear, and the first driving stud can drive the driving rack to move, thereby driving the first adjusting member to rotate.

5. The automatic internal transmission according to claim 4, characterized in that, the first driving member further includes a first return spring. Two ends of the first return spring are respectively connected to the driving rack and the output mechanism. The first return spring is used to provide a restoring force for the driving rack through its own elastic force.

6. The automatic internal transmission according to claim 2, characterized in that, the first driving member includes a rotating plate, a connecting rod and a rotating plate driving rod. The rotating plate is rotatably connected to the output mechanism, and the rotating plate is connected to the first adjusting member through the connecting rod. The rotating plate driving rod is movably installed on the output mechanism, and the rotating plate driving rod can drive the rotating plate to rotate, so that the connecting rod drives the first adjusting member to rotate.

7. The automatic internal transmission according to claim 6, characterized in that, the connecting rod is connected to one end of the rotating plate, and a worm gear structure is provided at the other end of the rotating plate. The rotating plate driving rod includes a worm and a driving rod. The worm meshes with the worm gear structure. The driving rod is connected to the worm, and the driving rod is movably installed in the output mechanism. The driving rod can drive the worm to rotate, so as to drive the rotating plate to rotate through the cooperation of the worm and the worm gear structure.

8. The automatic internal transmission according to claim 7, characterized in that, an installation hole is formed in the output mechanism, the driving rod is installed in the installation hole, and a sealing ring is installed on the driving rod. The driving rod is in interference fit with the hole wall of the installation hole through the sealing ring.

9. The automatic internal transmission according to claim 6, characterized in that, the rotating plate driving rod is a stud, and a first threaded hole is formed in the output mechanism. The rotating plate driving rod is correspondingly installed at the position of the first threaded hole.

10. The automatic internal transmission according to any one of claims 1 to 9, characterized in that, both ends of the first elastic resetting member are respectively connected to the first adjusting member and the first centrifugal block.

11. The automatic internal transmission according to any one of claims 1 to 9, characterized in that, the automatic shifting control mechanism further includes a second centrifugal block, a second elastic resetting member, a damping member, a second adjusting member and a second driving member; the second centrifugal block is connected to the output mechanism, and the second centrifugal block is further connected to the clutch control unit. The second centrifugal block can rotate relative to the output mechanism, so as to change the rotation state of the clutch control unit, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through a corresponding one of multiple power transmission paths in the speed change mechanism; both ends of the second elastic resetting member are respectively connected to the damping member and the second adjusting member. The damping member is used to block the second centrifugal block, and the damping member is used to provide a second restoring force to the second centrifugal block through the elastic force of the second elastic resetting member, so that the second centrifugal block is restored and maintained in a state; the second driving member is connected to the output mechanism, and the second driving member is connected to the second adjusting member. The second driving member can drive the second adjusting member to operate, so as to change the deformation state of the second elastic resetting member, so as to change the second restoring force provided by the damping member to the second centrifugal block.

12. The automatic internal transmission according to claim 11, characterized in that, the second adjusting member is rotatably connected to the output mechanism. The second elastic resetting member is a torsion spring. The second driving member can drive the second adjusting member to rotate, so as to twist the second elastic resetting member.

13. The automatic internal transmission according to claim 12, characterized in that, a second gear is arranged in the second adjusting member. The second driving member meshes with the second gear.

14. The automatic internal transmission according to claim 13, characterized in that, The second driving member includes a second driving stud and a second driving assembly. A second threaded hole is formed in the output mechanism, and the second driving stud is correspondingly installed at the second threaded hole. The second driving assembly meshes with the second gear, and the second driving stud can drive the second driving assembly to operate, thereby driving the second adjusting member to rotate.

15. The automatic internal transmission according to claim 14, wherein, the second driving assembly includes a swing gear and an intermediate gear. The swing gear is rotatably connected to the output mechanism, the intermediate gear is rotatably connected to the output mechanism, and the intermediate gear meshes with the swing gear and the second gear respectively. The second driving stud can drive the swing gear to swing, thereby driving the intermediate gear to rotate, and further driving the second adjusting member to rotate.

16. The automatic internal transmission according to claim 15, wherein, the second driving member further includes a second return torsion spring. Two ends of the second return torsion spring are respectively connected to the swing gear and the output mechanism, and the second return torsion spring is used to provide a restoring force for the swing gear through its own elastic force.

17. The automatic internal transmission according to claim 11, wherein, it further includes a damper adsorption unit. The damper adsorption unit is connected to the output mechanism, and the damper adsorption unit is used to adsorb the damper so that the damper is in the initial position.

18. The automatic internal transmission according to claim 11, wherein, it further includes a second centrifugal block adsorption unit. The second centrifugal block adsorption unit is connected to the output mechanism, and the second centrifugal block adsorption unit is used to adsorb the second centrifugal block so that the second centrifugal block maintains a centrifugal state.

19. The automatic internal transmission according to claim 11, wherein, the second centrifugal block includes a centrifugal block body and a centrifugal block protrusion. The centrifugal block protrusion is connected to the centrifugal block body. The damper is axially offset from the centrifugal block body, and the damper is used to block the centrifugal block protrusion.

20. The automatic internal transmission according to claim 11, wherein, the output mechanism includes a spline hub body and a mounting seat. The mounting seat is fixedly connected to the spline hub body, and the first adjusting member, the first driving member, the damper, the second adjusting member, and the second driving member are all connected to the mounting seat.

21. The automatic internal transmission according to claim 1, wherein, the clutch control unit includes a synchronizing ring, a control sleeve, and a clutch controller; the synchronizing ring is connected to the first centrifugal block, and the synchronizing ring can rotate relative to the output mechanism under the drive of the first centrifugal block; the control sleeve is connected to the synchronizing ring, and the control sleeve can rotate relative to the output mechanism under the drive of the synchronizing ring; the clutch controller is arranged between the speed change mechanism and the output mechanism, and the control sleeve is used to drive the clutch controller through its own rotation so that the clutch controller combines the speed change mechanism and the output mechanism.

22. The automatic internal transmission according to claim 1, wherein, the speed change mechanism includes a one-way clutch, a first planetary gear train and a second planetary gear train arranged in sequence along the axial direction, the one-way clutch is located on the side close to the input mechanism, and the clutch control unit is used to control the engagement between the first planetary gear train, the second planetary gear train and the output mechanism.

23. A bicycle, wherein, it includes a vehicle body and an automatic internal transmission; the automatic internal transmission is installed on the driving wheel of the vehicle body, and the automatic internal transmission is the automatic internal transmission according to any one of claims 1 to 22.

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