Automatic internal transmission and bicycle

Abstract

The present invention provides an automatic internal transmission, which includes a hub shaft, an input mechanism, an output mechanism, a speed change mechanism and an automatic shift control mechanism; the speed change mechanism includes a first planetary gear train and a second planetary gear train; the automatic shift control mechanism includes a centrifugal block and a clutch control unit, the centrifugal block is connected to the output mechanism and the centrifugal block is connected to the clutch control unit; the centrifugal block can rotate relative to the output mechanism in a first direction to a first state, driving the clutch control unit to rotate, so that the driving force is transmitted through the first planetary gear train; the centrifugal block can further rotate relative to the output mechanism in the first direction to a second state, driving the clutch control unit to further rotate, so that the driving force is transmitted through the second planetary gear train. The present invention also provides a bicycle. The automatic internal transmission and the bicycle of the present invention will not have the phenomenon of "skipping gears" during the gear adjustment process, better guaranteeing the riding experience of the rider.

Description

Technical Field

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

[0002] A bicycle, also known as a pedal bike or a cycle. After a person rides on it 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, especially in developed countries. At the same time, the focus of the world bicycle industry has shifted from traditional means of transportation for getting around to sporty, 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 in the prior art generally include components such as a hub axle, an input mechanism, an output mechanism, a speed-changing mechanism, and a shifting control mechanism. Among them, the input mechanism is used to connect with the flywheel of the rear wheel of the bicycle, 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 drive the rear wheel to rotate synchronously, realizing the movement of the bicycle. The speed-changing 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 provided in the speed-changing mechanism, and the shifting control mechanism is used to control the speed-changing mechanism. By controlling the engagement and disengagement between components in the speed-changing mechanism through the shifting control mechanism, or by controlling the engagement and disengagement between the speed-changing mechanism and the output mechanism through the shifting control mechanism, the shifting and speed-changing of the bicycle are realized.

[0004] And as a type of internal transmission, the shifting control mechanism of an automatic internal transmission adopts an automatic shifting control mechanism. The automatic shifting control mechanism can realize the automatic shifting and speed-changing of the bicycle as the speed of the bicycle changes, without the need for the cyclist to perform additional manual adjustment. The automatic shifting control mechanism usually includes centrifugal blocks and a clutch control unit. The centrifugal blocks are usually rotatably connected to the hub, and the clutch control unit is connected to the centrifugal blocks. When the rotational speed of the hub reaches a certain level, the centrifugal blocks will "fly out" outward due to the centrifugal force. When the centrifugal blocks "fly out", they will drive the clutch control unit to rotate, and then through the clutch control unit, the components in the speed-changing mechanism are combined with each other, or the speed-changing mechanism and the output mechanism are combined with each other, so that the driving force of the input mechanism can be transmitted to the hub through the clutch control unit, realizing automatic shifting and speed-changing.

[0005] When there are multiple gears in an automatic internal transmission, there are usually multiple sets of centrifugal blocks and clutch control units in the automatic internal transmission, and each set of centrifugal blocks is connected to a corresponding set of clutch control units.

[0006] However, in the existing automatic internal transmission, since the centrifugal blocks and clutch control units for controlling different gears are independent of each other. In the specific adjustment process, different centrifugal blocks are thrown out by centrifugal force to control the rotation of different clutch control units, thereby realizing the adjustment between multiple gears. During use, the phenomenon of "skipping gears" is very likely to occur. For example, when the centrifugal block used to adjust the medium-speed gear has not been "thrown out", the centrifugal block used to adjust the high-speed gear has already been "thrown out", resulting in the automatic internal transmission directly skipping the intermediate gear from the low-speed gear to another gear, affecting the riding experience of the rider. Summary of the Invention

[0007] Aiming at the technical problem that in the existing automatic internal transmission, during the gear shifting process, the phenomenon of "skipping gears" is likely to occur, affecting the riding experience of the rider. The present invention provides an automatic internal transmission that can effectively prevent the occurrence of the "skipping gears" phenomenon, thereby better protecting the riding experience of the rider.

[0008] An automatic internal transmission includes a hub shaft, an input mechanism, an output mechanism, a speed change mechanism, and an automatic shift control mechanism;

[0009] The input mechanism and the output mechanism are rotatably installed on the hub shaft, and the input mechanism is used to provide a driving force to drive the output mechanism to rotate;

[0010] The speed change mechanism is installed on the hub shaft and is located between the input mechanism and the output mechanism;

[0011] Wherein, the speed change mechanism at least includes a first planetary gear train and a second planetary gear train;

[0012] The automatic shift control mechanism includes a centrifugal block and a clutch control unit. The centrifugal block is rotatably connected to the output mechanism, and the centrifugal block is connected to the clutch control unit;

[0013] The centrifugal block can rotate relative to the output mechanism in a first direction to a first state, thereby driving the clutch control unit to rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the first planetary gear train;

[0014] The centrifugal block can further rotate relative to the output mechanism in the first direction to a second state, thereby driving the clutch control unit to further rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the second planetary gear train.

[0015] Preferably, the clutch control unit includes a synchronizing ring, a control sleeve, and a clutch controller. The centrifugal block is connected to the synchronizing ring, the control sleeve is connected to the synchronizing ring, and the clutch controller is located between the transmission mechanism and the output mechanism. The centrifugal block can drive the synchronizing ring to rotate, thereby driving the control sleeve to rotate to control the clutch controller.

[0016] In the first state, the control sleeve controls the clutch controller to couple the first planetary gear train to the output mechanism.

[0017] In the second state, the control sleeve controls the clutch controller to couple the second planetary gear train to the output mechanism.

[0018] Preferably, the clutch controller includes a hub bushing, a first pawl, and a second pawl. The hub bushing is connected to the output mechanism, and the first pawl and the second pawl are respectively rotatably connected to the hub bushing.

[0019] In the first state, the control sleeve controls the first pawl to engage the first pawl with the first planetary gear train.

[0020] In the second state, the control sleeve controls the second pawl to engage the second pawl with the second planetary gear train.

[0021] Preferably, the first pawl and the second pawl are axially spaced apart from each other. The control sleeve is provided with a first control groove and a second control groove. The first control groove penetrates the control sleeve in the radial direction and corresponds to the first pawl in the axial direction. The second control groove penetrates the control sleeve in the radial direction and corresponds to the second pawl in the axial direction.

[0022] In the first state, the inner wall of the first control groove abuts and presses down the first pawl, causing the first pawl to pass through the first control groove and engage with the first planetary gear train.

[0023] In the second state, the inner wall of the second control groove abuts and presses down the second pawl, causing the second pawl to pass through the second control groove and engage with the second planetary gear train.

[0024] Preferably, the synchronizing ring includes a synchronizing ring body, a centrifugal block connecting projection, and a control sleeve connecting projection. The centrifugal block connecting projection is axially provided at one end of the synchronizing ring body, and at least two centrifugal block connecting projections are provided. The centrifugal block is connected to the centrifugal block connecting projection. The control sleeve connecting projection is axially provided at the other end of the synchronizing ring body, and the control sleeve is connected to the control sleeve connecting projection.

[0025] Preferably, a first elastic reset member is further included;

[0026] The first elastic reset member is connected to the output mechanism and is used to provide a first restoring force for the centrifugal block through its own elastic force, so that the centrifugal block restores and maintains its initial state along the second direction;

[0027] Wherein, the second direction and the first direction are two opposite directions.

[0028] Preferably, a first elastic force adjusting structure is further included, and the first elastic reset member is connected to the output mechanism through the first elastic force adjusting structure;

[0029] The first elastic force adjusting structure includes a first adjusting member and a first driving member. 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, so as to change the deformation state of the first elastic reset member and change the first restoring force received by the centrifugal block.

[0030] 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, so as to twist the first elastic reset member.

[0031] Preferably, a first gear is arranged in the first adjusting member, and the first driving member meshes with the first gear.

[0032] Preferably, the first driving member includes a first driving stud and a driving rack. A first threaded hole is formed in the output mechanism, 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, so as to drive the first adjusting member to rotate.

[0033] 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, and the first return spring is used to provide a restoring force for the driving rack through its own elastic force.

[0034] 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.

[0035] 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 meshes 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 of the worm and the turbine structure.

[0036] 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.

[0037] 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 position of the first threaded hole.

[0038] Preferably, both ends of the first elastic resetting member are respectively connected to the first adjusting member and the centrifugal block.

[0039] Preferably, it further includes a second elastic resetting member and a damping member;

[0040] Both ends of the second elastic resetting member are respectively connected to the damping member and the output mechanism. The damping member is used to block the centrifugal block, and the damping member is used to provide a second restoring force to the centrifugal block through the elastic force of the second elastic resetting member, so that the centrifugal block returns along the second direction and maintains the first state.

[0041] Preferably, it further includes a second elastic force adjusting structure. The second elastic resetting member is connected to the output mechanism through the second elastic force adjusting structure;

[0042] The second elastic force adjusting structure includes a second adjusting member and a second driving member. The second adjusting member is connected to the second elastic resetting member, 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 centrifugal block.

[0043] Preferably, the second adjusting member is rotatably connected to the output mechanism, the second elastic resetting member is a torsion spring, and the second driving member can drive the second adjusting member to rotate, so as to twist the second elastic resetting member.

[0044] Preferably, a second gear is provided in the second adjusting member, and the second driving member meshes with the second gear.

[0045] 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 is engaged 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.

[0046] Preferably, 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 is engaged 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 rotating the second adjusting member.

[0047] Preferably, 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. The second return torsion spring is used to provide a restoring force for the swing gear through its own elastic force.

[0048] Preferably, the output mechanism includes a hub body and a mounting seat. The mounting seat is fixedly connected to the hub body. The first elastic force adjusting structure and the second elastic force adjusting structure are both connected to the mounting seat. The centrifugal block is rotatably connected to the mounting seat.

[0049] Preferably, a chute with an opening at one end is formed in the mounting seat, and the chute extends along the rotation direction of the centrifugal block;

[0050] The centrifugal block includes a centrifugal block body and a centrifugal block protrusion. The centrifugal block body is rotatably connected to the mounting seat. The centrifugal block protrusion is connected to the centrifugal block body. The damping member is axially misaligned with the centrifugal block body. The centrifugal block protrusion is located in the chute, and after the centrifugal block rotates under the action of centrifugal force, the centrifugal block protrusion can slide out of the chute from the opening;

[0051] The damping member is correspondingly located at the opening to block the centrifugal block protrusion.

[0052] Preferably, a damping member adsorption unit is further included. The damping member adsorption unit is connected to the mounting seat and is located near the opening. The damping member adsorption unit is used to adsorb the damping member so that the damping member is in the initial position.

[0053] Preferably, in the first state, the centrifugal block protrusion is located near the opening, and the damping member adsorption unit is further used to adsorb the centrifugal block protrusion.

[0054] Preferably, it further includes a centrifugal block adsorption unit, which is connected to the output mechanism and used to adsorb the centrifugal block so as to keep the centrifugal block in the second state.

[0055] A bicycle includes a vehicle body and the automatic internal transmission as described in any one of the above, and the automatic internal transmission is installed on the driving wheel of the vehicle body.

[0056] Compared with the prior art, the automatic internal transmission provided by the present invention includes a 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 installed on the hub shaft, and the input mechanism is used to provide a driving force to drive the output mechanism to rotate; the speed change mechanism is installed on the hub shaft and is located between the input mechanism and the output mechanism; wherein, the speed change mechanism at least includes a first planetary gear train and a second planetary gear train; the automatic shift control mechanism includes a centrifugal block and a clutch control unit, the centrifugal block is rotatably connected to the output mechanism, and the centrifugal block is connected to the clutch control unit; the centrifugal block can rotate relative to the output mechanism in a first direction to a first state, thereby driving the clutch control unit to rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the first planetary gear train; the centrifugal block can further rotate relative to the output mechanism in the first direction to a second state, thereby driving the clutch control unit to further rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the second planetary gear train. The automatic internal transmission controls the clutch control unit to rotate in the same direction to different angles through the centrifugal block, realizes the adjustment of gear shifting, and ensures that there will be no "skipping gears" during the gear adjustment process, better protecting the riding experience of the rider. Description of the Drawings

[0057] 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 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.

[0058] Figure 1 It is a three-dimensional structural schematic diagram of an automatic internal transmission provided for an embodiment;

[0059] Figure 2 For Figure 1 The sectional structural schematic diagram of the shown automatic internal transmission;

[0060] Figure 3 For Figure 1Schematic perspective view of some components in the shown automatic internal transmission;

[0061] Figure 4 is Figure 2 Schematic cross-sectional view of some components of the shown automatic internal transmission;

[0062] Figure 5 is Figure 4 Schematic cross-sectional view of the first planetary gear train and the clutch control unit from another angle of the shown;

[0063] Figure 6 is Figure 4 Schematic cross-sectional view of the second planetary gear train and the clutch control unit from another angle of the shown;

[0064] Figure 7 is Figure 5 Schematic perspective view of the shown control sleeve;

[0065] Figure 8 is Figure 5 Schematic perspective view of the shown hub bushing;

[0066] Figure 9 is Figure 5 Schematic perspective view of the internal gear ring in the first planetary gear train of the shown;

[0067] Figure 10 is Figure 5 Schematic perspective view of the shown first pawl;

[0068] Figure 11 is Figure 2 Schematic perspective view of the shown synchronizing ring;

[0069] Figure 12 is Figure 1 Schematic plan view of some components in the shown automatic internal transmission;

[0070] Figure 13 is Figure 1 Schematic perspective view of some components in the shown automatic internal transmission;

[0071] Figure 14 is Figure 13 Schematic plan view of the shown components;

[0072] Figure 15 is Figure 13 Schematic perspective view of the shown first adjusting member;

[0073] Figure 16 is Figure 1 Schematic plan view of some components in the shown automatic internal transmission;

[0074] Figure 17 is Figure 1 a perspective structural schematic diagram of some components in the automatic in - transmission shown;

[0075] Figure 18 is Figure 1 a positional structural schematic diagram of some components when the automatic in - transmission shown is in the first gear;

[0076] Figure 19 is Figure 1 a positional structural schematic diagram of some components when the automatic in - transmission shown is in the second gear;

[0077] Figure 20 is Figure 1 a positional structural schematic diagram of some components when the automatic in - transmission shown is in the third gear;

[0078] Figure 21 is Figure 16 a perspective structural schematic diagram of the second adjusting part shown;

[0079] Figure 22 is Figure 16 a perspective structural schematic diagram of the damping part described;

[0080] Figure 23 is Figure 1 a positional structural schematic diagram of some components when the automatic in - transmission shown is in the third gear;

[0081] Figure 24 a sectional structural schematic diagram of some components in the automatic in - transmission provided for another embodiment;

[0082] Figure 25 is Figure 24 a perspective structural schematic diagram of some components in the automatic in - transmission shown;

[0083] Figure 26 is Figure 24 a perspective structural schematic diagram of the worm shown;

[0084] Figure 27 is Figure 24 a perspective structural schematic diagram of the driving rod shown;

[0085] Figure 28 a planar structural schematic diagram of some components in the automatic in - transmission provided for another embodiment;

[0086] Figure 29 is Figure 28 a perspective structural schematic diagram of some components in the automatic in - transmission shown. Detailed implementation mode

[0087] 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.

[0088] It should be noted that when a component is referred to as being "fixed to", "installed 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.

[0089] It should be noted that the structures, ratios, sizes, etc. shown in the 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 limiting conditions under which this application can be implemented. Therefore, they do not have a technical essence. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the efficacy that this application can produce and the purpose that can be achieved, should still fall within the scope that can be covered by the technical content disclosed in this application.

[0090] The present invention provides an automatic internal transmission, which includes a spline 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 spline shaft, and the input mechanism is used to provide a driving force to drive the output mechanism to rotate; the speed change mechanism is installed on the spline shaft and is located between the input mechanism and the output mechanism; wherein, the speed change mechanism at least includes a first planetary gear train and a second planetary gear train; the automatic shift control mechanism includes a centrifugal block and a clutch control unit, the centrifugal block is rotatably connected to the output mechanism, and the centrifugal block is connected to the clutch control unit; the centrifugal block can rotate relative to the output mechanism in a first direction to a first state, thereby driving the clutch control unit to rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the first planetary gear train; the centrifugal block can further rotate relative to the output mechanism in the first direction to a second state, thereby driving the clutch control unit to further rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the second planetary gear train. The automatic internal transmission will not have the phenomenon of "skipping gears" during the gear adjustment process, which better guarantees the riding experience of the rider.

[0091] Please refer to Figures 1 to Figure 23。This embodiment provides an automatic internal transmission 100, which is used to automatically shift gears according to the vehicle speed during vehicle travel.

[0092] 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. And the input mechanism 20 is used to provide driving force to drive the output mechanism 30 to rotate. Specifically, the input mechanism 20 can be a flywheel, and the output mechanism 30 can be 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 driving wheel on the bicycle. When a cyclist 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, and then the driving force is output through the output mechanism 30 to drive the driving wheel of the vehicle to rotate, realizing the travel of the vehicle.

[0093] 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.

[0094] Among them, the speed change mechanism 40 at least includes a first planetary gear train 41 and a second planetary gear train 42. Specifically, in this embodiment, the automatic internal transmission 100 is a three-speed automatic internal transmission. In the first gear, the driving force input by the input mechanism 20 is directly transmitted to the output mechanism 30 through the one-way clutch 21, that is, the output mechanism 30 is directly driven to rotate by the input mechanism 20. In the second gear, the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the first planetary gear train 41. In the third gear, the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the second planetary gear train 42. Of course, in other embodiments, according to actual needs, the automatic internal transmission 100 can also be an automatic internal transmission with any other number of gears. In this embodiment, only the three-speed automatic internal transmission 100 is taken as an example for illustration.

[0095] The automatic shift control mechanism 50 includes a centrifugal block 501 and a clutch control unit 53. The centrifugal block 501 is rotatably connected to the output mechanism 30, and the centrifugal block 501 is connected to the clutch control unit 53.

[0096] The centrifugal block 501 can rotate relative to the output mechanism 30 in a first direction to a first state, thereby driving the clutch control unit 53 to rotate, so that the driving force transmitted by the input mechanism 20 is transmitted to the output mechanism 30 through the first planetary gear train 41. That is, the centrifugal block 501 can rotate relative to the output mechanism 30 after being stressed, thereby driving the clutch control unit 53 to rotate, so that the clutch control unit 53 is directly or indirectly combined with the output mechanism 30 and the first planetary gear train 41, and the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the first planetary gear train 41, realizing the change of the power transmission path in the automatic in - transmission 100 and realizing the shift speed change in the automatic in - transmission 100.

[0097] The centrifugal block 501 can further rotate relative to the output mechanism 30 in the first direction, thereby driving the clutch control unit 53 to further rotate, so that the driving force transmitted by the input mechanism 20 is transmitted to the output mechanism 30 through the second planetary gear train 42. That is, the centrifugal block 501 can further rotate relative to the output mechanism 30 after being stressed, thereby driving the clutch control unit 53 to further rotate, so that the clutch control unit 53 is directly or indirectly combined with the output mechanism 30 and the second planetary gear train 42, and the driving force input by the input mechanism 20 is transmitted to the output mechanism 30 through the second planetary gear train 42, realizing the change of the power transmission path in the automatic in - transmission 100 and realizing the shift speed change in the automatic in - transmission 100. Wherein, the first direction can be the clockwise direction or the counter - clockwise direction. It should be noted that the first state and the second state refer to the states of the centrifugal block 501 after rotating from the initial position to two different angles in the same direction. That is, the first state is the state of the centrifugal block 501 after rotating from the initial position to an angle, and the second state is the state of the centrifugal block 501 after rotating from the initial position to another angle in the same direction. The angle required to rotate to the second state is greater than the angle required to rotate to the first state, that is, it must pass through the first state before rotating to the second state.

[0098] Specifically, in this embodiment, the centrifugal block 501 is used to control the shift between the first gear and the second gear and the shift between the second gear and the third gear. More specifically, when a part of the centrifugal block 501 is "thrown out" (where "thrown out" means that the centrifugal block rotates away from the hub shaft 10 relative to the output mechanism 30 under the action of centrifugal force), at this time, the centrifugal block 501 is in the first state, and the automatic internal transmission 100 can be shifted to the second gear. When the centrifugal block 501 is completely "thrown out", at this time, the centrifugal block 501 is in the second state, and the automatic internal transmission 100 can be shifted to the third gear. That is, by the centrifugal block 501 being "thrown out" to different degrees under the action of centrifugal force, the control shift of different gears is realized. Of course, in other embodiments, more gears can be controlled by different "thrown out" degrees of the same type of centrifugal block 501. For example, when a part of the centrifugal block 501 is "thrown out", it can control the shift to the second gear; when the centrifugal block 501 is further "thrown out", it can control the shift to the third gear; and when the centrifugal block 501 is further "thrown out", it can control the shift to the fourth gear. The number of gears specifically controlled by the centrifugal block 501 can be selected according to actual needs. This embodiment only takes the centrifugal block 501 controlling the shift between the first gear and the second gear and the shift between the second gear and the third gear as an example for illustration.

[0099] During the movement of the bicycle, when the rotational speed of the output mechanism 30 reaches a certain speed, the centrifugal block 501 is "thrown out" outward due to the action of centrifugal force. Since the clutch control unit 53 is connected to the centrifugal block 501, when the centrifugal block 501 is "thrown out" outward, it can drive the clutch control unit 53 to rotate, change the rotational state of the clutch control unit 53, make the components in the clutch control unit 53 directly or indirectly combine 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. It should be noted that the engaging components in the clutch control unit 53 can be arranged between the speed change mechanism 40 and the output mechanism 30. Thus, when the centrifugal block 501 drives the clutch control unit 53 to rotate to a certain angle, the engaging components in the clutch control unit 53 can mutually combine the corresponding components in the speed change mechanism 40 with the corresponding components in the output mechanism 30 to realize the shift and speed change; or the engaging components in the clutch control unit 53 can be arranged in the speed change mechanism 40. Thus, when the centrifugal block 501 drives the clutch control unit 53 to rotate to a certain angle, the engaging part in the clutch control unit 53 can mutually combine two (or more) components in the speed change mechanism 40 to realize the shift and speed change. That is to say, the clutch control unit 53 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 53 can also be arranged in the speed change mechanism 40 to control the mutual combination of the components in the speed change mechanism 40.

[0100] It can be understood that in the existing automatic internal transmission, since the centrifugal blocks and the clutch control unit for controlling different gears are independent of each other. During the specific adjustment process, different centrifugal blocks are thrown out by centrifugal force, thereby controlling the rotation of different clutch control units, so as to realize the adjustment between multiple gears. For example, when there are three gears in the automatic internal transmission, the automatic internal transmission usually includes a second-gear centrifugal block, a third-gear centrifugal block, a first clutch control unit, and a second clutch control unit. The second-gear centrifugal block is connected to the first clutch control unit, and the third-gear centrifugal block is connected to the second centrifugal control unit. When the bicycle is in the first-gear state, neither the second-gear centrifugal block nor the third-gear centrifugal block is operating. When the speed of the bicycle rises to a certain extent, the second-gear centrifugal block will be "thrown out" outward due to the action of centrifugal force, thereby driving the first clutch control unit to rotate, so that the clutch controller in the first clutch control unit is combined with the second-gear planetary gear train in the transmission mechanism. At this time, the bicycle is in the second-gear state. When the speed of the bicycle further rises, the third-gear centrifugal block will be "thrown out" outward due to the action of centrifugal force, thereby driving the second clutch control unit to rotate, so that the clutch controller in the second clutch control unit is combined with the third-gear planetary gear train in the transmission mechanism. At this time, the bicycle is in the third-gear state. During use, the phenomenon of "skipping gears" is very likely to occur. For example, when the second-gear centrifugal block has not been "thrown out" to drive the first clutch control unit to rotate to achieve the adjustment of the second-gear state. The third-gear centrifugal block has already been "thrown out", driving the second clutch control unit to rotate and enter the third-gear state. As a result, the bicycle jumps directly from the first gear to the third gear without passing through the second gear, resulting in the phenomenon of "skipping gears", which affects the riding experience of the rider.

[0101] In this embodiment, the centrifugal block 501 is connected to the clutch control unit 53, and the centrifugal block 501 drives the clutch control unit 53 to rotate different angles in the same direction to achieve the adjustment of different gears, so that during the process of adjusting from a low-speed gear to a high-speed gear, it will necessarily pass through an intermediate speed gear. Thus, the phenomenon of "skipping gears" can be effectively avoided, and the riding experience of the rider is better guaranteed.

[0102] Specifically, in this embodiment, six centrifugal blocks 501 are provided in the automatic internal transmission 100, and all six centrifugal blocks 501 are connected to the same clutch control unit 53, so that the six centrifugal blocks can run synchronously with the clutch control unit 53. For the convenience of description, one of the six centrifugal blocks 501 is a first centrifugal block 51, and one is a second centrifugal block 52. Of course, in other embodiments, the number of centrifugal blocks provided in the automatic internal transmission 100 may be more or less. In this embodiment, the six centrifugal blocks can more stably control the clutch control unit 53, and better guarantee the stability of gear shifting.

[0103] Preferably, the clutch control unit 53 includes a synchronizing ring 531, a control sleeve 532, and a clutch controller 533. The centrifugal block 501 is connected to the synchronizing ring 531, the control sleeve 532 is connected to the synchronizing ring 531, and the clutch controller 533 is located between the transmission mechanism 40 and the output mechanism 30. The centrifugal block 501 can drive the synchronizing ring 531 to rotate, thereby driving the control sleeve 532 to rotate to control the clutch controller 533. In the first state, the control sleeve 532 controls the clutch controller 533 to couple the first planetary gear train 41 with the output mechanism 30. In the second state, the control sleeve 532 controls the clutch controller 533 to couple the second planetary gear train 42 with the output mechanism 30. That is, in this embodiment, the clutch control unit 53 is disposed between the transmission mechanism 40 and the output mechanism 30, and the clutch control unit 53 is used to control the coupling between the transmission mechanism 40 and the output mechanism 30. The centrifugal block 501 can drive the synchronizing ring 531 to rotate, thereby driving the control sleeve 532 to rotate through the synchronizing ring 531, and further controlling the clutch controller 533 through the control sleeve 532, so that the first planetary gear train 41 can be coupled with the output mechanism 30 through the clutch controller 533 to achieve second-gear shifting. At the same time, the centrifugal block 501 can drive the synchronizing ring 531 to rotate further, thereby driving the control sleeve 532 to rotate further through the synchronizing ring 531, and further controlling the clutch controller 533 through the control sleeve 532, so that the second planetary gear train 42 can be coupled with the output mechanism 30 through the clutch controller 533 to achieve third-gear shifting.

[0104] Specifically, in this embodiment, the six centrifugal blocks 501 are distributed in a circular array on the synchronizing ring 531.

[0105] Preferably, the clutch controller 533 includes a hub bushing 5331, a first pawl 5332 and a second pawl 5333. The hub bushing 5331 is connected to the output mechanism 30, and the first pawl 5332 and the second pawl 5333 are respectively rotatably connected to the hub bushing 5331. In the first state, the control sleeve 532 controls the first pawl 5332 to engage the first pawl 5332 with the first planetary gear train 41. In the second state, the control sleeve 532 controls the second pawl 5333 to engage the second pawl 5333 with the second planetary gear train 42. That is, in this embodiment, the clutch controller 533 is installed on the output mechanism 30, and the clutch controller 533 is a pawl type controller. When the rotational speed of the output mechanism 30 reaches a certain level, the corresponding pawl is controlled by the control sleeve 532 to achieve the engagement between the speed change mechanism 40 and the output mechanism 30. Of course, in other embodiments, the clutch controller 533 may also adopt a clutch controller with other structural forms, such as a pawl type, a roller type, a wedge type, a combination of a pawl and a roller, etc.

[0106] Preferably, the first pawl 5332 and the second pawl 5333 are arranged at intervals along the axial direction. The control sleeve 532 is provided with a first control groove 5321 and a second control groove 5322. The first control groove 5321 penetrates the control sleeve 532 along the radial direction, and the first control groove 5321 corresponds to the first pawl 5332 along the axial direction. The second control groove 5322 penetrates the control sleeve 532 along the radial direction, and the second control groove 5322 corresponds to the second pawl 5333 along the axial direction. In the first state, the inner wall of the first control groove 5321 abuts against and presses down the first pawl 5332, so that the first pawl 5332 passes through the first control groove 5321 and engages with the first planetary gear train 41. In the second state, the inner wall of the second control groove 5322 abuts against and presses down the second pawl 5333, so that the second pawl 5333 passes through the second control groove 5322 and engages with the second planetary gear train 42. Thus, interference between various structures is better avoided, the stability of control is better ensured, and at the same time, the structure is more compact and the required space occupation is less. When a part of the centrifugal block 501 is "thrown out" by the centrifugal force to the first state, it drives the control sleeve 532 to rotate, so that the groove wall of the first control groove 5321 correspondingly abuts against and presses down the first control pawl 5332, and thus the first planetary gear train 41 is combined with the output mechanism 30 through the first control pawl 5332 to realize gear shifting and speed change. When the centrifugal block 501 is completely "thrown out" by the centrifugal force to the second state, it drives the control sleeve 532 to further rotate, so that the groove wall of the second control groove 5322 correspondingly abuts against and presses down the second pawl 5333, and thus the second planetary gear train 43 is combined with the output mechanism 30 through the second control pawl 5333 to realize gear shifting and speed change.

[0107] It should be noted that in this embodiment, the axial direction and the radial direction are both along the axial direction and the radial direction of the hub shaft 10.

[0108] Specifically, in this embodiment, a pawl installation groove 5334 is formed on the inner surface of the hub bushing 5331, and the first pawl 5332 and the second pawl 5333 are correspondingly installed in the pawl installation groove 5334. A hub connection groove 5335 is formed on the outer surface of the hub bushing 5331, and the hub bushing 5331 is fixedly connected to the output mechanism 30 through the hub connection groove 5335. The first pawl 5332 includes a rotating portion 5336, a working portion 5337, and a control portion 5338. The rotating portion 5336 is correspondingly installed in the pawl installation groove 5334, and the control portion 5338 extends axially from the working portion 5337. The control sleeve 532 is used to abut against the control portion 5338, thereby pressing down the first pawl 5332 so that the working portion 5337 is combined with the first planetary gear train 41. A combination groove 4111 is formed on the outer surface of the internal gear ring 411 of the first planetary gear train 41. When the control sleeve 532 presses down the first pawl 5332, the working portion 5337 is correspondingly inserted into the combination groove 4111 to achieve the combination between the two. The structure of the second pawl 5333 is basically similar to that of the first pawl 5332 and will not be elaborated here. Moreover, the structure of the second planetary gear train 42 combined with the second pawl 5333 is similar to the structure combined with the first planetary gear train 41 and will not be elaborated here.

[0109] Preferably, the synchronizing ring 531 includes a synchronizing ring body 5311, a centrifugal block connecting projection 5312, and a control sleeve connecting projection 5313. The centrifugal block connecting projection 5312 is axially arranged at one end of the synchronizing ring body 5311, the centrifugal block 501 is connected to the centrifugal block connecting projection 5312, the control sleeve connecting projection 5313 is axially arranged at the other end of the synchronizing ring body 5311, and the control sleeve 532 is connected to the control sleeve connecting projection 5313. Thereby, the connection stability between the synchronizing ring 531, the centrifugal block 501, and the control sleeve 532 can be better ensured. It should be noted that the connection between the synchronizing ring 531 and the control sleeve 532 can be a rigid connection or a flexible connection. A rigid connection means that the synchronizing ring 531 is directly connected to the control sleeve 532, and the synchronizing ring 531 can drive the control sleeve 532 to rotate synchronously. A flexible connection means that the synchronizing ring 531 and the control sleeve 532 can be connected through a buffer and energy storage member (such as a torsion spring, etc.), and the synchronizing ring 531 can drive the control sleeve 532 to rotate relatively delayed.

[0110] Preferably, the automatic internal transmission 100 further includes a first elastic reset member 60, which is connected to the output mechanism 30 and is used to provide a first restoring force to the centrifugal mass 501 through its own elastic force, so that the centrifugal mass 501 is restored along the second direction and maintains an initial state. The second direction is opposite to the first direction. The initial state refers to the state maintained by the centrifugal mass 501 when it is not subjected to centrifugal force. In this embodiment, it specifically refers to the state when the automatic internal transmission 100 is in the first gear.

[0111] Preferably, the automatic internal transmission 100 also includes a second elastic return member 70 and a damping member 80, wherein the two ends of the second elastic return member 70 are respectively connected to the damping member 80 and the output mechanism 30, and the damping member 80 is used to block the centrifugal block 501, and the damping member 80 is used to provide a second restoring force to the centrifugal block 501 through the elastic force of the second elastic return member 70, so that the centrifugal block 501 can restore and maintain the first state.

[0112] The first elastic return member 60 and the second elastic return member 70 both refer to components that can undergo elastic deformation after being subjected to force, and can return to an initial state when the force is reduced or eliminated.

[0113] Restoring and maintaining the centrifugal block 501 to its initial state means: enabling the centrifugal block 501 to have a tendency to rotate towards the initial state position, so that when the centrifugal force acting on the centrifugal block 501 decreases or is eliminated, the first restoring force can drive the centrifugal block 501 to rotate towards the initial position, and at the same time, the first restoring force can also keep the centrifugal block 501 in the state after the rotation is completed. That is, the first elastic reset member 60 is used to provide a force opposite to the centrifugal force trend to the centrifugal block 501, so that the first elastic reset member 60 can drive the centrifugal block 501 to be fully reset, realizing the return of the gear position. Thus, when the centrifugal block 501 is subjected to centrifugal force, the centrifugal force must overcome the first restoring force exerted by the first elastic reset member 60 on the centrifugal block 501 before the centrifugal block 501 can "fly out" outward, and then drive the clutch control unit 53 to rotate in place to realize gear shifting and speed change. It should be noted that the first restoring force exerted by the first elastic reset member 60 on the centrifugal block 501 can be directly or indirectly applied to the centrifugal block 501. For example, the first elastic reset member 60 can be directly connected to the first centrifugal block 51, so that the first elastic reset member 60 can directly act on the first centrifugal block 51; or the first elastic reset member 60 can be connected to the clutch control unit 53, so that the first elastic reset member 60 can directly act on the clutch control unit 53 and indirectly provide the first restoring force to the centrifugal block 501 through the clutch control unit 53; even the first elastic reset member 60 can also be connected to other intermediate components and act on the centrifugal block 501 through other intermediate components; that is, as long as the first restoring force provided by the elastic force of the first elastic reset member 60 can act on the centrifugal block 501. And, the first restoring force can drive the centrifugal block 501 to fully return to the initial position; or the first restoring force can drive the centrifugal block 501 to partially return to the initial position. That is, as long as the first restoring force can drive the centrifugal block 501 to rotate in the reverse direction, thereby driving the clutch control unit 53 to rotate and realizing the change of the gear position.

[0114] Restoring and maintaining the first gear state of the centrifugal block 501 means: making the centrifugal block 501 tend to rotate towards the initial position, so that when the centrifugal force on the centrifugal block 501 decreases, the second restoring force can drive the second centrifugal block 501 to rotate towards the initial position, and at the same time, after the rotation is completed, the second restoring force can also keep the second centrifugal block 501 in the state. That is, the second elastic resetting member 70 is used to provide a force opposite to the centrifugal force trend to the centrifugal block 501 through the damping member 80, so that the damping member 80 can drive the centrifugal block 501 to partially reset, realize the return of the gear position, and maintain the second gear state. Thus, when the centrifugal block 501 is subjected to centrifugal force, the centrifugal force must overcome the second restoring force exerted by the damping member 80 on the centrifugal block 501, and the centrifugal block 52 can be completely "thrown out" outward, and then the clutch control unit 53 can be driven to rotate in place to realize gear shifting and speed change. It should be noted that in other embodiments, the second restoring force can also drive the centrifugal block 501 to completely return to the initial position.

[0115] Thus, through the first elastic resetting member 60 and the second elastic resetting member 70, the automatic internal transmission 100 can be driven to automatically reset, and can automatically shift to a low-speed gear after the vehicle speed drops, further ensuring the riding experience.

[0116] Specifically, in this embodiment, the first elastic resetting member 60 acts on the first centrifugal block 51, and the second elastic resetting member 70 acts on the second centrifugal block 52. Of course, in other embodiments, the first elastic resetting member 60 and the second elastic resetting member 70 can also act on the same centrifugal block 501 at the same time. In this embodiment, the first elastic resetting member 60 and the second elastic resetting member 70 act on different centrifugal blocks 501, which facilitates the installation of each component and avoids interference between each component.

[0117] Preferably, the automatic internal transmission 100 further includes a first elastic force adjusting structure 90, and the first elastic resetting member 60 is connected to the output mechanism 30 through the first elastic force adjusting structure 90.

[0118] The first elastic force adjustment structure 90 includes a first adjustment member 91 and a first driving member 92. The first adjustment member 91 is connected to the first elastic reset member 60. The first driving member 92 is connected to the output mechanism 30, and the first driving member 92 is connected to the first adjustment member 91. The first driving member 92 can drive the first adjustment member 91 to operate, thereby changing the deformation state of the first elastic reset member 60, so as to change the first restoring force received by the first centrifugal block 51. That is, the first driving member 92 is installed on the output mechanism 30, and the first driving member 92 is used to provide a driving force to the first adjustment member 91 to make the first adjustment member 91 operate. Wherein, the operation of the first adjustment member 91 means that the first adjustment member 91 moves or rotates relative to the first elastic reset member 60, so that the first adjustment member 91 applies a force to the first elastic reset member 60, causing the first elastic reset member 60 to deform and changing the deformation state of the first elastic reset member 60. The first restoring force applied by the first elastic reset member 60 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 adjustment member 91 can move relative to the first elastic reset member 60, thereby changing the deformation state of the first elastic reset member 60, and further changing the magnitude of the first restoring force applied by the first elastic reset member 60 to the first centrifugal block 51, so that the self-internal transmission 100 can realize the "throwing out" of the centrifugal block 501 at different rotational speeds according to actual needs, meeting the riding needs of different riders. And the first driving member 92 is used to provide a driving force to the first adjustment member 91 and drive the first adjustment member 91 to operate. Wherein, the first driving member 92 can provide a driving force for the first adjustment member 91 by manual driving, or the first driving member 92 can provide a driving force for the first adjustment member 91 by automatic driving, that is, as long as the first driving member 92 can drive the first adjustment member 91 to operate.

[0119] Preferably, the automatic internal transmission 100 further includes a second elastic force adjustment structure 110. The second elastic reset member 70 is connected to the output mechanism 30 through the second elastic force adjustment structure 110.

[0120] The second elastic force adjustment structure 110 includes a second adjusting member 111 and a second driving member 112. The second adjusting member 111 is connected to the second elastic reset member 70. The second driving member 112 is connected to the output mechanism 30, and the second driving member 112 is connected to the second adjusting member 111. The second driving member 112 can drive the second adjusting member 111 to operate, so as to change the deformation state of the second elastic reset member 70, and thus change the second restoring force provided by the damping member 80 to the second centrifugal block 52. That is, the second driving member 112 is installed on the output mechanism 30, and the second driving member 112 is used to provide a driving force to the second adjusting member 111, so that the second adjusting member 111 operates. Wherein, the operation of the second adjusting member 111 means that the second adjusting member 111 moves or rotates relative to the second elastic reset member 70, so that the second adjusting member 111 applies a force to the second elastic reset member 70, causing the second elastic reset member 70 to deform and changing the deformation state of the second elastic reset member 70. The second restoring force applied by the damping member 80 to the second centrifugal block 52 is changed, so that the second centrifugal block 52 can be completely "thrown out" outward with a smaller centrifugal force (or the second centrifugal block 52 needs to be subjected to a greater centrifugal force to be completely "thrown out" outward). That is to say, in this embodiment, the second adjusting member 111 can move relative to the second elastic reset member 70, so as to change the deformation state of the second elastic reset member 70, and further change the magnitude of the second restoring force applied by the second elastic reset member 70 to the second centrifugal block 52 through the damping member 80, so that the self-internal transmission 100 can achieve the complete "throwing out" of the centrifugal block 501 at different rotational speeds according to actual needs, meeting the riding needs of different riders. And the second driving member 112 is used to provide a driving force to the second adjusting member 111 and drive the second adjusting member 111 to operate. Wherein, the second driving member 112 can provide a driving force for the second adjusting member 111 by manual driving, or the second driving member 112 can provide a driving force for the second adjusting member 111 by automatic driving, that is, as long as the second driving member 112 can drive the second adjusting member 111 to operate.

[0121] In this embodiment, the second restoring force is used to drive a part of the second centrifugal block 52 to return to the initial position. Specifically, when the rotational speed of the output mechanism 30 increases, the centrifugal force received by the first centrifugal block 51 will overcome the first restoring force, so that a part of the six centrifugal blocks 501 are "thrown out", causing the clutch control unit 53 to rotate and shift from the first gear to the second gear. In the second-gear state, the second centrifugal block 52 just comes into contact with the damping member 80, and the second centrifugal block 52 is blocked by the damping member 80. When the rotational speed of the output mechanism 30 further increases, the centrifugal force received by the second centrifugal block 52 will overcome the second restoring force, so that the six centrifugal blocks 501 are completely "thrown out", causing the clutch control unit 53 to further rotate and shift from the second gear to the third gear. By the blocking of the damping member 80 on the second centrifugal block 52, it is also possible to better avoid gear skipping during the running of the bicycle, and better improve 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 52 from the second state where it is completely "thrown out" to the first state where it is partially "thrown out", that is, to shift the automatic internal transmission 100 from the third gear to the second gear. Through the damping member 80, the automatic internal transmission 100 can also be better maintained in the second-gear state, and better ensure the stability of the state.

[0122] 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 exerted by the elastic reset member on the centrifugal block is constant, so that every time the centrifugal block is "thrown out" and the automatic internal transmission shifts gears and changes speeds, it is achieved at the same rotational speed. However, different riders have different requirements for gear shifting and speed changing. For example, some riders need to "throw out" the centrifugal block at a relatively low speed state to achieve gear shifting and speed changing; while some riders need to "throw out" the centrifugal block at a relatively high speed state to achieve gear shifting and speed changing. The automatic internal transmission of the prior art cannot meet this part of the needs of riders and has limitations.

[0123] The automatic internal transmission 100 provided in this embodiment is connected to the first elastic reset member 60 through the first adjusting member 91, and the first adjusting member 91 can be driven to operate by the first driving member 92. Thus, the rider can, according to actual needs, apply a driving force to the first adjusting member 91 through the first driving member 92 to "compress" or "release" the first elastic reset member 60, thereby changing the first restoring force applied by the first elastic reset member 60 to the first centrifugal block 51. So that when riding a bicycle, the first centrifugal block 51 can be "thrown out" at a relatively low speed state; or, the first centrifugal block 51 can be "thrown out" only at a relatively high speed state. At the same time, the second elastic force adjusting structure 110 can also be used to adjust the elastic force of the second elastic reset member 70. The automatic internal transmission 100 can better meet the different riding needs of the rider.

[0124] Preferably, the first adjusting member 91 is rotatably connected to the output mechanism 30, and the first elastic reset member 60 is a torsion spring. The first driving member 92 can drive the first adjusting member 91 to rotate, thereby twisting the first elastic reset member 60. More preferably, both ends of the first elastic reset member 60 are respectively connected to the first adjusting member 91 and the first centrifugal block 51. That is, in this embodiment, the first elastic reset member 60 is directly connected to the first centrifugal block 51, and the first restoring force is applied to the first centrifugal block 51 through the torsion of the first elastic reset member 60. And the first adjusting member 91 is connected to the output mechanism 30, and the first adjusting member 91 can rotate relative to the output mechanism 30, thereby twisting the first elastic reset member 60 and adjusting the torsion of the first elastic reset member 60. Of course, in other embodiments, the first elastic reset member 60 can also adopt other elastic components, such as a tension spring, a compression spring, etc. And the first adjusting member 91 can also be slidably arranged on the output mechanism 30, so as to change the deformation state of the first elastic reset member 60 by driving the first adjusting member 91 to move. At the same time, the first elastic reset member 60 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 60 adopts a torsion spring, and the first adjusting member 91 is rotatably connected to the output mechanism 30, so that the overall structure is simpler, and the required occupied space is smaller, which is convenient for arrangement, and at the same time, the stability of the control process is increased. And the first elastic reset member 60 is directly connected to the first centrifugal block 51, which can also better apply a force to the first centrifugal block 51.

[0125] Preferably, a first gear 911 is provided in the first adjusting member 91, and the first driving member 92 meshes with the first gear 911. That is to say, teeth are provided on both the first adjusting member 91 and the first driving member 92, and the first driving member 92 meshes with the first gear 911. Thereby, it can better ensure the driving of the first adjusting member 91 by the first driving member 92, better guarantee that the first driving member 92 can drive the first adjusting member 91 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 92 and the first adjusting member 91, and better guarantee the maintenance of the position state of the first adjusting member 91 after the adjustment is in place.

[0126] Preferably, the first driving member 92 includes a first driving stud 921 and a driving rack 922. A first threaded hole 31 is formed in the output mechanism 30, and the first driving stud 921 is correspondingly installed at the first threaded hole 31. The driving rack 922 meshes with the first gear 911, and the first driving stud 921 can drive the driving rack 922 to move, thereby driving the first adjusting member 91 to rotate. That is, the first driving stud 921 is installed in the first threaded hole 31. Thus, by screwing the first driving stud 921, the first driving stud 921 can be moved, and then the driving rack 922 is driven by the first driving stud 921 to make the first adjusting member 91 rotate. In the first driving member 92 provided in this embodiment, through the cooperation of the first driving stud 921 and the first threaded hole 31, and by driving the first adjusting member 91 through the driving rack 922, the first driving member 92 can achieve self-locking. After the adjustment, the first driving member 92 can be prevented from moving back through the threaded connection between the first driving stud 921 and the first threaded hole 31, better guaranteeing the reliability and effectiveness of the adjustment. That is to say, in this embodiment, the first driving member 92 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 921. 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 92 can also adopt any other implementation manner, and the first driving stud 921 can also adopt a rotary structure, such as a cam structure, etc.

[0127] Preferably, the first driving member 92 further includes a first return spring 923. Two ends of the first return spring 923 are respectively connected to the driving rack 922 and the output mechanism 30. The first return spring 923 is configured to provide a restoring force for the driving rack 922 through its own elastic force. That is, the first return spring 923 is configured to provide a force opposite to the action of the first driving stud 921 for the driving rack 922, so that when the rider adjusts the first driving stud 921 closer to the driving rack 922, the first return spring 923 can be compressed. When the rider adjusts the first driving stud 921 away from the driving rack 922, the first return spring 923 can expand through its own elastic force, driving the driving rack 922 to move toward the side close to the first driving stud 921. Therefore, when the rider adjusts the first driving stud 921 forward, the first driving stud 921 can drive the driving rack 922 to move toward the side close to the first return spring 923, and then drive the first adjusting member 91 to twist and compress the first elastic restoring member 60 through the driving rack 922. When the rider adjusts the first driving stud 921 backward, the first return spring 923 can drive the driving rack 922 to move toward the side close to the first driving stud 921, and then drive the first adjusting member 91 to release the first elastic restoring member 60 through the driving rack 922. By only adjusting the first driving stud 921, the elastic force of the first elastic restoring member 60 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.

[0128] Preferably, the second adjusting member 111 is rotatably connected to the output mechanism 30, the second elastic reset member 70 is a torsion spring, and the second driving member 112 can drive the second adjusting member 111 to rotate, thereby twisting the second elastic reset member 70. That is, in this embodiment, the second restoring force is applied to the second centrifugal block 52 by the torsion force of the second elastic reset member 70. And the second adjusting member 111 is connected to the output mechanism 30, and the second adjusting member 111 can rotate relative to the output mechanism 30, thereby twisting the second elastic reset member 70 and adjusting the torsion force of the second elastic reset member 70. Of course, in other embodiments, the second elastic reset member 70 can also adopt other elastic components, such as a tension spring, a compression spring, etc. And the second adjusting member 111 can also be slidably arranged on the output mechanism 30, so as to change the deformation state of the second elastic reset member 70 by driving the second adjusting member 111 to move. In this embodiment, the second elastic reset member 70 adopts a torsion spring, and the second adjusting member 111 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 increased at the same time.

[0129] Preferably, a second gear 1111 is provided in the second adjusting member 111, and the second driving member 112 meshes with the second gear 1111. That is to say, teeth are provided on both the second adjusting member 111 and the second driving member 112, and the second driving member 112 meshes with the second gear 1111. Thereby, it can better ensure the driving of the second adjusting member 111 by the second driving member 112, better ensure that the second driving member 112 can drive the second adjusting member 111 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 112 and the second adjusting member 111, and better ensure the maintenance of the position state of the second adjusting member 111 after the adjustment is in place.

[0130] Preferably, the second driving member 112 includes a second driving stud 1121 and a second driving assembly 1122. A second threaded hole 32 is formed in the output mechanism 30. The second driving stud 1121 is correspondingly installed at the second threaded hole 32. The second driving assembly 1122 is engaged with the second gear 1111, and the second driving stud 1121 can drive the second driving assembly 1122 to operate, so as to drive the second adjusting member 111 to rotate. That is, the second driving stud 1121 is installed in the second threaded hole 32. Thus, by screwing the second driving stud 1121, the second driving stud 1121 can be moved, and then the second driving stud 1121 drives the second driving assembly 1122 to operate, so that the second adjusting member 111 rotates. In the second driving member 112 provided in this embodiment, through the cooperation between the second driving stud 1121 and the second threaded hole 32, and through the second driving assembly 1122 driving the second adjusting member 111, the second driving member 112 can achieve self-locking. After adjustment, through the threaded connection between the second driving stud 1121 and the second threaded hole 32, the second driving assembly 1122 can be prevented from moving back, which better guarantees the reliability and effectiveness of the adjustment. That is to say, in this embodiment, the second driving member 112 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 1121. 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 112 can also adopt any other implementation manner, such as adopting a cam structure, etc.

[0131] Preferably, the second driving component 1122 includes a swing gear 11221 and an intermediate gear 11222. The swing gear 11221 is rotatably connected to the output mechanism 30, and the intermediate gear 11222 is rotatably connected to the output mechanism 30. The intermediate gear 11222 meshes with the swing gear 11221 and the second gear 1111 respectively. The second driving stud 1121 can drive the swing gear 11221 to swing, thereby driving the intermediate gear 11222 to rotate and rotating the second adjusting member 111. That is, both the swing gear 11221 and the intermediate gear 11222 are mounted on the output mechanism 30, and both the swing gear 11221 and the intermediate gear 11222 can rotate relative to the output mechanism 30. Thus, when the rider adjusts the second driving stud 1121, the second driving stud 1121 can drive the swing gear 11221 to swing, and then the swinging swing gear 11221 drives the intermediate gear 11222 to rotate, so that the intermediate gear 11222 drives the second adjusting member 111 to rotate to adjust the torque of the second elastic reset member 70.

[0132] Preferably, the second driving member 112 further includes a second return torsion spring 1123. Two ends of the second return torsion spring 1123 are respectively connected to the swing gear 11221 and the output mechanism 30. The second return torsion spring 1123 is used to provide a restoring force for the swing gear 11221 by its own elastic force. That is, the second return torsion spring 1123 is used to provide a force opposite to the action of the second driving stud 1121 for the swing gear 11221, so that when the rider adjusts the second driving stud 1121 towards the swing gear 11221, the second return torsion spring 1123 can be compressed. When the rider adjusts the second driving stud 1121 away from the swing gear 11221, the second return torsion spring 1123 can stretch by its own elastic force to drive the swing gear 11221 to move towards the side close to the second driving stud 1121. Therefore, when the rider adjusts the second driving stud 1121 forward, the second driving stud 1121 can drive the swing gear 11221 to swing forward, so as to drive the intermediate gear 11222 to rotate through the swing gear 11221, and then twist and compress the second elastic restoring member 70 through the first adjusting member 59. When the rider adjusts the second driving stud 1121 backward, the second return torsion spring 1123 can drive the swing gear 11221 to swing backward, so as to drive the intermediate gear 11222 to rotate through the swing gear 11221, and then release the second elastic restoring member 70 through the first adjusting member 59. By only adjusting the second driving stud 1121, the elastic force of the second elastic restoring member 70 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 occupied space is smaller.

[0133] 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 elastic force adjusting structure 90 and the second elastic force adjusting structure 110 are both connected to the mounting seat 34. The centrifugal block 501 is rotatably connected to the mounting seat 34. Thus, through the mounting seat 34, each component can be better supported, the positions of each component can be guaranteed, and the stability of each component during adjustment can be ensured.

[0134] Preferably, a chute 342 with an opening 341 at one end is formed on the mounting base 34, and the chute 342 extends along the rotation direction of the second centrifugal block 52; the second centrifugal block 52 includes a centrifugal block body 521 and a centrifugal block protrusion 522. The centrifugal block body 521 is rotatably connected to the mounting base 34, the centrifugal block protrusion 522 is connected to the centrifugal block body 521, the damping member 80 is axially offset from the centrifugal block body 521, the centrifugal block protrusion 522 is located in the chute 342, and after the second centrifugal block 52 rotates under the action of centrifugal force, the centrifugal block protrusion 522 can slide out of the chute 342 from the opening 341; the damping member 80 is correspondingly located at the opening 341 to block the centrifugal block protrusion 522. Thus, the position of the second centrifugal block 52 can be better guided through the chute 342, and the overall structure is more compact, saving the required layout space better. Specifically, in this embodiment, in the first state, the centrifugal block protrusion 522 is exactly located at the opening 341 and is blocked by the damping member 80, so that the stability of the second gear can be better maintained.

[0135] Preferably, the automatic internal transmission 100 further includes a damping member adsorption unit 120. The damping member adsorption unit 120 is connected to the mounting base 34, and the damping member adsorption unit 120 is used to adsorb the damping member 80 so that the damping member 80 is in the initial position. That is, the damping member adsorption unit 120 is used to provide an adsorption force to the damping member 80 so that the damping member 80 is in the initial position to block the second centrifugal block 52. In this embodiment, specifically, the damping member adsorption unit 120 is located in the first state area where the second centrifugal block 52 is partially "thrown out", that is, near the opening 341. That is, the damping member adsorption unit 120 is located in the area where the second centrifugal block 52 is located when the automatic internal transmission 100 is in the second gear. In this embodiment, the damping member adsorption unit 120 is an iron piece, and a magnet 81 is provided in the damping member 80, so that the damping member adsorption unit 120 adsorbs the damping member 80 by magnetic force. Of course, in other embodiments, the damping member adsorption unit 120 can also be a magnet, and an iron piece is provided in the damping member 80, so as to realize the adsorption of the damping member 80 by the damping member adsorption unit 120. And the iron piece can also be made of any other material that can be adsorbed by the magnet, that is, as long as the damping member adsorption unit 120 can generate an adsorption force on the damping member 80 to keep the damping member 80 in the initial position.

[0136] In this embodiment, by providing the damper adsorption unit 120, during the process of the automatic internal transmission 100 shifting from third gear to second gear, the damper adsorption unit 120 can generate an adsorption force on the damper 80, thereby making the time of the third-to-second gear shift faster and reducing the shift time. And it can be understood that if the damper adsorption unit 120 is not provided and one wants to make the time of the third-to-second gear shift faster, then the torque of the second elastic return member 70 needs to be adjusted. However, if the torque of the second elastic return member 70 is increased, it will make the second-to-third gear shift more difficult, and the second restoring force that the centrifugal force needs to overcome will be greater. In this embodiment, applying a magnetic adsorption force to the damper 80 through the damper adsorption unit 120 well overcomes this problem. During the second-to-third gear shift process, only at the beginning, the centrifugal force overcomes the magnetic force applied by the damper adsorption unit 120 to the damper 80. After the damper 80 is separated from the damper adsorption unit 120, there will be no continuous resistance, thereby minimizing the impact on the second-to-third gear shift process. And through the damper adsorption unit 120, the second centrifugal block 52 can also be more stably located at the second gear position, making the gear position of the automatic internal transmission 100 more accurate.

[0137] Preferably, in the first state, the second centrifugal block protrusion 522 is located near the opening 341, and the damper adsorption unit 120 is also used to adsorb the centrifugal block protrusion 522. Specifically, a magnet can be provided in the centrifugal block protrusion 562, or the centrifugal block protrusion 562 is directly made of a magnet, so that the damper adsorption unit 120 can also generate a magnetic adsorption force on the centrifugal block protrusion 562 at the same time, which can make the second centrifugal block 52 relatively stably maintained in the second gear state, and can also make the time required for the first-to-second gear shift state shorter and the gear position more accurate.

[0138] Preferably, the automatic internal transmission 100 further includes a centrifugal block adsorption unit 130. The centrifugal block adsorption unit 130 is connected to the output mechanism 30 and is used to adsorb the centrifugal block 501 so that the centrifugal block 501 maintains the second state. That is, the centrifugal block adsorption unit 130 is installed on the output mechanism 30 and is used to adsorb the centrifugal block 501, so that the centrifugal block 501 remains in the fully "thrown out" state, thereby keeping the automatic internal transmission 100 in the third gear state. Specifically, in this embodiment, the centrifugal block adsorption unit 130 is located near the fully "thrown out" area of the centrifugal block 501, that is, the centrifugal block adsorption unit 130 is located in the area where the centrifugal block 501 is in the third gear state. A third gear magnet 131 is provided on the centrifugal block adsorption unit 130, and a ferrous part is provided in the corresponding area of the centrifugal block 501. Thus, when the centrifugal block 501 rotates to the third gear state due to the action of centrifugal force, the centrifugal block adsorption unit 130 can adsorb the centrifugal block 501 by magnetic force, keep the centrifugal block 501 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, a ferrous part may also be provided on the centrifugal block adsorption unit 130, and a magnet may be provided on the centrifugal block 501. And the ferrous part can also be made of any other material that can be adsorbed by a magnet, that is, as long as the centrifugal block adsorption unit 130 can generate an adsorption force on the centrifugal block 501 to maintain the second state of the centrifugal block 501.

[0139] Embodiment 2

[0140] Please refer to Figures 24 to 27 simultaneously. This embodiment provides an automatic internal transmission 200, which is substantially the same as the automatic internal transmission 100 provided in Embodiment 1. The main difference lies in the specific structure of the first driving member 210.

[0141] 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. Thus, 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, so as to realize 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).

[0142] 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, so that the interlock between structures can be better ensured, and the control accuracy and stability can be better ensured.

[0143] 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.

[0144] Preferably, an installation hole 251 is formed in the output mechanism 250, and the drive rod 290 is installed in the installation hole 251. Specifically, the installation hole 251 can be formed in the flower hub or the end cover. A sealing ring 292 is installed on the drive rod 290, and the drive 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 drive rod 290 is better guaranteed, and the drive rod 290 is prevented from moving and sliding.

[0145] Specifically, in this embodiment, a sealing ring installation position 293 is formed on the drive 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 flower 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 flower hub according to actual needs. The automatic internal transmission 200 provided in this embodiment allows the mounting seat and the flower 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 drive rod 290 installed on the flower hub or the end cover, making the assembly more convenient and reducing the installation difficulty.

[0146] Embodiment III

[0147] Please refer to Figure 28 and Figure 29 . 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, with the main difference being the specific structure of the first driving member 310.

[0148] 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).

[0149] Preferably, the rotating plate driving rod 340 is a stud, and a first threaded hole 351 is formed in 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 then 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.

[0150] Embodiment 4

[0151] 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 pedal 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 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.

[0152] 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 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 hub shaft, and the input mechanism is used to provide a driving force to drive the output mechanism to rotate; The speed change mechanism is mounted on the hub shaft and is located between the input mechanism and the output mechanism; Wherein, the speed change mechanism at least includes a first planetary gear train and a second planetary gear train; The automatic shift control mechanism includes a centrifugal block and a clutch control unit. The centrifugal block is rotatably connected to the output mechanism, and the centrifugal block is connected to the clutch control unit; The centrifugal block can rotate relative to the output mechanism in a first direction to a first state, thereby driving the clutch control unit to rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the first planetary gear train; The centrifugal block can further rotate relative to the output mechanism in the first direction to a second state, thereby driving the clutch control unit to further rotate, so that the driving force transmitted by the input mechanism is transmitted to the output mechanism through the second planetary gear train.

2. The automatic internal transmission according to claim 1, characterized in that, The clutch control unit includes a synchronizing ring, a control sleeve and a clutch controller. The centrifugal block is connected to the synchronizing ring, the control sleeve is connected to the synchronizing ring, and the clutch controller is located between the speed change mechanism and the output mechanism. The centrifugal block can drive the synchronizing ring to rotate, thereby driving the control sleeve to rotate to control the clutch controller; In the first state, the control sleeve controls the clutch controller to combine the first planetary gear train with the output mechanism; In the second state, the control sleeve controls the clutch controller to combine the second planetary gear train with the output mechanism.

3. The automatic internal transmission according to claim 2, characterized in that, The clutch controller includes a hub bushing, a first pawl and a second pawl. The hub bushing is connected to the output mechanism, and the first pawl and the second pawl are respectively rotatably connected to the hub bushing; In the first state, the control sleeve controls the first pawl to make the first pawl combine with the first planetary gear train; In the second state, the control sleeve controls the second pawl to make the second pawl combine with the second planetary gear train.

4. The automatic internal transmission according to claim 3, characterized in that, The first pawl and the second pawl are axially spaced from each other. The control sleeve is provided with a first control groove and a second control groove. The first control groove penetrates the control sleeve in the radial direction, and the first control groove corresponds to the first pawl axially. The second control groove penetrates the control sleeve in the radial direction, and the second control groove corresponds to the second pawl axially; In the first state, the inner wall of the first control groove abuts and presses down the first pawl, so that the first pawl passes through the first control groove and combines with the first planetary gear train; In the second state, the inner wall of the second control groove abuts and presses down the second pawl, so that the second pawl passes through the second control groove and combines with the second planetary gear train.

5. The automatic internal transmission according to claim 2, characterized in that, The synchronizing ring includes a synchronizing ring body, a centrifugal block connecting projection, and a control sleeve connecting projection. The centrifugal block connecting projection is axially arranged at one end of the synchronizing ring body, and the centrifugal block is connected to the centrifugal block connecting projection. The control sleeve connecting projection is axially arranged at the other end of the synchronizing ring body, and the control sleeve is connected to the control sleeve connecting projection.

6. The automatic internal transmission according to claim 1, wherein It further includes a first elastic reset member; The first elastic reset member is connected to the output mechanism and is used to provide a first restoring force for the centrifugal block through its own elastic force, so that the centrifugal block restores and maintains its initial state along the second direction; Wherein, the second direction and the first direction are two opposite directions.

7. The automatic internal transmission according to claim 6, characterized in that, It further includes a first elastic force adjusting structure, and the first elastic reset member is connected to the output mechanism through the first elastic force adjusting structure; The first elastic force adjusting structure includes a first adjusting member and a first driving member. 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 and changing the first restoring force received by the centrifugal block.

8. The automatic internal transmission according to claim 7, 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.

9. The automatic internal transmission according to claim 8, characterized in that, A first gear is arranged in the first adjusting member, and the first driving member meshes with the first gear.

10. The automatic internal transmission according to claim 9, characterized in that, The first driving member includes a first driving stud and a driving rack. A first threaded hole is formed in 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.

11. The automatic internal transmission according to claim 10, 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, and the first return spring is used to provide a restoring force for the driving rack through its own elastic force.

12. The automatic internal transmission according to claim 8, 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.

13. The automatic internal transmission according to claim 12, characterized in that, The connecting rod is connected to one end of the rotating plate, and a turbine structure is arranged 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 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, thereby driving the rotating plate to rotate through the cooperation of the worm and the turbine structure.

14. The automatic internal transmission according to claim 13, wherein The output mechanism is provided with mounting holes, the drive rod is mounted in the mounting holes, and a sealing ring is mounted on the drive rod. The drive rod is in interference fit with the hole wall of the mounting hole through the sealing ring.

15. The automatic internal transmission according to claim 12, characterized in that, The rotating plate drive rod is a stud, and the output mechanism is provided with a first threaded hole. The rotating plate drive rod is correspondingly mounted at the first threaded hole.

16. The automatic internal transmission according to any one of claims 6 to 15, characterized in that, Two ends of the first elastic reset member are respectively connected to the first adjusting member and the centrifugal block.

17. The automatic internal transmission according to any one of claims 7 to 15, characterized in that, It further includes a second elastic reset member and a damping member. Two ends of the second elastic reset member are respectively connected to the damping member and the output mechanism. The damping member is used to block the centrifugal block, and the damping member is used to provide a second restoring force to the centrifugal block through the elastic force of the second elastic reset member, so that the centrifugal block restores along the second direction and maintains the first state.

18. The automatic internal transmission according to claim 17, wherein, It further includes a second elastic force adjusting structure. The second elastic reset member is connected to the output mechanism through the second elastic force adjusting structure. The second elastic force adjusting structure includes a second adjusting member and a second driving member. The second adjusting member is connected to the second elastic reset member. 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, 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 centrifugal block.

19. The automatic internal transmission according to claim 18, characterized in that, 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.

20. The automatic internal transmission according to claim 19, wherein, A second gear is arranged in the second adjusting member. The second driving member is meshed with the second gear.

21. The automatic internal transmission according to claim 20, wherein, The second driving member includes a second driving stud and a second driving assembly. The output mechanism is provided with a second threaded hole. The second driving stud is correspondingly mounted at the second threaded hole. The second driving assembly is meshed 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.

22. The automatic internal transmission according to claim 21, 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 is respectively meshed with the swing gear and the second gear. 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.

23. The automatic internal transmission according to claim 22, characterized in that, 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 to the swing gear through its own elastic force.

24. The automatic internal transmission according to claim 18, characterized in that, The output mechanism includes a hub body and a mounting seat. The mounting seat is fixedly connected to the hub body. The first elastic force adjusting structure and the second elastic force adjusting structure are both connected to the mounting seat. The centrifugal block is rotatably connected to the mounting seat.

25. The automatic internal transmission according to claim 24, wherein, The mounting seat is provided with a chute with an opening at one end. The chute extends along the rotation direction of the centrifugal block. The centrifugal block includes a centrifugal block body and a centrifugal block protrusion. The centrifugal block body is rotatably connected to the mounting seat. The centrifugal block protrusion is connected to the centrifugal block body. The damping member is axially offset from the centrifugal block body. The centrifugal block protrusion is located in the sliding groove, and after the centrifugal block rotates under the action of centrifugal force, the centrifugal block protrusion can slide out of the sliding groove from the opening. The damping member is correspondingly located at the opening for blocking the centrifugal block protrusion.

26. The automatic internal transmission according to claim 25, wherein, It further includes a damping member adsorption unit. The damping member adsorption unit is connected to the mounting seat and is located near the opening. The damping member adsorption unit is used to adsorb the damping member so that the damping member is in the initial position.

27. The automatic internal transmission according to claim 26, wherein In the first state, the centrifugal block protrusion is located near the opening, and the damping member adsorption unit is further used to adsorb the centrifugal block protrusion.

28. The automatic internal transmission according to claim 1, characterized in that, It further includes a centrifugal block adsorption unit. The centrifugal block adsorption unit is connected to the output mechanism. The centrifugal block adsorption unit is used to adsorb the centrifugal block so that the centrifugal block maintains the second state.

29. A bicycle, characterized in that, It includes a vehicle body and an automatic internal transmission. The automatic internal transmission is installed on the drive wheel of the vehicle body, and the automatic internal transmission is the automatic internal transmission according to any one of claims 1 to 28.

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