Speed change device, middle motor and vehicle

Abstract

The application discloses a variable speed device, a middle motor and a vehicle, and relates to the field of variable speed devices. The technical scheme points of the application are a multi-gear transmission mechanism and a gear shifting adjusting mechanism. The multi-gear transmission mechanism comprises a plurality of transmission gear assemblies arranged in a circumferential direction, and the transmission ratios of any two transmission gear assemblies are different. The transmission gear assembly comprises a transmission input gear and a transmission output gear arranged coaxially, and a clutch assembly for transmitting torque is arranged between the transmission input gear and the transmission output gear. Each transmission input gear can receive torque from an input mechanism, and each transmission output gear can transmit torque to an output mechanism. The gear shifting adjusting mechanism is used for controlling the clutch assembly in the multi-gear transmission mechanism to switch between a separation state and an engagement state. The application can realize more gears in a limited axial space, and facilitates gear shifting operation, so that the gear shifting process is smooth, thereby optimizing the riding experience.

Description

Technical Field

[0001] This invention relates to the field of transmission devices, and more specifically, to a transmission device, a mid-mounted motor, and a vehicle. Background Technology

[0002] Currently, bicycle derailleurs on the market generally come in two types: external derailleurs and internal derailleurs. For electric-assist bicycles, the derailleur can also be integrated into the mid-drive motor.

[0003] External derailleurs typically employ a multi-tooth sprocket structure, with the rider using paddle shifters to achieve active gear shifting.

[0004] For internal gearboxes, a centrifugal structure is generally used to achieve automatic gear shifting. For example, Chinese patent CN208882034U discloses a centrifugal clutch assembly for a gear shift hub and an automatic internal three-speed hub.

[0005] However, the automatic transmission of an internal gearbox cannot meet the needs of active shifting on a bicycle. Furthermore, designing an active shifting internal gearbox presents the challenge of achieving more gears within limited axial space. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, one of the objectives of the present invention is to provide a transmission device that can achieve multiple gears within a limited axial space and facilitate gear shifting, making the gear shifting process smooth and thus optimizing the riding experience.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A speed change device includes an input mechanism, a multi-speed transmission mechanism, an output mechanism, and a shift adjustment mechanism;

[0009] The multi-speed transmission mechanism includes multiple transmission gear assemblies arranged circumferentially, and the transmission ratios of any two transmission gear assemblies are different.

[0010] The transmission gear assembly includes a transmission input gear and a transmission output gear arranged coaxially, and a clutch assembly for transmitting torque is provided between the transmission input gear and the transmission output gear; the clutch assembly includes a disengaged state and an engaged state.

[0011] Each of the transmission input gears is capable of receiving torque from the input mechanism, and each of the transmission output gears is capable of transmitting torque to the output mechanism;

[0012] The shift adjustment mechanism is used to control the clutch assembly in the multi-speed transmission mechanism to switch between disengaged and engaged states.

[0013] The transmission device includes multiple gears that correspond to the transmission gear assemblies. When the transmission device is in one of the gears, the clutch assembly in the transmission gear assembly corresponding to that gear is engaged, while the clutch assemblies in the transmission gear assemblies corresponding to the other gears are disengaged.

[0014] Furthermore, the clutch assembly includes a fixed clutch component that is fixedly connected to the transmission input gear, and a movable clutch component that is circumferentially linked to the transmission output gear;

[0015] The movable clutch can move axially relative to the transmission output gear to engage with the fixed clutch, thereby switching the clutch assembly from a disengaged state to an engaged state.

[0016] Furthermore, the transmission gear assembly also includes a buffer elastic element acting on the transmission input gear, so that the transmission input gear has a buffer stroke that allows it to move axially relative to the transmission output gear; the elastic force of the buffer elastic element causes the transmission input gear to tend to move closer to the transmission output gear.

[0017] Furthermore, the clutch assembly also includes a reset elastic element acting on the movable clutch member, the elastic force of which causes the movable clutch member to tend to move away from the fixed clutch member.

[0018] Furthermore, the end face of the transmission output gear is provided with a transmission shaft that passes through the movable clutch; the movable clutch is circumferentially linked with the transmission shaft, and the movable clutch can move axially relative to the transmission shaft to engage with the fixed clutch.

[0019] Furthermore, the shift adjustment mechanism includes multiple drive components respectively disposed on the transmission gear assembly;

[0020] The driving component includes:

[0021] A support frame loosely fitted onto the drive shaft, the support frame being located between the movable clutch and the transmission output gear;

[0022] A movable frame capable of radial movement relative to the support frame; and,

[0023] A linkage assembly hinged between a support frame and a movable frame, the linkage assembly including a push point that contacts a movable clutch;

[0024] When the movable frame moves toward the support frame, it causes the pushing point of the connecting rod assembly to move axially, and the pushing point drives the movable clutch to move axially to engage with the fixed clutch.

[0025] Furthermore, two connecting rod assemblies are provided between the support frame and the movable frame, with the two connecting rod assemblies located on both sides of the drive shaft.

[0026] Furthermore, the linkage assembly includes a first link hinged to the support frame and a second link hinged to the movable frame, wherein the first link and the second link are hinged together.

[0027] The pushing point is formed on the first link and / or the second link;

[0028] When the clutch assembly is in the disengaged state, an obtuse angle is formed between its corresponding first and second links toward the transmission output gear.

[0029] Furthermore, the shift adjustment mechanism also includes a fixed limiting frame, on which a limiting pin is provided for guiding the movable frame to move radially.

[0030] Furthermore, the shift adjustment mechanism also includes a shift rotary sleeve, the outer wall of which is formed with a drive ring surface; the drive ring surface includes a positioning surface, a gear position surface that protrudes radially from the positioning surface, and two transition surfaces connecting the positioning surface and the gear position surface.

[0031] The movable frame is provided with a drive pin that extends radially to contact the drive ring surface;

[0032] When the transmission engages one of the gears, the drive pin of the actuator on the gear assembly corresponding to that gear contacts the gear face, thus engaging the corresponding clutch assembly. The drive pins of the actuators on the gear assemblies corresponding to the other gears are in contact with the positioning or transition surfaces, thus disengaging the other clutch assemblies.

[0033] Furthermore, during the process of controlling the shift sleeve to switch gears, the gear position surface can simultaneously contact two adjacent drive pins.

[0034] Furthermore, a positioning groove located in the middle position is provided on the gear position surface;

[0035] When the transmission engages a gear, the drive pin of the actuator on the corresponding gear assembly is engaged in the positioning groove on the gear surface, thus putting the corresponding clutch assembly into engagement.

[0036] Furthermore, the outer wall of the drive sleeve is provided with a limiting groove that cooperates with the drive pin, and the drive annular surface is formed on the inner bottom wall of the limiting groove.

[0037] Furthermore, the transmission device also includes a central shaft passing through the input mechanism, the multi-speed transmission mechanism, and the gear shifting adjustment mechanism;

[0038] The transmission gear assembly also includes a support shaft for supporting the transmission input gear, the clutch assembly, and the transmission output gear;

[0039] The multi-speed transmission mechanism also includes a left bracket and a right bracket that fix the two ends of the support shaft respectively, and a fixing rod is provided between the left bracket and the right bracket;

[0040] An auxiliary frame connected to the left support is fixedly installed on the central axis;

[0041] The shifting rotary sleeve is provided with a clearance groove that cooperates with the transmission output gear; a bearing is provided between the outer wall of the shifting rotary sleeve away from the drive ring surface and the right bracket, and a bearing is provided between the inner wall of the sleeve and the central shaft.

[0042] Furthermore, the gear shifting adjustment mechanism also includes a drive sleeve that is rolled on the central shaft. The inner side wall of the drive sleeve is fixedly provided with a drive ring that engages with the gear shifting rotating sleeve. The drive ring and the gear shifting rotating sleeve are linked in the circumferential direction.

[0043] Furthermore, the output mechanism includes an output housing, one end of which is rolledly supported on the outer wall of the drive sleeve;

[0044] The output mechanism also includes an output gear ring fixedly disposed on the inner side wall of the output housing, and each of the transmission output gears meshes with the output gear ring.

[0045] Furthermore, the input mechanism includes a transmission sleeve passing through the left support, and a bearing is provided between the outer wall of the transmission sleeve and the left support; a first sun gear is provided at one end of the transmission sleeve, a second sun gear is provided at the other end, and a bearing is provided between the second sun gear and the central shaft;

[0046] Each of the aforementioned input gears meshes with the second sun gear;

[0047] The input mechanism also includes a planetary gear that is supported between the auxiliary frame and the left support and meshes with the first sun gear, and an input gear ring that meshes with the planetary gear; an input sleeve that is fixedly connected to the input gear ring is rolled on the central shaft.

[0048] Furthermore, the transmission ratios of the plurality of transmission gear assemblies are arranged to increase in the circumferential direction.

[0049] Furthermore, the sum of the number of teeth of the input gear and the output gear in each of the transmission gear assemblies is the same;

[0050] The number of teeth of the plurality of transmission input gears increases in a clockwise direction, and the number of teeth of the plurality of transmission output gears decreases in a clockwise direction. The transmission input gear with the largest number of teeth and the transmission output gear with the smallest number of teeth are located in the same transmission gear assembly.

[0051] Furthermore, the end face of the fixed clutch is provided with active engagement teeth arranged circumferentially, and the end face of the movable clutch is provided with driven engagement teeth that cooperate with the active engagement teeth.

[0052] Another object of the present invention is to provide a mid-drive motor that includes the above-described speed change device.

[0053] Another object of the present invention is to provide a vehicle that includes the above-described transmission device.

[0054] In summary, the present invention has the following beneficial effects:

[0055] 1. Multiple transmission gear assemblies used to control the number of gears are evenly distributed circumferentially and arranged within a limited axial space. This not only enables a larger number of gears but also helps to optimize the axial dimensions of the transmission device, making it convenient to install the transmission device onto the frame or into the mid-mounted motor.

[0056] 2. For the shift adjustment mechanism, the rotational motion is converted into radial motion, and then the radial motion is converted into axial motion, which can drive the axial movement of the movable clutch. The conversion of multi-dimensional motion allows the shift adjustment mechanism to make full use of the limited axial and radial space to realize the shifting action, and it is convenient to operate and helps to optimize the size of the transmission device.

[0057] 3. The differences in transmission ratios between different gears are more reasonable, resulting in smoother gear shifts and an improved riding experience. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the transmission device in Example 1. Figure 1 ;

[0059] Figure 2 This is a schematic diagram of the transmission device in Example 1. Figure 2 ;

[0060] Figure 3 This is a schematic diagram of the transmission device in Example 1. Figure 3 ;

[0061] Figure 4 This is a schematic diagram of the multi-speed transmission mechanism in Example 1. Figure 1 ;

[0062] Figure 5 This is a schematic diagram of the multi-speed transmission mechanism in Example 1. Figure 2 ;

[0063] Figure 6 This is a schematic diagram of the multi-speed transmission mechanism in Example 1. Figure 3 ;

[0064] Figure 7 This is a schematic diagram of the multi-speed transmission mechanism in Example 1. Figure 4 ;

[0065] Figure 8 This is a schematic diagram of the multi-speed transmission mechanism in Example 1. Figure 5 ;

[0066] Figure 9 This is a schematic diagram of the transmission gear assembly in Example 1. Figure 1 ;

[0067] Figure 10 This is a schematic diagram of the transmission gear assembly in Example 1. Figure 2 ;

[0068] Figure 11 This is a schematic diagram of the shift adjustment mechanism in Example 1. Figure 1 ;

[0069] Figure 12 This is a schematic diagram of the shift adjustment mechanism in Example 1. Figure 2 ;

[0070] Figure 13 This is a schematic diagram of the shift adjustment mechanism in Example 1. Figure 3 ;

[0071] Figure 14 This is a schematic diagram of the gear shifting rotary sleeve in Example 1.

[0072] In the diagram: 1. Central shaft; 21. Auxiliary frame; 22. Left support; 23. Right support; 24. Fixed rod; 25. Fixed boss; 31. Input sleeve; 32. Input gear ring; 33. Planetary gear; 34. First sun gear; 35. Transmission sleeve; 36. Second sun gear; 37. Gear disc; 41. Support shaft; 42. Transmission input gear; 43. Transmission output gear; 431. Transmission shaft; 44. Fixed clutch; 45. Movable clutch; 46. Reset elastic element; 4 7. Buffer elastic element; 5. Output gear ring; 6. Output housing; 71. Support frame; 72. First connecting rod; 73. Second connecting rod; 74. Movable frame; 741. Drive pin; 75. Limiting frame; 751. Fixed shaft; 752. Limiting pin; 76. Gear shifting rotary sleeve; 761. Limiting groove; 762. Positioning surface; 763. Gear shifting surface; 764. Transition surface; 765. Positioning groove; 766. Clearance groove; 77. Drive sleeve; 78. Drive ring; 79. Cable. Implementation

[0073] The present invention will be further described in detail below with reference to the accompanying drawings.

[0074] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

[0075] Example 1:

[0076] A speed-changing device, as shown in the reference Figures 1 to 14 The transmission includes a central shaft 1, on which an input mechanism, a multi-speed transmission mechanism, and a shift adjustment mechanism are respectively provided. The transmission also includes an output mechanism. When installed, the central shaft 1 is connected to the frame, so that the central shaft 1 is fixed. In this embodiment, the multi-speed adjustment mechanism includes a left bracket 22 and a right bracket 23. Multiple fixing rods 24 extending from the right bracket 23 are fixedly connected to the left bracket 22. An auxiliary frame 21 connected to the left bracket 22 is fixedly provided on the central shaft 1, so the central shaft 1, the auxiliary frame 21, the left bracket 22, and the right bracket 23 are all fixed. Specifically, multiple fixing bosses 25 are provided on the end face of the left bracket 22, and the auxiliary frame 21 is connected to the fixing bosses 25 by bolts. At the same time, the fixing bosses 25 also create an installation space between the auxiliary frame 21 and the left bracket 22. In this embodiment, the auxiliary frame 21 and the central shaft 1 are integrally formed, thereby reducing the number of parts and facilitating installation. Of course, in other optional embodiments, the auxiliary frame 21 and the central shaft 1 can also be fixedly connected by snap-fit ​​or interference fit, etc., which is not limited here.

[0077] Reference Figures 1 to 14In this embodiment, the multi-speed transmission mechanism also includes multiple transmission gear assemblies supported between the left support 22 and the right support 23, and the multiple transmission gear assemblies are evenly distributed circumferentially. The transmission ratios of any two transmission gear assemblies are different, meaning each transmission gear assembly is an independent transmission component and contributes one gear. Therefore, in this embodiment, the transmission device includes multiple gears corresponding to the transmission gear assemblies. Preferably, the transmission ratios of the multiple transmission gear assemblies are arranged in ascending order circumferentially, thereby ensuring smoothness during gear shifting. Specifically, in this embodiment, the number of transmission gear assemblies is six, thus the transmission device has six gears, which is beneficial for optimizing the riding experience. Of course, in other optional embodiments, the number of transmission gear assemblies can be adjusted as needed, and this is not limited here. In this embodiment, the multiple transmission gear assemblies used to control the number of gears are evenly distributed circumferentially and arranged within the limited axial space between the left support 22 and the right support 23. This not only enables a larger number of gears but also helps optimize the axial dimensions of the transmission device, facilitating its installation on the frame or in the mid-mounted motor.

[0078] Reference Figures 1 to 14 Specifically, in this embodiment, the transmission gear assembly includes a support shaft 41, with its two ends respectively embedded in the left bracket 22 and the right bracket 23. A transmission input gear 42 and a transmission output gear 43 are sequentially mounted on the support shaft 41. The transmission input gear 42 can rotate relative to the support shaft 41, and the transmission output gear 43 can rotate relative to the support shaft 41. In this embodiment, the transmission input gear 42 and the transmission output gear 43 are directly loosely mounted on the support shaft 41, which simplifies the structure and radial dimensions of the transmission gear assembly and facilitates assembly. In other optional embodiments, bearings can be arranged between the support shaft 41 and the transmission input gear 42, and between the support shaft 41 and the transmission output gear 43; this is not limited here. In this embodiment, the end face of the transmission output gear 43 opposite to the transmission input gear 42 extends axially and is provided with... The drive shaft 431 has a locating stop that mates with the input gear 42. The input gear 42 and the locating stop are in a loose fit, meaning torque cannot be transmitted between them. The locating stop improves the stability of the input gear 42 and the output gear 43. Specifically, three washers are fitted on the support shaft 41: one is located between the left bracket 22 and the input gear 42, one is located between the input gear 42 and the drive shaft 431, and one is located between the output gear 43 and the right bracket 23. These three washers provide axial positioning, preventing the input gear 42 and the output gear 43 from moving axially, avoiding contact friction between the input gear 42 and the left bracket 22, and avoiding contact friction between the output gear 43 and the right bracket 23.

[0079] Reference Figures 1 to 14 In this embodiment, the transmission gear assembly further includes a clutch assembly, which is used to realize torque transmission between the transmission input gear 42 and the transmission output gear 43. The clutch assembly includes a disengaged state and an engaged state. In the disengaged state, the torque of the transmission input gear 42 cannot be transmitted to the transmission output gear 43 through the clutch assembly. In the engaged state, the torque of the transmission output gear 43 is transmitted to the transmission output gear 43 through the clutch assembly. In this embodiment, the clutch assembly includes a fixed clutch member 44 coaxially fixedly connected to the transmission input gear 42, and a movable clutch member 45 sleeved on the transmission shaft 431. The movable clutch member 45 is circumferentially linked with the transmission shaft 431, and the movable clutch member 45 can move axially relative to the transmission shaft 431 to engage with the fixed clutch member. 44 engagement; the clutch assembly also includes a reset elastic element 46 acting on the movable clutch 45, the elastic force of the reset elastic element 46 causing the movable clutch 45 to tend to move away from the fixed clutch 44; specifically, the reset elastic element 46 is a compression spring, which is sleeved on the transmission shaft 431, one end of the compression spring is in contact with the transmission input gear 42, and the other end is in contact with the movable clutch 45; the end face of the fixed clutch 44 is provided with active engagement teeth arranged circumferentially, and the end face of the movable clutch 45 is provided with driven engagement teeth that cooperate with the active engagement teeth; after the driven engagement teeth mesh with the active engagement teeth, the torque of the transmission input gear 42 can be transmitted to the movable clutch 45 through the fixed clutch 44, and the movable clutch 45 then transmits the torque to the transmission output gear 43.

[0080] Reference Figures 1 to 14Preferably, the transmission gear assembly further includes a buffer elastic element 47 acting on the transmission input gear 42, such that the transmission input gear 42 has a buffer stroke capable of moving axially relative to the transmission output gear 43; the elastic force of the buffer elastic element 47 causes the transmission input gear 42 to tend to move closer to the transmission output gear 43; specifically, the buffer elastic element 47 is an elastic wave pad, which is sleeved on the support shaft 41 and located between the washer and the transmission input gear 42, and the washer is the washer that contacts the left bracket 22; when the movable clutch 45 moves axially to engage with the fixed clutch 44, if the driven engagement tooth is not aligned and engaged with the driving engagement tooth, the movable clutch 45 will drive the fixed clutch 44 and the transmission input gear 42 to move and compress the buffer. The elastic element 47 prevents jamming. After the driven engagement tooth and the driving engagement tooth are aligned, the buffer elastic element 47 releases its elastic force, causing the transmission input gear 42 and the fixed clutch 44 to move and reset, so that the driven engagement tooth meshes with the driving engagement tooth. In this embodiment, the clutch assembly is a planar overrunning clutch and also has an overrunning state. When the movable clutch 45 is engaged with the fixed clutch 44, if the rotational speed of the movable clutch 45 exceeds that of the fixed clutch 44, the movable clutch 45 drives the fixed clutch 44 and the transmission input gear 42 to move, causing the driven engagement tooth to disengage from the driving engagement tooth. At this time, the clutch assembly enters the overrunning state. The planar overrunning clutch is prior art, so the structure of the driving engagement tooth and the driven engagement tooth will not be described in detail here. In this embodiment, a clutch assembly as a planar clutch is used to realize the torque transmission between the transmission input gear 42 and the transmission output gear 43, which can facilitate the control of the state switching of the clutch assembly. Of course, in other optional embodiments, the connection method of each part in the transmission gear assembly can also be adjusted as needed, which is not limited here.

[0081] Reference Figures 1 to 14 The shift adjustment mechanism controls the clutch components in the multi-speed transmission mechanism to switch between disengaged and engaged states. In other words, the shift adjustment mechanism controls all clutch components simultaneously. When the transmission engages a gear, the clutch component in the corresponding gear assembly is engaged, while the clutch components in the gear assemblies for the other gears are disengaged. This reduces friction and noise, extends the transmission's lifespan, and optimizes the riding experience. The elastic force of the reset elastic element 46 causes the movable clutch 45 and the fixed clutch 44 to tend to separate. That is, the shift adjustment mechanism can control the movable clutch 45 to move axially until it engages with the fixed clutch 44, and then use the elastic force of the reset elastic element 46 to reset the movable clutch 45. Therefore, the reset elastic element 46 simplifies the structure of the shift adjustment mechanism.

[0082] Reference Figures 1 to 14Specifically, in this embodiment, the shift adjustment mechanism includes multiple drive assemblies respectively disposed on the transmission gear assembly; the drive assembly includes a support frame 71, a movable frame 74, and a connecting rod assembly hinged between the support frame 71 and the movable frame 74; the support frame 71 is loosely fitted onto the support shaft 41, and the support frame 71 is located between the movable clutch 45 and the transmission output gear 43; the movable frame 74 is capable of radial movement relative to the support frame 71; the connecting rod assembly includes a push point that contacts the movable clutch 45; wherein, when the movable frame 74 moves radially toward the support frame 71, the shape of the connecting rod assembly changes, thereby causing the push point of the connecting rod assembly to move axially, and the push point drives the movable clutch 45 to move axially to engage with the fixed clutch 44; specifically, two connecting rod assemblies are disposed between the support frame 71 and the movable frame 74, and the two connecting rod assemblies are respectively located on both sides of the support shaft 41, so that the two push points act on the movable clutch 45 simultaneously, which is beneficial to driving the movable clutch 45 to move smoothly.

[0083] Reference Figures 1 to 14 Specifically, the linkage assembly includes a first link 72 hinged to the support frame 71 and a second link 73 hinged to the movable frame 74. The first link 72 and the second link 73 are hinged together. Both the first and second links have abutment points, meaning that both the first link 72 and the second link 73 are in contact with the movable clutch 45. The movable frame 74 drives the second link 73 to move radially. The hinged end of the first link 72 and the support frame 71 cannot move radially, so the first link 72 and the second link 73 deflect respectively, causing the hinged end between the first link 72 and the second link 73 to move axially, thereby pushing the movable clutch 45 to move axially. This embodiment features a multi-speed transmission. After multiple transmission gear assemblies are arranged in the mechanism, the remaining internal space is very limited, so it is impossible to arrange a conventional lead screw structure to generate axial movement to directly drive the movable clutch 45 to move. In this embodiment, the actuation component uses a connecting rod assembly in cooperation with the movable frame 74 to convert radial movement into axial movement, thereby driving the movable clutch 45 to move axially. This structure is very ingenious and makes full use of the limited axial space between the movable clutch 45 and the transmission output gear 43, as well as the limited radial space inside the transmission gear assembly. Of course, in other optional embodiments, the structure of the connecting rod assembly and the support frame 71 can be adjusted as needed, and no limitation is made here.

[0084] Reference Figures 1 to 14Preferably, when the clutch assembly is in the disengaged state, the corresponding first link 72 and second link 73 form an obtuse angle toward the transmission output gear 43, which restricts the movement direction of the pushing point and ensures smooth gear shifting; at this time, the end face of the support frame 71 contacts the end face of the transmission output gear 43; in this embodiment, the gear shifting adjustment mechanism also includes a fixed limiting frame 75, on which a limiting pin 752 is provided for guiding the movable frame 74 to move radially; specifically, the limiting frame 75 is fixedly connected to the left bracket 22. Multiple fixed shafts 751 are connected to keep the limiting frame 75 stationary. In this embodiment, the movable frame 74 is U-shaped, and each movable frame 74 has two limiting pins connected to the limiting frame 75 on its inner side. The two limiting pins 752 contact the two inner side walls of the movable frame 74 respectively, and the movable frame 74 contacts the end face of the limiting frame 75. Therefore, when the movable frame 74 receives a radial force, it can only move radially. Of course, in other optional embodiments, other structures can be used to limit the movement direction of the movable frame 74, which is not limited here.

[0085] Reference Figures 1 to 14The shift adjustment mechanism also includes a shift rotary sleeve 76, the outer wall of which is formed with a drive ring surface. The drive ring surface includes a positioning surface 762, a stop surface 763 protruding radially from the positioning surface 762, and two transition surfaces 764 connecting the positioning surface 762 and the stop surface 763. A drive pin 741 extending radially to contact the drive ring surface is provided on the movable frame 74. The end of the drive pin 741 that contacts the drive ring surface is a ball end, thereby reducing friction. In this embodiment, the length of the drive pin 741 is determined according to the center distance between its corresponding support shaft 41 and the central shaft 1, ensuring that each drive pin 741 contacts the drive ring surface. In this embodiment, the drive ring surface is used to convert rotational motion into radial motion. The gear shifting mechanism further utilizes the limited space, thus optimizing the size of the transmission device. When the transmission device is engaged in one gear, the drive pin 741 of the actuator on the corresponding gear assembly contacts the gear position surface 763, causing the corresponding clutch assembly to be engaged. The drive pins 741 of the actuators on the gear assemblies of the other gears are in contact with the positioning surface 762 or the transition surface 764, so the other clutch assemblies are in disengaged state. In other words, during the rotation of the gear shifting rotary sleeve 76, the gear position surface 763 can be used to make the circumferentially arranged drive pins 741 move radially in sequence, thereby realizing the gear shift. Preferably, the gear shifting rotary sleeve 76 is controlled to cut... During gear shifting, the gear shift surface 763 can simultaneously contact two adjacent drive pins 741. When the transmission is engaged in one gear (fully engaged), the gear shift surface 763 contacts one drive pin 741. The simultaneous contact of the gear shift surface 763 with two adjacent drive pins 741 ensures that the clutch assembly on one of the transmission gear assemblies is always engaged during gear shifting, preventing neutral shifts that could affect the riding experience. Of course, when the gear shift surface 763 is in contact with two drive pins 741 simultaneously, one clutch assembly in the corresponding transmission gear assemblies is engaged, while the other clutch assembly is in an overrunning state. Specifically, in this embodiment, the gear shift surface 763... The gearbox has a positioning groove 765 located in the middle. When the gearbox is engaged in one of the gears, that is, when it is fully engaged, the drive pin 741 of the actuator on the transmission gear assembly corresponding to the gear is embedded in the positioning groove 765 on the gear position surface 763, so that the corresponding clutch assembly is engaged and it is beneficial to maintain the gear position. When the drive pin 741 is embedded in the positioning groove 765, both drive pins 741 on both sides of the drive pin 741 are in contact with the positioning surface 762. Preferably, the outer wall of the gearbox rotary sleeve 76 has a limiting groove 761 that cooperates with the drive pin 741. The drive ring surface is formed on the inner bottom wall of the limiting groove 761. The setting of the limiting groove 761 is beneficial to improving the stability of the drive pin 741.

[0086] Reference Figures 1 to 14In this embodiment, the shifting rotary sleeve 76 is provided with a clearance groove 766 that cooperates with the transmission output gear 43, which is beneficial for optimizing the radial gear. A bearing is provided between the outer wall of the shifting rotary sleeve 76 and the right bracket 23, and between its inner wall and the central shaft 1. Simultaneously, the limiting frame 75 is loosely fitted onto the end of the shifting rotary sleeve 76, and the limiting frame 75, in cooperation with the bearing, provides support for the shifting rotary sleeve 76, ensuring its stability. The shifting adjustment mechanism also includes a drive sleeve 77 that is rolled on the central shaft 1, and a clearance groove 766 is fixedly provided on the inner wall of the drive sleeve 77 to cooperate with the shifting rotary sleeve 76. The drive ring 78 is snapped in place, and the drive ring 78 is linked circumferentially with the shifting rotary sleeve 76. The separate configuration of the shifting rotary sleeve 76, drive sleeve 77, and drive ring 78 facilitates the assembly of various bearings. Of course, in other optional embodiments, the shifting rotary sleeve 76, drive sleeve 77, and drive ring 78 can also be integrally formed, which is not limited here. In this embodiment, a pull cable 79 is sleeved on the drive sleeve 77, and the rotation of the drive sleeve 77 is controlled by the pull cable 79 to perform shifting. Of course, in other optional embodiments, a motor can also be used to drive the shifting rotary sleeve 76 to rotate to perform shifting, which is not limited here.

[0087] Reference Figures 1 to 14 In this embodiment, the output mechanism includes an output housing 6, and the input mechanism includes an input sleeve 31 that is rolled on the central shaft 1. One end of the output housing 6 is rolled on the input sleeve 31, and the other end is rolled on the drive sleeve 77. The output mechanism also includes an output gear ring 5 fixedly disposed on the inner side wall of the output housing 6, and each transmission output gear 43 meshes with the output gear ring 5. In this embodiment, the input mechanism includes a transmission sleeve 35 that passes through the left bracket 22, and a bearing is disposed between the outer side wall of the transmission sleeve 35 and the left bracket 22. One end of the transmission sleeve 35 is provided with a first sun gear 34, and the other end is provided with a second sun gear 36, and a bearing is disposed between the second sun gear 36 and the central shaft 1. Each transmission input gear 42 meshes with the second sun gear. 36 meshing; of course, in other optional embodiments, the second sun gear 36 can also be replaced by a gear ring to simultaneously mesh with each transmission input gear 42, which is not limited here; the input mechanism also includes a planetary gear 33 supported between the auxiliary frame 21 and the left support 22 and meshing with the first sun gear 34, and an input gear ring 32 meshing with the planetary gear 33; the input gear ring 32 is integrally formed with the input sleeve 31; in this embodiment, the input sleeve 31 is provided with a gear disc 37, which is used to connect with the chain and receive power from the pedal; of course, the gear disc 37 can also be replaced by a gear to receive power from the central motor; of course, in other optional embodiments, the input mechanism and the output mechanism can also adopt other structures, which are not limited here.

[0088] Reference Figures 1 to 14In this embodiment, the sum of the number of teeth of the input gear 42 and the output gear 43 in each transmission gear assembly is the same; the number of teeth of the multiple input gears 42 increases in a clockwise direction, and the number of teeth of the multiple output gears 43 decreases in a clockwise direction, with the input gear 42 having the largest number of teeth and the output gear 43 having the smallest number of teeth located in the same transmission gear assembly; this arrangement is to ensure that the second sun gear 36 meshes with each input gear 42, and the output gear ring 5 meshes with each output gear 43; of course, in other optional embodiments, other methods can be used to ensure that each input gear 42 meshes with the second sun gear 36, and each output gear 43 meshes with the output gear ring 5, which is not limited here.

[0089] The working principle is as follows:

[0090] The torque transmission path of the input mechanism is as follows:

[0091] Gear 37, input sleeve 31, input gear ring 32, planetary gear 33, first sun gear 34, transmission sleeve 35 to second sun gear 36.

[0092] The torque transmission paths of the input mechanism, multi-speed transmission mechanism, and output mechanism are as follows:

[0093] Second sun gear 36, transmission input gear, fixed clutch 44, movable clutch 45, transmission shaft 431, transmission output gear 43, output gear ring 5 to output housing 6.

[0094] The gear shifting process is as follows:

[0095] The cable 79 drives the drive sleeve 77 to rotate at a certain angle. The drive sleeve 77 drives the shifting rotating sleeve 76 to rotate at a certain angle through the drive ring 78. Then the positioning groove 765 separates from the drive pin 741 corresponding to the existing gear position, and then rotates to engage with the adjacent drive pin 741, so that the gear transmission device enters the next gear position.

[0096] Example 2:

[0097] A mid-drive motor includes the speed change device of Embodiment 1; of course, when the speed change device of Embodiment 1 is used in a mid-drive motor, some structures will be adjusted as needed, such as the output housing.

[0098] Example 3:

[0099] A vehicle includes the transmission device of Embodiment 1 or the mid-drive motor of Embodiment 2. The vehicle may be a bicycle, an electric-assisted bicycle, an electric motorcycle, or a tricycle, etc.

Claims

1. A speed-changing device, characterized in that: It includes an input mechanism, a multi-speed transmission mechanism, an output mechanism, and a shift adjustment mechanism; The multi-speed transmission mechanism includes multiple transmission gear assemblies arranged circumferentially, and the transmission ratios of any two transmission gear assemblies are different. The transmission gear assembly includes a transmission input gear and a transmission output gear arranged coaxially, and a clutch assembly for transmitting torque is provided between the transmission input gear and the transmission output gear; the clutch assembly includes a disengaged state and an engaged state. Each of the transmission input gears is capable of receiving torque from the input mechanism, and each of the transmission output gears is capable of transmitting torque to the output mechanism; The shift adjustment mechanism is used to control the clutch assembly in the multi-speed transmission mechanism to switch between disengaged and engaged states. The transmission device includes multiple gears that correspond to the transmission gear assembly respectively; when the transmission device is in one of the gears, the clutch assembly in the transmission gear assembly corresponding to that gear is engaged, and the clutch assemblies in the transmission gear assemblies corresponding to the other gears are disengaged. The clutch assembly includes a fixed clutch component that is fixedly connected to the transmission input gear, and a movable clutch component that is circumferentially linked to the transmission output gear; The transmission output gear has a transmission shaft extending from its end face, passing through the movable clutch. The shift adjustment mechanism includes multiple drive components respectively disposed on the transmission gear assembly; The driving component includes: A support frame loosely fitted onto the drive shaft, the support frame being located between the movable clutch and the transmission output gear; A movable frame capable of radial movement relative to the support frame; and, A linkage assembly hinged between a support frame and a movable frame, the linkage assembly including a push point that contacts a movable clutch; When the movable frame moves toward the support frame, it causes the pushing point of the connecting rod assembly to move axially, and the pushing point drives the movable clutch to move axially to engage with the fixed clutch.

2. The speed change device according to claim 1, characterized in that: The movable clutch can move axially relative to the transmission output gear to engage with the fixed clutch, thereby switching the clutch assembly from a disengaged state to an engaged state.

3. The speed change device according to claim 2, characterized in that: The transmission gear assembly also includes a buffer elastic element acting on the transmission input gear, so that the transmission input gear has a buffer stroke that allows it to move axially relative to the transmission output gear; the elastic force of the buffer elastic element causes the transmission input gear to tend to move closer to the transmission output gear.

4. The speed change device according to claim 2, characterized in that: The clutch assembly also includes a reset elastic element that acts on the movable clutch, the elastic force of which causes the movable clutch to tend to move away from the fixed clutch.

5. The speed change device according to claim 4, characterized in that: The movable clutch is circumferentially linked to the drive shaft, and the movable clutch can move axially relative to the drive shaft to engage with the fixed clutch.

6. The speed change device according to claim 1, characterized in that: Two connecting rod assemblies are provided between the support frame and the movable frame, with the two connecting rod assemblies located on both sides of the drive shaft.

7. The speed change device according to claim 1, characterized in that: The linkage assembly includes a first link hinged to the support frame and a second link hinged to the movable frame, wherein the first link and the second link are hinged together. The pushing point is formed on the first link and / or the second link; When the clutch assembly is in the disengaged state, an obtuse angle is formed between its corresponding first and second links toward the transmission output gear.

8. The speed change device according to claim 1, characterized in that: The shift adjustment mechanism also includes a fixed limiting frame, on which a limiting pin is provided to guide the movable frame to move radially.

9. The speed change device according to claim 1, characterized in that: The shift adjustment mechanism further includes a shift rotary sleeve, the outer wall of which is formed with a drive ring surface; the drive ring surface includes a positioning surface, a gear position surface that protrudes radially from the positioning surface, and two transition surfaces connecting the positioning surface and the gear position surface. The movable frame is provided with a drive pin that extends radially to contact the drive ring surface; When the transmission engages one of the gears, the drive pin of the actuator on the gear assembly corresponding to that gear contacts the gear face, thus engaging the corresponding clutch assembly. The drive pins of the actuators on the gear assemblies corresponding to the other gears are in contact with the positioning or transition surfaces, thus disengaging the other clutch assemblies.

10. The speed change device according to claim 9, characterized in that: During the process of controlling the shift sleeve to switch gears, the gear surface can simultaneously contact two adjacent drive pins.

11. The speed change device according to claim 9, characterized in that: The gear position surface is provided with a positioning groove located in the middle position; When the transmission engages a gear, the drive pin of the actuator on the corresponding gear assembly is engaged in the positioning groove on the gear surface, thus putting the corresponding clutch assembly into engagement.

12. The speed change device according to claim 9, characterized in that: The outer wall of the shifting rotary sleeve is provided with a limiting groove that cooperates with the drive pin, and the drive annular surface is formed on the inner bottom wall of the limiting groove.

13. The speed change device according to claim 9, characterized in that: The transmission device also includes a central shaft passing through the input mechanism, the multi-speed transmission mechanism, and the gear shifting adjustment mechanism; The transmission gear assembly also includes a support shaft for supporting the transmission input gear, the clutch assembly, and the transmission output gear; The multi-speed transmission mechanism also includes a left bracket and a right bracket that fix the two ends of the support shaft respectively, and a fixing rod is provided between the left bracket and the right bracket; An auxiliary frame connected to the left support is fixedly installed on the central axis; The shifting rotary sleeve is provided with a clearance groove that cooperates with the transmission output gear; a bearing is provided between the outer wall of the shifting rotary sleeve away from the drive ring surface and the right bracket, and a bearing is provided between the inner wall of the sleeve and the central shaft.

14. The speed change device according to claim 13, characterized in that: The gear shifting adjustment mechanism also includes a drive sleeve that is rolled on the central shaft. The inner side wall of the drive sleeve is fixedly provided with a drive ring that engages with the gear shifting rotating sleeve. The drive ring and the gear shifting rotating sleeve are linked in the circumferential direction.

15. The speed change device according to claim 14, characterized in that: The output mechanism includes an output housing, one end of which is rolledly supported on the outer wall of the drive sleeve. The output mechanism also includes an output gear ring fixedly disposed on the inner side wall of the output housing, and each of the transmission output gears meshes with the output gear ring.

16. The speed change device according to claim 13, characterized in that: The input mechanism includes a transmission sleeve that passes through the left support, and a bearing is provided between the outer wall of the transmission sleeve and the left support; a first sun gear is provided at one end of the transmission sleeve, a second sun gear is provided at the other end, and a bearing is provided between the second sun gear and the central shaft; Each of the aforementioned input gears meshes with the second sun gear; The input mechanism also includes a planetary gear that is supported between the auxiliary frame and the left support and meshes with the first sun gear, and an input gear ring that meshes with the planetary gear; an input sleeve that is fixedly connected to the input gear ring is rolled on the central shaft.

17. The speed change device according to claim 1, characterized in that: The transmission ratios of the plurality of transmission gear assemblies are arranged in an increasing manner along the circumferential direction.

18. The speed change device according to claim 1, characterized in that: The sum of the number of teeth of the input gear and the output gear in each of the aforementioned transmission gear assemblies is the same; The number of teeth of the plurality of transmission input gears increases in a clockwise direction, and the number of teeth of the plurality of transmission output gears decreases in a clockwise direction. The transmission input gear with the largest number of teeth and the transmission output gear with the smallest number of teeth are located in the same transmission gear assembly.

19. The speed change device according to claim 2, characterized in that: The fixed clutch has active engagement teeth arranged circumferentially on its end face, and the movable clutch has driven engagement teeth that cooperate with the active engagement teeth on its end face.

20. A mid-drive motor, characterized in that: The transmission device includes any one of claims 1-19.

21. A vehicle, characterized in that: The transmission device includes any one of claims 1-19.

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