Automatic internal transmission, hub assembly, and vehicle

Abstract

The application provides an automatic internal transmission, which comprises a shaft, an input mechanism, an output mechanism, a transmission mechanism and a centrifugal shift control mechanism; the automatic internal transmission has at least two power transmission paths, i.e., a driving force is transmitted from the input mechanism to the output mechanism, and a driving force is transmitted from the transmission mechanism to the output mechanism; the centrifugal shift control mechanism is rotationally connected to the output mechanism, is arranged at the radial outer side of the transmission mechanism, and can rotate relative to the output mechanism to transmit the driving force from the transmission mechanism to the output mechanism. Meanwhile, the application also provides a wheel hub assembly and a vehicle. Compared with the prior art, the automatic internal transmission, the wheel hub assembly and the vehicle provided by the application have a wider installation space in the axial direction of the automatic internal transmission.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of transmission, in particular to an automatic internal transmission and a vehicle. BACKGROUND

[0002] A bicycle, also known as a cycle or a bike, is a green and environmentally friendly means of transportation, in which a person rides on the bicycle and pedals with his / her feet.

[0003] Internal transmissions are generally divided into manual internal transmissions and automatic internal transmissions. The manual internal transmission needs to manually operate the gear shifter to achieve gear shifting, while the automatic internal transmission can automatically adjust the gear position according to the vehicle speed.

[0004] The automatic internal transmission in the prior art generally includes a shaft, an input mechanism, an output mechanism, a transmission mechanism, and a centrifugal gear shifting control mechanism. When the rotational speed of the output mechanism reaches a certain level, the centrifugal gear shifting control mechanism will combine the corresponding components in the transmission mechanism with the output mechanism under the action of centrifugal force, so that the driving force of the input mechanism can be transmitted to the output mechanism through the transmission mechanism, thereby achieving automatic gear shifting.

[0005] With the gradual development of technology, more and more components need to be arranged in the automatic internal transmission. However, in the automatic internal transmission of the prior art, the centrifugal block needs to occupy a relatively large installation position area in the axial direction, which limits the installable space in the automatic internal transmission, making it difficult to install other components in the automatic internal transmission and limiting the further development of the automatic internal transmission. SUMMARY

[0006] In view of the fact that the centrifugal gear shifting control mechanism needs to occupy a relatively large installation position area in the axial direction in the automatic internal transmission of the prior art, which limits the installable space of other components in the automatic internal transmission, the present application provides an automatic internal transmission, which sets the centrifugal gear shifting control mechanism on the radial outer side of the transmission mechanism, fully utilizes the radial space in the automatic internal transmission, reduces the occupation of the centrifugal gear shifting control mechanism on the axial space in the automatic internal transmission, and thus provides a wider installation space in the automatic internal transmission, which facilitates the installation and arrangement of other components.

[0007] An automatic internal transmission includes a shaft, an input mechanism, an output mechanism, a transmission mechanism, and a centrifugal gear shifting control mechanism.

[0008] The input mechanism and the output mechanism are both rotatably installed on the shaft, and the input mechanism is used to provide driving force to drive the output mechanism to rotate.

[0009] The variable speed mechanism is installed on the shaft and arranged between the input mechanism and the output mechanism, wherein the automatic internal transmission has at least two power transmission paths, i.e., a power transmission path in which driving force is transmitted from the input mechanism to the output mechanism and a power transmission path in which driving force is transmitted from the input mechanism to the output mechanism through the variable speed mechanism.

[0010] The centrifugal shift control mechanism is rotatable relative to the output mechanism to transmit driving force from the input mechanism to the output mechanism through the variable speed mechanism.

[0011] Preferably, the variable speed mechanism comprises at least a first planetary gear train, and the centrifugal shift control mechanism comprises a first centrifugal block and a first clutch control unit.

[0012] The first centrifugal block is rotatably connected to the output mechanism and connected to the first clutch control unit, and the first centrifugal block is arranged on the radial outer side of the variable speed mechanism.

[0013] The first centrifugal block is rotatable relative to the output mechanism to drive the first clutch control unit to rotate, so that driving force transmitted by the input mechanism is transmitted to the output mechanism through the first planetary gear train.

[0014] Preferably, the variable speed mechanism further comprises a second planetary gear train, and the centrifugal shift control mechanism further comprises a second centrifugal block and a second clutch control unit.

[0015] The second centrifugal block is rotatably connected to the output mechanism and connected to the second clutch control unit, and the second centrifugal block is arranged on the radial outer side of the variable speed mechanism.

[0016] The second centrifugal block is rotatable relative to the output mechanism to drive the second clutch control unit to rotate, so that driving force transmitted by the input mechanism is transmitted to the output mechanism through the second planetary gear train.

[0017] Preferably, the first centrifugal block and the second centrifugal block are arranged in a circumferential direction.

[0018] Preferably, the first centrifugal block and the second centrifugal block are rotatably connected to the output mechanism through elastic connecting members, respectively.

[0019] Preferably, the transmission ratio of the first planetary gear train to the output mechanism is greater than the transmission ratio of the input mechanism to the output mechanism, and the transmission ratio of the second planetary gear train to the output mechanism is greater than the transmission ratio of the first planetary gear train to the output mechanism.

[0020] The centrifugal force required for the rotation of the second centrifugal block is greater than the centrifugal force required for the rotation of the first centrifugal block.

[0021] Preferably, the output mechanism comprises a hub and a first end cover connected with the hub;

[0022] The input mechanism is connected with the first end cover;

[0023] The transmission mechanism is arranged between the input mechanism and the first end cover.

[0024] Preferably, the input mechanism is connected with the first end cover through a first clutch controller, and the first clutch controller is connected with the first end cover through a shaft sleeve.

[0025] Preferably, the first clutch controller is connected with the input mechanism through a reset elastic member, and the reset elastic member is used to separate the first clutch controller from the input mechanism when the driving force is transmitted through the transmission mechanism.

[0026] Preferably, a fixing plate is further included;

[0027] In the axial direction, the fixing plate is located at opposite ends of the transmission mechanism with respect to the first end cover, and the fixing plate is connected with the first end cover through a connecting column;

[0028] The first centrifugal block is rotationally connected to the connecting column;

[0029] The second centrifugal block is rotationally connected to the connecting column.

[0030] Preferably, a first avoiding slot is arranged in the first clutch control unit, and a second avoiding slot is arranged in the second clutch control unit;

[0031] The connecting column is connected with the first end cover through the second avoiding slot, the first avoiding slot, and the first end cover;

[0032] The first clutch control unit can avoid the connecting column through the first avoiding slot when rotating;

[0033] The second clutch control unit can avoid the connecting column through the second avoiding slot when rotating.

[0034] Preferably, the output mechanism further comprises a bushing connected with the first end cover;

[0035] The first clutch control unit is used to combine the first planetary gear train with the bushing;

[0036] The second clutch control unit is used to combine the second planetary gear train with the bushing.

[0037] Preferably, the first clutch control unit comprises a first control plate and a second clutch controller connected with the first control plate;

[0038] The first control plate is connected with the first centrifugal block and can rotate with the first centrifugal block to drive the second clutch controller to combine the first planetary gear train with the output mechanism.

[0039] Preferably, the first control plate is provided with a first limiting member.

[0040] The first limiting member is arranged corresponding to the second centrifugal block to limit the rotation range of the second centrifugal block.

[0041] Preferably, the second clutch control unit comprises a second control plate and a third clutch controller connected with the second control plate.

[0042] The second control plate is connected with the second centrifugal block and can rotate with the second centrifugal block to drive the third clutch controller to combine the second planetary gear train with the output mechanism.

[0043] Preferably, the second control plate is provided with a second limiting member.

[0044] The second limiting member is arranged corresponding to the first centrifugal block to limit the rotation range of the first centrifugal block.

[0045] A hub assembly comprising the automatic internal transmission and a power assisting mechanism as claimed in any one of the preceding claims.

[0046] The power assisting mechanism is mounted on the shaft and located in the output mechanism, and the output end is connected with the output mechanism.

[0047] A vehicle applying the hub assembly as claimed in the preceding claims, wherein the hub assembly is mounted on the driving wheel of the vehicle.

[0048] Compared with the prior art, the automatic internal transmission provided by the application comprises a shaft, an input mechanism, an output mechanism, a transmission mechanism and a centrifugal shift control mechanism; the input mechanism and the output mechanism are rotatably installed on the shaft, and the input mechanism is used to provide driving force to drive the output mechanism to rotate; the transmission mechanism is installed on the shaft and arranged between the input mechanism and the output mechanism, wherein the automatic internal transmission has at least two power transmission paths, i.e., driving force is transmitted from the input mechanism to the output mechanism, and driving force is transmitted from the transmission mechanism to the output mechanism; the centrifugal shift control mechanism is rotatably connected to the output mechanism and arranged on the radial outer side of the transmission mechanism, and can rotate relative to the output mechanism to transmit driving force from the transmission mechanism to the output mechanism. The automatic internal transmission arranges the centrifugal shift control mechanism on the radial outer side of the transmission mechanism, so that the centrifugal shift control mechanism can avoid occupying axial space in the automatic internal transmission, the installation space can be narrowed, and the automatic internal transmission has a wider axial installation space, so that other components can be conveniently installed and arranged. BRIEF DESCRIPTION OF DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0050] Figure 1 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0051] Figure 2 A perspective structural schematic view of a hub assembly provided by an embodiment is shown. Figure 1 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0052] Figure 3 A perspective structural schematic view of a hub assembly provided by an embodiment is shown. Figure 2 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0053] Figure 4 A perspective structural schematic view of a hub assembly provided by an embodiment is shown. Figure 3 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0054] Figure 5 A perspective structural schematic view of a hub assembly provided by an embodiment is shown. Figure 3 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0055] Figure 6 A perspective structural schematic view of a hub assembly provided by an embodiment is shown. Figure 3 A perspective structural schematic view of a hub assembly provided by an embodiment is shown.

[0056] Figure 7 Fig. 2 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application; Figure 3 Fig. 3 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle;

[0057] Figure 8 Fig. 4 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism, the fixed plate and the output mechanism according to one embodiment of the present application;

[0058] Figure 9 Fig. 5 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle; Figure 8 Fig. 6 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle;

[0059] Figure 10 Fig. 7 is a schematic diagram of a plan view of the centrifugal shift control mechanism according to one embodiment of the present application;

[0060] Figure 11 Fig. 8 is a schematic diagram of a cross-sectional view along the line B-B shown in Fig. 7; Figure 10 Fig. 9 is a schematic diagram of a cross-sectional view along the line C-C shown in Fig. 7;

[0061] Figure 12 Fig. 10 is a schematic diagram of a cross-sectional view along the line D-D shown in Fig. 7; Figure 10 Fig. 11 is a schematic diagram of a cross-sectional view along the line E-E shown in Fig. 7;

[0062] Figure 13 Fig. 12 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle; Figure 11 Fig. 13 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle;

[0063] Fig. 14 is a schematic diagram of a partial exploded view of the centrifugal shift control mechanism according to one embodiment of the present application from another angle; wherein: the hub assembly-1000, the automatic internal transmission-100, the power assisting mechanism-200, the transmission mechanism-300, the shaft-10, the input mechanism-20, the output mechanism-30, the hub-31, the first end cover-32, the bushing-33, the recess-331, the transmission mechanism-40, the first planetary gear train-41, the first ring gear-411, the first sun gear-412, the second planetary gear train-42, the second ring gear-421, the second sun gear-422, the carrier-43, the centrifugal shift control mechanism-50, the first centrifugal block-51, the first connecting groove-511, the first clutch control unit-52, the first avoiding groove-521, the first control plate-522, the first insertion groove-5221, the first connecting member-5222, the first limiting member-5223, the second clutch control unit-523, the first connecting arm-5231, the second centrifugal block-53, the second connecting groove-531, the second clutch control unit-54, the second avoiding groove-541, the second control plate-542, the second insertion groove-5421, the second connecting member-5422, the second limiting member-5423, the third clutch control unit-543, the second connecting arm-5431, the first clutch control unit-60, the shaft sleeve-70, the fixed plate-80, the connecting column-81, the reset elastic member-90. DETAILED DESCRIPTION

[0064] In order for the person skilled in the art to better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only part of the embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor fall within the scope of protection of the present application.

[0065] It should be noted that when a component is referred to as being "fixed", "attached" or "disposed" on another component, it can be directly on the other component or indirectly on the other component; when a component is "connected" with 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.

[0066] It should be understood that the terms "length", "width", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0067] In addition, the terms "first", "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of", "several" is two or more, unless otherwise explicitly specified.

[0068] It should be understood that the structures, proportions, sizes and the like shown in the drawings of the present application are only used to cooperate with the content disclosed in the specification, to enable the person skilled in the art to understand and read, and do not define the limiting conditions for the implementation of the present application, and therefore do not have technical significance. Any modification of structure, change of proportion relationship or adjustment of size, which does not affect the effects and purposes that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0069] The application provides an automatic internal transmission, which comprises a shaft, an input mechanism, an output mechanism, a transmission mechanism and a centrifugal shift control mechanism; the input mechanism and the output mechanism are rotatably installed on the shaft, and the input mechanism is used to provide driving force to drive the output mechanism to rotate; the transmission mechanism is installed on the shaft and arranged between the input mechanism and the output mechanism, wherein the automatic internal transmission has at least two power transmission paths, i.e., driving force is transmitted from the input mechanism to the output mechanism, and driving force is transmitted from the transmission mechanism to the output mechanism; the centrifugal shift control mechanism is rotatably connected to the output mechanism and arranged on the radial outer side of the transmission mechanism, and can rotate relative to the output mechanism to transmit driving force from the transmission mechanism to the output mechanism. The automatic internal transmission arranges the centrifugal shift control mechanism on the radial outer side of the transmission mechanism, so that the centrifugal shift control mechanism can avoid occupying axial space in the automatic internal transmission, the installation space can be narrowed, the automatic internal transmission has a wider installation space, and the installation and arrangement of other components can be facilitated.

[0070] Please refer to Figures 1 to 13 The embodiment provides an automatic internal transmission 100, which is used to be installed on a driving wheel of a vehicle and is used to automatically shift and speed change according to the vehicle speed during vehicle travel.

[0071] The automatic internal transmission 100 comprises a shaft 10, an input mechanism 20, an output mechanism 30, a transmission mechanism 40 and a centrifugal shift control mechanism 50; the input mechanism 20 and the output mechanism 30 are rotatably installed on the shaft 10, and the input mechanism 20 is used to provide driving force to drive the output mechanism 30 to rotate. That is, the input mechanism 20 is installed on the shaft 10, and the input mechanism 20 can rotate relative to the shaft 10; the output mechanism 30 is installed on the shaft 10, and the output mechanism 30 can rotate relative to the shaft 10. The 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.

[0072] Specifically, in an embodiment, when the automatic internal transmission 100 is installed on a bicycle, the input mechanism 20 can be connected with a pedal of the bicycle through a chain, and the output mechanism 30 is used to be connected with a driving wheel of the bicycle. When a rider rides the bicycle, the rider pedals the pedal, thereby driving the input mechanism 20 to rotate, and then inputting driving force into the automatic internal transmission 100 through the input mechanism 20, and outputting the driving force through the output mechanism 30 to drive the driving wheel of the vehicle to rotate, so as to realize the travel of the vehicle.

[0073] The speed change mechanism 40 is mounted to the shaft 10 and is arranged between the input mechanism 20 and the output mechanism 30. That is, the speed change mechanism 40 is arranged between the input mechanism 20 and the output mechanism 30, and the driving force input from the input mechanism 20 side can be transmitted to the output mechanism 30 side after being changed in speed by the speed change mechanism 40.

[0074] The automatic planetary transmission 100 has at least two power transmission paths, i.e., a path in which the driving force is transmitted from the input mechanism 20 to the output mechanism 30 and a path in which the driving force is transmitted from the input mechanism 20 to the output mechanism 30 via the speed change mechanism 40. That is, the automatic planetary transmission 100 is at least a two-gear automatic planetary transmission, and one gear position is a position in which the driving force is directly transmitted from the input mechanism 20 to the output mechanism 30, and the other gear position is a position in which the driving force is transmitted from the input mechanism 20 to the speed change mechanism 40 and then transmitted from the speed change mechanism 40 to the output mechanism 30.

[0075] The centrifugal shift control mechanism 50 is rotationally connected to the output mechanism 30 and is arranged radially outward of the speed change mechanism 40. The centrifugal shift control mechanism 50 is arranged radially outward of the speed change mechanism 40 in the sense that, in the axial direction, the mounting position of the centrifugal shift control mechanism 50 is located in the same region as the mounting position of the speed change mechanism 40, and in the radial direction, the mounting position of the centrifugal shift control mechanism 50 is located outward of the speed change mechanism 40 (on the side away from the shaft 10). With this arrangement, the axial space required by the centrifugal shift control mechanism 50 in the automatic planetary transmission 100 is reduced, and the radial space in the automatic planetary transmission 100 is fully utilized, so that the overall device is more compact and more space is left for mounting other components. At the same time, the normal operation of the centrifugal shift control mechanism 50 and the speed change mechanism 40 is not affected.

[0076] It should be noted that the axial direction, the radial direction, and the circumferential direction are all based on the axial direction, the radial direction, and the circumferential direction of the shaft 10.

[0077] The centrifugal shift control mechanism 50 is rotatable relative to the output mechanism 30 to transmit the driving force from the input mechanism 20 to the output mechanism 30 via the speed change mechanism 40. That is, the centrifugal shift control mechanism 50 is rotatable relative to the output mechanism 30, so that the centrifugal shift control mechanism 50 is directly or indirectly combined with the output mechanism 30 and the speed change mechanism 40, and the driving force input from the input mechanism 20 is transmitted to the output mechanism 30 via the speed change mechanism 40, so that the power transmission path in the automatic planetary transmission 100 is changed and the shift speed change in the automatic planetary transmission 100 is achieved.

[0078] It should be noted that the coupling component in the centrifugal shift control mechanism 50 can be arranged between the transmission mechanism 40 and the output mechanism 30, so that when the centrifugal shift control mechanism 50 is rotated to a certain angle, the coupling component in the centrifugal shift control mechanism 50 can couple the corresponding components in the transmission mechanism 40 and the corresponding components in the output mechanism 30 with each other, so as to realize gear shifting. Alternatively, the coupling component in the centrifugal shift control mechanism 50 can be arranged in the transmission mechanism 40, so that when the centrifugal shift control mechanism 50 is rotated to a certain angle, the coupling component in the centrifugal shift control mechanism 50 can couple two (or more) components in the transmission mechanism 40 with each other, so as to realize gear shifting. That is, the coupling component of the centrifugal shift control mechanism 50 can be arranged between the transmission mechanism 40 and the output mechanism 30, for controlling the coupling between the transmission mechanism 40 and the output mechanism 30. Alternatively, the coupling component of the centrifugal shift control mechanism 50 can also be arranged in the transmission mechanism 40, for controlling the coupling between the components in the transmission mechanism 40.

[0079] It can be understood that in the prior art automatic derailleur, the centrifugal shift control mechanism needs to occupy a relatively large installation position area in the axial direction, which limits the installable space in the automatic derailleur, making it difficult to install other components in the automatic derailleur. With the gradual development of technology, more and more components need to be arranged in the automatic derailleur, and the limited installable space in the automatic derailleur also limits the further development of the automatic derailleur. Specifically on a bicycle, the width of the bicycle frame is usually fixed. If components are directly and forcibly installed on the automatic derailleur, the overall width of the automatic derailleur will exceed the standard, making it difficult to install the automatic derailleur on the bicycle. Therefore, how to make the automatic derailleur have more installation space without changing the overall width of the automatic derailleur, so that more functional components can be installed in the automatic derailleur, is a problem to be solved in the field.

[0080] The centrifugal shift control mechanism 50 is arranged radially outward of the transmission mechanism 40 in the automatic derailleur 100, so that more axial installation space can be left, making it possible to install other components (such as a power assisting mechanism, a hub lock, etc.) in the automatic derailleur 100, providing a basis for the further development of the automatic derailleur 100.

[0081] Preferably, in an embodiment, the transmission mechanism 40 at least comprises a first planetary gear train 41. The centrifugal shift control mechanism 50 comprises a first centrifugal block 51 and a first clutch control unit 52. The first centrifugal block 51 is rotationally connected to the output mechanism 30 and connected with the first clutch control unit 52, and the first centrifugal block 51 is arranged at the radial outer side of the transmission mechanism 40. Wherein, the first centrifugal block 51 arranged at the radial outer side of the transmission mechanism 40 means that, along the axial direction, the installation position of the first centrifugal block 51 is located at the same region as the installation position of the transmission mechanism 40; and along the radial direction, the installation position of the first centrifugal block 51 is located at the outer side of the transmission mechanism 40 (far away from the shaft 10). Through such arrangement, the axial space required by the first centrifugal block 51 in the automatic transmission 100 is reduced, the radial space in the automatic transmission 100 is fully utilized, the overall device installation is more compact, and more space is left for the installation of other components. At the same time, it will not affect the normal operation of the first centrifugal block 51 and the transmission mechanism 40.

[0082] The first centrifugal block 51 can rotate relative to the output mechanism 30, thereby driving the first clutch control unit 52 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 first centrifugal block 51 can rotate relative to the output mechanism 30, thereby driving the first clutch control unit 52 to rotate, so that the first clutch control unit 52 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, thereby changing the power transmission path in the automatic transmission 100, and different power transmission paths have different transmission ratios, thereby achieving shift speed change in the automatic transmission 100.

[0083] Specifically, in this embodiment, the first centrifugal block 51 is used to control the shift between gear one and gear two. During vehicle travel, when the rotation speed of the output mechanism 30 reaches a certain speed, the first centrifugal block 51 is "thrown out" outward due to the centrifugal force (wherein "thrown out" means that the centrifugal block rotates relative to the output mechanism 30 in the direction away from the shaft 10). Since the first clutch control unit 52 is connected with the first centrifugal block 51, when the first centrifugal block 51 is "thrown out" outward, the first clutch control unit 52 can be driven to rotate, thereby changing the rotation state of the first clutch control unit 52, allowing the combination components in the first clutch control unit 52 to be directly or indirectly combined with the output mechanism 30, changing the power transmission path in the automatic transmission 100, and achieving shift speed change in the automatic transmission 100.

[0084] It should be noted that the coupling component in the first clutch control unit 52 can be arranged between the transmission mechanism 40 and the output mechanism 30, so that when the first centrifugal block 51 drives the first clutch control unit 52 to rotate to a certain angle, the coupling component in the first clutch control unit 52 can couple the corresponding components in the transmission mechanism 40 and the corresponding components in the output mechanism 30 to each other, so as to realize gear shifting. Alternatively, the coupling component in the first clutch control unit 52 can be arranged in the transmission mechanism 40, so that when the first centrifugal block 51 drives the first clutch control unit 52 to rotate to a certain angle, the coupling component in the first clutch control unit 52 can couple two (or more) components in the transmission mechanism 40 to each other, so as to realize gear shifting. That is, the first clutch control unit 52 can be arranged between the transmission mechanism 40 and the output mechanism 30 to control the coupling between the transmission mechanism 40 and the output mechanism 30, or the first clutch control unit 52 can be arranged in the transmission mechanism 40 to control the coupling between the components in the transmission mechanism 40.

[0085] In the automatic internal transmission 100, the first centrifugal block 51 is arranged at the radially outer side of the transmission mechanism 40, so that more axial installation space can be left to make it possible to install other components (such as a power assisting mechanism, a hub lock, etc.) in the automatic internal transmission 100, thereby providing a basis for further development of the automatic internal transmission 100.

[0086] Specifically, in an embodiment, two first centrifugal blocks 51 are arranged in the automatic internal transmission 100, the two first centrifugal blocks 51 are arranged at a circumferential interval from each other, and both of the two first centrifugal blocks 51 are connected to the same first clutch control unit 52, so that the two first centrifugal blocks 51 can operate synchronously with the first clutch control unit 52. Of course, in other embodiments, more or fewer first centrifugal blocks 51 can be arranged in the automatic internal transmission 100. By means of the two first centrifugal blocks 51, the first clutch control unit 52 can be more stably controlled, and the first clutch control unit 52 can be more uniformly stressed, thereby better guaranteeing the stability of gear shifting.

[0087] Preferably, in an embodiment, the transmission mechanism 40 further comprises a second planetary gear train 42. The centrifugal gear shifting control mechanism 50 further comprises a second centrifugal block 53 and a second clutch control unit 54, the second centrifugal block 53 is rotationally connected to the output mechanism 30 and connected to the second clutch control unit 54, and the second centrifugal block 53 is arranged at the radially outer side of the transmission mechanism 40. Similarly, the second centrifugal block 53 arranged at the radially outer side of the transmission mechanism 40 means that, in the axial direction, the installation position of the second centrifugal block 53 is located at the same region as the installation position of the transmission mechanism 40, and in the radial direction, the installation position of the second centrifugal block 53 is located at the outer side of the transmission mechanism 40 (away from the side of the shaft 10).

[0088] The second centrifugal block 53 can rotate relative to the output mechanism 30, thereby driving the second clutch control unit 54 to 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 second centrifugal block 53 can rotate relative to the output mechanism 30, thereby driving the second clutch control unit 54 to rotate, so that the second clutch control unit 54 is directly or indirectly combined with the output mechanism 30 and the second planetary gear train 42, allowing the driving force input by the input mechanism 20 to be transmitted to the output mechanism 30 through the second planetary gear train 42, thereby changing the power transmission path in the automatic derailleur 100 and achieving gear shifting in the automatic derailleur 100.

[0089] That is, in an embodiment, the automatic derailleur 100 is a three-gear automatic derailleur, the first gear position is that the driving force is directly transmitted from the input mechanism 20 to the output mechanism 30, and the transmission path is as shown by line I in FIG. 1. Figure 4 The second gear position is that the driving force is transmitted from the input mechanism 20 to the first planetary gear train 41, and then transmitted from the first planetary gear train 41 to the output mechanism 30, and the transmission path is as shown by line II in FIG. 1. Figure 4 The third gear position is that the driving force is transmitted from the input mechanism 20 to the second planetary gear train 42, and then transmitted from the second planetary gear train 42 to the output mechanism 30, and the transmission path is as shown by line III in FIG. 1. Figure 4

[0090] It can be understood that the automatic derailleur 100 can be an automatic derailleur with any number of gears according to actual needs. In the embodiment shown in the drawings, only a three-gear automatic derailleur 100 is described as an example.

[0091] Specifically, in an embodiment, two second centrifugal blocks 53 are provided in the automatic derailleur 100, the two second centrifugal blocks 53 are circumferentially spaced apart from each other, and both of the two second centrifugal blocks 53 are connected to the same second clutch control unit 54, so that the two second centrifugal blocks 53 can operate synchronously with the second clutch control unit 54. Of course, in other embodiments, more or fewer second centrifugal blocks 53 can be provided in the automatic derailleur 100. By using two second centrifugal blocks 53, the second clutch control unit 54 can be more stably controlled, and the second clutch control unit 54 can be more uniformly stressed, thereby better ensuring the stability of gear shifting.

[0092] Similarly, the second clutch control unit 54 can be arranged between the transmission mechanism 40 and the output mechanism 30, for controlling the combination of the transmission mechanism 40 and the output mechanism 30; or the second clutch control unit 54 can also be arranged in the transmission mechanism 40, for controlling the combination of components in the transmission mechanism 40.

[0093] ​In order to ensure that the output mechanism 30 speed reduction, the first centrifugal block 51, the second centrifugal block 53 can reset. Preferably, in an embodiment, the first centrifugal block 51, the second centrifugal block 52 is respectively connected to the output mechanism 30 through the elastic connecting piece (such as torsional spring, tension spring, etc.). That is, the first centrifugal block 51 and the output mechanism 30 are connected through the first elastic connecting piece, and the second centrifugal block 53 and the output mechanism 30 are connected through the second elastic connecting piece. Thus, when the output mechanism 30 speed is reduced, the second elastic connecting piece can be driven by the elastic restoring force to reset the second centrifugal block 53, so that the second clutch control unit 54 is separated from the second planetary gear train 42. Similarly, when the output mechanism 30 speed is reduced to a certain extent, the first elastic connecting piece can be driven by the elastic restoring force to reset the first centrifugal block 51, so that the first clutch control unit 52 is separated from the first planetary gear train 41.

[0094] It can be understood that, due to the first elastic connecting piece, the second elastic connecting piece, the first centrifugal block 51, the second centrifugal block 53 "throw out" respectively need to overcome the elastic force exerted by the first elastic connecting piece, the second elastic connecting piece. In an embodiment, the first elastic connecting piece, the second elastic connecting piece can select different stiffness coefficients, so that the first centrifugal block 51, the second centrifugal block 53 "throw out" time can be more accurate control.

[0095] Preferably, in an embodiment, the transmission ratio between the first planetary gear train 41 and the output mechanism 30 is greater than the transmission ratio between the input mechanism 20 and the output mechanism 30, and the transmission ratio between the second planetary gear train 42 and the output mechanism 30 is greater than the transmission ratio between the first planetary gear train 41 and the output mechanism 30. The centrifugal force required for the second centrifugal block 53 to rotate is greater than the centrifugal force required for the first centrifugal block 51 to rotate. Among them, the specific structure for realizing that the centrifugal force required for the second centrifugal block 53 to rotate is greater than the centrifugal force required for the first centrifugal block 51 to rotate can be: the second centrifugal block 53, the first centrifugal block 51 are set to different masses, so as to realize that the second centrifugal block 53 is "thrown out" after the first centrifugal block 51; or the first elastic connecting piece, the second elastic connecting piece select different stiffness coefficients, so as to realize that the second centrifugal block 53 is "thrown out" after the first centrifugal block 51; or the second centrifugal block 53, the first centrifugal block 51 are set to different masses, and the first elastic connecting piece, the second elastic connecting piece select different stiffness coefficients, so as to realize that the second centrifugal block 53 is "thrown out" after the first centrifugal block 51.

[0096] Specifically, in this embodiment, the first centrifugal block 51 is used to control the shift between one gear and two gears, and the second centrifugal block 53 is used to control the shift between two gears and three gears.

[0097] When the output mechanism 30 reaches a certain speed during the vehicle running, the first centrifugal block 51 is thrown outward due to the centrifugal force, and drives the first clutch control unit 52 to rotate, changes the rotation state of the first clutch control unit 52, and makes the combination part in the first clutch control unit 52 directly or indirectly combined with the output mechanism 30, changes the power transmission path in the automatic manual transmission 100, and realizes the gear shifting of the automatic manual transmission 100. When the speed of the output mechanism 30 further increases to a certain speed, the second centrifugal block 53 is thrown outward due to the centrifugal force, and drives the second clutch control unit 54 to rotate, changes the rotation state of the second clutch control unit 54, and makes the combination part in the second clutch control unit 54 directly or indirectly combined with the output mechanism 30, changes the power transmission path in the automatic manual transmission 100, and realizes the gear shifting of the automatic manual transmission 100.

[0098] Preferably, in an embodiment, the first centrifugal block 51 and the second centrifugal block 53 are arranged in a circumferential direction. That is, the first centrifugal block 51 and the second centrifugal block 53 are arranged in a circumferential direction, so that the first centrifugal block 51 and the second centrifugal block 53 can better avoid mutual interference during operation, and better guarantee the reliability of gear shifting.

[0099] Preferably, in an embodiment, the output mechanism 30 includes a hub 31 and a first end cover 32 connected with the hub 31, the input mechanism 20 is connected with the first end cover 32, and the transmission mechanism 40 is arranged between the input mechanism 20 and the first end cover 32. That is, the driving force input by the input mechanism 20 drives the first end cover 32, so as to be transmitted to the hub 31 through the first end cover 32.

[0100] Preferably, in an embodiment, the input mechanism 20 is connected with the first end cover 32 through the first clutch controller 60, and the first clutch controller 60 is connected with the first end cover 32 through the shaft sleeve 70. That is, the input mechanism 20 and the first end cover 32 are connected through the first clutch controller 60 to transmit power. In the first gear, the driving force transmitted by the input mechanism 20 is directly transmitted to the first end cover 32 by the first clutch controller 60 for output. When the speed of the output mechanism 30 is increased, the centrifugal gear shifting control mechanism 50 operates, and the speed output from the transmission mechanism 40 is higher than the speed output directly from the input mechanism 20, so that the speed output from the transmission mechanism 40 will exceed the speed output directly from the input mechanism 20, and the driving force on the first end cover 32 is transmitted by the transmission mechanism 40. It can be understood that, in general, the hardness of the first end cover 32 will be softer than the hardness of the combined parts in the first clutch controller 60 (for example, the first end cover 32 is made of aluminum alloy, and the combined parts of the first clutch controller 60 are made of steel), and if the first clutch controller 60 is directly in contact with the first end cover 32, it will cause indentation on the surface of the first end cover 32. By providing the shaft sleeve 70, the first clutch controller 60 is prevented from directly contacting the first end cover 32 to cause indentation. Specifically, in an embodiment, the first clutch controller 60 is a roller clutch controller, and the first clutch controller includes a retainer and rollers arranged on the retainer, and the shaft sleeve 70 is used to protect the inner circumferential surface of the first end cover 32 to prevent the rollers from directly contacting the inner circumferential surface of the first end cover 32 to cause indentation.

[0101] Preferably, in an embodiment, the first clutch controller 60 is connected with the input mechanism 20 through the reset elastic member 90 (such as a torsion spring, a tension spring, etc.), and the reset elastic member 90 is used to separate the first clutch controller 60 from the input mechanism 20 when the driving force is transmitted through the transmission mechanism 40. Specifically, in an embodiment, the reset elastic member 90 is indirectly connected with the input mechanism 20, and the reset spring 90 is connected to the planet carrier 43 connected with the input mechanism 20. It can be understood that, in the automatic internal transmission 100, when the power is output through the first planetary gear set 41 or the second planetary gear set 42, the speed of the first end cover 32 is higher than the speed of the input mechanism 20, and at this time, the reset elastic member 90 can apply a torsional force to the planet carrier 43, so that the first clutch controller 60 and the planet carrier 43 are kept in a separated state, thereby reducing the resistance in the transmission process. If the reset elastic member 90 is not provided, the first clutch controller 60 and the planet carrier 43 will occasionally separate and occasionally combine.

[0102] Preferably, in an embodiment, the automatic planetary gearbox 100 further comprises a fixed plate 80. The fixed plate 80 is located at opposite ends of the transmission mechanism 40 along the axial direction with the first end cover 32, and the fixed plate 80 is connected with the first end cover 32 through a connecting column 81, so that the fixed plate 80 can rotate synchronously with the first end cover 32. The first centrifugal block 51 is rotatably connected to the connecting column 81, and the second centrifugal block 53 is rotatably connected to the connecting column 81. That is, in this embodiment, the first centrifugal block 51 and the second centrifugal block 53 are indirectly connected with the first end cover 32 through the connecting column 81. Through this structure, the reliability of the first centrifugal block 51 and the second centrifugal block 53 after installation can be better guaranteed. Specifically, in an embodiment, the connecting column 81 is specifically a pin. The connecting column 81 is specifically provided with four, and each connecting column 81 corresponds to connect one first centrifugal block 51 or second centrifugal block 53.

[0103] Preferably, in an embodiment, the first clutch control unit 52 is provided with a first avoiding slot 521, and the second clutch control unit 54 is provided with a second avoiding slot 541. The connecting column 81 is connected with the first end cover 32 through the second avoiding slot 541 and the first avoiding slot 521. That is, the connecting column 81 passes through the second clutch control unit 54 and the first clutch control unit 52, and through this structure, the occupied radial space is better reduced, the overall structure is more compact, and the interference between components is better avoided.

[0104] The first clutch control unit 52 can avoid the connecting column 81 through the first avoiding slot 521 when rotating. That is, the first clutch control unit 52 can avoid interference with the connecting column 81 through the first avoiding slot 521 when rotating. Specifically, the first avoiding slot 521 penetrates the first clutch control unit 52 along the axial direction, and the first avoiding slot 521 is arranged to extend along the circumferential direction. And the extension distance of the first avoiding slot 521 along the circumferential direction can be selected according to the angle that the first clutch control unit 52 can rotate, as long as it can be ensured that the first clutch control unit 52 will not contact the connecting column 81 when the first clutch control unit 52 rotates.

[0105] The second clutch control unit 54 can avoid the connecting column 81 through the second avoiding slot 541 when rotating. That is, the second clutch control unit 54 can avoid interference with the connecting column 81 through the second avoiding slot 541 when rotating. Specifically, the second avoiding slot 541 penetrates the second clutch control unit 54 along the axial direction, and the second avoiding slot 541 is arranged to extend along the circumferential direction. And the extension distance of the second avoiding slot 541 along the circumferential direction can be selected according to the angle that the second clutch control unit 54 can rotate, as long as it can be ensured that the second clutch control unit 54 will not contact the connecting column 81 when the second clutch control unit 54 rotates.

[0106] Preferably, in an embodiment, the output mechanism 30 further comprises a sleeve 33, which is connected with the first end cover 32. The first clutch control unit 52 is used to combine the first planetary gear train 41 with the sleeve 33. That is, when the first centrifugal block 51 "throws out" to drive the first clutch control unit 52 to rotate, the first clutch control unit 52 combines the first planetary gear train 41 with the sleeve 33 to realize gear shifting. The second clutch control unit 54 is used to combine the second planetary gear train 42 with the sleeve 33. That is, when the second centrifugal block 53 "throws out" to drive the second clutch control unit 54 to rotate, the second clutch control unit 54 combines the second planetary gear train 42 with the sleeve 33 to realize gear shifting. Through this structure, the reliability of gear shifting can be better guaranteed.

[0107] Specifically, in an embodiment, a groove 331 is formed on the inner circumferential surface of the sleeve 33. When the first clutch control unit 52 is not driven by the first centrifugal block 51, the combination part in the first clutch control unit 52 is located in the groove 331, and the combination part in the first clutch control unit 52 is spaced apart from the sleeve 33. When the first clutch control unit 52 is driven by the first centrifugal block 51 to rotate, the combination part in the first clutch control unit 52 moves relative to the groove 331, so that the combination part in the first clutch control unit 52 is in contact with the inner circumferential surface of the sleeve 33. Similarly, when the second clutch control unit 54 is not driven by the second centrifugal block 53, the combination part in the second clutch control unit 54 is located in the groove 331, and when the second clutch control unit 54 is driven by the second centrifugal block 53 to rotate, the combination part in the second clutch control unit 54 is in contact with the inner circumferential surface of the sleeve 33.

[0108] Preferably, in an embodiment, the first clutch control unit 52 comprises a first control plate 522 and a second clutch controller 523 connected with the first control plate 522. The first control plate 522 is connected with the first centrifugal block 51, and the first control plate 522 can be driven by the first centrifugal block 51 to rotate, so as to drive the second clutch controller 523 to rotate, so that the second clutch controller 523 combines the first planetary gear train 41 with the output mechanism 30. That is, in this embodiment, after the first centrifugal block 51 "throws out", the first control plate 522 is driven to rotate, and the first control plate 522 drives the second clutch controller 523 to rotate, so that the first planetary gear train 41 is combined with the output mechanism 30 through the second clutch controller 523. Since the rotation speed of the first planetary gear train 41 output is greater than the rotation speed of the input mechanism 20 directly output, the driving force input by the input mechanism 20 in the automatic internal gearbox 100 is transmitted to the output mechanism 30 through the first planetary gear train 41, so that the automatic internal gearbox 100 is shifted to the second gear.

[0109] Specifically, in an embodiment, the specific connection structure between the second clutch controller 523 and the first control plate 522 is that the first control plate 522 is provided with a first connecting arm 5231 which is inserted into a first slot 5221 of the first control plate 522. Specifically, the first avoiding slot 521 is opened on the first control plate 522.

[0110] Specifically, in an embodiment, the specific connection structure between the first control plate 522 and the first centrifugal block 51 is that the first centrifugal block 51 is provided with a first connecting slot 511, and the first control plate 522 is provided with a first connecting piece 5222 which is inserted into the first connecting slot 511. When the first centrifugal block 51 is “thrown out”, the inner wall of the first connecting slot 511 drives the first connecting piece 5222, thereby driving the first control plate 522 to rotate.

[0111] Preferably, in an embodiment, the first control plate 522 is provided with a first limiting piece 5223. The first limiting piece 5223 corresponds to the second centrifugal block 53 and is used to limit the rotation amplitude of the second centrifugal block 53. That is, the setting position of the first limiting piece 5223 on the first control plate 522 corresponds to the position of the second centrifugal block 53. It can be understood that when the second centrifugal block 53 is “thrown out” to complete gear shifting, if the rotation speed of the output mechanism 30 further increases, the centrifugal force acting on the second centrifugal block 53 will further increase, thereby making the second centrifugal block 53 enter a larger rotation amplitude. If the second centrifugal block 53 is allowed to further rotate, the second centrifugal block 53 is likely to collide with the hub 31, causing interference between components, and even damage. The setting of the first limiting piece 5223 can well block the second centrifugal block 53, avoid the second centrifugal block 53 from being further “thrown out” due to the increase of centrifugal force after completing gear shifting, and avoid interference between the second centrifugal block 53 and other components.

[0112] Preferably, in an embodiment, the second clutch control unit 54 comprises a second control plate 542 and a third clutch controller 543 connected with the second control plate 542. The second control plate 542 is connected with the second centrifugal block 53, and the second control plate 542 can rotate under the driving of the second centrifugal block 53 to drive the third clutch controller 543 to rotate, so that the third clutch controller 543 combines the second planetary gear train 42 with the output mechanism 30. That is, in this embodiment, after the second centrifugal block 53 "spins out", the second control plate 542 is driven to rotate, and the second control plate 542 drives the third clutch controller 543 to rotate, thereby combining the second planetary gear train 42 with the output mechanism 30 through the third clutch controller 543. Since the rotation speed output by the second planetary gear train 42 is greater than the rotation speed output by the first planetary gear train 41, the driving force input by the input mechanism 20 of the automatic derailleur 100 is automatically transmitted to the output mechanism 30 via the second planetary gear train 42, so that the automatic derailleur 100 is shifted to the third gear.

[0113] Specifically, in an embodiment, the specific connection structure between the third clutch controller 543 and the second control plate 542 is that the third clutch controller 543 is provided with a second connecting arm 5431, and the second connecting arm 5431 is inserted into a second slot 5421 of the second control plate 542. Specifically, the second avoiding slot 541 is opened on the second control plate 542.

[0114] Specifically, in an embodiment, the specific connection structure between the second control plate 542 and the second centrifugal block 53 is that the second centrifugal block 53 is provided with a second connecting slot 531, and the second control plate 542 is provided with a second connecting piece 5422, and the second connecting piece 5422 is inserted into the second connecting slot 531. When the second centrifugal block 53 "spins out", the inner wall of the second connecting slot 531 drives the second connecting piece 5422, thereby driving the second control plate 542 to rotate.

[0115] Preferably, in an embodiment, the second control plate 542 is provided with a second limiting piece 5423. The second limiting piece 5423 corresponds to the first centrifugal block 51 and is used to limit the rotation amplitude of the first centrifugal block 51. That is, the position of the second limiting piece 5423 on the second control plate 542 corresponds to the position of the first centrifugal block 51. Similarly, by providing the second limiting piece 5423, the first centrifugal block 51 can be well blocked, so as to avoid the first centrifugal block 51 from "spinning out" further due to the increase of centrifugal force after completing gear shifting, and to avoid the first centrifugal block 51 from interfering with other components.

[0116] Specifically, in an embodiment, the second clutch controller 523 is used to couple the first ring gear 411 in the first planetary gear set 41 with the bushing 33. The third clutch controller 543 is used to couple the second ring gear 421 in the second planetary gear set 42 with the bushing 33.

[0117] Specifically, in an embodiment, the first sun gear 412 in the first planetary gear set 41 is directly machined on the shaft 10, and the second sun gear 422 in the second planetary gear set 42 is connected by a key. With this structure, the difficulty of manufacturing and installing the automatic derailleur 100 is reduced.

[0118] Specifically, in an embodiment, the carrier 43, the first clutch controller 60, and the shaft sleeve 70 jointly constitute an overrunning clutch, the first ring gear 411, the second clutch controller 523, and the bushing 33 jointly constitute an overrunning clutch, and the second ring gear 421, the third clutch controller 543, and the bushing 33 jointly constitute an overrunning clutch. The first clutch controller 60, the second clutch controller 523, and the third clutch controller 543 all adopt a roller type structure. Of course, in other embodiments, the first clutch controller 60, the second clutch controller 523, and the third clutch controller 543 can also adopt other forms of clutch controllers, such as a pawl type, a wedge type, a combination of a pawl and a roller, etc.

[0119] Meanwhile, in an embodiment, a hub assembly 1000 is also provided, which comprises any of the automatic derailleur 100 described above and a power assisting mechanism 200, the power assisting mechanism 200 being installed on the shaft 10 and located in the output mechanism 30, and an output end of the power assisting mechanism 200 being connected with the output mechanism 30. When the hub assembly 1000 is installed on a vehicle, the power assisting mechanism 200 and the input mechanism 20 can simultaneously provide driving force to the output mechanism 30. That is, the power assisting mechanism 200 can additionally provide driving force to the output mechanism 30, so as to reduce the riding burden.

[0120] Specifically, in an embodiment, the power assisting mechanism 200 is an electric motor, a transmission mechanism 300 is arranged on an output shaft of the power assisting mechanism 200, and the transmission mechanism 300 is connected with the output mechanism 30. The transmission mechanism 300 can specifically adopt a planetary gear set.

[0121] Meanwhile, in an embodiment, a vehicle is also provided, which applies the hub assembly 1000 described above, and the hub assembly 1000 is installed on a driving wheel of the vehicle.

[0122] Specifically, in an embodiment, the vehicle can specifically be a bicycle.

[0123] The above merely describes the embodiments of the present application, and it should be pointed out that, for those skilled in the art, improvements can be made without departing from the inventive concept, and these all belong to the protection scope of the present application.

Claims

1. An automatic planetary gear transmission, characterized in that The automatic internal gearbox comprises a shaft (10), an input mechanism (20), an output mechanism (30), a gear shifting mechanism (40) and a centrifugal gear shifting control mechanism (50); The input mechanism (20) and the output mechanism (30) are rotatably mounted on the shaft (10), and the input mechanism (20) is used to provide driving force to drive the output mechanism (30) to rotate; The gear shifting mechanism (40) is mounted on the shaft (10) and arranged between the input mechanism (20) and the output mechanism (30); The automatic internal gearbox has at least two power transmission paths, i.e., the driving force is transmitted from the input mechanism (20) to the output mechanism (30), and the driving force is transmitted from the gear shifting mechanism (40) to the output mechanism (30); The centrifugal gear shifting control mechanism (50) is rotatably connected to the output mechanism (30) and arranged radially outside the gear shifting mechanism (40), and can rotate relative to the output mechanism (30) to transmit the driving force from the gear shifting mechanism (40) to the output mechanism (30); The centrifugal gear shifting control mechanism (50) comprises a combination component for controlling the mutual combination of components in the gear shifting mechanism (40) or the mutual combination of the gear shifting mechanism (40) and the output mechanism (30) to realize gear shifting.

2. The automatic derailleur according to claim 1, characterized in that, The gear shifting mechanism (40) comprises a first planetary gear train (41), and the centrifugal gear shifting control mechanism (50) comprises a first centrifugal block (51) and a first clutch control unit (52); The first centrifugal block (51) is rotatably connected to the output mechanism (30) and connected with the first clutch control unit (52), and the first centrifugal block (51) is arranged radially outside the gear shifting mechanism (40); The first centrifugal block (51) can rotate relative to the output mechanism (30) to drive the first clutch control unit (52) 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).

3. The automatic derailleur according to claim 2, characterized in that, The gear shifting mechanism (40) further comprises a second planetary gear train (42), and the centrifugal gear shifting control mechanism (50) further comprises a second centrifugal block (53) and a second clutch control unit (54); The second centrifugal block (53) is rotatably connected to the output mechanism (30) and connected with the second clutch control unit (54), and the second centrifugal block (53) is arranged radially outside the gear shifting mechanism (40); The second centrifugal block (53) can rotate relative to the output mechanism (30) to drive the second clutch control unit (54) to 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).

4. The automatic derailleur according to claim 3, characterized in that, The first centrifugal block (51) and the second centrifugal block (53) are arranged in a circumferential direction.

5. The automatic derailleur according to claim 3, characterized in that, The first centrifugal block (51) and the second centrifugal block (53) are rotatably connected to the output mechanism (30) through elastic connecting members, respectively.

6. The automatic derailleur according to claim 5, characterized in that, The transmission ratio of the first planetary gear system (41) to the output mechanism (30) is greater than the transmission ratio of the input mechanism (20) to the output mechanism (30), and the transmission ratio of the second planetary gear system (42) to the output mechanism (30) is greater than the transmission ratio of the first planetary gear system (41) to the output mechanism (30); The centrifugal force required for the rotation of the second centrifugal block (53) is greater than the centrifugal force required for the rotation of the first centrifugal block (51).

7. The automatic derailleur according to any one of claims 3 to 6, characterized in that, The output mechanism (30) comprises a hub (31) and a first end cover (32) connected with the hub (31); The input mechanism (20) is connected with the first end cover (32); The transmission mechanism (40) is arranged between the input mechanism (20) and the first end cover (32).

8. The automatic derailleur according to claim 7, characterized in that, The input mechanism (20) and the first end cover (32) are connected through a first clutch controller (60), and the first clutch controller (60) and the first end cover (32) are connected through a shaft sleeve (70).

9. The automatic derailleur according to claim 8, characterized in that, The first clutch controller (60) is connected with the input mechanism (20) through a reset elastic member (90), and the reset elastic member (90) is used to separate the first clutch controller (60) from the input mechanism (20) when the driving force is transmitted through the transmission mechanism (40).

10. The automatic derailleur according to claim 8, characterized in that, Further comprising a fixing plate (80); In the axial direction, the fixing plate (80) is located at opposite ends of the transmission mechanism (40) with the first end cover (32), and the fixing plate (80) is connected with the first end cover (32) through a connecting column (81); The first centrifugal block (51) is rotationally connected to the connecting column (81); The second centrifugal block (53) is rotationally connected to the connecting column (81).

11. The automatic derailleur according to claim 10, characterized in that, The first clutch control unit (52) is provided with a first avoiding groove (521), and the second clutch control unit (54) is provided with a second avoiding groove (541); The connecting column (81) is connected with the first end cover (32) through the second avoiding groove (541) and the first avoiding groove (521); The first clutch control unit (52) can avoid the connecting column (81) through the first avoiding groove (521) when rotating; The second clutch control unit (54) can avoid the connecting column (81) through the second avoiding groove (541) when rotating.

12. The automatic derailleur according to claim 8, characterized in that, The output mechanism (30) further comprises a bushing (33), and the bushing (33) is connected with the first end cover (32); The first clutch control unit (52) is used to combine the first planetary gear system (41) with the bushing (33); The second clutch control unit (54) is used to combine the second planetary gear system (42) with the bushing (33).

13. The automatic derailleur according to any one of claims 3, 4, 5, 6, 8, 9, 10, 11, 12, characterized in that, The first clutch control unit (52) comprises a first control plate (522) and a second clutch controller (523) connected with the first control plate (522); The first control plate (522) is connected with the first centrifugal block (51) and can rotate under the driving of the first centrifugal block (51) to drive the second clutch controller (523) to rotate, so that the second clutch controller (523) combines the first planetary gear train (41) with the output mechanism (30).

14. The automatic derailleur according to claim 13, characterized in that, The first control plate (522) is provided with a first limiting piece (5223); The first limiting piece (5223) is arranged corresponding to the second centrifugal block (53) to limit the rotation amplitude of the second centrifugal block (53).

15. The automatic derailleur according to claim 13, characterized in that, The second clutch control unit (54) comprises a second control plate (542) and a third clutch controller (543) connected with the second control plate (542); The second control plate (542) is connected with the second centrifugal block (53) and can rotate under the driving of the second centrifugal block (53) to drive the third clutch controller (543) to rotate, so that the third clutch controller (543) combines the second planetary gear train (42) with the output mechanism (30).

16. The automatic derailleur according to claim 15, characterized in that, The second control plate (542) is provided with a second limiting piece (5423); The second limiting piece (5423) is arranged corresponding to the first centrifugal block (51) to limit the rotation amplitude of the first centrifugal block (51).

17. A wheel hub assembly characterized by, The automatic internal gearbox (100) comprises a power-assisted mechanism (200); The power-assisted mechanism (200) is installed on the shaft (10) and located in the output mechanism (30), and the output end is connected with the output mechanism (30).

18. A vehicle characterized by comprising: The hub assembly (1000) is installed on the driving wheel of the vehicle.

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