A manual-automatic internal variable-speed hub and a bicycle

Abstract

The present application belongs to the technical field of internal transmission, and particularly relates to a manual-automatic internal speed-changing hub and a bicycle. The manual-automatic internal speed-changing hub is provided with a torque-assisting mechanism. During the downshifting process, the first connecting member and the second connecting member rotate relative to each other, the first end and the second end of the first reset member gradually approach each other, and the first reset member is compressed. At this time, the first stopper of the first connecting member leaves the avoidance area of the first assisting pawl, and the blocking of the first assisting pawl is released. The first assisting pawl is lifted up under the action of the second reset member and is stuck in the first connecting groove of the torque constraint member, so that the second connecting member and the third connecting member rotate in the same direction following the torque constraint member. The torque from the second transmission member is sequentially transmitted to the second connecting member, the third connecting member, and the operating device through the torque constraint member, thereby overcoming the bite force generated by the shift pawl and the locking groove of the sun gear, so that the shift pawl is smoothly retracted, and the downshifting operation is smoothly completed.

Description

Technical Field

[0001] This application belongs to the technical field of internal transmissions, and particularly relates to a manual-automatic integrated internal transmission hub and a bicycle. Background Art

[0002] Due to its enclosed structure, the internal transmission hub is basically not affected by external rain, dust, and oil stains, and has the characteristics of low failure rate and maintenance-free.

[0003] Chinese Patent Document CN116353248A discloses a manual-automatic integrated internal transmission hub and a bicycle, which specifically includes that a buffer structure is connected between a driving mechanism and a control mechanism. By setting the buffer structure, the controller obtains the gear position information of the shift execution gear and the gear position information of the shift protection part and compares the two gear position information. When the gear position information is synchronized, it means that the previous shift is normal, and the next shift is normally executed. When the gear position information is inconsistent, it means that a jamming phenomenon occurs. Then the controller needs to call a specific program to control the driving device to eliminate the jamming phenomenon and then execute the next shift, protecting the driving mechanism during jamming.

[0004] However, although the buffer structure can eliminate the jamming phenomenon, the gear position will reset to the gear position before shifting and cannot successfully shift gears. Therefore, the existing technology needs to be improved and developed. Summary of the Invention

[0005] The purpose of this application is to provide a manual-automatic integrated internal transmission hub and a bicycle. By setting a torque assistance mechanism, when jamming occurs, the torque of the transmission mechanism other than the driving mechanism is input to the control device of the control mechanism to overcome the biting force between the shift pawl and the sun gear, so as to achieve the purpose of smooth shifting and prevent the driving device from being blocked.

[0006] To solve the above technical problems, a manual-automatic integrated internal transmission hub provided by this application includes a spindle, a transmission mechanism, a driving mechanism, a control mechanism, an input member, and an output member. The spindle is fixed to the frame, and the driving mechanism, the control mechanism, and the transmission mechanism are sequentially connected and all installed on the spindle;

[0007] The input member is fixedly connected to the transmission mechanism and is used to input torque to the transmission mechanism;

[0008] The output member is connected to the transmission mechanism and is used to output torque to the wheel;

[0009] The transmission mechanism includes a second transmission member, and the second transmission member has torque in a first rotation direction;

[0010] The transmission mechanism has at least one transmission ratio;

[0011] The driving mechanism is electrically driven. The driving mechanism drives the operating mechanism to rotate to a specific angle manually and / or automatically, changes the transmission relationship of each component in the transmission mechanism, and realizes the change of the transmission ratio of the transmission mechanism.

[0012] It further includes a torque assistance mechanism. One end of the torque assistance mechanism is connected to the operating mechanism, and the other end is respectively connected to the second transmission member and the driving mechanism. The torque assistance mechanism includes a first connecting member, a second connecting member, a third connecting member that are rotatably connected to each other, and a first reset member. The first connecting member is used to transmit the torque output by the driving mechanism. The first connecting member is provided with a first stopper. The second connecting member is provided with a torque transmission structure. The third connecting member is connected to the operating mechanism and is used to output torque.

[0013] One end of the first reset member is connected to the first connecting member, and the other end of the first reset member is connected to the second connecting member. The first reset member provides a first pre-tightening torque. When the first connecting member rotates along a first rotation direction, when the torque input by the first connecting member exceeds the first pre-tightening torque and the first connecting member and the third connecting member generate relative rotation, the first reset member deforms, the first connecting member and the second connecting member generate relative rotation, and the first stopper no longer blocks the torque transmission structure, so that the torque transmission structure is connected to the second transmission member to transmit the torque of the second transmission member to the third connecting member.

[0014] Further, a third reset member is provided between the second connecting member and the third connecting member. One end of the third reset member is connected to the second connecting member, and the other end of the third reset member is connected to the third connecting member. The third reset member provides a second pre-tightening torque. When the third connecting member rotates along a second rotation direction, when the torque input by the first connecting member exceeds the second pre-tightening torque and the first connecting member and the third connecting member generate relative rotation, the third reset member deforms, the second connecting member and the third connecting member generate relative rotation, and the first rotation direction and the second rotation direction are opposite.

[0015] Further, the torque transmission structure includes a borrowing pawl elastically hinged to the second connecting member. The borrowing pawl has a retracted state and an opened state. The borrowing pawl is connected to the second transmission member in the opened state and is disengaged from the second transmission member in the retracted state.

[0016] Further, the torque transmission structure includes a second reset member. One end of the second reset member is fixed to the second connecting member, and the other end of the second reset member abuts against the borrowing pawl.

[0017] Further, a locking portion is provided on one side of the pawl, and an avoidance area is provided on the other side. A third contact surface is provided at the position where the avoidance area and the locking portion are connected.

[0018] Further, the second connecting member is provided with a first contact surface. When the first stopper moves in the first rotation direction, it separates from the first contact surface. When the first stopper moves in the second rotation direction, it abuts against the first contact surface.

[0019] Further, the third contact surface of the pawl and the first contact surface of the second connecting member are in the same plane.

[0020] Further, the third connecting member is provided with a fifth stopper, and the second connecting member is provided with a fourth stopper. When the fourth stopper moves in the first rotation direction, it abuts against the fifth stopper. When the fourth stopper moves in the second rotation direction, it separates from the fifth stopper.

[0021] Further, the first pre-tightening torque of the first reset member and the second pre-tightening torque of the third reset member are in opposite directions.

[0022] Further, the transmission mechanism includes at least two levels of planetary gear mechanisms and at least one set of clutch structures. The driving mechanism changes the transmission relationship of the planetary gear mechanisms manually and / or automatically, so that the torque is transmitted through the planetary gear mechanisms for speed change and then selectively output to the output member through the clutch structures. At least one support member is provided between the two levels of planetary gear mechanisms.

[0023] Further, the inner wall of the support member is connected to the core shaft, and the outer wall of the support member is connected to the inner wall of the first transmission member.

[0024] Further, a fixing member is further included. The fixing member is fixedly connected to the core shaft, and the support member is installed on the fixing member.

[0025] Further, the support member is provided between the first sun gear and the second sun gear.

[0026] Further, the planetary gear mechanism has two levels, namely the first-level planetary gear mechanism and the second-level planetary gear mechanism. The two levels of planetary gear mechanisms are in series transmission.

[0027] Further, the first-level planetary gear mechanism is for speed increasing transmission.

[0028] Further, the first-stage planetary gear mechanism includes a first sun gear, a first planetary gear, a first transmission member, and a second transmission member. The first planetary gear is rotatably connected to the first transmission member. The second transmission member has a first set of teeth, the first sun gear has a third set of teeth, and the first planetary gear has a sixth set of teeth. The third set of teeth of the first sun gear meshes externally with the sixth set of teeth of the first planetary gear, and the first set of teeth of the second transmission member meshes internally with the sixth set of teeth of the first planetary gear.

[0029] Further, a first clutch structure is provided between the first transmission member and the second transmission member.

[0030] Further, the second-stage planetary gear mechanism is a speed-increasing transmission.

[0031] Further, the second-stage planetary gear mechanism includes a second sun gear, a third sun gear, a first double planetary gear, a second transmission member, and a third transmission member. The first double planetary gear is rotatably connected to the second transmission member. The third transmission member has a second set of teeth, the first double planetary gear has a seventh set of teeth and an eighth set of teeth, the second sun gear has a fourth set of teeth, and the third sun gear has a fifth set of teeth. The fourth set of teeth of the second sun gear meshes externally with the seventh set of teeth of the first double planetary gear, the fifth set of teeth of the third sun gear meshes externally with the eighth set of teeth of the first double planetary gear, and the second set of teeth of the third transmission member meshes internally with the eighth set of teeth of the first double planetary gear.

[0032] Further, a second clutch structure is provided between the second transmission member and the third transmission member.

[0033] Further, it further includes a bushing. The bushing is connected to the output member, and a third clutch structure is provided between the bushing and the third transmission member.

[0034] Further, the third clutch structure and the second clutch structure are in the same plane perpendicular to the axis of the core shaft.

[0035] Further, an anti-slip groove is provided on the outer peripheral surface of the bushing.

[0036] Further, the drive mechanism is provided with a gear position feedback module.

[0037] Further, the gear position feedback module includes a plurality of gear position Hall elements. The gear position Hall elements sense the magnetic field intensity of the magnet on the magnet seat of the torque assistance mechanism to obtain a pulse signal and judge the gear position to which the driving device of the drive mechanism rotates.

[0038] Further, the drive mechanism is provided with a rotational speed feedback module.

[0039] Furthermore, the speed feedback module includes a speed Hall element, which senses the magnetic field strength of a magnet installed in a magnet mounting slot of an end cover connected to an output member to obtain a pulse signal and calculate the speed of the internal gear hub.

[0040] Furthermore, the driving mechanism also includes a control box and a sealing cover connected to the control box, the control box is equipped with a driving device and a circuit board, the circuit board is provided with a gear feedback module, a speed feedback module and a controller, and the driving device, gear feedback module and speed feedback module are electrically connected to the controller respectively.

[0041] Furthermore, the operating mechanism includes a shift pawl seat and an operating device, the shift pawl seat is sleeved on the core shaft, the shift pawl seat is hinged with a shift pawl, and the operating device is provided with an open groove, and the open groove is used to control the opening or retraction of the shift pawl to change the transmission relationship of each component in the transmission mechanism.

[0042] Furthermore, the output member is connected to the end cover, and the end cover is provided with a pressure relief valve.

[0043] The present application also provides a bicycle, comprising the above-mentioned manual-automatic internal speed-changing hub.

[0044] The first gear is engaged with the first transmission member and the second gear is engaged with the first gear, and the second gear is engaged with the first gear, thereby preventing the first gear from being engaged with the second gear and causing the second gear to be engaged with the first gear.

[0045] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or be understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 This is a schematic structural diagram of a bicycle equipped with a manual-automatic internal speed-changing hub according to the present application.

[0047] Figure 2This is a three-dimensional view of the usage state of the manual-automatic integrated internal gear hub of the present application.

[0048] Figure 3 This is a three-dimensional view of the manual-automatic integrated internal gear hub of the present application.

[0049] Figure 4 This is the front view of the manual-automatic integrated internal gear hub of the present application.

[0050] Figure 5 This is the right view of the manual-automatic integrated internal gear hub of the present application.

[0051] Figure 6 This is a three-dimensional view after the driving mechanism and the torque assistance mechanism are assembled.

[0052] Figure 7 This is an exploded view of the driving mechanism.

[0053] Figure 8 This is a three-dimensional view of the torque assistance mechanism.

[0054] Figure 9 This is a three-dimensional view of the torque assistance mechanism from another angle.

[0055] Figure 10 This is an exploded view of the torque assistance mechanism.

[0056] Figure 11 This is an exploded view of the torque assistance mechanism from another angle.

[0057] Figure 12 This is the front view of the torque assistance mechanism.

[0058] Figure 13 This is a schematic structural view of the second connecting piece.

[0059] Figure 14 This is a schematic structural view of the first assistance pawl.

[0060] Figure 15 This is a schematic view of the torque assistance mechanism during the upshift process.

[0061] Figure 16 This is a schematic view of the torque assistance mechanism during the downshift process.

[0062] Figure 17 This is a three-dimensional view of the torque constraint piece.

[0063] Figure 18 This is a three-dimensional view of the torque constraint piece from another angle.

[0064] Figure 19 This is the front view of the torque constraint piece.

[0065] Figure 20 This is a schematic view of the linkage between the torque assistance mechanism and the torque constraint piece.

[0066] Figure 21 It is a perspective view of the operating mechanism.

[0067] Figure 22 It is a schematic structural view of the linkage between the first shift pawl and the first sun gear.

[0068] Figure 23 It is a perspective view of the transmission mechanism.

[0069] Figure 24 It is a perspective view of the transmission mechanism from another angle.

[0070] Figure 25 It is a longitudinal sectional view of the transmission mechanism.

[0071] Figure 26 It is the power transmission route of the first gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0072] Figure 27 It is the power transmission route of the second gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0073] Figure 28 It is the power transmission route of the third gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0074] Figure 29 It is the power transmission route of the fourth gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0075] Figure 30 It is the power transmission route of the fifth gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0076] Figure 31 It is the power transmission route of the sixth gear of the manual-automatic integrated internal variable-speed hub of the present application.

[0077] Figure 32 It is a longitudinal sectional view of the transmission mechanism of another embodiment.

[0078] Figure 33 It is a schematic view of the pressure relief valve assembly.

[0079] Reference numeral description:

[0080] 1 - Output part,

[0081] 2 - End cover, 21 - Magnet mounting groove, 22 - Pressure relief valve,

[0082] 3 - Input part,

[0083] 4 - Core shaft, 41 - Limiting surface,

[0084] 5 - Driving mechanism, 51 - Control box, 511 - First through hole, 512 - First limiting groove, 52 - Sealing cover, 53 - Positioning cover, 54 - Circuit board, 55 - Driving device, 56 - Reduction mechanism, 57 - Output gear,

[0085] 6 - Torque assistance mechanism, 61 - First connecting member, 611 - First stop block, 612 - Second stop block, 613 - Tooth portion, 614 - Magnet seat, 615 - First protrusion, 62 - First reset member, 621 - First end portion, 622 - Second end portion, 63 - Second connecting member, 631 - Third stop block, 632 - Fourth stop block, 633 - First limiting block, 634 - Second limiting block, 635 - First contact surface, 636 - Second contact surface, 64 - First assistance pawl, 641 - Locking portion, 642 - Third contact surface, 643 - Avoidance area, 65 - Second assistance pawl, 66 - Second reset member, 67 - Third reset member, 671 - Third end portion, 672 - Fourth end portion, 68 - Third connecting member, 681 - Fifth stop block, 682 - Sixth stop block, 683 - First connecting portion,

[0086] 7 - Torque constraint member, 71 - Side wall, 72 - Second through hole, 73 - First connecting groove, 74 - Elastic piece, 75 - Second connecting portion, 76 - Groove,

[0087] 8 - Operating mechanism, 81 - Operating device, 811 - Third connecting portion, 812 - First control portion, 813 - Second control portion, 814 - Third control portion,

[0088] 82 - First shifting pawl, 83 - Second shifting pawl, 84 - Third shifting pawl,

[0089] 9 - Transmission mechanism, 901 - First transmission member, 9011 - Input member mounting groove, 9012 - First mounting groove, 9013 - First clutch structure, 902 - Second transmission member, 9021 - First set of teeth, 9022 - Second mounting groove, 9023 - Second clutch structure, 9024 - Second connecting groove, 903 - Third transmission member, 9031 - Second set of teeth, 9032 - Third clutch structure, 904 - First sun gear, 9041 - Third set of teeth, 9042 - Locking groove, 905 - Support member, 906 - Fixing member, 907 - Second sun gear, 9071 - Fourth set of teeth, 908 - Third sun gear, 9081 - Fifth set of teeth, 909 - First planetary gear, 9091 - Sixth set of teeth, 910 - First double - planet gear, 9101 - Seventh set of teeth, 9102 - Eighth set of teeth, 911 - Sleeve,

[0090] 10 - Control module,

[0091] 11 - Shifting operation module. Detailed implementation mode

[0092] The embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary only for explaining the present application and should not be construed as limiting the present application.

[0093] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as limiting the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless otherwise specifically defined.

[0094] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection, an electrical connection or a connection capable of mutual communication; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0095] In the present application, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0096] The following disclosure provides many different embodiments or examples for implementing different structures of the present application. To simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are only examples and are not intended to limit the present application. In addition, the present application may repeat reference numerals and / or reference letters in different examples. Such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art may be aware of the application of other processes and / or the use of other materials.

[0097] Figure 1 The structural schematic diagram of a bicycle equipped with the manual-automatic integrated internal gear hub of the present application is shown. As shown in the figure, the manual-automatic integrated internal gear hub is woven on the rim of the rear wheel of the bicycle through spokes. The spindle 4 of the internal gear hub is snapped into the installation groove of the rear fork of the bicycle frame, and the threads at both ends of the spindle 4 are fastened by two nuts respectively, so that the spindle 4 is fixed to the frame. To achieve manual or automatic change of the transmission ratio, the internal gear hub also needs to be controlled in cooperation with the control module 10 and the shift operation module 11.

[0098] In some embodiments, the controller, the internal gear hub, and the shift operation module 11 are powered by the power supply built in the control module 10. Of course, the power supply method can also be powered by the front hub with self-power generation function installed, or by the rear hub with additional self-power generation function based on this internal gear hub. In addition, it can also be powered by converting solar energy into electrical energy by a photovoltaic panel, etc.

[0099] Figure 2 The three-dimensional view of the use state of the manual-automatic integrated internal gear hub of the present application is shown. The input part 3 is fixedly installed on the right side of the manual-automatic integrated internal gear hub, and the input part 3 is used to transmit the torque generated by the rider's pedaling. In the chain drive system, the input part 3 is a flywheel. The rider drives the crank by pedaling, thereby driving the rotation of the chainring. The chainring drives the flywheel to rotate through the chain, and then drives the output part 1 to rotate, driving the rear wheel to move forward; in the belt drive system, the input part 3 is a rear pulley. The rider drives the crank by pedaling, thereby driving the rotation of the front pulley. The front pulley drives the rear pulley to rotate through the belt, and then drives the output part 1 to rotate, driving the rear wheel to move forward; in the shaft drive system, the input part 3 is a bevel gear. Correspondingly, the rider outputs torque to the bevel gear through the transmission shaft, driving the output part 1 to rotate.

[0100] Figure 3 The three-dimensional view of the manual-automatic integrated internal gear hub of the present application is shown, Figure 4 The front view of the manual-automatic integrated internal gear hub of the present application is shown, Figure 5The right view of the manual-automatic integrated internal gear hub of the present application is shown. The left end of the internal gear hub is an end cover 2, and the right end is an output member 1. The end cover 2 and the output member 1 cooperate to form a cavity with a certain sealing property inside. Inside the cavity, there are a driving mechanism 5, a torque assistance mechanism 6, a torque restraint member 7, a control mechanism 8, and a transmission mechanism 9. A core shaft 4 passes through the center of the internal gear hub. On the core shaft 4, from left to right, there are successively installed a driving mechanism 5, a torque assistance mechanism 6, a torque restraint member 7, a control mechanism 8, and a transmission mechanism 9. The overall structure of the core shaft 4 is a stepped smooth shaft. The outer peripheral surfaces at both ends of the core shaft 4 are machined with threads for fastening with nuts on the rear fork of the vehicle frame. The core shaft 4 is also machined with two limiting surfaces 41. Both limiting surfaces 41 are parallel to the axis of the core shaft 4 and are parallel to each other. The function of the limiting surfaces 41 is to assemble the driving mechanism 5 and the control mechanism 8, and to limit the driving mechanism 5 and the control mechanism 8. The control mechanism 8 is sleeved inside the transmission mechanism 9. The outside of the transmission mechanism 9 is connected to the output member 1 to transmit torque.

[0101] Figure 6 The perspective view after the driving mechanism 5 and the torque assistance mechanism 6 are assembled is shown, Figure 7 The exploded view of the driving mechanism 5 is shown. The driving mechanism 5 of the manual-automatic integrated internal gear hub of the present application includes a control box 51, a sealing cover 52 installed at the opening of the control box 51, and a positioning cover 53 for positioning the reduction mechanism 56. Inside the control box 51, there are installed a driving device 55, a reduction mechanism 56, and a circuit board 54. A through first limiting groove 512 is opened at the center of the control box 51. The groove shape of the first limiting groove 512 is adapted to the longitudinal section where the limiting surface 41 of the core shaft 4 is located. Its function is to prevent the control box 51 from rotating automatically after being sleeved on the core shaft 4. For the convenience of power supply and transmission of control signals of the circuit board 54, the control box 51 is also provided with a wire passing hole. The cable passes through the wire passing hole from the outside of the control box 51 and is connected to the circuit board 54. The control box 51 is also provided with a first through hole 511 for the output shaft of the driving device 55 to extend out. A certain sealing structure is formed inside the control box 51, which can effectively prevent moisture and dust from invading the circuit board 54 and the driving device 55, and extend the service life of the driving device 55.

[0102] The overall structure of the circuit board 54 is semi-circular. The circuit board 54 is provided with a gear position feedback module, and the gear position feedback module is used to obtain the gear position to which the driving device 55 of the driving mechanism 5 rotates. Specifically, a controller and gear position Hall elements are welded on the circuit board 54. In this embodiment, the manual-automatic integrated internal gear hub is provided with six gears, so there are six corresponding gear position Hall elements. When the magnet installed on the magnet seat 614 of the torque assistance mechanism 6 rotates around the axis and sweeps across the gear position Hall elements, the gear position Hall elements sense the change in magnetic field intensity and generate a corresponding pulse. Therefore, it is possible to judge which gear is rotated to by obtaining this pulse signal.

[0103] To obtain the rotational speed of the internal variable-speed hub for automatically controlling the shifting of the internal variable-speed hub, the driving mechanism 5 is provided with a rotational speed feedback module, and the rotational speed feedback module includes a rotational speed Hall element. The rotational speed Hall element is welded on the circuit board 54, see Figure 5 , the end cover 2 is provided with a magnet mounting groove 21 on its side surface, and the magnet installed in the magnet mounting groove 21 is exactly opposite to the position of the rotational speed Hall element. During the rotation of the internal variable-speed hub, the controller obtains the rotational speed by detecting the number of pulses generated by the rotational speed Hall element per unit time. The more the number of pulses, the higher the frequency and the higher the rotational speed of the internal variable-speed hub, and vice versa.

[0104] In this embodiment, the driving device 55 is a motor. To reduce the thickness of the driving device 55 and reserve sufficient space for the operating mechanism 8 and the transmission mechanism 9, the motor is horizontally installed in the mounting groove of the control box 51. To reduce the rotational speed output by the driving device 55 and increase the output torque, a reduction mechanism 56 is installed at the output end of the driving device 55. The reduction mechanism 56 is specifically a combination of a worm and gear mechanism and a gear reduction mechanism. The output shaft of the driving device 55 passes through the first through hole 511 of the control box 51 and is fastened to the output gear 57, and the output gear 57 is externally meshed with the tooth portion 613 of the torque assistance mechanism 6.

[0105] During the upshift process, since the shift pawl is in the retracted state, and during the rotation of the operating device 81, only the tension of the circlip assembled with the shift pawl needs to be overcome, and the tension of the circlip is not large. Therefore, the probability of jamming of the operating mechanism 8 and the transmission mechanism 9 during the shifting process is not high. During the downshift process, since the shift pawl is in the open state, some of the shift pawls abut against the locking groove 9042 of the sun gear, and a very large biting force is generated at the contact surface between the two. The operating device 81 needs to overcome a relatively large biting force during the rotation process, and the driving device 55 will stall due to excessive load, and it is more likely that the operating mechanism 8 and the transmission mechanism 9 will jam during the shifting process. If the driving mechanism 5 still works after jamming, it will cause damage to the driving mechanism 5, resulting in a decrease in the repeated positioning accuracy of the operating mechanism 8 and motor burnout. To prevent the above situation from occurring, by providing a torque assistance mechanism 6, when jamming occurs, the torque of the transmission mechanism 9 other than the driving mechanism 5 is input to the operating device 81 of the operating mechanism 8 to overcome the biting force between the shift pawl and the sun gear, so as to achieve the purpose of smooth shifting and prevent the driving device 55 from stalling.

[0106] Figure 8 The perspective view of the torque assistance mechanism 6 is shown, Figure 9 The perspective view of the torque assistance mechanism 6 from another angle is shown, Figure 10 The exploded view of the torque assistance mechanism 6 is shown, Figure 11 The exploded view of the torque assistance mechanism 6 from another angle is shown, Figure 12The front view of the torque transmission mechanism 6 is shown. The torque transmission mechanism 6 includes a first connecting member 61, a second connecting member 63, a third connecting member 68, a first restoring member 62, a second restoring member 66, a third restoring member 67, and a torque transmission structure. The first restoring member 62, the second restoring member 66, and the third restoring member 67 can be parts that can provide torsional restoring force, such as torsion springs, volute springs, snap rings, etc. In this embodiment, torsion springs are used. The torsion spring has a spiral structure. When the torsion spring is subjected to torque, the spring will undergo elastic deformation, and the spiral structure will store torsional energy. When the external force stops acting or decreases, the spring will release the stored energy and return to its original shape.

[0107] The first connecting member 61 transmits the torque output by the driving mechanism 5. The first connecting member 61 is in the shape of a circular plate as a whole. The edge of the first connecting member 61 is processed with a tooth portion 613 for external meshing with the output gear 57 of the driving mechanism 5. A magnet seat 614 is also provided on the edge of the first connecting member 61 for installing the magnet of the inductive gear position Hall element. First stoppers 611 and second stoppers 612 are also provided on the edge of the first connecting member 61. The first stoppers 611 and the second stoppers 612 are oppositely arranged and have the same structure. The first stoppers 611 and the second stoppers 612 can be processed by a bending process. A cylindrical first protrusion 615 facing the same direction as the first stopper 611 is provided at the center of the first connecting member 61. The second connecting member 63 and the third connecting member 68 are respectively rotatably connected to the first protrusion 615.

[0108] Figure 13 The structural schematic diagram of the second connecting member 63 is shown. The second connecting member 63 is in the shape of a circular plate as a whole. Third stoppers 631 and fourth stoppers 632 are provided on the edge of the second connecting member 63. The third stoppers 631 and the fourth stoppers 632 are oppositely arranged and have the same structure. The third stoppers 631 and the fourth stoppers 632 can also be processed by a bending process.

[0109] The torque transmission structure includes torque - assisting pawls elastically hinged to the second connecting member 63. There are two torque - assisting pawls, which respectively include a first torque - assisting pawl 64 and a second torque - assisting pawl 65. The torque - assisting pawls have a retracted state and an open state. When the torque - assisting pawls are in the open state, they are connected to the second transmission member 902. When the torque - assisting pawls are in the retracted state, they are disengaged from the second transmission member 902. In this embodiment, the first torque - assisting pawl 64 is installed on the second connecting member 63 by means of a cylindrical pin, and the first torque - assisting pawl 64 can freely rotate around the axis of the cylindrical pin. The second restoring member 66 is elastically hinged to another cylindrical pin. One end of the second restoring member 66 is fixed to the second connecting member 63, and the other end abuts against the first torque - assisting pawl 64.

[0110] A circular hole is provided at the center of the second connecting member 63, and the diameter of the circular hole is adapted to the diameter of the cylindrical first protrusion 615 of the first connecting member 61. The second connecting member 63 is sleeved on the first connecting member 61 and the two can rotate relative to each other.

[0111] First contact surface 635 and second contact surface 636 are further provided at the edge of the second connecting member 63. The first contact surface 635 is used to contact the side surface of the first stop block 611 of the first connecting member 61, and the second contact surface 636 is used to contact the side surface of the second stop block 612 of the first connecting member 61.

[0112] The structure of the first auxiliary pawl 64 is as Figure 14 shown. A locking portion 641 is provided on the left side of the first auxiliary pawl 64. A contact surface for always abutting against the second reset member 66 is provided below the locking portion 641. The end of the second reset member 66 abuts against the contact surface, providing a force perpendicular to the contact surface and upward to the right, so that the first auxiliary pawl 64 has a tendency to rotate clockwise. The heights on the left and right sides of the first auxiliary pawl 64 are inconsistent, and the height on the right side is lower than that on the left side. That is, an avoidance area 643 is formed on the right side. An inclined third contact surface 642 is provided at the position where the avoidance area 643 and the locking portion 641 are connected.

[0113] The avoidance area 643 can enable the first stop block 611 of the first connecting member 61 to rotate into the avoidance area 643. When the first stop block 611 rotates into the avoidance area 643, the side surface of the first stop block 611 abuts against the third contact surface 642 of the first auxiliary pawl 64, which can prevent the first auxiliary pawl 64 from rotating clockwise. When the first stop block 611 rotates out of the avoidance area 643, the first stop block 611 releases the block on the first auxiliary pawl 64, and the first auxiliary pawl 64 can rotate clockwise.

[0114] Since the rotation angle of the first auxiliary pawl 64 should not be too large, otherwise the first stop block 611 will not be able to push the third contact surface 642 counterclockwise to retract the first auxiliary pawl 64, a first limit block 633 is provided at the lower position on the right side of the first connecting member 61. The function of the first limit block 633 is to limit the clockwise rotation angle of the first auxiliary pawl 64. Similarly, a second limit block 634 is provided to limit the clockwise rotation angle of the second auxiliary pawl 65.

[0115] After the first auxiliary pawl 64 is installed on the second connecting member 63, the third contact surface 642 of the first auxiliary pawl 64 and the first contact surface 635 of the second connecting member 63 are in the same plane.

[0116] The first reset member 62 has a first end 621 and a second end 622. The first end 621 is engaged with the side surface of the first stopper 611 of the first connecting member 61, and the first end 621 is engaged with the side surface of the third stopper 631 of the second connecting member 63. The first reset member 62 has a certain first pre-tightening torque during the installation process, which can make the first reset member 62 stably and reliably engaged between the first connecting member 61 and the second connecting member 63. The first pre-tightening torque is usually slightly greater than the torque that can smoothly drive the operating device 81 to rotate under normal downshift conditions.

[0117] The third connecting member 68, as a part connecting the operating device 81, is integrally annular. Oppositely arranged fifth stoppers 681 and sixth stoppers 682 are provided at both ends of the third connecting member 68. Similar to the second connecting member 63, a circular hole is also provided at the center of the third connecting member 68. The diameter of the circular hole is adapted to the diameter of the cylindrical first protrusion 615 of the first connecting member 61. The third connecting member 68 is sleeved on the first connecting member 61 and the two can rotate relative to each other.

[0118] The third connecting member 68 is provided with a first connecting portion 683 for plugging the operating device 81 onto the first connecting portion 683. The operating device 81 and the third connecting member 68 are relatively fixed and rotate synchronously.

[0119] The third reset member 67 has a third end 671 and a fourth end 672. The third end 671 is engaged with the side surface of the third stopper 631 of the second connecting member 63, and the fourth end 672 is engaged with the side surface of the fifth stopper 681 of the third connecting member 68. The third reset member 67 has a certain second pre-tightening torque during the installation process, which can make the third reset member 67 stably and reliably engaged between the second connecting member 63 and the third connecting member 68.

[0120] The position of the fifth stopper 681 of the third connecting member 68 is set between the fourth end 672 of the third reset member 67 and the second end 622 of the first reset member 62. Since the second pre-tightening torque of the third reset member 67 and the first pre-tightening torque of the first reset member 62 are in opposite directions, the fifth stopper 681 of the third connecting member 68 will abut against the fourth stopper 632 of the second connecting member 63. Similarly, the position of the sixth stopper 682 is set to abut against the third stopper 631 of the second connecting member 63.

[0121] When the second connecting member 63 is subjected to a torque and rotates clockwise, the second connecting member 63 will push the third connecting member 68 to rotate synchronously; assuming that the third connecting member 68 is fixed, when the second connecting member 63 is subjected to a counterclockwise torque that exceeds the second pre-tightening torque of the third reset member 67, then the third reset member 67 will twist and store energy, and the fifth stopper 681 and the fourth stopper 632 will rotate relative to each other and no longer abut. After removing the torque that causes the second connecting member 63 to rotate counterclockwise, the fifth stopper 681 and the fourth stopper 632 will abut again.

[0122] As Figure 15 shown, during the upshift process, the output gear 57 rotates to drive the second connecting member 63 to rotate counterclockwise (the second rotation direction). Since the shift pawl is in the retracted state at this time, the process of the shift pawl from retraction to opening will not generate a large resistance torque on the operating device 81, and the torque provided by the driving device 55 is completely sufficient to drive the operating device 81 to overcome the resistance torque to complete the shift operation. In other words, the torque assistance mechanism 6 does not work in most cases during the upshift process. Assuming that a shift jam occurs, at this time the third connecting member 68 is stationary, and the first connecting member 61 rotates counterclockwise relative to the third connecting member 68. At this time, the sides of the first stopper 611 and the second stopper 612 of the first connecting member 61 will respectively push the first contact surface 635 and the second contact surface 636 of the second connecting member 63, causing the second connecting member 63 to rotate counterclockwise following the first connecting member 61. Since there is no relative rotation between the first connecting member 61 and the second connecting member 63, the first reset member 62 is not compressed, while there is relative rotation between the second connecting member 63 and the third connecting member 68. During the counterclockwise rotation of the second connecting member 63, the fifth stopper 681 of the third connecting member 68 separates from the fourth stopper 632 of the second connecting member 63, and the third end 671 and the fourth end 672 of the third reset member 67 gradually approach each other. The driving device 55 increases the output power to increase the torque to prevent stalling. When the torque increases to exceed the second pre-tightening torque, the third reset member 67 is compressed. At this time, the first assistance pawl 64 is always blocked by the first stopper 611 of the first connecting member 61 and cannot pop out. During this process, the torque assistance mechanism 6 plays a buffering role, avoiding stalling and damage of the driving device 55 caused by the rigid connection between the first connecting member 61 and the third connecting member 68.

[0123] As Figure 16As shown, during the downshift process, the output gear 57 rotates to drive the first connecting member 61 to rotate clockwise (the first rotation direction). At this time, some of the shift pawls are in an open state, and a very large biting force is generated between the shift pawl and the locking groove 9042 of the sun gear. The operating device 81 needs to overcome the above-mentioned biting force to complete the shift. Assuming that a shift jam occurs, at this time, the third connecting member 68 is stationary, and the first connecting member 61 rotates clockwise relative to the third connecting member 68. Since the fourth block 632 of the second connecting member 63 abuts against the fifth block 681 of the third connecting member 68, the second connecting member 63 and the third connecting member 68 are stationary, and the third restoring member 67 is not compressed. The driving device 55 increases the output power to increase the torque to prevent stalling. When the torque increases to exceed the first pre-tightening torque, relative rotation occurs between the first connecting member 61 and the second connecting member 63, and the first end 621 and the second end 622 of the first restoring member 62 gradually approach each other, and the first restoring member 62 is compressed. At this time, the first block 611 of the first connecting member 61 leaves the avoidance area 643 of the first auxiliary pawl 64, releasing the block on the first auxiliary pawl 64. The first auxiliary pawl 64 is pushed up under the action of the second restoring member 66 and is engaged in the first connection groove 73 of the torque restraint member 7, so that the second connecting member 63 and the third connecting member 68 follow the torque restraint member 7 to rotate in the same direction. The torque of the second transmission member 902 is sequentially transmitted to the second connecting member 63, the third connecting member 68, and the operating device 81 through the torque restraint member 7, thereby overcoming the biting force generated between the shift pawl and the locking groove 9042 of the sun gear, smoothly retracting the shift pawl, and successfully completing the downshift operation.

[0124] In addition, the torque assistance mechanism 6 is only assembled by three connecting members. The connecting members can be processed by sheet metal technology, with simple structure, low cost, and convenient assembly.

[0125] Figure 17 The perspective view of the torque restraint member 7 is shown. Figure 18 The perspective view of the torque restraint member 7 from another angle is shown. Figure 19 The front view of the torque restraint member 7 is shown. Figure 20 The schematic diagram of the linkage between the torque assistance mechanism 6 and the torque restraint member 7 is shown. The torque restraint mechanism includes a torque restraint member 7 and a torque input member. The torque restraint member 7 is provided with a deformation part, and the torque input member is provided with a second connection groove 9024. The deformation part is connected to the second connection groove 9024 when the torque exceeds the rated torque, and the deformation part undergoes elastic deformation after the torque exceeds the rated torque, so that the deformation part is separated from the second connection groove 9024.

[0126] In this embodiment, the torque input member may be the second transmission member 902 of the transmission mechanism 9, which will be specifically mentioned below. Since the rider drives the input member 3 to rotate and input torque during pedaling, according to the characteristics of the planetary gear mechanism, the planet carrier inputs, the sun gear is fixed, and the ring gear outputs. That is, the rotation direction and torque direction of the second transmission member 902 are always the same as those of the first transmission member 901. Since there is only the torque input of the input member 3 in the internal variable-speed hub and no external torque input, according to the constant power formula, the rotational speed of the first transmission member 901 is inversely proportional to the rotational speed of the second transmission member 902, and the torque of the first transmission member 901 is also inversely proportional to the torque of the second transmission member 902. During the entire transmission process of the hub, except for the first gear, the planet carrier inputs, the sun gear is fixed, and the ring gear outputs. Therefore, it is a speed-increasing transmission, that is, the rotational speed of the second transmission member 902 is higher than that of the first transmission member 901, and the torque of the second transmission member 902 is smaller than that of the first transmission member 901. Therefore, it is easier to control the torque by connecting the torque constraint member 7 to the second transmission member 902 than to the first transmission member 901.

[0127] The second transmission member 902 is provided with a second connection groove 9024 on its inner wall. The diameter of the inner wall of the second transmission member 902 is slightly larger than the diameter of the side wall 71 of the torque constraint member 7. The torque constraint member 7 is rotationally assembled onto the second transmission member 902.

[0128] The torque constraint member 7 is integrally cylindrical. A second through hole 72 is formed in the center of the torque constraint member 7 so that it can accommodate the torque assistance mechanism 6. The torque constraint member 7 is provided with a side wall 71. A plurality of fracture zones are provided on the side wall 71 in its circumferential direction, forming a plurality of elastic pieces 74. The elastic pieces 74 have a certain deformation ability. In the normal state, the radian of the elastic piece 74 is the same as that of the side wall 71. One end of the elastic piece 74 is provided with a second connection portion 75. The shape of the second connection portion 75 is adapted to the shape of the second connection groove 9024. In this embodiment, the cross-sectional shape of the second connection portion 75 is a water droplet shape, and the shape of the connection portion protrudes outward from the side wall 71. The second connection portion 75 extends into the second connection groove 9024.

[0129] In order to connect with the assistance pawl of the torque assistance mechanism 6, a plurality of first connection grooves 73 are formed on the inner side of the side wall 71.

[0130] If the torque of the second transmission member 902 is below the rated torque (allowable torque), the second connection groove 9024 of the second transmission member 902 will rotate synchronously with the second connection portion 75 of the elastic piece 74 of the torque restraint member 7. The torque of the second transmission member 902 will generate a force on the elastic piece 74, and the direction of the force is from outside the side wall 71 to inside the side wall 71. The elastic piece 74 will generate elastic deformation and be pressed down towards the inside of the side wall 71. However, the elastic deformation amount of the elastic piece 74 is not enough to completely disengage the second connection portion 75 from the second connection groove 9024, so that all the torque of the second transmission member 902 is transmitted to the torque restraint member 7.

[0131] If the torque of the second transmission member 902 is above the rated torque (allowable torque), the elastic piece 74 will be pressed low enough so that the second connection portion 75 of the elastic piece 74 completely disengages from the second connection groove 9024. At this time, relative rotation will occur between the second transmission member 902 and the torque restraint member 7, that is, a slipping phenomenon. Only part of the torque of the second transmission member 902 can be transmitted to the torque restraint member 7, and the maximum torque is less than or equal to the rated torque.

[0132] In actual use, the torque input by the rider stepping on the first transmission member 901 evenly and transmitted to the second transmission member 902 is relatively large, usually between 20 - 50 N·m, while the torque provided by the driving device 55 is usually only below 2 N·m, and the rated torque designed for the torque restraint member 7 is usually between 5 - 10 N·m. Therefore, in most cases, the torque restraint member 7 is in a state of transmitting part of the torque. When the rider is riding at a low speed, the torques of the first transmission member 901 and the second transmission member 902 are small, and it will be in a state of transmitting all the torque.

[0133] The torque restraint member 7 can be processed by stamping. In order to facilitate the demolding of the position of the elastic piece 74 of the torque restraint member 7, a plurality of grooves 76 are provided on the side wall 71. The grooves 76 are located on one side of the second connection portion 75, and the length of the grooves 76 is approximately equal to the length of the elastic piece 74. After the torque restraint member 7 is stamped, the finished product is quickly withdrawn from the mold, so that the finished product is completely separated from the mold.

[0134] By setting the torque restraint mechanism, the torque transmitted from the second transmission member 902 to the torque restraint member 7 can be controlled, strictly controlled below the rated torque. It can not only provide additional torque to the operating mechanism 8 to eliminate the jamming phenomenon during the downshift process, but also avoid excessive torque output to the operating device 81, causing the rotation angle of the operating device 81 to exceed the limit and resulting in a gear jumping phenomenon.

[0135] In order to provide enough elastic deformation space for the elastic piece 74 and considering the strength of the entire torque restraint member 7, the connection portion and the second connection groove 9024 are arranged staggered in the circumferential direction to avoid interference with the ratchet pawl after the elastic piece 74 is pressed down.

[0136] Figure 21 A perspective view of the operating mechanism 8 is shown. The operating mechanism 8 includes an operating device 81, a shifting pawl, and a shifting pawl seat. The shifting pawl is mounted on the shifting pawl seat. The operating device 81 is provided with an opening groove. By driving the operating device 81 to rotate through the driving device 55, the shifting pawl is controlled to retract and expand regularly.

[0137] In this embodiment, in order to achieve the control of multiple gears and facilitate assembly, the operating device 81 is provided with three control parts, specifically including a first control part 812, a second control part 813, and a third control part 814. The first control part 812, the second control part 813, and the third control part 814 of the operating device 81 are arranged in sequence from right to left, and there are spaces reserved for installing the shifting pawl seat and the shifting pawl between adjacent two control parts. For example, a first shifting pawl 82 is installed in the space on the right side of the first control part 812, a fixing member 906 is installed in the space between the first control part 812 and the second control part 813, a second shifting pawl 83 is installed in the space between the second control part 813 and the third control part 814, and a third shifting pawl 84 is installed in the space on the left side of the third control part 814.

[0138] The operating device 81 is provided with a third connecting part 811 at its leftmost end, which is used to facilitate the assembly with the driving device 55. The third connecting part 811 is adapted to the second connecting part 75 of the above-mentioned third connecting member 68, that is, the second connecting part 75 is a square protrusion, and the third connecting part 811 is a corresponding square groove. Conversely, the second connecting part 75 can also adopt a square groove, and the third connecting part 811 adopts a corresponding square protrusion.

[0139] The first control part 812, the second control part 813, and the third control part 814 are all bent arm structures, and all their inner walls are provided with opening grooves, which are used to drive the shifting pawl to expand and retract. The outer diameters of the first control part 812, the second control part 813, and the third control part 814 are the same as the outer diameters of the respective shifting pawl seats, thereby reducing the radial dimension of the operating device 81 and making the whole internal variable speed hub more compact.

[0140] By controlling the operating device 81 to rotate to different angles, different shifting pawls are controlled to open or retract, and thus different gears are switched. Specifically, when the operating device 81 rotates to the first gear angle, all the shifting pawls are in the retracted state; when the operating device 81 rotates to the second gear angle, the second shifting pawl 83 opens, and the other shifting pawls retract; when the operating device 81 rotates to the third gear angle, the third shifting pawl 84 opens, and the other shifting pawls retract; when the operating device 81 rotates to the fourth gear angle, the first shifting pawl 82 opens, and the other shifting pawls retract; when the operating device 81 rotates to the fifth gear angle, the first shifting pawl 82 and the second shifting pawl 83 open, and the other shifting pawls retract; when the operating device 81 rotates to the sixth gear angle, the second shifting pawl 83 and the third shifting pawl 84 open, and the other shifting pawls retract.

[0141] During the above shifting process, when switching between two adjacent gears, for example, from the second gear to the third gear, or from the fifth gear to the sixth gear, only one shifting pawl will increase, not two at the same time. This can reduce the torque output from the drive mechanism 5 to the operating device 81 and improve the shifting success rate.

[0142] Figure 22 The structural schematic diagram showing the linkage between the first shifting pawl 82 and the first sun gear 904 is shown. The first sun gear 904 is supported by a bearing, and a locking groove 9042 is provided at its center. The groove shape of the locking groove 9042 is similar to a spline groove, except that the groove wall of the locking groove 9042 expands outward. The groove wall of the locking groove 9042 corresponds to the side wall 71 of the first shifting pawl 82. When the first shifting pawl 82 retracts inward, the locking portion 641 of the first shifting pawl 82 does not contact the groove wall of the locking groove 9042, and the first sun gear 904 is in a free state; when the first shifting pawl 82 opens outward, the locking portion 641 of the first shifting pawl 82 abuts against the groove wall of the locking groove 9042, and the first sun gear 904 is in a locked state, that is, the third sun gear 908 cannot rotate counterclockwise.

[0143] Similarly, the second sun gear 907 and the third sun gear 908 are both provided with the same locking groove 9042.

[0144] Figure 23 The perspective view of the transmission mechanism 9 is shown. Figure 24 The perspective view of the transmission mechanism 9 from another angle is shown. Figure 25A longitudinal sectional view of the transmission mechanism 9 is shown. The transmission mechanism 9 includes at least two stages of planetary gear mechanisms and at least one set of clutch structures. In this embodiment, two stages of planetary gear mechanisms are provided. Each set of planetary gears includes a sun gear, a planet carrier, a ring gear, and at least one planetary gear. The transmission mechanism 9 specifically includes a first transmission member 901, a second transmission member 902, a third transmission member 903, a first sun gear 904, a second sun gear 907, a third sun gear 908, a first planetary gear 909, and a first double planetary gear 910. Among them, the first-stage planetary gear mechanism includes the first sun gear 904, the first planetary gear 909, the first transmission member 901, and the second transmission member 902. The second-stage planetary gear mechanism includes the second sun gear 907, the third sun gear 908, the first double planetary gear 910, the second transmission member 902, and the third transmission member 903.

[0145] The overall structure of the first transmission member 901 is a hollow cylindrical structure with a large diameter at the left end and a small diameter at the right end. An input member mounting groove 9011 is provided on the outer peripheral surface of the right end of the first transmission member 901. The input member 3 is mounted in the input member mounting groove 9011 and fastened to the first transmission member 901 to transmit torsion. The inside of the hollow cylindrical structure on the left side of the first transmission member 901 is used to mount the first sun gear 904 and the support member 905. The left and right ends of the first sun gear 904 are limited by retaining rings.

[0146] A first mounting groove 9012 is formed on the outer peripheral surface of the first transmission member 901. Two mounting holes are respectively machined on two opposite groove walls of the first mounting groove 9012. The first planetary gear 909 is mounted in the first mounting groove 9012 by passing a pin through the central hole of the first planetary gear 909 and a bearing. The pin is limited by retaining rings at both ends. The mating relationships between the parts are as follows: the pin is in interference fit with the mounting hole, the central hole of the first planetary gear 909 and the bearing are respectively in overfit or clearance fit with the pin, and the first planetary gear 909 can rotate around its own axis.

[0147] The first planetary gear 909 has a sixth tooth 9091. The first sun gear 904 is mounted directly below the first planetary gear 909. The third tooth 9041 of the first sun gear 904 is externally meshed with the sixth tooth 9091 of the first planetary gear 909.

[0148] In this embodiment, four first mounting grooves 9012 are provided, so four first planetary gears 909 can be mounted. The number of first planetary gears 909 depends on the actual working conditions and load of the transmission mechanism 9. Generally, the greater the load, the more the number of first planetary gears 909.

[0149] The overall structure of the second transmission member 902 is a hollow cylindrical structure with a smaller diameter at the left end and a larger diameter at the right end. At the open end of the right end of the second transmission member 902, a first set of teeth 9021 is provided. The first set of teeth 9021 is equivalent to the ring gear of the planetary gear mechanism. The first set of teeth 9021 of the second transmission member 902 is in internal meshing with the sixth set of teeth 9091 of the first planetary gear 909.

[0150] Inside the hollow cylindrical structure on the left side of the second transmission member 902, the second sun gear 907 and the third sun gear 908 are installed. The second sun gear 907 and the third sun gear 908 are installed side by side and are limited by retaining rings at both the left and right ends.

[0151] On the outer peripheral surface of the second transmission member 902, a second installation groove 9022 is provided. Two installation holes are respectively machined on the two groove walls of the second installation groove 9022. By inserting a pin into the central hole of the first double planetary gear 910 and using a bearing, the first double planetary gear 910 is installed in the second installation groove 9022. The pin is limited by retaining rings at both ends. The fitting relationships between the parts are as follows: the pin has an interference fit with the installation hole, the central hole of the first double planetary gear 910 and the bearing respectively have an interference fit or a clearance fit with the pin, and the first double planetary gear 910 can rotate around its own axis.

[0152] The first double planetary gear 910 has a seventh set of teeth 9101 and an eighth set of teeth 9102. The seventh set of teeth 9101 is located on the right side of the eighth set of teeth 9102. The second sun gear 907 and the third sun gear 908 are installed directly below the first double planetary gear 910. The fourth set of teeth 9071 of the second sun gear 907 is in external meshing with the seventh set of teeth 9101 of the first double planetary gear 910, and the fifth set of teeth 9081 of the third sun gear 908 is in external meshing with the eighth set of teeth 9102 of the first double planetary gear 910.

[0153] At the leftmost end of the first transmission member 901, a first clutch structure 9013 is further provided. The bottom surface of the first clutch structure 9013 is connected to the outer peripheral surface of the first transmission member 901, and the top surface of the first clutch structure 9013 is connected to the inner peripheral surface of the second transmission member 902. The function of the first clutch structure 9013 is that when the rotational speed of the first transmission member 901 is higher than that of the second transmission member 902, the first clutch structure 9013 engages, and the torques of the first transmission member 901 and the second transmission member 902 are the same and are output outward; when the rotational speed of the second transmission member 902 is higher than that of the first transmission member 901, the first clutch structure 9013 disengages, and the torque of the second transmission member 902 is output outward.

[0154] By providing a first clutch structure 9013 between the first transmission member 901 and the second transmission member 902, it is possible to selectively transmit the torque outward from the one with a higher rotational speed between the first transmission member 901 (planet carrier) and the second transmission member 902 (ring gear), achieving the effect of changing the transmission ratio.

[0155] At the right end opening of the third transmission member 903, a second set of teeth 9031 is provided. The second set of teeth 9031 of the third transmission member 903 meshes internally with the eighth set of teeth 9102 of the first double planetary gear 910. At the left end of the third transmission member 903, a third clutch structure 9032 is provided. At the leftmost end of the second transmission member 902, a second clutch structure 9023 is also provided. The bottom surface of the second clutch structure 9023 is connected to the outer peripheral surface of the second transmission member 902, and the top surface of the second clutch structure 9023 is connected to the inner peripheral surface of the third transmission member 903. The bottom surface of the third clutch structure 9032 is connected to the inner peripheral surface of the third transmission member 903, and the top surface of the third clutch structure 9032 is connected to the inner peripheral surface of the bushing 911.

[0156] In order to make the transmission mechanism 9 as compact as possible, the third clutch structure 9032 and the second clutch structure 9023 can be provided in the same plane perpendicular to the axis of the core shaft 4.

[0157] It should be noted that the first transmission member 901, the second transmission member 902, the third transmission member 903, and the bushing 911 are usually made of steel material, and the output member 1 is usually made of aluminum alloy material. The third clutch structure 9032 should not be directly provided between the third transmission member 903 and the output member 1 because the rollers may impact the inner peripheral surface of the output member 1 to produce indentations. Providing a steel bushing 911 between the third transmission member 903 and the output member 1 can avoid the above phenomenon. In addition, in order to assemble the bushing 911 and the output member 1 tightly, anti-slip grooves are provided on the outer peripheral surface of the bushing 911. The anti-slip grooves greatly increase the surface friction, making the assembly of the bushing 911 and the output member 1 more tightly fastened without loosening. The anti-slip grooves can be straight grooves or helical grooves and can be formed by using a knurling tool.

[0158] The functions of the first clutch structure 9013, the second clutch structure 9023, and the third clutch structure 9032 are exactly the same and will not be elaborated here.

[0159] In this manual-automatic integrated internal gear hub, the driving mechanism 5 drives the operating device 81 of the operating mechanism 8 to rotate to different angles. For example, when rotating from the first gear angle to the second gear angle, the internal gear hub shifts up from the first gear to the second gear; when rotating from the second gear angle to the first gear angle, the internal gear hub shifts down from the second gear to the first gear. There are two driving methods for the driving mechanism 5, one is the manual mode and the other is the automatic mode. Changing the driving method requires the internal gear hub to be equipped with a shift operation module 11 to achieve. The shift operation module 11 is installed on the bicycle head, and the rider uses his finger to press the shift operation module 11 for control. The shift operation module 11 has a mode switch button, an upshift button and a downshift button. The rider presses the mode switch button to switch between the manual mode and the automatic mode. In the manual mode, the rider upshifts by pressing the upshift button and downshifts by pressing the downshift button. In the automatic mode, the rider does not need to perform any operation, and the internal gear hub performs shift operations according to the vehicle speed. For example, when the vehicle speed reaches 10 kilometers per hour, it automatically shifts up from the first gear to the second gear; for another example, when the vehicle speed drops below 10 kilometers per hour, it automatically shifts down from the second gear to the first gear. The rider can not only switch to the manual mode according to the actual road conditions to freely change gears, improving the flexibility of riding, but also switch to the free mode to automatically change gears, improving the comfort of riding.

[0160] Figure 26 The power transmission route of the first gear of this manual-automatic integrated internal gear hub is shown.

[0161] In the first gear state, the first sun gear 904, the second sun gear 907, and the third sun gear 908 are all in a free state. When the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The first sun gear 904 rotates idly. The rotational speed of the first transmission member 901 is higher than that of the second transmission member 902. The first clutch structure 9013 engages to synchronize the rotational speeds of the first transmission member 901 and the second transmission member 902, and the torque of the first transmission member 901 is transmitted to the second transmission member 902; similarly, the second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The third sun gear 908 rotates idly. The second clutch structure 9023 and the third clutch structure 9032 engage simultaneously to transmit the torque of the second transmission member 902 to the third transmission member 903 and then to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 outputs to the wheel. At this time, the internal gear hub does not go through the two-stage planetary gear mechanism for speed change, and this transmission ratio is defined as the first transmission ratio.

[0162] Figure 27 The power transmission route of the second gear of this manual-automatic integrated internal gear hub is shown.

[0163] In the second gear state, the second sun gear 907 is locked, and the first sun gear 904 and the third sun gear 908 are both in a free state. After the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The first sun gear 904 rotates idly, and the first clutch structure 9013 engages, making the rotational speeds of the first transmission member 901 and the second transmission member 902 synchronous. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The seventh tooth 9101 of the first double planetary gear 910 meshes with the fourth tooth 9071 of the second sun gear 907. The rotational speed of the third transmission member 903 is higher than that of the second transmission member 902. The second clutch structure 9023 disengages and does not work, and the third clutch structure 9032 engages. The third transmission member 903 transmits the torque to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 outputs to the wheel. The transmission ratio of the internal speed change hub at this time is defined as the second transmission ratio.

[0164] Figure 28 The power transmission route of the third gear of the present manual-automatic integrated internal speed change hub is shown.

[0165] In the third gear state, the second sun gear 907 is locked, and the first sun gear 904 and the third sun gear 908 are both in a free state. After the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The first sun gear 904 rotates idly, and the first clutch structure 9013 engages, making the rotational speeds of the first transmission member 901 and the second transmission member 902 synchronous. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The eighth tooth 9102 of the first double planetary gear 910 meshes with the fifth tooth 9081 of the third sun gear 908. The rotational speed of the third transmission member 903 is higher than that of the second transmission member 902. The second clutch structure 9023 disengages and does not work, and the third clutch structure 9032 engages. The third transmission member 903 transmits the torque to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 outputs to the wheel. The transmission ratio of the internal speed change hub at this time is defined as the third transmission ratio.

[0166] Figure 29 The power transmission route of the fourth gear of the present manual-automatic integrated internal speed change hub is shown.

[0167] In the fourth gear state, the first sun gear 904 is locked, and the second sun gear 907 and the third sun gear 908 are both in a free state. After the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The sixth tooth 9091 of the first planetary gear 909 is externally meshed with the third tooth 9041 of the first sun gear 904. The rotational speed of the second transmission member 902 is higher than that of the first transmission member 901. At this time, the first clutch structure 9013 disengages and does not work. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The third sun gear 908 idles. The second clutch structure 9023 and the third clutch structure 9032 are simultaneously engaged, so that the torque of the second transmission member 902 is transmitted to the third transmission member 903 and then to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 outputs to the wheel. The internal speed change hub transmission ratio at this time is defined as the fourth transmission ratio.

[0168] Figure 30 The power transmission route of the fifth gear of the present manual-automatic integrated internal speed change hub is shown.

[0169] In the fifth gear state, the first sun gear 904 and the second sun gear 907 are locked, and the third sun gear 908 is in a free state. After the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The sixth tooth 9091 of the first planetary gear 909 is externally meshed with the third tooth 9041 of the first sun gear 904. The rotational speed of the second transmission member 902 is higher than that of the first transmission member 901. At this time, the first clutch structure 9013 disengages and does not work. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The second transmission member 902 rotates to drive the first double planetary gear 910 to rotate. The seventh tooth 9101 of the first double planetary gear 910 is meshed with the fourth tooth 9071 of the second sun gear 907. The second clutch structure 9023 disengages and does not work. The third clutch structure 9032 is engaged. The third transmission member 903 transmits the torque to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 outputs to the wheel. The internal speed change hub transmission ratio at this time is defined as the fifth transmission ratio.

[0170] Figure 31 The power transmission route of the sixth gear of the present manual-automatic integrated internal speed change hub is shown.

[0171] In the sixth gear state, the first sun gear 904 and the third sun gear 908 are locked, and the second sun gear 907 is in a free state. After the input member 3 inputs torque, it first passes through the first transmission member 901. The first transmission member 901 rotates to drive the first planetary gear 909 to rotate. The sixth gear tooth 9091 of the first planetary gear 909 is externally meshed with the third gear tooth 9041 of the first sun gear 904. The rotation speed of the second transmission member 902 is higher than the rotation speed of the first transmission member 901. At this time, the first clutch structure 9013 is disengaged and does not work. The second transmission member 902 rotates to drive the first double-coupled planetary gear 910 to rotate. The second transmission member 902 rotates to drive the first double-coupled planetary gear 910 to rotate. The eighth gear tooth 9102 of the first double-coupled planetary gear 910 is meshed with the fifth gear tooth 9081 of the third sun gear 908. The rotation speed of the third transmission member 903 is higher than the rotation speed of the second transmission member 902. The second clutch structure 9023 is disengaged and does not work. The third clutch structure 9032 is engaged. The third transmission member 903 transmits the torque to the sleeve 911. The sleeve 911 is fastened to the output member 1, and the output member 1 is output to the wheel. The internal gear hub transmission ratio at this time is defined as the sixth transmission ratio.

[0172] It can be seen that the first to sixth transmission ratios are all less than or equal to 1. The lower the gear, the lower the speed and the greater the torque, so it is suitable for climbing or when the load is heavy; the higher the gear, the higher the speed and the smaller the torque, so it is suitable for downhill or when the load is light. In order to increase the smoothness of gear shifting, the number of teeth from the first gear tooth 9021 to the eighth gear tooth 9102 can be reasonably adjusted to fit the first to sixth transmission ratios into a binary linear equation.

[0173] Depend on Figures 26 to 31 It can be seen that all power transmission routes from the first gear to the sixth gear need to pass through the first transmission member 901. The first transmission member 901 has a large span and is subjected to a large torque, and is easily bent and deformed. If the first transmission member 901 is deformed, the position of the first planetary gear 909 installed on the first transmission member 901 will be offset, and then the first sun gear 904 will be offset, which will increase the wear of the lock groove 9042 of the first sun gear 904 on the shift pawl. Over time, the shift pawl cannot effectively lock the sun gear, causing the phenomenon of skipping. Therefore, by setting a support member 905 between the two-stage planetary gear mechanism, specifically by setting a support member 905 between the first sun gear 904 and the second sun gear 907, the inner wall of the support member 905 is connected to the core shaft 4, and the outer wall of the support member 905 is connected to the inner wall of the first transmission member 901. The support member 905 can bear radial load and axial load, reduce the deformation of the first transmission member 901 when the first transmission member 901 is subjected to torque, ensure the concentricity of the first transmission member 901 and the core shaft 4, and thus reduce the wear of the shift pawl. The support member 905 can be selected from deep groove ball bearings, angular contact ball bearings, thrust bearings, etc.

[0174] Since the mandrel 4 is installed or directly machined with a shift pawl seat, it is inconvenient to directly install the support member 905 on the mandrel 4. Therefore, a fixing member 906 is provided. First, the support member 905 is installed on the fixing member 906, and then the fixing member 906 is fixedly installed on the mandrel 4 to reduce the processing difficulty. The fixing member 906 has a structure that can be engaged with the shift pawl seat and an outer cylindrical surface that can assemble the support member 905.

[0175] Compared with the transmission mechanism of the prior art, the transmission mechanism 9 of the present application only uses three planetary gear mechanisms, that is, the planetary gear mechanisms corresponding to the first sun gear 904, the second sun gear 907, and the third sun gear 908, which can achieve six-speed shifting, reduce one set of planetary gear mechanisms, reduce the space occupied by the transmission mechanism 9, and make the weight of the hub lighter; reduce the number of sun gears by one, also reduce the number of control parts of the operating device 81, and at the same time reduce the torque that the driving device 55 needs to provide, greatly improving the shifting success rate.

[0176] Figure 32 A longitudinal sectional view of the transmission mechanism 9 of another embodiment is shown. In this embodiment, the first planetary gear 909 is replaced with a double planetary gear, and the tooth thickness of the first sun gear 904 is appropriately reduced so that its teeth are externally meshed with one of the teeth of the double planetary gear, and the rest of the structure remains unchanged. Since there is only one first sun gear 904, the planetary gear mechanism of this part still constitutes a set of planetary gear mechanisms. The advantage of such a design is that on the premise of providing the same transmission ratio for this set of planetary gear mechanisms, the radial dimension of this set of planetary gear mechanisms is further reduced, making the structure more compact.

[0177] Figure 33 A schematic diagram of the assembly of the pressure relief valve 22 is shown. As shown in the figure, a pressure relief valve 22 is provided on the end cover 2. The pressure relief valve 22 is composed of components such as a spring, a piston, a valve core, and a valve seat. When the pressure in the inner hub cavity exceeds the set value, the spring will be compressed under the pressure, causing the valve core or the piston to leave the valve seat, thereby opening the pressure relief channel. Through the pressure relief channel, air can be discharged from the inner hub, thereby reducing the pressure in the inner hub cavity and avoiding the problem of oil leakage.

[0178] In the description of this specification, the descriptions with reference to terms such as "one embodiment", "certain embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the said embodiments or examples are included in at least one embodiment or example of this application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0179] The above are only some embodiments of this application. For those of ordinary skill in the art, without departing from the creative concept of this application, several modifications and improvements can still be made, and these all belong to the protection scope of this application.

Claims

1. A manual-automatic internal variable-speed hub, comprising a spindle (4), a transmission mechanism (9), a driving mechanism (5), a control mechanism (8), an input member (3) and an output member (1), wherein the spindle (4) is fixed to the frame, and the driving mechanism (5), the control mechanism (8) and the transmission mechanism (9) are connected in sequence and are all mounted on the spindle (4); The input member (3) is fixedly connected to the transmission mechanism (9) and is used for inputting torque to the transmission mechanism (9); The output member (1) is connected to the transmission mechanism (9) and is used for outputting torque to the wheel; The transmission mechanism (9) includes a second transmission member (902), and the second transmission member (902) has torque in a first rotation direction; The transmission mechanism (9) has at least one transmission ratio; The driving mechanism (5) is electrically driven, and the driving mechanism (5) drives the control mechanism (8) to rotate to a specific angle manually and / or automatically, changes the transmission relationship of each component in the transmission mechanism (9), and realizes the change of the transmission ratio of the transmission mechanism (9). It is characterized in that: It further includes a torque assistance mechanism (6). One end of the torque assistance mechanism (6) is connected to the control mechanism (8), and the other end is respectively connected to the second transmission member (902) and the driving mechanism (5). The torque assistance mechanism (6) includes a first connecting member (61), a second connecting member (63), a third connecting member (68) which are rotatably connected to each other, and a first restoring member (62). The first connecting member (61) is used for transmitting the torque output by the driving mechanism (5). The first connecting member (61) is provided with a first stop block (611). The second connecting member (63) is provided with a torque transmission structure. The third connecting member (68) is connected to the control mechanism (8) and is used for outputting torque; One end of the first restoring member (62) is connected to the first connecting member (61), and the other end of the first restoring member (62) is connected to the second connecting member (63). The first restoring member (62) provides a first pre-tightening torque. When the torque input by the first connecting member (61) exceeds the first pre-tightening torque along the first rotation direction and the first connecting member (61) and the third connecting member (68) rotate relatively, the first restoring member (62) deforms, the first connecting member (61) and the second connecting member (63) rotate relatively, and the first stop block (611) no longer blocks the torque transmission structure, so that the torque transmission structure is connected to the second transmission member (902) to transmit the torque of the second transmission member (902) to the third connecting member (68); The torque transmission structure includes a borrowing pawl elastically hinged to the second connecting member (63). The borrowing pawl has a retracted state and an opened state. When the borrowing pawl is in the opened state, it is connected to the second transmission member (902), and when the borrowing pawl is in the retracted state, it is disengaged from the second transmission member (902).

2. The integrated manual and automatic internal gear hub according to claim 1, characterized in that, A third restoring member (67) is provided between the second connecting member (63) and the third connecting member (68). One end of the third restoring member (67) is connected to the second connecting member (63), and the other end of the third restoring member (67) is connected to the third connecting member (68). The third restoring member (67) provides a second pre-tightening torque. When the third connecting member (68) rotates along the second rotation direction, when the torque input by the first connecting member (61) exceeds the second pre-tightening torque and relative rotation occurs between the first connecting member (61) and the third connecting member (68), the third restoring member (67) deforms, and relative rotation occurs between the second connecting member (63) and the third connecting member (68). The first rotation direction and the second rotation direction are opposite.

3. The integrated manual and automatic internal variable speed hub according to claim 1, characterized in that, The torque transmission structure includes a second restoring member (66). One end of the second restoring member (66) is fixed to the second connecting member (63), and the other end of the second restoring member (66) abuts against the pawl.

4. The integrated manual / internal variable speed hub according to claim 1, characterized in that, One side of the pawl is provided with a locking portion (641), and the other side is provided with an avoidance area (643). A third contact surface (642) is provided at the position where the avoidance area (643) and the locking portion (641) are connected.

5. The manual-automatic integrated internal variable-speed hub according to claim 4, wherein, The second connecting member (63) is provided with a first contact surface (635). When the first block (611) moves in the first rotation direction, it separates from the first contact surface (635). When the first block (611) moves in the second rotation direction, it abuts against the first contact surface (635).

6. The integrated manual-automatic internal variable-speed hub according to claim 5, characterized in that, The third contact surface (642) of the pawl and the first contact surface (635) of the second connecting member (63) are in the same plane.

7. The integrated manual / internal variable speed hub according to claim 1, characterized in that, The third connecting member (68) is provided with a fifth block (681), and the second connecting member (63) is provided with a fourth block (632). When the fourth block (632) moves in the first rotation direction, it abuts against the fifth block (681). When the fourth block (632) moves in the second rotation direction, it separates from the fifth block (681).

8. The integrated manual / internal variable speed hub according to claim 2, characterized in that The first pre-tightening torque of the first restoring member (62) and the second pre-tightening torque of the third restoring member (67) are in opposite directions.

9. The integrated manual and automatic internal gear hub according to claim 1, characterized in that, The transmission mechanism (9) includes at least two-stage planetary gear mechanisms and at least one set of clutch structures. The driving mechanism (5) changes the transmission relationship of the planetary gear mechanisms manually and / or automatically, so that the torque is transmitted through the planetary gear mechanisms for speed change and then selectively output to the output member (1) through the clutch structures. At least one support member (905) is provided between the two-stage planetary gear mechanisms.

10. The integrated internal variable speed hub according to claim 9, characterized in that, The inner wall of the support member (905) is connected to the core shaft (4), and the outer wall of the support member (905) is connected to the inner wall of the first transmission member (901).

11. The integrated manual and automatic internal gear hub according to claim 10, wherein, It further includes a fixing member (906). The fixing member (906) is fixedly connected to the core shaft (4), and the support member (905) is installed on the fixing member (906).

12. The integrated manual and automatic internal gear hub according to claim 9, characterized in that, The support member (905) is provided between the first sun gear (904) and the second sun gear (907).

13. The manual-automatic integrated internal gear hub according to claim 9, characterized in that, The planetary gear mechanism is provided with two stages, namely a first-stage planetary gear mechanism and a second-stage planetary gear mechanism, and the two-stage planetary gear mechanisms are in series transmission.

14. The integrated manual and automatic internal gear hub according to claim 13, characterized in that, The first-stage planetary gear mechanism is for speed increasing transmission.

15. The integrated internal variable speed hub according to claim 14, characterized in that The first-stage planetary gear mechanism includes a first sun gear (904), a first planetary gear (909), a first transmission member (901) and a second transmission member (902). The first planetary gear (909) is rotatably connected to the first transmission member (901). The second transmission member (902) has a first set of teeth (9021). The first sun gear (904) has a third set of teeth (9041). The first planetary gear (909) has a sixth set of teeth (9091). The third set of teeth (9041) of the first sun gear (904) is externally meshed with the sixth set of teeth (9091) of the first planetary gear (909). The first set of teeth (9021) of the second transmission member (902) is internally meshed with the sixth set of teeth (9091) of the first planetary gear (909).

16. The integrated manual-automatic internal gear hub according to claim 15, wherein, A first clutch structure (9013) is provided between the first transmission member (901) and the second transmission member (902).

17. The integrated manual / internal variable speed hub according to claim 13, wherein The second-stage planetary gear mechanism is for speed increasing transmission.

18. The manual-automatic integrated internal gear hub according to claim 17, wherein, The second-stage planetary gear mechanism includes a second sun gear (907), a third sun gear (908), a first double planetary gear (910), a second transmission member (902) and a third transmission member (903). The first double planetary gear (910) is rotatably connected to the second transmission member (902). The third transmission member (903) has a second set of teeth (9031). The first double planetary gear (910) has a seventh set of teeth (9101) and an eighth set of teeth (9102). The second sun gear (907) has a fourth set of teeth (9071). The third sun gear (908) has a fifth set of teeth (9081). The fourth set of teeth (9071) of the second sun gear (907) is externally meshed with the seventh set of teeth (9101) of the first double planetary gear (910). The fifth set of teeth (9081) of the third sun gear (908) is externally meshed with the eighth set of teeth (9102) of the first double planetary gear (910). The second set of teeth (9031) of the third transmission member (903) is internally meshed with the eighth set of teeth (9102) of the first double planetary gear (910).

19. The integrated manual / internal variable-speed hub according to claim 18, wherein, A second clutch structure (9023) is provided between the second transmission member (902) and the third transmission member (903).

20. The manual-automatic integrated internal gear hub according to claim 19, wherein, It further includes a bushing (911). The bushing (911) is connected to the output member (1). A third clutch structure (9032) is provided between the bushing (911) and the third transmission member (903).

21. The manual-automatic internal variable-speed hub according to claim 20, wherein The third clutch structure (9032) and the second clutch structure (9023) are in the same plane perpendicular to the axis of the core shaft (4).

22. The integrated manual and automatic internal gear hub according to claim 20, wherein, The outer peripheral surface of the bushing (911) is provided with anti-slip grooves.

23. The integrated manual-automatic internal gear hub according to claim 1, characterized in that, The drive mechanism (5) is provided with a gear position feedback module.

24. The integrated manual-automatic internal gear hub according to claim 23, wherein, The gear position feedback module includes a plurality of gear position Hall elements. The gear position Hall elements are inductively installed to sense the magnetic field intensity of the magnet on the magnet seat (614) of the torque assistance mechanism (6) to obtain a pulse signal, and to determine the gear position to which the driving device (55) of the driving mechanism (5) rotates.

25. The integrated manual and automatic internal gear hub according to claim 23, characterized in that, The driving mechanism (5) is provided with a speed feedback module.

26. The integrated manual and automatic internal gear hub according to claim 25, characterized in that, The speed feedback module includes a speed Hall element. The speed Hall element is inductively installed to sense the magnetic field intensity of the magnet in the magnet mounting groove (21) of the end cover (2) connected to the output member (1) to obtain a pulse signal, and to calculate the speed of the internal speed change hub.

27. The integrated manual-automatic internal gear hub according to claim 1, characterized in that, The driving mechanism (5) further includes a control box (51) and a sealing cover (52) connected to the control box (51). The control box (51) is installed with a driving device (55) and a circuit board (54). The circuit board (54) is provided with a gear position feedback module, a speed feedback module and a controller. The driving device (55), the gear position feedback module and the speed feedback module are respectively electrically connected to the controller.

28. The integrated manual and automatic internal gear hub according to claim 1, characterized in that, The operating mechanism (8) includes a shift pawl seat and an operating device (81). The shift pawl seat is sleeved on the core shaft (4). The shift pawl seat is hinged with a shift pawl. The operating device (81) is provided with an opening groove, and the opening groove is used to control the shift pawl to open or retract to change the transmission relationship of the components in the transmission mechanism (9).

29. The integrated manual-automatic internal variable-speed hub according to claim 1, wherein, The output member (1) is connected to the end cover (2), and the end cover (2) is provided with a pressure relief valve (22).

30. A bicycle, characterized in that, Including the manual-automatic integrated internal speed change hub according to any one of claims 1-29.

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