Engine auxiliary driving unit of six-gear automatic transmission arranged in bicycle hub

Abstract

The invention discloses an auxiliary power unit with a single-cylinder engine and a six-gear automatic transmission arranged in a hub shell of a common bicycle. The flattened hub shell is installed in the rear wheel of the bicycle and completely matched with a rear fork and rear bottom fork framework. An engine and gearbox integrated assembly is arranged in a hub, and a four-stroke engine and a gearbox share one box body; intake exhaust, electronic fuel injection, lubrication cooling, oil tank and other assemblies are installed in a matched mode. The structure is compact, the power density is large, the weight is light, the modularization integration degree is good, reliability is high, and maintenance is easy. The six-gear automatic speed change transmission is stable, the mechanical efficiency is high, the six-gear automatic speed change transmission is suitable for being installed on the bicycle to keep the concise appearance structure and the flexible riding characteristic, the requirement of light-weight auxiliary power equipment is met, and the effect and the purpose of efficiently and easily driving the bicycle are achieved; the vehicle is suitable for urban and rural personal vehicles.

Description

Technical Field

[0001] The present invention discloses a bicycle wheel hub built-in auxiliary internal combustion engine power system with a 6-speed automatic transmission. On the basis of fully following the structure appearance and frame size of ordinary bicycles, the internal combustion engine auxiliary power unit and related accessories are integrated and installed in the rear wheel hub shell. At the same time, it can also be equipped with a 4-speed or 3-speed automatic transmission. Background Art

[0002] Bicycles are simple in shape, easy to use and beautiful in appearance. Since their birth, they have been the most common, convenient and flexible means of transportation. Bicycle riding has always been a popular means of transportation and a form of leisure and entertainment. Surveys and studies have shown that the physical and mental health of regular cyclists is comparable to that of people ten years younger. In the engineering community, there is even a generalization that bicycle riding is the most similar sport for humans to bird flight. With the development of society, how to save physical strength and reduce fatigue on the basis of riding purely by human power, so as to make bicycles more maneuverable and durable, is naturally a clear goal pursued by people. As a result, many attempts and designs have been made to install power devices on bicycles to assist human power and make riding easier. Whether it is a human / motorized dual-purpose bicycle equipped with an internal combustion engine or an electric motor system, it has become a vivid history of social and technological development.

[0003] In summary, no matter what kind of driving method is used for bicycle auxiliary power, there are not many successful examples and models. The once short-lived internal combustion engine-assisted bicycles in China are either derived from curved beam / pedal light motorcycles, which are just a name without the basic characteristics of bicycles, or simply assembled and installed with power systems on bicycles; the whole vehicle is loose and bulky, and the quality is unsatisfactory, so it is gradually eliminated. Although the later electric two-wheeled vehicles have a large scale, there are still many problems in the models, such as bloated, stupid, clumsy and rough models, low battery energy density and fast energy storage decay rate, high energy consumption and insufficient efficiency of motors, long charging time and short riding mileage, and the whole vehicle is cumbersome and inconvenient to carry and promote, which have not been solved for a long time. Such extensive scale effect is suspected of wasting resources and polluting the environment; it is also difficult to say that it meets the dream vision of low-carbon, environmentally friendly and green travel.

[0004] Riding a bicycle is like riding a horse, which can stimulate people's original natural instinctive power. People sit on the saddle, with their legs spread out and straddling the left and right sides of the bicycle, and their feet step on the pedals like stirrups. The crank pedals on the left and right sides do not strictly belong to the bicycle body (just like the stirrup is an accessory independent of the horse), but they are an indispensable key power transmission component; in this way, both people and the bicycle form a well-symmetrically supported structural balance. In fact, riding a bicycle is slightly different from riding a horse, because the horse is a four-legged animal, and even if its four hooves are simplified to one point each, the horse's ground contact standing posture is still a planar steady state. Its fast running is also similar to the static load balance support nature of a four-wheeled vehicle. (When running and galloping, the horse always keeps one hoof in contact with the ground.)

[0005] The more mysterious thing about cycling is that, in the final analysis, the bicycle body (including wheels), a two-wheeled vehicle structure, is like a unicycle. The vertical projection of its body and frame to the ground is still a line, not a contact surface like three-wheeled and four-wheeled vehicles. This difference is very important, and determines the essential characteristics of the bicycle's natural (center of mass / center of gravity) static instability and dynamic balance self-sustaining; that is, its most interesting, lively and lovely part.

[0006] Bicycles have more prominent dynamic balance characteristics; the engineers mentioned above that bicycle riding is the closest way for humans to fly birds, and this metaphor is very interesting and appropriate. Because bicycle sports bring dynamic balance and even "relaxed static stability" aerodynamic factors to riders, it brings a direct spatial dynamic feeling and experience in nature similar to bird flight. When people pedal the pedals to drive the sprockets, the arms are stretched forward to hold the front handlebars to form a fixed support posture, which is actually similar to a certain fixed-wing aircraft structure. The front handlebar has a steering function, so this is very similar to the inverted structure of the front rudder, or the duck-style aerodynamic layout. At the same time, the human torso and head are also similar to the vertical rudder or horizontal flaps, ailerons, and the posture change naturally adjusts the center of gravity and driving trajectory of the whole vehicle with the roll deflection of the torso and head. Since the upper limbs (arms) move forward to form a fixed wing shape, the lower limbs still need to continue to rotate to provide forward driving force; because both the legs and pedals, and even the upper limbs and arms, are equivalent to independent parts that are arranged in a single row on the body (or fuselage) and extend outward; so this is very similar to flapping wing flight. We always say that riding a bicycle is beneficial to the body and mind and is endless fun, but we really need to understand the principles and reasons and the mysteries contained therein.

[0007] When riding a bicycle, maneuverability and stability (steady state) in a dynamic balance state are a contradiction. Good stability means poor maneuverability (toppling), and vice versa. For bicycles with forward handlebars and front wheel steering, which make the rider's arms extend forward, similar to a duck-type aircraft, the statically unstable movement characteristics require constant adjustment of posture during travel to maintain the balance of the rider and the vehicle; this significantly improves the maneuverability and follow-up response capabilities, which is very important and interesting for two-wheeled bicycles. Even as a mechanized power drive mode, the upper and lower limbs remain relatively static, which completely imitates the flight state of a fixed-wing aircraft. The lightness and freedom are already very similar to soaring and circling at medium and low altitudes. Therefore, the huge physical and mental pleasure implied in the upgraded version of the bicycle power-assisted riding mode is also the core reason (1) for the need to develop ultra-light auxiliary power bicycles.

[0008] The inventor discovered and fully realized in the process of practice that the design of the auxiliary power bicycle should first strictly follow the appearance characteristics of the bicycle itself. The key points are: the forward direction of the wheel is the longitudinal direction, and the direction of the wheel axis (perpendicular to the body) is the transverse direction; combined with the body proportion characteristics of the rider, the overall structure must be slender in the longitudinal direction and narrow in the transverse direction. The body is assembled with very simple and natural tubular beam frame components, and the beam frame has no exposed additional peripheral parts. Any design or modification that destroys the overall body configuration characteristics will be unsuccessful in terms of results. This is not dogmatism, but an example of the practice of testing the truth.

[0009] Specifically, if the vehicle body is heavy and the tires are too wide in contact with the ground, the rolling friction resistance will be large; if the vehicle body is too wide laterally, the aerodynamic wind resistance will be large; and the steering process is prone to operational hysteresis, or it may cause a large tilting / rolling moment and imbalance. Therefore, from these key perspectives of kinematics, following the original natural properties of the bicycle's appearance and structure is in line with specific scientific practice.

[0010] At present, many pedal-type motor vehicles have eliminated the pedals on both sides and completely stored the feet of the person in the body. This is actually not in line with the essential characteristics of bicycles or two-wheeled vehicles; it also has an uncertain (weakening) impact on the correct judgment of the rider's sensory / motor nerves and the sensitivity of the rider's posture control with the vehicle. What's more, in many electric two-wheeled vehicles, the battery is placed horizontally at the bottom of the curved beam pedal, which invisibly squeezes and raises the fixed (foothold) support position of the legs and feet. In addition, the wheels are small, the ground clearance is small, and the passability is poor. When the body tilts during a turn, it is easy for the two sides of the pedal to touch the ground, which seriously affects safe driving. In addition, the battery size and placement must be taken into account, so the crank length of the sprocket can only be shortened; this causes the installation of the human-powered pedal, that is, the position of the driving force arm, to deviate seriously from the correct ergonomic position of the (sitting position) leg rotation, which is tantamount to nothing. Technically, there is even a strange phenomenon that the pedals of human-powered riding rotate simultaneously in a purely electric driving state. All these have resulted in a very awkward and distorted riding posture for the rider, such as lying on their back doing splits, hunching over, squatting or even leaning forward with their feet hooked; there is no such thing as being natural, comfortable or at ease. This is already a deformity or abnormality, and it is almost a kind of torture and shackle to the human body and mind. These problems do not exist in the riding and running state of a traditional bicycle with ordinary structure.

[0011] The above-mentioned unsuccessful models and phenomena that are still prevalent in the early days and now indicate that the common problem is that few manufacturers and products are focused and committed to making the products simpler and brighter, more beautiful and lightweight, and more compact and reasonable in internal structure under the premise of improving the performance of the whole vehicle. On the contrary, due to the limitations of technical manufacturing and enterprise management level, the design of the whole vehicle is ugly and bulky, neither generous nor concise, and completely loses the fundamental characteristics of bicycles being light and bright; it is unpredictable and impractical and uneconomical. In fact, it destroys / kills the fundamental flexible characteristics of this means of transportation, ignoring the objective laws of the development of things and the most basic needs of people for travel.

[0012] It must be recognized and acknowledged that, obviously, the primary factor that actually determines whether the design and application of auxiliary power bicycles are successful is whether the appearance and structure of the original model are completely maintained and followed. In particular, the width of the body should be reduced as much as possible, because the appearance and structure of the original model are concise and optimized enough, and should and are worth following. Therefore, a new type of auxiliary power bicycle is needed that is based on the above objective practical experience and design ideas, appears completely in the appearance and structure of an ordinary bicycle, is equipped with a small high-power density engine and an automatic transmission system, and maintains a compact and reasonable size, and has more friendly and convenient riding functions.

[0013] The inventors found in practice that the installation of the power and speed transmission components, which conforms to the structural principles and appearance characteristics of bicycles and has an ideal visual effect, is in the range of the rear wheel rim; that is, the circular space of the central hub shell surrounded by the wheel rim. This position has the shortest and most concise transmission distance for power input and output. There are few parts and high mechanical efficiency, and the inner diameter space of the rear wheel is fully utilized. On the basis of the original model of ordinary bicycles, the bicycle power system can be added and upgraded without changing the original vehicle structure and appearance, and without changing the riding method and habits. Moreover, the rear wheel hub power system can achieve an optimized and ideal vehicle weight balance through a lightweight layout and uniform distribution of the body load of related accessories.

[0014] The introduction of a small engine and automatic transmission into the narrow space between the rear wheel hub and the rear fork of an existing bicycle frame involves a large number of structural design and installation changes and adjustments. In particular, the compact optimization of the engine is essential to make it and the wheel hub shell smaller and easier to assemble. Of course, structural improvements are quite difficult. For example, in the bicycle structure, the available space between the front and rear forks of a normal bicycle is usually 75 to 99 mm wide; this seriously restricts the size of the corresponding power mechanism that can be accommodated and installed inside. In many cases, this means that the wheel hub power system can only be installed in a non-standard widened spacing fork frame, which requires modification or replacement of the front and rear fork frames and even the body. The replacement cost of the front and rear fork frames is high and the appearance is greatly affected, which greatly affects the feasibility of upgrading to an auxiliary power bicycle. Therefore, how to solve the problem of the narrow and insufficient wheel hub space in the axial direction in the rear wheel fork frame, which affects the assembly of various components in the shell, and redesign the arrangement and installation layout of the power assembly mechanism to compactly adapt and improve work efficiency is the most important technical problem to be solved.

[0015] This requires that the powertrain module is a compact, symmetrical, flat and slender integrated body; it is easy to assemble and adjust and is suitable for the body structure of ordinary bicycles, fully maintaining space compatibility. At the same time, it is necessary to provide a comprehensive carrier of the powertrain to greatly optimize the appearance and simplify the volume occupied by the power unit in the frame, reduce the damage to the body structure and the appearance of the uglier. In particular, it makes the driving experience easier, more convenient, more comfortable and more pleasing to the eye. Only by developing and improving under the premise of meeting the proportion of the appearance configuration requirements of the original bicycle can further success be achieved. Summary of the invention

[0016] The present invention aims to provide an innovatively designed automatic transmission internal combustion engine auxiliary power unit and bicycle based on the wisdom and lessons learned by predecessors. The frame of an ordinary bicycle is used to centrally install the efficient internal combustion engine, automatic transmission system and related accessories in the rear wheel hub shell. In this way, on the basis of the appearance of an ordinary bicycle without any changes in appearance, auxiliary power is provided according to riding requirements, reducing user fatigue, effectively saving physical strength and ensuring safety; forming a simple and lightweight power enhancement and riding efficiency and fun maximization.

[0017] The engine assembly system is directly installed inside the wheel hub shell of the rear wheel; the challenge is to accommodate and adapt the engine and the speed transmission assembly to the existing bicycle configuration frame. In order to match the internal combustion engine assembly and accessories to the limited available narrow axial space in the rear wheel frame of an ordinary bicycle to fully maintain the beautiful and lightweight design of the entire vehicle, a simple, compact, high-power density power device suitable for loading in a flattened wheel hub shell is required. This is a key point in the technical design. In order to meet and match the width conditions of the rear wheel and rear fork of an ordinary bicycle, and to smoothly install the engine and transmission unit in the wheel hub shell, it is necessary to modify, improve and innovate the conventional power system design. The internal combustion engine auxiliary power automatic transmission unit of the present invention provides just such a way to improve the precision power assembly system with a reduced volume.

[0018] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0019] First, the present invention uses a rear wheel hub shell with a properly enlarged diameter as an integrated assembly carrier. An engine assembly is provided, including: a single-cylinder 4-stroke small engine, a 6-speed automatic transmission, a main clutch, a starter motor and a generator, an oil lubrication cooler, a fuel system, an intake, an exhaust component, etc.; the above internal combustion engine, transmission assembly and accessories are all installed and arranged in the rear wheel hub shell.

[0020] The rim diameter of the wheel suitable for the bicycle is between 16, 18 inches (45.72 cm) and 28 inches (71.1 cm); the preferred diameter of the rim is 23 inches to 27 inches, which sizes all correspond to the standard wheel and tire sizes of bicycles.

[0021] The wheel hub shell is a split assembly type. It includes a left end cap fixed to the rear wheel axle and a right wheel hub shell that can rotate freely around the rear wheel axle; the left and right ends of the central spindle are fixedly connected to the rear fork and the rear flat fork. The left end cap is fixedly connected to the central axis of the rear wheel; the right rotating wheel hub shell has a central axis sleeve. The rear wheel spindle passes through the shaft sleeve of the left fixed end cap and the right rotating shell, and a needle (ball) bearing is installed on the left end of the central axis sleeve of the wheel hub rotating shell to position and support the central axis; the outer side of the right end of the wheel hub rotating shell is also supported by another ball (needle) bearing and the rear wheel axle, and a rear wheel flywheel driven by a human riding chain is installed on the outer ring surface of the bearing seat.

[0022] The freely rotatable wheel hub shell has a central shaft sleeve surrounding the central spindle, and the outer diameter of the shaft sleeve is equipped with a one-way bearing to form a power terminal drive structure. In this way, the rear wheel hub can rotate inside the shell, and is directly driven by the output end of the auxiliary power unit to drive the rear wheel to rotate and the vehicle to move forward.

[0023] The internal combustion engine power assembly is arranged in the rear wheel hub shell, and the engine assembly includes: a cylinder head (body), an engine (automatic transmission) case; in the present invention, the cylinder head, cylinder body and crankcase adopt a split structure, and the engine case includes a crankshaft and a transmission part. The main body of the engine case is located in the lower semicircular part of the internal space of the wheel hub shell, and the outer shape naturally stretches and extends along the arc contour of the inner diameter of the wheel hub shell. From the side of the case, the whole is in the shape of a "convex or pin" character; the convex arc-shaped part of the upper layer of the case is provided for the central shaft sleeve of the rear wheel axle and the wheel hub shell to pass through and form a supporting and positioning function with the case. And the inner wall surface of the left fixed end cover actually constitutes a part of the engine case assembly (left end face seal). In the wheel hub shell, the engine and automatic transmission are directly designed and installed together to form a complete shared case structure. The cylinder block is installed on the box body, and the piston reciprocates in the cylinder through a connecting rod connected to the crankshaft and drives the crankshaft to rotate; in this way, the crankshaft and the subsequent transmission transmission mechanism that directly receives the crankshaft power output are included in one box body; and the hub shell center shaft sleeve and the wheel are driven through a one-way (bearing) clutch at the terminal.

[0024] The engine crankshaft housing (housing) shares a complete housing with the gear transmission mechanism and automatic transmission; that is, except for the cylinder block, all power components are integrated and installed in a large housing, sharing the oil lubrication system. The oil is directly stored in the bottom arc area of ​​the housing, forming an oil pan. When the engine is running, the crank and the rotating parts of the transmission can form a splash lubrication effect through the part immersed in the oil surface. An electric oil pump is independently installed in the oil pan, which is responsible for pumping pressurized lubricating oil to the valve mechanism inside the cylinder head and the area around the combustion chamber, achieving a circulating lubrication and cooling effect. The oil cooling form makes the body structure compact and highly integrated.

[0025] The engine is a 4-stroke oil-cooled model, using BS 31×33mm, single cylinder capacity 24.9cc; it can also be 32×32, or BS 33×35, 29.935cc and other displacement models; the cylinder is installed at the longitudinal front end of the engine case. In order to make full use of the internal space of the rear wheel hub shell and the compactness of the engine, the cylinder heat sink air cooling form is not adopted. In addition to the reserved several oil circulation cooling pipelines that run through the cylinder surface, only a small area of ​​local heat sinks is installed on the limited part of the right side, and the overall shape is a smooth cylinder. The oil returns to the oil pan through the circulating oil circuit on the cylinder; that is, the engine case itself is the radiator. At the same time, the windward area outside the fixed end cover on the left side of the wheel hub also forms oil heat dissipation and direct overall air cooling.

[0026] The engine adopts the SOHC concentric circle combined intake and exhaust valve valve mechanism for which the inventor has a technical patent (China Patent No. ZL 2023 2 2000221.6; Japan Patent No. 2024-000862; Germany Patent No. Nr. 20 2024 101 466). The concentric circle intake and exhaust valves are combined with the flat-topped cone combustion chamber, and the cylinder diameter size is directly used as the reference surface for the valve installation arrangement, forming a parallel nested combination of concentrically distributed outer ring intake valves and inner circle exhaust valves on the top surface of the combustion chamber. It has the outstanding advantages of simple driving structure, high cylinder filling coefficient, and high combustion thermal efficiency.

[0027] The concentric circle combined valve mechanism only needs one outer ring intake valve and one inner circle exhaust valve in the form of inner and outer circumferential nested combination on one cylinder, and is driven by a single overhead camshaft with a simplified layout. The present invention further adopts the driving technology of the single overhead camshaft with direct engagement of (crankshaft) gears. The gear-driven camshaft has outstanding advantages such as accurate and stable transmission, low friction resistance, high reliability, and no need for a chain tensioning mechanism. At the same time, by utilizing the camshaft gear transmission method, the crankshaft output end gear (through the intermediate gear) is directly engaged to drive the speed transmission system, and the starting motor can also be connected; the structure of the engine itself is greatly simplified, so that the axial width of the whole machine and the housing is compactly reduced; it is very suitable for the assembly requirements of the rear wheel axle of an ordinary bicycle.

[0028] The upper part of the cylinder head is equipped with an intake system. It includes an air filter, and an electronic throttle and a fuel injection device are installed on the intake pipe after the air filter; the ECU unit automatically adjusts the injection amount of the electronic fuel injection valve according to parameters such as the throttle opening, so as to achieve the best air-fuel ratio. At the same time, under the requirement of compact shape of the engine assembly, a carburetor can also be considered to supply fuel pressure by using the pressure difference between atmospheric pressure and the air flow in the intake duct. The present invention cites the once very successful Fish carburetor as a reference; the principle is innovative and the structure is simple, with few components and high efficiency; and the oil and gas are evenly mixed, and the performance fully meets the equipment requirements for ultra-light vehicles. The exhaust gas discharged from the engine passes through the fixed end cover on the left side of the wheel hub through the exhaust pipe after the three-way catalysis, and is discharged at an appropriate angle through the tailpipe (muffler) along the left flat fork behind the pedal center axis, the gap between the saddle seat tube and the rear wheel fender to the right to the appropriate position on the right flat fork 1 side.

[0029] The automatic transmission and the engine crankshaft are arranged longitudinally along the case assembly, located behind the crankshaft; the transmission is based on a 3-speed transmission unit formed by a single-row planetary gear mechanism, and adopts a three-dimensional assembly method with continuous transmission of the main shaft and the counter shaft. The flat cylindrical radial space of the hub shell is fully utilized inside the wheel hub shell, and a good mechanism transmission connection and arrangement distribution match is formed on the axial and radial geometric features in the engine case. In the limited space of the case, a three-dimensional modular and layered structure is installed in the curved case volume in a coherent manner. The axial width is streamlined and narrowed, saving space and maintaining a compact structure and complete functions.

[0030] The main shaft of the automatic transmission is equipped with a 3-speed transmission unit formed by a single-row planetary gear mechanism, which is the main part of the 6-speed automatic transmission. It can independently constitute a 3-speed automatic transmission. It is an internal variable structure with the sun gear fixed, the ring gear input and the planetary carrier decelerating output, or the planetary carrier input and the ring gear increasing output. In the planetary gear mechanism, the sun gear is installed on the main shaft fixed to the box. The two elements of the ring gear and the planetary carrier are selectively engaged by a clutch for power input; they can also be used as terminal output power. Because the characteristic parameters of the single-row mechanism Ring-to-Sun ratio are the same, on the basis of the two speed changes of increasing and decreasing speed, the ring gear R1 receives the power input while connecting and transmitting with the output member of the planetary gear mechanism, that is, a wheel sleeve, through another clutch. At this time, the ring gear speed is faster than the planetary carrier speed, that is, the ring gear R1 forms an overrunning transmission relative to the planetary carrier C1 output, making the output member become a constant speed output between the input and output. At this time, the one-way clutch structure driving the output member on the end face of the planetary carrier makes the planetary carrier speed become idling. In the process of power input from the planetary carrier and the gear ring increasing the speed output transmission, this overrunning transmission function also exists and is applicable. Such a simple planetary gear system has three speed outputs: speed reduction, constant speed and speed increase; and the speed ratio and the up and down gear range are the same; this is the equal speed ratio shifting mode.

[0031] In the 3-speed automatic transmission unit, a meshing sleeve (a) mounted on the clutch housing fixedly connected to the side of the power input gear adjusts the power input relationship between the ring gear and the planet carrier in the planetary gear mechanism; and another meshing sleeve (b) inserted in the ring groove of the output member housing is used to adjust whether the ring gear output movement is connected alone. The adjustment of their different engagement states can be completed by a shift cam (drum) through two spiral grooves 1 with different configurations in a single row on the surface of the cam drum. That is, through the rotation angle change of a clutch shift drive mechanism (stepping motor, shift cam), two shift forks are simultaneously controlled to realize the clutch action of the two meshing sleeves (a, b) and the planet carrier independently; thereby completing the three equal ratio gear shifting gears generated by the single-row planetary gear mechanism P1 in sequence.

[0032] The 3-speed transmission unit formed by a single-row planetary gear mechanism is the basic configuration, which is subsequently transmitted to the secondary shaft of the transmission through other gear reduction mechanisms. The secondary shaft and the main shaft are also fixed shafts installed on the box body; on the secondary shaft and the surface of the central main shaft, between the central shaft sleeve of the hub rotating shell, 2 pairs of gear pairs are installed to continue to mesh with each other; in this way, the clutch selectively engages the power input of the driving gear in the gear pair on the secondary shaft, and a 3×2=6-speed shift can be formed on the driven gear of the gear pair installed on the hub shell sleeve. By precisely constructing the speed ratio of the 2-speed ratio gear pair, an equal speed ratio shifting mode can be completely formed in the overall 6-speed speed ratio series. For example, 18_14.693_12_9.796_8_6.53, the upshift range is 1.225; such a power transmission assembly transmission series has excellent shifting adaptability.

[0033] The left end of the transmission main shaft inputs crankshaft power through an input gear rotatably mounted on its shaft. At the same time, this input gear also drives the generator rotor located at the left end of the transmission countershaft through gear meshing. The generator stator is fixedly mounted on the inner wall of the fixed end cover on the left side of the countershaft or hub. The rotor power gear is in the shape of a stepped sleeve or a large and small diameter gear ring and contains a magnet, forming a radially surrounded outer rotor from the outside of the stator. In this way, the rotor rotates synchronously with the input end gear of the transmission main shaft, and the stator coil cuts the magnetic field to generate electricity to meet the electrical needs. The outer surface of the stator coil can be properly (liquid) sealed and packaged.

[0034] In addition to the 6-speed automatic transmission of the present invention, a 4-speed automatic transmission composed of a planetary gear mechanism can also be installed inside the engine housing in the wheel hub shell.

[0035] 4-speed automatic transmission; 3 simple planetary gear mechanisms with completely identical characteristic parameters are arranged in sequence on the fixed main shaft of the transmission, all of which adopt the internal speed reduction mode with the sun gear fixed, the ring gear input and the planet carrier output. Among them, 2 planetary gear mechanisms (P2-P3) form a simple series composite mechanism; that is, the planet carrier C2 of the P2 mechanism directly serves as the input ring gear R3 of the P3 mechanism; the planet carrier C3 of the P3 mechanism serves as the final speed reduction output. The power input and output connection of P1 and (P2-P3) is adjusted respectively by 2 electronically controlled clutches on the output components of each planetary gear mechanism. The clutch engagement sleeve connects the ring gear for constant speed output, and connects the planet carrier for speed reduction transmission output; thus, 4 differential speed ratios with geometric progression characteristics are formed.

[0036] In this way, the engine auxiliary power unit can form three automatic transmission modes of 6-speed, 4-speed and 3-speed for the crankshaft power of the single-cylinder 4-stroke engine. The planetary gear mechanism is used to reduce the speed of the crankshaft and transmit a larger and more suitable torque to the rear wheel to form a driving force after automatic speed change. And all meet the characteristics of equal speed ratio series; they are commonly used in the same box structure volume.

[0037] The 6-speed automatic transmission is a representative example, which has a simple and compact structure, high transmission efficiency, automatic gear shifting according to the vehicle's driving speed, and good gear shifting stability. It is particularly suitable for use on bicycle auxiliary power units and other small and light motorcycles. It can accurately and effectively control the gear change to meet the driving requirements under different riding conditions. For example, when climbing a mountain road and the vehicle is under a large load and a low gear is more needed to provide high torque output, the rider needs the transmission to remain in a lower gear to assist the engine in providing a large torque under a higher speed condition. The present invention uses a stepper motor and an electromagnetic valve device to control the clutch gear, and adjusts the input and output internal variable structure of the planetary gear mechanism in the transmission through the clutch engagement state. Under the condition of high engine speed, the cyclic alternation of each gear can be freely selected. The total reduction ratio of the powertrain is preferably 18:1, and can be increased (such as 19.5:1); it ensures that the engine can provide the vehicle with more sufficient torque, that is, load-bearing / climbing ability under high speed conditions.

[0038] The two modes of human-powered pedal chain drive and engine-assisted power automatic speed drive can synthesize power at the end of the hub shell (different transmission paths are derived from two one-way clutches located inside and outside the shell), which means it has the function of assisting human power to follow up; they can also be driven separately without interfering with each other, fully maintaining the light and efficient power characteristics of the bicycle.

[0039] During riding, the electronic throttle opening is adjusted by turning the sleeve-shaped throttle handle at the right end of the handlebar, thereby adjusting the engine speed and vehicle speed. From the perspective of simplifying the structure and improving the appearance of the bicycle, the present invention adopts wireless transmission to remotely control the throttle through the handlebar throttle; the arrangement of the throttle cable along the vehicle body frame is omitted, which is more simple, beautiful and practical. The throttle handle is connected to the torque sensor to detect and send a signal. After the ECU receives the electrical signal, it can send a specific instruction to the throttle electronic control unit for adjustment.

[0040] The present invention completely maintains the appearance and configuration of an ordinary bicycle, and installs the power transmission assembly unit in the rear wheel hub to form a direct drive of the rear wheel; other related peripheral accessories are also integrated with the bicycle frame and body. A composite basket is installed in the front of the bicycle, wherein the auxiliary fuel tank in the fuel system is arranged in the interlayer of the front basket frame shell, and the oil pipeline passes through the inner cavity of the lower tube (main diagonal beam) of the frame from the fixed end cover on the left side of the rear wheel hub to the internal fuel tank of the wheel hub shell (the pipeline can use a larger diameter in the main diagonal beam to increase the fuel supply capacity). The fuel tank filling port is installed in the inner chamber of the shell of the multi-function instrument on the handlebar. In this way, the total fuel storage capacity of the on-board fuel tank can reach about 3L, and the mileage of a single auxiliary motorized ride is about 300Km.

[0041] Obviously, the present invention has the following significant advantages by having an internal combustion engine auxiliary power integrated unit with a 6-speed automatic transmission built into the rear wheel hub of the bicycle and fully adapting to and maintaining the appearance and configuration features of an ordinary bicycle:

[0042] ① The core idea of ​​the present invention is to completely maintain the neat appearance and concise structure of an ordinary bicycle, without making any changes to the appearance structure of the bicycle prototype, through a compact and reasonable 3-axis linkage speed change structure layout design and a layered three-dimensional circulation position installation method, the engine and the 6-speed automatic transmission share a housing and serve as an assembly unit, and are accommodated in a flat rear wheel hub shell together with related accessories; thereby improving power density and power efficiency, and maintaining the slender shape and lightweight flexibility of the entire machine and vehicle.

[0043] ② Because the natural attributes of the appearance of ordinary bicycles are fully preserved; the power transmission and speed change system is fully integrated and assembled in the rear wheel hub shell, and the size ratio and width of the rear wheel of ordinary bicycles are fully followed and maintained; this will not cause any changes or impacts on the appearance and frame structure of ordinary bicycles, and the overall appearance is simple, and the essential characteristics of light and flexible structure are fully improved. It provides an unparalleled clear appearance, aesthetic perception and inner recognition, and gives full play to all the advantages of bicycle riding, which is light and convenient.

[0044] ③Technological innovation and upgrade of power system supporting components. The advanced technology of concentric intake and exhaust valve SOHC valve train is adopted, and the intake efficiency is improved by 100%, and the torque is sufficient in low and medium speed conditions; the small-displacement oil-cooled engine has high power, simplified structure, low energy consumption and low cost, ensuring the all-terrain power adaptation of bicycle riding. On the appearance frame of ordinary bicycles, it provides stronger maneuverability and cruising range; the refined layout saves the space of the whole vehicle, greatly improving the riding comfort and fun.

[0045] ④ The first 6-speed planetary gear mechanism automatic transmission with small single-cylinder internal combustion engine auxiliary power bicycle drive technology. It is supplemented by 4-speed and 3-speed transmissions. Regardless of 6-speed, 4-speed and 3-speed automatic transmissions, all adopt gear meshing transmission mode to maintain the distribution of equal speed ratio up and down gears. The automatic transmission is used in the auxiliary power output of the engine. It can increase the output torque under the same engine speed conditions; or reduce the engine speed under the same driving speed. Therefore, the automatic transmission system unit is the first choice for adjusting and ensuring the efficient working conditions of the powertrain and convenient riding. The increase in the number of equal speed ratio up and down gears, the uniform speed ratio and the accuracy and reliability of automatic shifting ensure that the engine power output can be adjusted anytime and anywhere according to the load of the whole vehicle and the size of the driving (climbing) resistance to meet the riding requirements; convenient, comfortable and full of fun.

[0046] ⑤ The auxiliary power and automatic transmission are integrated as a box unit; together with the intake and exhaust system, electronic fuel injection, fuel tank, oil lubrication and other accessories, they are all installed and contained in the rear wheel hub shell. The structure is compact and the volume is small, which takes up little space. The flat wheel hub shell has high mechanical structure strength, high transmission efficiency, reasonable design, good safety and reliability; it ensures that the overall mass of the bicycle is symmetrically distributed along the longitudinal axis, and enhances the stability and balance of the overall center of gravity of the bicycle.

[0047] ⑥ The integrated engine and automatic transmission housing unit is located in the lower semicircle area of ​​the wheel hub shell. This ensures that the center of gravity of the entire machine and vehicle is lowered, improving dynamic stability and balance. The shared oil lubrication and heat dissipation cooling system in the housing improves the lubrication conditions of the engine and transmission, especially for the engine. The air cooling surface area of ​​the left wheel hub end cover is 16 times the surface area of ​​the engine cylinder body; the thermal balance temperature of the oil cooling cycle (cylinder head / cylinder body) is greatly reduced and optimized.

[0048] ⑦ The bicycle wheel hub of the present invention has an auxiliary power unit built in, and an auxiliary power bicycle equipped with the unit; in the human riding or engine power driving mode, because of the mutual compatibility of different transmission paths, there is no mechanical loss and easy synchronization is maintained. The appearance is exactly the same as that of an ordinary bicycle, without any increase in redundant size and volume; that is, in urban and rural transportation, it does not occupy more road driving and facility parking resources at all, and is very flexible and convenient.

[0049] In summary, the purpose of the present invention is to install and integrate the engine, automatic transmission, lubrication and cooling, ECU and accessory mechanisms in the hub shell of the rear wheel of the bicycle through the technical innovation and upgrading of the "all-in-the-wheel" bicycle rear wheel hub built-in power system according to the huge development trend of the demand for light travel. In particular, under the premise and condition that no changes are made to the appearance and structure of the original bicycle model, the Kuozhan design achieves the advantages of simple structure, small size and light weight, large load, low transmission loss, low emissions, etc. It solves the technical limitations of the existing bicycle power device. It is more versatile and humanized, and greatly optimizes the whole vehicle configuration from the perspective of satisfying the comfort, personalization and automation of the rider, making it more compact, concise, rich and full, providing a new choice for the whole vehicle design language and end users, and providing a positive possibility for promoting new formats and diversification in the market. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 A left perspective view of a bicycle equipped with an auxiliary power unit with an internal combustion engine built into the wheel hub;

[0051] Figure 2 A right-side perspective view of a bicycle equipped with an auxiliary power unit with an internal combustion engine built into the wheel hub;

[0052] Figure 3 This is a left side plan view of a bicycle with an auxiliary power unit with an internal combustion engine built into the wheel hub;

[0053] Figure 4 The right side plan view of a bicycle with an auxiliary power unit with an internal combustion engine built into the wheel hub;

[0054] Figure 5 A schematic diagram of the rear wheel and rear wheel hub housing structure for installing a 6-speed automatic transmission powertrain;

[0055] Figure 6 The left side plan view of the built-in auxiliary power unit for the 6AT wheel hub housing is shown here;

[0056] Figure 7 The left side stereoscopic structure diagram of the wheel hub shell for installing the 6AT auxiliary power unit;

[0057] Figure 8 Right side plan view of the built-in auxiliary power unit for the 6AT wheel hub housing;

[0058] Fig. 9 The right side stereoscopic structure diagram of the wheel hub housing for installing the 6AT auxiliary power unit;

[0059] Fig.10 It is a schematic diagram of the installation configuration of the clutch engagement sleeve in a 6-speed automatic transmission;

[0060] Fig.11 This is the transmission structure diagram of the 1st gear of a 6-speed automatic transmission;

[0061] Fig.12 It is the transmission structure diagram of 2nd gear of 6-speed automatic transmission;

[0062] Fig.13 It is the transmission structure diagram of the 3rd gear of the 6-speed automatic transmission;

[0063] Fig.14 This is the transmission structure diagram of the 4th gear of the 6-speed automatic transmission;

[0064] Fig.15 It is the transmission structure diagram of the 5th gear of the 6-speed automatic transmission;

[0065] Fig.16 It is the transmission structure diagram of the 6th gear of the 6-speed automatic transmission;

[0066] Fig.17 It is a schematic diagram of the overall transmission structure of a 4-speed automatic transmission;

[0067] Fig.18 It is a transmission flow chart of 1st to 4th gear of 4-speed automatic transmission;

[0068] Fig.19 It is a schematic diagram of the concentric circle intake and exhaust valve configuration;

[0069] Fig. 20 It is a three-dimensional configuration diagram of the concentric circle intake and exhaust valve timing mechanism;

[0070] Fig.21 The combustion chamber structure diagram of the SOHC rocker arm driving the intake and exhaust valves in a closed state at the same time;

[0071] Fig. 22 It is a schematic diagram of the SOHC rocker arm driving concentric intake valve opening configuration;

[0072] Fig.23 It is a schematic diagram of the SOHC rocker arm driving concentric circle exhaust valve opening configuration;

[0073] Fig.24 It is a plan view of the flat-topped cone combustion chamber and the concentric intake and exhaust valve outlines;

[0074] Figure numerals: 1-rear wheel center axis; 2-wheel hub rotating housing; 3-wheel hub housing left end cover (fixed position); 4-wheel hub housing middle shaft sleeve; 5-engine cylinder head; 6-cylinder body; 7-air filter; 8-intake duct and throttle valve; 9-fuel injection valve; 10-power unit left half housing; 11-left half housing crankshaft support positioning beam; 12-power unit right half housing; 13-crank; 13a-crankshaft left output end gear; 14-crankshaft bearing seat; 15-starter motor; 15a-starter motor output end one-way bearing; 16-automatic transmission main shaft; 17-transmission main shaft gear Force input gear; 17a-clutch housing open ring groove; 18-clutch A meshing sleeve 1; 18a-clutch A meshing sleeve 2; 19-planetary gear mechanism P1; 19a-P1 speed change unit shift engagement portion (gear ring outer diameter convex groove); 20-sun gear S1; 21-planet carrier C1; 22-gear ring R1; 23-P1 power output end (roller) component; 24-one-way bearing clutch; 25-planetary gear mechanism P2; 25a-sun gear S2; 25b-planet carrier C2; 25c-gear ring R2; 26-automatic transmission countershaft; 27-countershaft transmission input gear; 28-gear pair Driving gear ①; 29-gear pair driving gear ②; 30-clutch B (meshing sleeve); 31-generator (rotor); 31a-generator stator; 32-gear pair driven gear ①a; 33-gear pair driven gear ②a; 34-one-way bearing clutch; 35-planetary gear mechanism P3; 35a-clutch housing output sleeve; 36-planetary gear mechanism P4; 37-pressing machine oil pump; 38-ECU; 39-exhaust pipe; 40-idler a; 41-idler b; 42-idler c; 43-idler d; 44-single overhead camshaft; 45-intake valve cam; 46-exhaust valve cam ,47-outer ring intake valve;47a-outer ring intake duct;48-inner circle exhaust valve;49-combustion chamber;50-valve stem;51-rocker shaft;52-rocker;53-valve spring;54-combustion chamber top grille beam frame;55-center valve seat;55a-center valve seat ring;56-outer ring valve seat ring;57-spark plug;58-front wheel;59-rear wheel;60-bicycle frame (body);61-large sprocket;62-chain;63-short crossbeam;64-simple instrument panel and fuel tank filling port;65-front basket (battery tank complex);66-shift fork;67-wheel hub built-in fuel tank; DETAILED DESCRIPTION

[0075] In order to more clearly illustrate the technical connotation, the following is a typical description of the technical links of the bicycle wheel hub built-in engine auxiliary drive unit with a 6-speed automatic transmission of the present invention in combination with the accompanying drawings and embodiments. The configuration features in the scheme can be combined with each other. The following embodiments are used to describe the technical elements, but are not used to limit the essential connotation scope of the present invention.

[0076] Figure 1 , Figure 2 It is a three-dimensional schematic diagram of a bicycle with a hub shell built-in engine auxiliary drive unit installed in the rear wheel of the bicycle and equipped with a 6-speed or 4-speed automatic transmission. The figure shows an ordinary bicycle with two wheels; it includes a body frame assembled by a front oblique beam (down tube), a saddle seat tube, a down tube near the large sprocket and a short crossbeam of the seat tube and a 5-way tube of the middle axis. The front and rear wheels are installed and positioned on the front fork, rear fork and rear flat fork; the pedal crank assembly that transmits the human riding pedal power to the rear wheel through the sprocket chain transmission system. The bicycle itself is also equipped with a steering handlebar, front and rear wheel braking systems, a seat and other possible (basket, instrument) configuration accessories.

[0077] The auxiliary power unit, automatic transmission and related intake and exhaust systems, oil supply system and lubrication and cooling system are integrated and installed in the rear wheel hub shell assembly (2, 3) of the bicycle. It must be recognized that the power device has the objective requirement of being simple, compact and lightweight in terms of the appearance, weight and volume of the bicycle. Because these factors will obviously affect the aesthetic structural characteristics, sports performance and riding experience of the bicycle as a general transportation tool. The present invention integrates the engine, automatic transmission and transmission device into one box assembly, together with the related intake and exhaust, oil supply system and oil tank, oil lubrication and cooling devices, which are uniformly installed in the rear wheel hub shell; the power performance is good, the overall coordination is symmetrical, and the aesthetics and practicality are greatly improved.

[0078] Figure 3 , Figure 4 They are respectively the left and right side plan views of a bicycle with a rear wheel hub built-in auxiliary power unit. An ordinary bicycle is used, including a frame (60), a front wheel (58), a rear wheel (59), a handlebar, a saddle and other components; the frame oblique beam and the saddle riser are fixedly connected to the bottom (crank shaft) middle shaft sleeve to form a V-shaped structure, and are connected by a short crossbeam (63) to form a triangular stable structure for reinforcement, and are convenient for manual carrying and transport. The saddle is inserted into the pipe diameter of the saddle riser through the seat support rod and the positioning height can be adjusted; human riding drives the sprocket chain (61, 62) system by stepping on the crank pedals connected at both ends of the middle shaft and drives the rear wheel to achieve forward movement.

[0079] The handlebar steering column passes through the head tube and is connected to the front fork arm of the front wheel and can rotate freely in the head tube; a fuel filling port (64) is installed on the handlebar, and the filling port is located in the annular inner cavity of the simple instrument. The filling port can be connected by opening the display cover, which is conducive to the simple instrument parameter function display and ensures a simple and convenient gravity refueling method. 1 The related accessories installed on the bicycle frame, except that the bottom layer of the basket (65) and the outer side skirt are used to install the battery and the auxiliary fuel tank, the saddle connecting rod inserted in the saddle stand pipe, such as the inner diameter Additional batteries can be installed to increase the storage capacity. The front lights can also be installed at the bottom of the front wall of the basket in an invisible design; or directly mounted on the front side of the basket with a flashlight clip to provide effective road lighting.

[0080] The bicycle brake system has a drum brake built into the wheel hub on the front wheel, and the rear wheel still uses the traditional V brake or C brake (i.e. holding brake). This is a common brake device on bicycles. Its shape is like a "V". The two brake blocks clamp the wheel rim together to generate friction, thereby achieving the braking effect; hence the name V brake. The V brake has a simple and reliable structure and is widely used on various bicycles.

[0081] It should be noted that the use of traditional V-brakes or C-brakes does not mean backwardness or inefficiency. The braking position of the brake block (shoe / brake pad) is located on the outer ring of the wheel, with a large adhesion area and a large braking torque. The brake block clamps the wheel rim to produce friction braking, which is essentially the same as the friction braking torque produced by the caliper of the disc brake clamping the disc. Moreover, the smooth surface of the inner ring of the wheel rim itself is equivalent to the brake disc surface. Through the innovative design of the lever structure of the brake brake force arm, the brake block clamps the wheel rim to obtain a more sensitive, stable and powerful braking force; the structure is simple, the tooling position is reasonable, and it does not occupy the axial space of the rear wheel. It is simple, practical and desirable.

[0082] The well-known parts of a bicycle are explained here only in a descriptive manner; not all parts are marked in the figure. Figure 1 , 2 As can be seen from Figures 3 and 4, the auxiliary power assembly of the present invention completely matches the appearance of an ordinary bicycle, and the tooling size is completely suitable for the width of the rear wheel frame of an ordinary bicycle, achieving the purpose of being light, compact, simple and bright. Based on an ordinary bicycle with two wheels placed longitudinally in front and behind each other, without changing the original structural form of the bicycle and the human pedal riding function, a light and fast transportation tool with a small internal combustion engine auxiliary power device built into the rear wheel hub and capable of 6 or 4 gear automatic transmission is provided for people; that is, an auxiliary power bicycle. Thus, a dual convenient mode of both human pedal riding and motor driving is achieved.

[0083] like Figure 5 As shown in the figure, the right wheel hub rotating shell (2) is a cylindrical member extending along the central main axis (1) toward the left fixed end cover; and is connected with the left fixed end cover (3) to form a rotating gap seal. The inner diameter of the cylindrical part of the right rotatable wheel hub shell is slightly larger than the outer diameter of the outer edge of the left fixed end cover; and the outer surface of the shell (2) is connected to the wheel rim through steel wire spokes to form a drive.

[0084] The three driving modes (human, motor-assisted and human-machine combined) of the bicycle all use the rear wheel hub rotating shell (2) as the core of the movement. A chain drive and a one-way clutch flywheel system (not shown) for human riding are arranged around the axle on the outside of the right end surface of the rear wheel hub shell; a one-way bearing-shaped clutch device is also arranged on the outer diameter of the axle sleeve (4) inside the wheel hub shell for the terminal output of the auxiliary power of the internal combustion engine and the wheel hub middle shaft sleeve drive.

[0085] Because the two one-way clutches inside and outside the wheel hub shell, which belong to the two transmission paths, have the same configuration and the direction of overrunning transmission is also the same, the compatibility and coordination of the two driving modes of man and machine are guaranteed. They do not interfere with each other and can form a joint drive of man and machine under certain engine speed conditions.

[0086] The power assembly of the present invention is actually a basic expansion assembly with the left fixed end cover (3) of the wheel hub shell as the core structural part. The left end cover of the wheel hub itself is fixed to the rear wheel axle (1). While the gap with the rotating shell (2) is sealed, the inner wall of the end cover is not only fixedly connected and sealed with the left side of the engine assembly case, but also its inner wall surface actually constitutes a part of the engine case (left side wall); at the same time, the installation and integration of other accessories, such as air filter, throttle valve body, fuel injection valve, exhaust pipe muffler, fuel tank, etc., also play a positioning and supporting role. The left fixed end cover serves as and undertakes multiple functions such as installation and positioning sealing of the engine case, oil heat dissipation, intake and exhaust system, fuel tank installation carrier and frame. The left fixed end cover (3) also plays an important role as an oil radiator. The disc surface is directly in contact with the air for convection heat dissipation. It has the comprehensive characteristics of compact and simple structure and convenient and flexible installation.

[0087] Figure 6 , Figure 7 The figures are respectively a left side plan view of the auxiliary power unit built into the hub shell of the present invention and a corresponding three-dimensional configuration diagram. Figure 8 , Fig. 9 The diagram shows the right side plan view of the auxiliary power unit built into the hub shell and the corresponding three-dimensional configuration diagram. Please note that in order to clearly and concisely show the overall structure and connection relationship, the schematic diagram does not further show the gear teeth of each gear; the gear transmission naturally maintains the meshing relationship.

[0088] Figure 6 , Figure 8 The specific position of the powertrain in the wheel hub shell and the transmission relationship between the engine and the automatic transmission in the box unit are shown. In terms of configuration, the outer contour of the shell (2) is 6.3 to 6.6 cm wide and has a diameter of The invention discloses a 4-stroke small single-cylinder engine, a 6-speed automatic transmission, an air intake filter system (7, 8), a fuel supply, an electronic fuel injection system (9), an electric starter (15), a generator system (31), a fuel tank (67), an exhaust gas emission (39) purification and silencer system, and other components, which are all integrated and installed inside a rear wheel hub shell (2); wherein the air intake and exhaust, the fuel system, the fuel tank and the spark plug (57) and other devices are all located in the upper half of the central axis of the wheel hub shell.

[0089] The cylinder body (6) is mounted on the housing, the piston reciprocates in the cylinder and drives the crankshaft to rotate through the connecting rod; the present invention adopts the single overhead camshaft (44) gear direct meshing drive technology. The gear transmission driving camshaft has the outstanding advantages of accurate and stable transmission, low friction resistance, high reliability, and no need for a chain tensioning mechanism; at the same time, the camshaft gear transmission mode is used to directly mesh the crankshaft output end gear (13a) through the intermediate gear to drive the speed transmission system;

[0090] See also Figure 6 , 7 , 8; the crankshaft output end gear (13a) meshes with the intermediate gear (40, 41) to reduce the speed by 50% and transmit it to the camshaft gear (44); at the same time, it is transmitted through the intermediate gear (43) and drives the transmission main shaft input end gear (17). After the automatic transmission inputs power, it performs corresponding speed change (reduction) transmission, passes through the transmission countershaft (26), and finally performs terminal drive with the hub center shaft sleeve (4) on the central main shaft (1). In addition; the outer ring of the one-way clutch (15a) outside the driving starter motor is rotated, meshing and driving the intermediate gear (42, 40), directly driving the crankshaft output end gear (13a), and then driving the crankshaft and the SOHC valve mechanism to start the engine.

[0091] The starter motor (15) is located at the front end of the engine housing in the longitudinal direction. The output shaft power of the starter motor is reduced by 5:1 through the fixed reduction ratio planetary gear mechanism equipped by the starter motor and then output by the planet carrier rotating arm; the inner ring of the clutch (15a) connected to the one-way bearing configuration of the planet carrier drives the outer ring to mesh with the intermediate gear (42, 40) at a constant speed to drive the crankshaft end gear (13a), and the SOHC valve mechanism is driven to start through the intermediate gear (42, 40, 41). Because the outer ring of the one-way clutch (15a) driven by the starter motor has the same diameter as the camshaft gear and is twice that of the crankshaft gear (13a), the crankshaft power gear speed is actually reduced by (5:2) compared with the starter motor speed during the starting transmission process, which is 50% different from the speed of the single overhead camshaft (44) and has the opposite direction. By adjusting the current and output power of the starter motor and setting the engine idle speed condition, it is still possible to ensure that after the engine is started, when the crankshaft drives the outer ring of the one-way clutch (15a), even if the speed of the outer ring is decelerated (1 / 2), it is still faster than the speed of the inner ring driven by the planetary gear mechanism of the starter motor after deceleration. That is, at the moment of engine starting, the inner and outer rings of the one-way clutch still maintain overrunning transmission, and the outer ring is in an idling state relative to the inner ring; thus, the starter motor is protected from overload. The starter motor can then be powered off and stopped.

[0092] See also Figure 7 , Fig. 9 The engine case is formed by the butt joint combination of the left and right halves (10, 12). The width of the left half case (because it includes the gear transmission part of the crankshaft output end) is greater than that of the right half case and both sides are open and through. The left side of the right half case is open and its right end face is a closed end face with the right half case 1. The end face has a corresponding shaft hole end cover for installation and debugging. After the right half case is fixedly joined with the left half case, the whole is directly connected to the left fixed end cover of the wheel hub shell (2) for installation and sealing. In other words, the left end cover (3) of the wheel hub shell is fixed to the rear wheel spindle. While being sealed with the rotating shell (gap), the inner side wall of the end cover is not only fixedly connected with the engine assembly case, but its inner wall surface actually constitutes a part of the engine case assembly (left end face seal).

[0093] Figure 7 The three-dimensional composition focuses on showing the output end of the engine crankshaft, the gear meshing driving the automatic transmission main shaft, and the gear meshing transmission relationship between the starter motor; the figure omits the transmission connection between the single overhead camshaft (44) and the related intermediate gear (41). Fig. 9 The outer contour of the engine case assembly and its fitting in the wheel hub shell are displayed in three-dimensional form.

[0094] Figure 7 , Fig. 9It can be seen that the main body of the engine case is located in the lower half of the internal space of the wheel hub shell. Between the upper and lower surfaces of the left and right cases (10, 12), a main bearing seat beam frame for mounting the left and right crankshafts is cast with the case 1; the beam frame (11) inside the left half case is a longitudinal wall structure, and the wall surface is also responsible for the positioning and installation of each intermediate transmission gear shaft. The space of the right half case is slightly narrower, and the support beam of the right crank bearing seat inside it can be simplified for processing; an X or Y-shaped component is formed in the right half case, which saves width and fully meets the support positioning and calibration requirements. The pressure oil pump (37) located in the oil pan is also connected and positioned with the crankshaft and the bearing seat beam frame.

[0095] The powertrain housing is connected front to back and top to bottom; the left side of the housing (10) is directly connected to the left fixed end cover (3) of the hub shell, thereby forming a complete housing cavity and sealing form. The side walls of the left and right housings do not include the installation of the bearing seat to maintain simplicity. The engine and transmission are lubricated and cooled with universal engine oil; except for the cylinder head which uses oil pump pressure (injection) lubrication, the crankshaft, piston and other important parts and transmission components all use simple splash lubrication, which simplifies the structure and reduces the loss of parts.

[0096] Fig.10 It is the clutch engagement sleeve form in 6-speed, 4-speed and 3-speed automatic transmissions. The engagement sleeve is an annular disc, and the outer edge is a groove ring track of the shift fork; its annular disc body is mounted on the outer peripheral surface of the gear ring in the planetary gear mechanism, and there is sliding friction between them. At the same time, it is inserted into the toe-shaped tube pin opening groove on the circumferential surface of the transmission component, that is, the clutch housing (Prong) through the through hole on the disc. It can move back and forth horizontally along the opening groove to engage different rotating elements for power input or output. The engagement sleeve body and the different rotating elements on both sides (gear ring and planetary carrier) are connected in a dog-tooth inlay manner; the inner ring surface of the engagement sleeve ring body is evenly divided with notch-shaped grooves in the radial direction, and the concave part of the empty groove crosses and locks with the convex tooth part on the side wall of the element to be engaged, that is, the synchronous transmission process conversion is completed. If the notch groove of the engagement sleeve is separated from the cross fixation with the engaging element, the synchronous motion and power transmission are released.

[0097] Figure (10a) shows the shape of the meshing sleeve, which can be understood as (18) transmitting input power to the planetary gear mechanism P1 rotating element (gear ring and planet carrier). The cooperation of different rotating elements can form three equal ratio gear ratios. Figure (10b) shows the inner and outer sets of the meshing sleeve and the outer diameter annular surface of the gear ring sliding against each other; it can be understood as the meshing sleeve (18a) transmitting output power. The shift clutch meshing sleeve (30) on the transmission countershaft can be of the same structure.

[0098] Figure 11-16The figure shows the sequential shifting process of the 6-speed automatic transmission from the 1st gear to the 6th gear; the transmission main shaft and the secondary shaft are fixedly connected to the housing and do not rotate. The left end of the main shaft receives the crankshaft power transmitted by the intermediate gear (43) through the input gear (17) rotatably mounted on the main shaft, and performs primary reduction at the same time.

[0099] The power input gear (17) on the transmission main shaft also serves as a shift clutch housing. A plurality of opening grooves (17a) are provided on the cylindrical annular surface on the gear 1 side, and the meshing sleeve (18) is inserted therein; the meshing sleeve (18) and the power gear (17) rotate synchronously and can reciprocate along the opening grooves. The clutch fork is engaged with the annular groove on the outer circumference of the meshing sleeve, and the meshing sleeve (18) which is adjustable and sleeved on the outer circumferential surface of the gear ring is driven by a stepping motor to move laterally, and respectively engages with the gear ring or the planet carrier of the planetary gear mechanism P1 to input power. On the sleeve end face of the output member (23) of the mechanism P1, there is also a clutch housing with an open annular groove. The meshing sleeve (18a) is integrally embedded in the toe-shaped tube pin of the annular groove and rotates at the same speed as the output member. The meshing sleeve (18a) is similar in structure to (18) and is mounted on the outer diameter surface of the ring gear in the planetary gear mechanism. It can be driven by a shift fork and move laterally along the open groove on the output member housing, that is, it can complete the engagement of the ring gear of the planetary gear mechanism P1 and the power transmission output, thereby forming three equal speed ratio gear positions.

[0100] The meshing sleeves (18a) and (18) are respectively mounted on different clutch housings surrounding the planetary gear mechanism P1; their different motion displacement states can be integrated by a shift motor through a shift cam mechanism. The outer surface of the drum-shaped shift cam has spiral grooves with different scales and rotation angles, and the rotation of the spiral grooves produces horizontal lateral displacement, that is, a rotation-to-linear motion process. Driven by the rotation of the shift drum mechanism, the two shift fork rods whose ends are connected to the spiral grooves of different configurations move separately, and the two shift forks move separately to achieve the meshing or separation of the two shifting meshing sleeves with the gear elements in different directions, and the speed change process.

[0101] The power of the gasoline engine is transmitted from the crankshaft driving gear (13a) through the intermediate gear (43) to the clutch gear installed on the secondary shaft, that is, the transmission main shaft (16) as power input, and through the adjustment of the clutch A meshing sleeve (18, 18a) associated with the clutch gear (17), the ring gear (22) of the planetary gear mechanism P1, or the planet carrier (21) engages with the input crankshaft power to produce a 3-speed gear ratio. The power and speed after the speed change are output by the output member (23), and then after being reduced by the coaxially installed planetary gear mechanism P2 with a fixed reduction ratio, the outer peripheral gear teeth of the ring gear R2 (25c) directly mesh with the input power gear on the transmission countershaft (26) for transmission. Then, the driving gears (28, 29) of the gear pair which are loosely sleeved on the shaft sleeve of the input gear (27) are linked by the clutch (30) to mesh with two driven gears of the gear pair which are loosely sleeved on the outer diameter of the hub shaft sleeve (4) on the central shaft (1) to generate two reduction ratios. The driven gears (32, 33) of the gear pair transmit the power to the rear hub shaft sleeve (4) through the one-way bearing (34) connected together, thereby driving the rear wheel and the bicycle to travel.

[0102] In the transmission system, the on-off function of the main clutch is completed by the power input clutch in the 3-speed transmission unit. That is, if the meshing sleeve (18) maintains the idle sleeve idling single row position, the elements of the planetary gear mechanism P1 are connected without power input, forming the engine idling in the state of no output of the transmission. Of course, the neutral function can also be realized by the clutch (30) structure on the 2-speed ratio gear pair on the countershaft (26). In this configuration, the components of the transmission main shaft still keep rotating when the engine is idling, and the advantages of sufficient oil splash lubrication and good heat dissipation in the box body are ensured; at the same time, the spiral groove configuration of the shift roller driven by the stepping motor and adjusting the reciprocating and alternating displacement of the two meshing sleeves (18, 18a) in the 3-speed transmission unit can be simplified; because the adjustment control of the non-power input engagement and idling position of the clutch meshing sleeve (18) is omitted.

[0103]

[0104]

[0105] The above table lists the specific transmission paths and transmission ratios of the 6-speed automatic transmission in the power unit. Through the actuation of the stepper motor and the solenoid valve, the 1st-6th gear can be adjusted sequentially, and the gear lifting process is the same. Analyze the source of the speed ratio of each gear of the 6-speed; according to output / input (Out / Input): (3 / 10)×(2 / 3)×(25 / 72)×(8 / 7)×(7 / 10)=(1 / 18); the total transmission reduction ratio (input / output) of the 1st gear is 18; sequentially calculate the speed series distribution of the speed ratios of 1 to 6 gears: 18_14.6938_12_9.7959_8_6.5306.

[0106] Fig.11 , 12, the planetary gear mechanism P1 inputs power by engaging the gear ring R1 with the meshing sleeve (18), and the planet carrier C1 outputs the speed reduction by driving the inner ring connected to the output member (23) through the outer ring connected to the one-way bearing (24). In order to enable the gear ring and the planet carrier of the planetary gear mechanism P1 to engage with the meshing sleeve on the outer peripheral surface of the gear ring to input power, the present invention makes innovative improvements to the planet carrier structure. That is, the planet carrier C1 is in the form of a double-side plate (swing arm), and the left side swing arm / side plate of C1 can contact the meshing sleeve sleeved on the outer diameter surface of the gear ring through the flange ring surface extended by the shaft sleeve, and the clutch shifting process is completed by crossing and locking each other. The gear ring R1 is located between the flange ring surface of the left side swing arm of C1 and its sleeve, and the center hole is sleeved on the outer diameter surface of the shaft sleeve of the left side swing arm / side plate of C1; such installation ensures the support and clamping positioning of the gear ring R1 itself.

[0107] Fig.13 In 14, when the meshing sleeve (18) engages with the gear ring R1 to input power and the planet carrier C1 drives the inner ring connected to the output member through the outer ring of the one-way bearing (24) to reduce the speed of output, the meshing sleeve (18a) on the output member (23) engages with the gear ring R1, and R1 input power is formed at this time, and the output is output at a constant speed; and the one-way bearing (24) on the output member (23) is connected to the planet carrier (21), and the gear ring (22) quickly drives the inner ring of the one-way bearing, generating an overrunning transmission on the outer ring connected to the planet carrier, that is, the speed of the outer ring of the one-way bearing connected to the output of the planet carrier (21) becomes idling; this is the constant speed transmission of the planetary gear mechanism P1 formed by the gear ring speed exceeding the planet carrier transmission.

[0108] Figure 15-16 In the embodiment, P1 is inputted with power by the engagement sleeve (18) engaging the planetary carrier (21), and the ring gear (22) is engaged with the output member (23) through the engagement sleeve (18a) to increase the speed of the output. The one-way bearing (24) on the output member (23) is connected to the planetary carrier (21). At this time, the ring gear (22) drives the inner ring quickly, and the outer ring of the one-way bearing connected to the planetary carrier still generates overrunning transmission, that is, the output speed of the planetary carrier is idling.

[0109] On the transmission countershaft (26), a 2-speed ratio gear pair is loosely sleeved on the surface of the shaft sleeve of the power input gear (27); with the adjustment and linkage of the clutch (30), the gear pair driven gear is loosely sleeved on the surface of the central shaft sleeve (4) of the wheel hub shell on the main shaft (1); that is, a complete 6-speed transmission is derived. The engine power is transmitted by the driven gear of the gear pair (gear sleeves 32, 33) through the one-way bearing (34) and the shaft sleeve (4) of the wheel hub shell to form an inner and outer ring transmission match, and directly drives the central shaft sleeve of the wheel hub shell in the form of a one-way clutch, and at the same time drives the rear wheel (59) forward. There are two wheel hub driving modes of human power and auxiliary power, and two transmission paths inside and outside the rear wheel hub shell that are independent and compatible with each other.

[0110] Please note that under the ECU command, the 6-speed automatic transmission can perform a "skip gear" operation. Even if there is a skip gear adjustment action with an interval of 1 gear during the gear shifting process, the speed ratio increase or decrease range is maintained at 1.5 (2 / 3), which can fully ensure the smooth adaptability of the gear shifting process.

[0111] like Fig.17 As shown in the figure, the 4-speed automatic transmission is composed of 3 simple planetary gear mechanisms with completely identical characteristic parameters arranged in sequence on the transmission main shaft (16), all of which adopt an internal speed reduction mode with a sun gear fixed, a ring gear input and a planet carrier output. Among them, two planetary gear mechanisms (P2-P3) are combined into a simple series compound planetary gear mechanism; that is, the planet carrier C2 of the P2 planetary gear mechanism directly serves as the ring gear R3 of the P3 planetary gear mechanism as the input power; the planet carrier C3 of the P3 mechanism serves as the speed reduction output end of the (P2-P3) combination. In this way, the meshing sleeves on the output members (23, 35a) are adjusted to connect with different power elements of P1 and (P2-P3) respectively through two electronically controlled clutches. The meshing sleeves are connected to the ring gear R1 or R2 for constant speed transmission output, and connected to the end face of the planet carrier C1 or C3 for speed reduction transmission output; thus, 4 speed ratios with geometric progression difference characteristics are formed, realizing automatic speed change from input to output. The highest gear is a constant speed, direct gear.

[0112] The neutral state is achieved by adjusting the meshing sleeve (30) of the serial planetary gear mechanism (P2-P3) to idle by a stepping motor, and the transmission has no power output. The neutral intermittent non-engagement state can be derived by machining a spiral groove connected to the shift fork rod on the shift cam to keep the straight part.

[0113] The power output at the end of the automatic transmission adopts the outer diameter direct gear external meshing transmission mode of the P3 power output component (clutch housing 35a) to transmit the power to the input end gear of the countershaft (26); the side wall of the countershaft input end gear directly forms a gear ring to drive a planetary gear mechanism P4 with a fixed reduction ratio, which is a sun gear fixed, gear ring input and planet carrier reduction output mode; at the same time, the outer ring surface of the planet carrier arm continues to mesh with a gear pair located on the rear wheel shaft and the surface of the hub shell center shaft sleeve, and the gear pair driven gear on the hub center shaft sleeve (4) drives the hub center shaft sleeve through the one-way bearing (inner and outer ring) clutch (34) to rotate the rear wheel forward.

[0114] Fig.18 There are 4 gears for a 4-speed transmission. The typical distribution of the total transmission ratio is as follows:

[0115]

[0116] The reduction ratio in the table is in the form of (output / input); if the reduction ratio (input / output) is used for calculation, the speed series of gears 1 to 4 with the same speed ratio is: 18_12.96_9.331_6.718;

[0117] Figure 19-24 The figure shows a technical demonstration of a single-cylinder internal combustion engine in the auxiliary power unit of the present invention, which adopts a valve train with concentric intake and exhaust valves and is driven by a single overhead camshaft.

[0118] The combination of the concentric circle intake and exhaust valve mechanism and the flat-topped cone combustion chamber is completely different from the intake and exhaust valve structure used in the existing valve train. Fig.19 The configuration diagram of concentric circle intake and exhaust valves is shown; the outer ring intake valve (47) is connected to two valve stems (50) arranged symmetrically at 180 degrees; and is synchronously driven by two intake cams and two rocker arms. The valve stem of the inner circle exhaust valve (48) is arranged in a straight line with the two intake valve stems. The intake and exhaust cams distributed on the single overhead camshaft drive the valves to open and close in sequence.

[0119] Fig. 20 The vertically connected structure of the combustion chamber top surface beam frame, valve seat, (outer ring / inner circle) inner and outer valve seat rings and intake and exhaust passages is shown. The combustion chamber top surface grille beam frame (54) is connected to the outer wall of the combustion chamber by three cross beams, and forms an open frame top surface with the central valve seat (55), forming an outer circular ring-shaped air inlet (47a) corresponding to the annular air inlet valve (47). The center hole of the valve seat (55) is an exhaust port and vertically connects the inner cavity exhaust passage and the exhaust valve (48). An inner circular exhaust passage (39) and an outer ring air inlet passage (47a) are respectively arranged above the inner circular exhaust valve and the outer peripheral annular air inlet valve, and the annular chamber of the outer ring air inlet passage is connected to the air inlet pipe (8). The exhaust passage is led out from the preset extension groove in the outer ring air inlet passage to connect to the external exhaust pipe.

[0120] Fig.21 The complete structure of the combustion chamber in which the intake and exhaust valves are closed at the same time is shown; when the piston moves to the top dead center, the piston top surface, the intake and exhaust valves in the closed state, and the side wall of the outer ring valve seat ring (56) together form a closed combustion chamber (49) volume. The combustion chamber is in the shape of a regular and round flat-topped cone; the double-conical valve seat ring (55a) installed on the inner diameter of the center valve seat (55) is used as a support and reference; when the outer ring intake valve and the inner circle exhaust valve are closed at the same time, a horizontally arranged closed plane is formed on the inner and outer double-conical surfaces of the center valve seat ring and the outer ring valve seat ring (56); together, they constitute the closed top surface of the flat-topped cone combustion chamber.

[0121] The combination of the concentric intake and exhaust valve mechanism and the flat-topped cone combustion chamber, the main body of the combustion chamber top surface is formed by the plane shape area of ​​the intake and exhaust valves (47, 48) nested and combined. It can be said that the intake and exhaust valves and the combustion chamber top surface are integrated and designed and applied; so that the area of ​​the combustion chamber top surface that can be used to arrange the intake and exhaust valves is maximized. The structure is simple, the intake and exhaust efficiency is high, and it is widely applicable to various types of large, medium and small internal combustion engines. Because the intake temperature is low, the density is high, and the flow rate is more stable; the naturally aspirated form has almost achieved the function of the exhaust gas turbocharger model.

[0122] Fig. 22 It is a schematic diagram of the opening state of the intake valve in the intake cycle; Fig.23 The diagram shows the exhaust valve opening state in the exhaust cycle. During the intake process, the annular intake valve (47) opens vertically, and the intake airflow has a two-way flow path along the outer edge of the valve and the center hole of the inner wing surface, forming a good wind tunnel effect in the cylinder; especially when the intake valve is closed and the inertial intake efficiency reaches the maximum, the aerodynamic resistance is reduced and the valve opening area value and the intake volume are doubled. The intake valve annular shape is conducive to reducing the aerodynamic resistance of the valve disc during the intake process, and the mixed gas can pass through the valve as quickly as possible. It has excellent aerodynamic fluid mechanics characteristics and structural advantages.

[0123] The central design of the inner circular exhaust valve (48) is conducive to the exhaust gas to converge from the outer periphery of the cylinder to the central exhaust port and form a cyclone for accelerated discharge; the greatly improved exhaust efficiency also helps to improve the cylinder charging and exchanging capacity. At the same time, the intake and exhaust valves have a valve angle of 0°; the blocking resistance of the intake and exhaust flow process caused by the inclined passage of the valve stem in the intake and exhaust duct of the ordinary multi-valve structure is eliminated.

[0124] In the design of small-displacement engines, due to the small cylinder diameter, it is very difficult to design the combustion chamber, especially the design layout of the intake and exhaust valves. First of all, whether it is a 2-valve, 3-valve or 4-valve engine, the combustion chamber surface is cramped; it is difficult to achieve the optimal geometric compatibility of the intake and exhaust valves; and the head diameter of the umbrella-shaped valve is small, especially the small intake valve diameter size, which seriously restricts the cylinder intake flow; it is easy to cause the gas flow speed to be too fast and turbulent at the intake throat (because of the Bernoulli principle). This phenomenon will become more and more obvious as the engine speed increases. The installation position of the spark plug is also limited by size, which affects the ignition efficiency.

[0125] The concentric circle intake and exhaust valve combination structure greatly increases the intake and exhaust valve area, improves the intake duct design and reduces the aerodynamic flow resistance; the engine's charging efficiency is fully optimized. It provides an effective and simple solution to solve the reasonable optimization layout of the combustion chamber and intake and exhaust valves of small-displacement engines and greatly improve the working performance.

[0126] Fig.24 The figure is a schematic diagram of the profile of the combustion chamber and the intake and exhaust valves on the inner circle of the outer ring; after the intake and exhaust valves are seated and closed by the inner and outer valve seats, the combustion chamber as a whole presents a uniform flat profile. The outer valve seat is inlaid and installed on the inner wall of the combustion chamber, and the inner space of the combustion chamber is constructed into a right circular cone flat top profile through the symmetrical shape of the annular conical valve seat (56) installed inside.

[0127] A double-conical valve seat ring (55a) is installed in the central valve seat connected to the grid beam frame; the inner diameter is the exhaust hole, and the inner conical surface is embedded and sealed with the exhaust valve (48). Its outer conical surface is embedded with the inner diameter surface of the intake valve disk, and the outer annular surface of the annular intake valve (47) is embedded with the outer peripheral valve seat ring installed separately on the inner wall of the combustion chamber to form an intake duct seal. In this way, the intake and exhaust valves can completely close the intake and exhaust ducts on the inner and outer valve seat ring surfaces of the combustion chamber to form a sealed state of the combustion chamber (49). The annular intake valve has two sealing contact surfaces, the inner diameter and the outer edge, and the contact area with the valve seat ring is also increased. The impact force of the valve landing will be greatly buffered, reducing the impact force and noise of the valve closing, reducing vibration and oscillation, and extending the service life of the valve, and improving the stability of the high-speed movement of the valve.

[0128] At the same time, the outer annular intake valve can be further improved to a curved surface shape. There are two contour options: ① The inner edge inner wing surface is higher than the outer diameter outer edge surface, and the combustion chamber presents a dome-shaped contour after the intake and exhaust valves are closed; ② The outer diameter outer edge surface is higher than the inner edge inner wing surface, and the combustion chamber presents a basin-shaped contour. The dome-shaped configuration is shown in the figure. In this mode, the combustion chamber contour can be close to the equivalent shape line of a funnel-shaped hemisphere, with a small surface area ratio, a more uniform and regular equivalent contour edge effect, and an internal combustion engine combustion chamber that accelerates combustion efficiency.

[0129] In order to help correctly understand the technical characteristics and innovative advantages of the concentric circle intake and exhaust valves, a four-stroke single-cylinder 24.9cc engine is used as an example. In order to take into account the reasonable configuration of the combustion chamber of a small-displacement engine, the compression ratio is adjusted to a range of 6.5 to 7. Reducing the compression ratio is equivalent to appropriately expanding the volume of the combustion chamber, which is more conducive to the arrangement of the intake and exhaust valves on the surface of the combustion chamber. The spark plug (57) is installed on the side wall of the combustion chamber; under the technical support of the concentric circle intake and exhaust valves adopted by the present invention, even if the compression ratio is relatively reduced, sufficient medium and low speed power output can be generated under the premise of sufficient intake volume and uniform mixing of oil and gas.

[0130] Parameter example: cylinder diameter / stroke BS 31×33mm, single cylinder volume / actual displacement 24.907cc. The compression ratio is set to 6.6:1 in this embodiment; when the annular intake valve is seated and closed, the top surface diameter of the flat-top section conical combustion chamber is 26mm, and the bottom surface, i.e., the cylinder diameter, is 31mm.

[0131] According to the volume calculation formula of the flat-top cone V = {π×h×(R 2 +R×r+r 2 ) / 3}, where h is the vertical height between the upper and lower bottom surfaces of the combustion chamber, R is the radius of the lower bottom surface 15.5mm, and r is the radius of the top surface, i.e. the center of the circle where the outer ring surface of the intake valve and the outer valve seat ring seal 13mm. Combustion chamber volume V = {π×h×(2.4025+2.015+1.69) / 3} = 24.907÷5.6 = 4.4476cm 3 , calculate the combustion chamber height h = 4.4476 / 6.39575 = 0.6954cm; that is = 7mm.

[0132] Continue to set the inner exhaust valve diameter of the concentric circle layout With the center of the combustion chamber flat top surface and the cylinder centerline as the vertical reference, the inverted trapezoidal center valve seat ring on the center valve seat on the top surface of the combustion chamber has a parallel cross-section width of 1.2mm when the intake and exhaust valves are synchronously seated and sealed. With the center of the combustion chamber as the reference, the inner edge radius of the circular intake valve is 9.2mm and the outer ring radius is 13mm. The annular surface area of ​​the intake valve is the intake flow area of ​​the combustion chamber; π(1.3)2-π(0.92)2=0.8436π, the ratio of the intake valve area to the cylinder diameter area is the valve / cylinder area coefficient; =0.8436π / 2.4025π=0.35113=35.11%; similarly, the exhaust valve flow area ratio π(0.8)2÷2.4025π=0.2663=26.63%; it can be seen that since the concentric intake and exhaust valves make full use of the top area of ​​the combustion chamber, excellent cylinder intake and exhaust efficiency is also achieved on a small-displacement single-cylinder engine.

[0133] Continue to calculate the maximum lift of the intake valve and the valve channel opening area corresponding to the maximum lift; let the vertical opening lift of the outer ring intake valve be x; then {π(2.6)+π(1.84)}x=0.8436π×1.15=0.97014π; x=0.9701÷4.44=0.2185cm=2.185mm; considering that the annular intake valve can intake air from both sides of the valve disc, the flow efficiency is doubled; the outer ring intake valve surface area with a cylinder intake area ratio of 35.1% is increased by 115% value coefficient, and the 2.19mm intake valve lift is more than enough. Even within the vertical height range of 6.95mm of the combustion chamber, the intake valve opening of 3 to 4.5mm, even if the stroke is increased by 50 to 100%, there is no problem.

[0134] Similarly, for reference calculation, inner circle exhaust valve Exhaust port area = exhaust valve head circular area, set the exhaust valve opening (lift) h1,π1.6×h1=0.64π,h1=0.4cm=4mm; considering the exhaust is in high temperature and high pressure state, the exhaust port diameter has been optimized, and the 4mm exhaust valve opening is still within the vertical height of the combustion chamber. According to the actual working conditions, increasing the exhaust valve lift opening to 4-5mm fully meets the exhaust timeliness.

[0135] In summary, from the perspective of satisfying the rider's comfort, humanization and automation; the present invention is committed to providing an internal combustion engine auxiliary power unit that is fully adapted to the existing appearance and configuration of ordinary bicycles without changing any layout. It is characterized in that, under the premise of not changing the appearance and structure of ordinary bicycles and not increasing the size of the body frame, in order to improve the compact configuration of the engine assembly and the adaptability of universal tooling, in order to improve the energy transfer efficiency in the bicycle auxiliary power unit and the lightweight design of the whole vehicle; the present invention provides a rear wheel hub built-in auxiliary internal combustion engine power unit for ordinary bicycle riding, and the power unit structure has a 4-stroke engine, a 6-speed automatic transmission, an oil cooling lubrication system, a starter motor and a generator. The power system and accessories are all integrated and installed in the rear wheel hub shell, simplifying and optimizing the structure of the whole vehicle, and can be easily installed on the basis of the existing bicycle; it is conducive to lightweight weight reduction, and is conducive to improving energy efficiency, providing ideal power assistance for human riding. It provides greater convenience and fun for easy and free travel.

[0136] Although the present invention has been described in detail above with general explanations and specific embodiments, any modifications made on the basis of the present invention without departing from the spirit of the present invention shall fall within the scope of protection required by the present invention.

Claims

1. The bicycle wheel hub has an engine auxiliary drive unit with a 6-speed automatic transmission. A small 4-stroke electronic fuel injection internal combustion engine, a 6-speed planetary gear automatic transmission and transmission system, an oil lubrication and cooling system, a fuel tank and exhaust emission purification system and other components are integrated and installed in the wheel hub shell inside the rear wheel rim of an ordinary bicycle. The internal combustion engine auxiliary power drive unit is installed inside the rear wheel hub shell, and the entire flattened rear wheel hub shell is completely located inside the rear fork of the standard frame of an ordinary bicycle. The appearance and structure maintain the original shape of the bicycle without any changes.

2. According to claim 1, an engine-assisted drive unit with a built-in 6-speed automatic transmission in a bicycle wheel hub, the rear wheel hub shell of the bicycle is a split structure, based on the rear wheel center axis, and is composed of a right-side rotatable wheel hub shell and a left-side fixed end cover; the right-side freely rotating wheel hub shell has a center axis sleeve and is supported on the fixed center axis of the rear wheel; the surface is connected to the wheel through spokes and transmits human or engine auxiliary driving force; the left-side end cover is fixedly installed on the central spindle, in addition to the sealing function of docking with the right-side wheel hub shell, it also undertakes important functions such as supporting, connecting, positioning and calibrating the engine assembly case and other accessories inside the wheel hub shell.

3. According to claim 1 or 2, an engine-assisted drive unit with a 6-speed automatic transmission built into a bicycle wheel hub, the internal combustion engine power assembly is arranged in the rear wheel hub shell, the single-cylinder engine and the automatic transmission share a housing for integrated installation, and the main part of the housing is arranged in the lower half of the central axis of the wheel hub shell; the outer shape naturally stretches and extends along the arc contour of the wheel hub shell, and is completely contoured with the lower semi-circular arc surface of the wheel hub shell; the raised arc-shaped part of the upper layer of the housing is for the rear wheel center spindle and the center shaft sleeve of the wheel hub shell to pass through and position and support each other.

4. An engine auxiliary drive unit with a built-in 6-speed automatic transmission in a bicycle wheel hub according to any one of claims 1 to 3, characterized in that: The small single-cylinder 4-stroke gasoline engine adopts concentric circle intake and exhaust valve technology. The concentric circle valve technology directly uses the cylinder diameter and the top surface of the combustion chamber as the distribution arrangement and installation area of ​​the intake and exhaust valves. The outer ring intake valve and the inner circle exhaust valve are positioned and supported by the grille frame and valve seat on the top of the combustion chamber. They are nested and installed and driven by the SOHC single overhead camshaft. The circular area of ​​the cylinder and the combustion chamber is fully utilized as the effective opening area of ​​the intake and exhaust channels. The intake efficiency is increased by 100%, and the fuel vaporization rate is uniform, achieving efficient combustion and high power density output at medium and low speeds.

5. An engine auxiliary drive unit with a 6-speed automatic transmission built into a bicycle wheel hub according to any one of claims 1 to 3, wherein the automatic transmission speed transmission adopts a two-stage gear shaft structure, and a 3-speed automatic transmission unit with a planetary gear mechanism is adopted on the transmission main shaft; a simple planetary gear system forms a mechanism mode in which the sun gear is fixed, and the ring gear input and the planet carrier decelerates the output through clutch adjustment; or the planet carrier inputs power and the ring gear increases the output speed; at the same time, the ring gear of the single-row planetary gear system serves as the power input end, and can also be directly outputted through clutch adjustment relative to the The planetary carrier performs overrunning transmission, i.e., constant speed transmission; the speed output of the 3-speed transmission unit is subsequently further reduced through another planetary gear mechanism with a fixed reduction ratio and then transmitted to the countershaft; the countershaft is equipped with 2 pairs of shift gear pairs that match the hub shaft sleeve on the central spindle; the gear pair driving gear on the countershaft produces 2 speed ratios through clutch adjustment; on the central spindle, the 2 gear pair driven gears installed on the outer diameter of the hub shaft sleeve take over the speed output, and are transmitted through a clutch with a one-way bearing configuration and drive the hub shaft sleeve and the rear wheel to achieve a 6-speed power output.

6. An engine auxiliary drive unit with a 6-speed automatic transmission built into a bicycle wheel hub according to any one of claims 1-3 and 5, wherein the automatic transmission is also adapted to the 4-speed automatic transmission of the present invention and the 3-speed automatic transmission of the present invention; the 6-speed, 4-speed and 3-speed automatic transmissions all have a series feature of maintaining equal speed ratios between up and down gears.

7. An engine-assisted drive unit with a built-in 6-speed automatic transmission in a bicycle wheel hub according to any one of claims 1-6, with engine-assisted power output, and a one-way clutch (one-way bearing) at the final output end on the shaft sleeve of the hub shell; and a one-way overrunning clutch with a human-powered pedal sprocket transmission system outside the hub shell, that is, a flywheel, each of which is independent and parallelly arranged; thus ensuring independent operation compatible with the bicycle engine-assisted and human-powered pedal dual-drive modes; and at the same time, under certain conditions, a parallel mode can be achieved with combined force.

8. According to any one of claims 1-7, an engine auxiliary drive unit with a built-in 6-speed automatic transmission in a bicycle wheel hub, a single-cylinder gasoline engine adopts a cylinder head oil cooling circulation method; the oil circulates through the outer contour of the box body itself and the fixed end cover on the left side of the wheel hub for air cooling and heat dissipation.

9. An engine-assisted drive unit with a 6-speed automatic transmission built into a bicycle hub according to any one of claims 1 to 8. The present invention includes an ordinary bicycle, characterized in that the bicycle is equipped with an internal combustion engine-assisted power drive unit built into a wheel hub shell equipped with a 6-speed (4-speed or 3-speed) automatic transmission as described in any one of claims 1 to 8.

10. An engine auxiliary drive unit with a 6-speed automatic transmission built into a bicycle wheel hub according to any one of claims 1 to 9, comprising a power unit assembly design with an integrated box structure of an engine and an automatic transmission suitable for use on a small and light two-wheeled vehicle.

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