Internal switchgear

Abstract

Internal switchgear (50) comprising: a hub shaft (52) which is designed to be attached to a frame (12) of a bicycle (10); a first shaft (54) which is separated from an axis (CX) of the hub shaft (52) and is / will be arranged not rotatably with respect to an axis (CX) of the hub shaft (52); a second shaft (56), which is connected to the axis (CX) of the hub shaft (52) and is separated from an axis (CY) of the first shaft (54), and the second shaft (56) is / will be arranged not rotatably with respect to the axis (CX) of the hub shaft (52); a plurality of first rotating bodies (58) which are arranged coaxially with the first shaft (54) and are rotatably arranged with respect to the axis (CY) of the first shaft (54), wherein the first rotating bodies (58) comprise a plurality of input gears (70) to which a rotation is input, and a plurality of output gears (72) which output the rotation to the hub shell (64); a plurality of second rotating bodies (60) which are arranged coaxially with the second shaft (56), wherein the second rotating bodies (60) are coupled to each of the first rotating bodies (58) and the second rotating bodies (60) are / will be arranged rotatably with respect to the axis (CZ) of the second shaft (56); a coupling mechanism (62) which controls at least one of a rotational state of the first rotating bodies (58) with respect to the axis (CY) of the first shaft (54) and a rotational state of the second rotating bodies (60) with respect to the second shaft (56); and the hub shell (64), which is / will be arranged rotatably with respect to the axis (CX) of the hub shaft (52), and accommodates the first shaft (54), the second shaft (56), the first rotating bodies (58), the second rotating bodies (60) and the coupling mechanism (62).

Description

[0001] The present invention relates to an internal gear shift or internal transmission or hub gear which is / will be mounted on a bicycle.

[0002] An internal switching mechanism or internal transmission is known, which comprises a hub shaft, a plurality of switching mechanism gears or transmission gears for output, which are attached to the hub shaft, a rotating shaft, which is not coaxial with the hub shaft, and a plurality of switching mechanism gears or transmission gears for input, which are attached to the rotating shaft.

[0003] US 5,667,233 A discloses one example. Further examples can be found in US 5,667,233 A, US 2014 / 0224049A1, CN 202213480U, and / or US 5,855,530 A.

[0004] In the internal switching mechanism or internal gearbox described above, the degree of freedom in its design is very low, due to the provision of a large number of switching mechanism gears or transmission gears which are arranged coaxially with the hub shaft.

[0005] One object of the present invention is to provide an internal switching mechanism or internal gearbox with a high degree of freedom in its design.

[0006] One embodiment of the internal gear shifter or hub gear according to the present invention comprises a hub shaft configured to be attached to a bicycle frame, a first shaft separated from an axis of the hub shaft and not rotatable with respect to an axis of the hub shaft, a second shaft separated from the axis of the hub shaft and from an axis of the first shaft, and the second shaft not rotatable with respect to the axis of the hub shaft, a plurality of first rotating bodies arranged coaxially with the first shaft and rotatably with respect to the axis of the first shaft, wherein the first rotating bodies comprise a plurality of input gears to which a rotation is applied and a plurality of output gears which transmit the rotation to the hub shell, and a plurality of second rotating bodies.which are arranged coaxially with the second shaft, wherein the second rotating bodies are coupled to each of the first rotating bodies and the second rotating bodies are arranged rotatably with respect to the axis of the second shaft, a coupling mechanism which controls at least one of a rotational state of the first rotating bodies with respect to the axis of the first shaft and a rotational state of the second rotating bodies with respect to the second shaft, and a hub shell which is arranged rotatably with respect to the axis of the hub shaft, and which accommodates the first shaft, the second shaft, the first rotating bodies, the second rotating bodies and the coupling mechanism.

[0007] Preferably, the internal switching mechanism is designed such that the first rotating body comprises a gear and the second rotating body comprises a gear which meshes with the first rotating body.

[0008] Preferably, the internal derailleur is designed such that the plurality of first rotating bodies includes an input gear to which a rotation is input, and an output gear which outputs the rotation of the hub shell.

[0009] Preferably, the internal switching mechanism is designed such that at least one of the input gear and output gear comprises a plurality of gears with different diameters.

[0010] Preferably, the internal switching mechanism is designed such that the plurality of second rotating bodies comprises a plurality of input side gears, which mesh with each of the plurality of gears of the input gear.

[0011] Preferably, the internal switching mechanism is designed such that the plurality of second rotating bodies comprises a plurality of output side gears, which mesh with each of the plurality of gears of the output gear.

[0012] Preferably, the internal switching mechanism is designed such that the second shaft is designed as a hollow shaft which rotatably supports the plurality of second rotating bodies, the coupling mechanism comprises a control shaft and a plurality of engagement parts, wherein the control shaft is / is arranged in the second shaft and is rotatable with respect to the second shaft, and the plurality of engagement parts are actuated by a rotation of the control shaft and selectively transmit a rotation from one of the plurality of input side gears to the second shaft.

[0013] Preferably, the internal switching mechanism is designed such that the second shaft is designed as a hollow shaft which rotatably supports the plurality of second rotating bodies, wherein the coupling mechanism comprises a control shaft and a plurality of engagement parts, wherein the control shaft is arranged in the second shaft and is rotatable with respect to the second shaft, and wherein the plurality of engagement parts are actuated by a rotation of the control shaft and selectively transmit the rotation of the second shaft to one of the plurality of output side gears.

[0014] Preferably, the internal switching mechanism is designed such that the second shaft is formed as a hollow shaft which rotatably supports the plurality of second rotating bodies, wherein the coupling mechanism comprises a control shaft and a plurality of engagement parts, wherein the control shaft is arranged in the second shaft and is rotatable with respect to the second shaft, and wherein the plurality of engagement parts are actuated by a rotation of the control shaft and selectively transmit a rotation from one of the plurality of input lateral gears to the second shaft and selectively transmit the rotation of the second shaft to one of the plurality of output lateral gears.

[0015] Preferably, the internal switching mechanism is designed such that an opening is formed on an outer circumferential part of the second shaft, at least one engagement part of the plurality of engagement parts is arranged in the opening, wherein the control shaft comprises a control section for controlling the engagement part which is formed in the opening, and switches between a first state in which the engagement part projects from the opening and a second state in which the engagement part retracts into the opening, by rotation with respect to the second shaft.

[0016] Preferably, the internal switching mechanism is designed such that the coupling mechanism further includes an elastic link for pre-tensioning the engagement part in order to protrude from the opening.

[0017] Preferably, the internal switching mechanism is designed such that the coupling mechanism comprises a speed increase mechanism for increasing the speed of rotation of the second shaft and supplying the same speed to the control shaft, and a speed decrease mechanism for reducing the speed of rotation of the second shaft and supplying the same speed to the control shaft.

[0018] Preferably, the internal switching mechanism is designed such that the speed increase mechanism orThe speed increase mechanism comprises a first synchronous gear configured to rotate integrally with that of the second shaft, a second synchronous gear configured to rotate integrally with the control shaft, a first auxiliary gear configured to mesh with one of the first synchronous gears and the second synchronous gear, a second auxiliary gear configured to mesh with the other of the first synchronous gears and the second synchronous gear and configured to rotate integrally with the first auxiliary gear, and a first switching unit configured to switch between a state in which the first auxiliary gear meshes with one of the first synchronous gears and the second synchronous gear, and a state in which the first auxiliary gear does not mesh with either of the first synchronous gears and the second synchronous gear.

[0019] Preferably, the internal switching mechanism is designed such that the speed reduction mechanism orThe speed reduction mechanism comprises the first synchronous gear, a third synchronous gear configured to rotate integrally with the control shaft and having a fewer number of teeth than the second synchronous gear, a third auxiliary gear configured to mesh with one of the first and third synchronous gears, a fourth auxiliary gear configured to mesh with the other of the first and third synchronous gears and configured to rotate integrally with the second auxiliary gear, and a second switching unit configured to switch between a state in which the third auxiliary gear meshes with one of the first and third synchronous gears and a state in which the third auxiliary gear does not mesh with either of the first and third synchronous gears.

[0020] Preferably, the internal switching mechanism further comprises a support element designed to be fixed to the hub shaft and to support the first shaft and the second shaft.

[0021] Preferably, the internal shift mechanism is designed such that the hub shaft comprises a first hub shaft and a second hub shaft, which is separated or detached from the first hub shaft, wherein the first hub shaft projects in one of the axial directions of the hub shell, and the second hub shaft projects in the other of the axial directions of the hub shell.

[0022] Preferably, the internal switching mechanism is designed such that the distance between the hub shaft and the first shaft in a radial direction is essentially the same as the distance between the hub shaft and the second shaft in the radial direction.

[0023] Preferably, the internal switching mechanism is designed such that the axis of the first shaft and the axis of the second shaft are arranged symmetrically with respect to the axis of the hub shaft.

[0024] Preferably, the internal switching mechanism further comprises a drive unit comprising an internal gear or ring gear or hollow gear, which is designed to mesh with the input gear and is designed to be attached to a sprocket.

[0025] Preferably, the internal derailleur is designed such that the hub shell includes an internal gear, ring gear or hollow gear which meshes with the output gear.

[0026] The internal switching mechanism described above has a high degree of freedom in its design. [ Fig. Figure 1] is a side view of a bicycle equipped with the internal derailleur of the embodiment. [ Fig. 2] is a front view of the internal switchgear illustrated in Fig. 1. [ Fig. Figure 3] is a perspective exploded view of the internal switchgear illustrated in Fig. 2. [ Fig. Figure 4] is a cross-sectional view of the internal switchgear of Fig. 1 to 3, as along the intersection line D4-D4 of Fig. 2 seen. [ Fig. Figure 5] is a front view of the clutch mechanism of the internal shift mechanism illustrated in Fig. 1 to 4. [ Fig. Figure 6] is a perspective view of the coupling mechanism illustrated in Fig. 5. [ Fig. Figure 7] is an enlarged view of the first switching unit and the periphery of the clutch mechanism illustrated in Fig. 6. [ Fig. Figure 8] is an enlarged view of the second switching unit and the periphery of the clutch mechanism illustrated in Fig. 6. [ Fig. Figure 9] is a perspective exploded view of the second shaft and the control shaft of the internal switchgear illustrated in the Fig. 1 to 4. [ Fig.

[10] is a cross-sectional view of the second shaft and the control shaft, seen along the section line D10-D10 of Fig. 9, in a state in which the control shaft is received in the second shaft. a [ Fig. 11] (a) is a cross-sectional view of the second shaft and the control shaft, seen along the section line D11-D11 of Fig. 9, in a state in which the control shaft is received in the second shaft and the second engagement part is in the first state, (b) is a cross-sectional view of the second shaft and the control shaft, seen along the section line D11-D11 of Fig. 9, in a state in which the control shaft is received in the second shaft, and the second engagement part is in the second state. [ Fig. 12] is an enlarged view of the first switching unit and the peripheral area of ​​the first switching unit when a first unlocking element is released or released into a state in which a locking element and a first key element are engaged. [ Fig.

[13] is an enlarged view of the first switching unit and the clutch mechanism in a state in which the locking element and the first key element have been disengaged or released. [ Fig.

[14] is a perspective view of the first switching unit and the peripheral area of ​​the first switching unit, in a state in which the first key link and the first synchronous gear mesh together. [ Fig.

[15] is an enlarged view of the first switching unit and the peripheral area of ​​the first switching unit, in a state in which the first auxiliary gear and the first synchronous gear mesh with each other. [ Fig. Figure 16] is an enlarged view of the clutch mechanism in a state in which the second auxiliary gear and the second synchronous gear mesh with each other. [ Fig.

[17] is an enlarged view of the first switching unit and the peripheral area of ​​the first switching unit when the first key link is in contact with / reaches a guide section. [ Fig.

[18] is an enlarged view of the first switching unit and the peripheral area of ​​the first switching unit, in a state in which the locking element and the first key element are engaged. [ Fig.

[19] is a table showing the state of the engagement parts according to the respective gear shift stage.

[0027] Fig. Figure 1 is a side view of a bicycle 10, equipped with an internal gear hub 50. The bicycle 10 comprises a frame 12, a handlebar 14, a front wheel 16, a rear wheel 18, a drive mechanism 20, an assist mechanism 22, a battery unit 24, a shifting device 26, a controller 28, and an internal gear hub 50.

[0028] The drive mechanism 20 comprises left and right crank arms 30, a crankshaft 32, left and right pedals 34, a front sprocket 36, a rear sprocket 38, and a chain 40. The left and right crank arms 30 are rotatably attached to the frame 12 via a crankshaft 32. The pedals 34 are attached to the crank arms 30 such that they are rotatable relative to a pedal shaft of the respective crank arms 30.

[0029] The front sprocket 36 is coupled to the crankshaft 32. The front sprocket 36 is provided coaxially with the crankshaft 32. The front sprocket 36 can be coupled in such a way that it does not rotate relative to the crankshaft 32, or it can be coupled via a one-way clutch (not shown) in such a way that the front sprocket 36 also rotates in a forward drive direction when the crankshaft 32 rotates in the forward direction.

[0030] The rear sprocket 38 is rotatably mounted on an axle 18A of the rear wheel 18. The rear sprocket 38 is coupled to the rear wheel 18 via the internal derailleur 50 or internal gearbox.

[0031] The chain 40 is wound around the front chainring 36 and the rear chainring 38. When the crank arms 30 are turned by the manual driving force applied to the pedals 34, the rear wheel 18 is turned by the front chainring 36, the chain 40 and the rear chainring 38.

[0032] The assist mechanism 22 comprises an assist motor 42 and a reduction gear (not shown). The assist mechanism 22 assists the manual driving force that rotates the front sprocket 36 by driving the assist motor 42. The assist mechanism 22 includes a sensor (not shown) for detecting the manual driving force applied by the crankshaft 32. The assist mechanism 22 drives the assist motor 42 according to the manual driving force. The assist motor is, for example, an electric motor. The rotation of the assist motor 42 is transmitted to the front sprocket 36 via the reduction gear. A one-way clutch (not shown) can be arranged between the assist motor 42 and the front sprocket 36 to prevent the assist motor 42 from being rotated by the manual driving force when the crank arms 30 rotate in the forward driving direction.

[0033] The battery unit 24 comprises a battery 44 and a battery holder 46 for detachably or removablely attaching the battery 44 to the frame 12. The battery 44 contains one or more battery cells. The battery 44 is designed as a secondary battery. The battery 44 is electrically connected to the assistance motor 42 and the internal gearbox 50 and supplies electrical current to the assistance motor 42 and the internal gearbox 50.

[0034] The shift control device 26 comprises, for example, a plurality of buttons or knobs and is electrically connected to the internal switchgear 50. The internal switchgear 50 shifts the gear position by a user pressing a button or knob of the shift control device 26.

[0035] The controller 28 drives the assistance motor 42, increases the output or power of the assistance motor 42, stops the assistance motor 42, or reduces the output or power of the assistance motor 42 due to an actuation of an assistance actuation unit (not shown).

[0036] The internal derailleur 50 changes the speed of rotation of the rear sprocket 38 (referring to Fig. 1) The internal derailleur 50 is connected to a hub of an axle 18A of the rear wheel 18 (referring to Fig. 1) Integrated and includes a variety of gear shift stages.

[0037] As in Fig. 2 or Fig. As shown in Figure 3, the internal switching mechanism 50 comprises a hub shaft 52, a first shaft 54, a second shaft 56, a plurality of first rotating bodies 58, a plurality of second rotating bodies 60, a coupling mechanism 62, a hub shell 64, a support member 66 and a drive unit 68.

[0038] The hub shaft 52, as in the Fig. 2, Fig. 3 and Fig. 4 shown, is designed to attach to the frame 12 of the bicycle 10 (referring to Fig. 1) to be fastened. The hub shaft 52 comprises a first hub shaft 52A and a second hub shaft 52B, which is separated from the first hub shaft 52A. The first hub shaft 52A projects in one of the axial directions of the hub shell 64. The second hub shaft 52B projects in the other axial direction of the hub shell 64. The first hub shaft 52A and the second hub shaft 52B are coaxial. The support member 66 comprises a support member 66a and a support member 66b. The support member 66a is coupled to the first hub shaft 52A. The support member 66b is coupled to the second hub shaft 52B. The support members 66a and 66b are arranged at an interval in the hub shaft direction. The support member 66a supports the end of the first hub shaft 52A on the side with the second hub shaft 52B. The support member 66b supports the end of the second hub shaft 52B on the side with the first hub shaft 52A.The support member 66a and the support member 66b extend in the radial direction of the hub shaft 52.

[0039] The first shaft 54 ​​is arranged separately from an axis CX of the hub shaft 52 and is not rotatable with respect to the axis CX of the hub shaft 52. The first shaft 54 ​​is hollow. The distance between the hub shaft 52 and the first shaft 54 ​​in the radial direction of the hub shell 64 and the distance between the hub shaft 52 and the second shaft 56 in the radial direction of the hub shell 64 are essentially the same. The two ends of the first shaft 54 ​​are supported by the support members 66a and 66b and are fixed to these support members. The first shaft 54 ​​is not rotatable with respect to an axis CY of the first shaft 54. The support members 66a and 66b are coupled via the first shaft 54, and the relative movement of the support members 66a and 66b is restricted. A connecting element can be further arranged to couple both the support element 66a and the support element 66b.

[0040] The second shaft 56 is arranged separately from the axis CX of the hub shaft 52 and the axis CY of the first shaft 54. The second shaft 56 is non-rotatable with respect to the axis CX of the hub shaft 52. The second shaft 56 is a hollow shaft that rotatably supports the second rotating body 60. The axis CY of the first shaft 54 ​​and an axis CZ of the second shaft 56 are arranged symmetrically with respect to the axis CX of the hub shaft 52. The two ends of the second shaft 56 are each supported by the support members 66a and 66b. The second shaft 56 is rotatably arranged with respect to the axis CZ of the second shaft 56.

[0041] The first bodies of revolution 58 or first bodies of revolution, as in the Fig. 2 and Fig. The first rotating bodies 58, as shown in Figure 3, are arranged coaxially with the first shaft 54 ​​and are rotatable with respect to the axis CY of the first shaft 54. The first rotating bodies 58 are rotatably supported on the first shaft 54. The first rotating bodies 58 are arranged between the support member 66a and the support member 66b. The first rotating bodies 58 comprise a plurality of input gears 70, to which a rotation is applied, and a plurality of output gears 72, which transmit the rotation to the hub shell 64. A bearing can be arranged between each of the first rotating bodies 58 and the first shaft 54. Each gear used in the internal switching mechanism 50 of the present embodiment can be made of metal or of a synthetic plastic.

[0042] The input gears 70 comprise a first input gear 70A and a second input gear 70B, which have different diameters. The first input gear 70A has a larger diameter than the second input gear 70B. The first input gear 70A has a greater number of teeth than the second input gear 70B. The first input gear 70A and the second input gear 70B are integral components. The first input gear 70A is positioned closer to the first hub shaft 52A than the second input gear 70B in the axial direction of the first shaft 54. The first input gear 70A and the second input gear 70B can be formed as a single piece or as separate bodies that are fixed to one another.

[0043] The output gears 72 comprise a first output gear 72A, a second output gear 72B, and a third output gear 72C, each with a different diameter. The first output gear 72A has a larger diameter than the second output gear 72B and the third output gear 72C. The second output gear 72B has a larger diameter than the third output gear 72C. The number of teeth increases in sequence for the first output gear 72A, the second output gear 72B, and the third output gear 72C. The first output gear 72A, the second output gear 72B, and the third output gear 72C are integral components. The first output gear 72A is positioned further towards the side of the first hub shaft 52A than the second output gear 72B. The first output gear 72A is arranged between the flanges 64B of the hub shell 64 in the hub shaft direction.

[0044] The first output gear 72A is positioned closer to the first hub shaft 52A than the second output gear 72B and the third output gear 72C, in the axial direction of the first shaft 54.

[0045] The second output gear 72B is positioned closer to the first hub shaft 52A than the third output gear 72C, in the axial direction of the first shaft 54; in other words, it is positioned between the first output gear 72A and the third output gear 72C, in the axial direction of the first shaft 54. The first output gear 72A, the second output gear 72B, and the third output gear 72C are formed as a single piece or as separate bodies fixed to one another.

[0046] The second rotating bodies 60 are arranged coaxially with the second shaft 56 and are each coupled to the first rotating bodies 58. The second rotating bodies 60 are arranged between the support member 66a and the support member 66b. The second rotating bodies 60 are rotatably arranged with respect to the axis CZ of the second shaft 56. The second rotating bodies 60 comprise a plurality of input lateral gears 74, each meshing with the input gears 70, and a plurality of output lateral gears 76, each meshing with the output gears 72.

[0047] The input side gears 74 comprise a first input side gear 74A and a second input side gear 74B, which have different diameters of each other.

[0048] The first input side gear 74A has a smaller diameter than the second input side gear 74B. The first input side gear 74A has fewer teeth than the second input side gear 74B. The first input side gear 74A is positioned closer to the first hub shaft 52A than the second input side gear 74B, in the axial direction of the first shaft 54. The first input side gear 74A meshes with the first input gear 70A. The second input side gear 74B meshes with the second input gear 70B.

[0049] The output side gears 76 comprise a first output side gear 76A, a second output side gear 76B and a third output side gear 76C, which have different diameters from each other.

[0050] The first output side gear 76A has a smaller diameter than the second output side gear 76B and the third output side gear 76C. The second output side gear 76B has a smaller diameter than the third output side gear 76C. The number of teeth decreases in sequence from the first output side gear 76A to the second output side gear 76B and then to the third output side gear 76C.

[0051] The first output side gear 76A is positioned closer to the first hub shaft 52A than the second output side gear 76B and the third output side gear 76C in the axial direction of the first shaft 54. The second output side gear 76B is positioned closer to the first hub shaft 52A than the third output side gear 76C in the axial direction of the first shaft 54. In other words, the second output side gear 76B is positioned between the first output side gear 76A and the third output side gear 76C in the axial direction of the first shaft 54. The first output side gear 76A meshes with the first output gear 72A. The second output side gear 76B meshes with the second output gear 72B. The third output side gear 76C meshes with the third output gear 72C.

[0052] The coupling mechanism 62, as in the Fig. 5 and Fig. Figure 6 shows the control of the rotational state of the second rotating body 60 with respect to the axis CZ of the second shaft 56. The coupling mechanism 62 comprises a control shaft 78, a plurality of engagement parts 80, a plurality of springs 82, a speed increase mechanism 84 and a speed decrease mechanism 86.

[0053] The control shaft 78, as in the Fig. 9 and Fig. The control shaft 78, as shown in Figure 10, is arranged within the hollow second shaft 56 and is rotatable with respect to the second shaft 56. The control shaft 78 is arranged coaxially with the second shaft 56 and is configured to rotate with it. At least a portion of the control shaft 78 in the axial direction is located within the hollow second shaft 56. The control shaft 78 comprises a first control section 78A and a second control section 78B, which control the engagement section 80. The first control section 78A is a portion of a cylindrical outer circumferential surface of the control shaft 78. The second control section 78B is a recess formed on the outer circumferential surface of the control shaft 78. The second control section 78B is positioned in a position corresponding to the engagement section 80 in the axial direction of the second shaft 56.

[0054] The intervention parts are shown in Fig. 9 and Fig. 10 are claw-shaped links. The engagement part 80 selectively transmits the rotation from either the first input side gear 74A or the second input gear 74B to the second shaft 56. The engagement part 80 selectively transmits the rotation of the second shaft 56 to one of the first output side gear 76A, the second output side gear 76B, or the third output side gear 76C.

[0055] The engagement parts 80 comprise a first engagement part 80A, a second engagement part 80B, a third engagement part 80C, a fourth engagement part 80D, and a fifth engagement part 80E, which are arranged side by side in the axial direction of the second shaft 56 and the control shaft 78. The engagement parts 80 are each arranged in a plurality of openings 56A formed on the outer circumferential portion of the second shaft 56. Each of the openings 56A extends through the outer circumferential portion and the inner circumferential portion of the second shaft 56. Each of the openings 56A is positioned correspondingly to each of the first input lateral gear 74A, the second input lateral gear 74B, the first output lateral gear 76A, the second output lateral gear 76B, and the third output lateral gear 76C in the axial direction of the second shaft 56.Each of the openings 56A, which are adjacent to each other in the axial direction of the second shaft 56, is preferably spaced apart in the circumferential direction of the second shaft 56.

[0056] As in Fig. As shown in Figure 4, the first engagement part 80A is located in the opening 56A, which is situated on the inner circumferential side of the first input lateral gear 74A, below the openings 56A. The second engagement part 80B is located in the opening 56A, which is situated on the inner circumferential side of the second input lateral gear 74B, below the openings 56A. The third engagement part 80C is located in the opening 56A, which is situated on the inner circumferential side of the first output lateral gear 76A, below the openings 56A. The fourth engagement part 80D is located in the opening 56A, which is situated on the inner circumferential side of the second output lateral gear 76B, below the openings 56A. The fifth engagement part 80E is located in the opening 56A, which is situated on the inner circumferential side of the third output lateral gear 76C, below the openings 56A.

[0057] As in Fig. As shown in Figure 9, the distal ends of the engagement parts 80 are pre-tensioned to project from the openings 56A by means of a plurality of springs 82 as elastic links, which are attached to the outer circumference of the second shaft 56. An engaged section 75 (referring to the Fig. 11A and Fig. 11B), which is configured to engage with the engagement part 80, is formed on the inner circumferential part of the input side gears 74 and on the inner circumferential part of the output side gears 76. The engaged section 75 comprises at least one recess or projection. In the present embodiment, the engaged section 75 is configured such that the recesses and projections are arranged alternately in the circumferential direction. The engaged section 75 can also be formed from the ratchet teeth.

[0058] As in the Fig. As shown in Figure 11A, for example, when the second engagement part 80B and the second control section 78B are opposite each other, the distal end of the second engagement part 80B is pre-tensioned by the spring 82, springs forward from the opening 56A, and engages with the engaged section 75. Therefore, in a first state, in which the second engagement part 80B springs forward from the opening 56A, the second engagement part 80B and the second input side gear 74B mesh.

[0059] As in Fig. As shown in Figure 11B, for example, when the second engagement part 80B and the first control section 78A are opposite each other, the proximal end of the second engagement part 80B is pressed in the radial direction of the second shaft 56 by the first control section 78A. For this reason, the distal end of the second engagement part 80B is retracted into the opening 56A against the preload force of the spring 82. Therefore, in a second state in which the second engagement part 80B is retracted into the opening 56A, the second engagement part 80B and the second input side gear 74B do not mesh.

[0060] The Fig. 11A and Fig. Figure 11B shows a coupled state and an uncoupled state of the second engagement part 80B and the second input lateral gear 74B. The same applies to the coupling and uncoupling of the other engagement parts 80 and the corresponding input lateral gear 74 or output lateral gear 76. That is, when the engagement part 80 faces the first control section 78A, the engagement part 80 is pressed in the radial direction of the second shaft 56 by contacting the first control section 78A and moved into the retracted position. On the other hand, when the engagement part 80 faces the second control section 78B, the proximal end of the engagement part 80 is moved into the recess of the engaged section 75, and the distal end of the engagement part 80 is moved into the protruding position. The proximal end of the engagement part 80 may or may not come into contact with the second control section 78B.

[0061] By rotating with respect to the second shaft 56, the control shaft 78 switches between a first state in which each engagement part 80A - 80E protrudes from the opening 56A, and a second state in which each engagement part 80A - 80E is retracted into the opening 56A.

[0062] In the first state, the first engagement part 80A configures a one-way clutch together with the first input side gear 74A. In the first state, the second engagement part 80B configures a one-way clutch together with the second input side gear 74B. In the first state, the third engagement part 80C configures a one-way clutch together with the first output side gear 76A. In the first state, the fourth engagement part 80D configures a one-way clutch together with the second output side gear 76B. In the first state, the fifth engagement part 80E configures a one-way clutch together with the third output side gear 76C. When the rear sprocket 38 is rotated in the direction in which the bicycle 10 is moving forward, this type of one-way clutch functions such that power is transferred from the input side gear 74 to the engagement part 80 and from the engagement part 80 to the output side gear 76.

[0063] This means that even if the first engagement part 80A is in the first state, if the rotational speed of the second shaft 56 is higher than the rotational speed of the first lateral gear 74A, the first engagement part 80A will not engage with the first input lateral gear 74A, and the first input lateral gear 74A will be free to rotate. Similarly, even if the second engagement part 80B is in the first state, if the rotational speed of the second shaft 56 is higher than the rotational speed of the second input lateral gear 74B, the second engagement part 80B will not engage with the second input lateral gear 74B, and the second input lateral gear 74B will be free to rotate.Even if the third engagement part 80C is in the first state, if the rotational speed of the second shaft 56 is lower than the rotational speed of the first output lateral gear 76A, the third engagement part 80C does not engage with the first output lateral gear 76A, and the first output lateral gear 76A is freely rotatable. Similarly, even if the fourth engagement part 80D is in the first state, if the rotational speed of the second shaft 56 is lower than the rotational speed of the second output lateral gear 76B, the fourth engagement part 80D does not engage with the second output lateral gear 76B, and the second output lateral gear 76B is freely rotatable.Even if the fifth engagement part 80E is in the first state, if the rotational speed of the second shaft 56 is less than the rotational speed of the third output side gear 76C, the fifth engagement part 80E does not engage with the third output side gear 76C and the third output side gear 76C is freely rotatable.

[0064] The velocity increase mechanism 84, or velocity boosting mechanism, is shown in Fig. 5 or Fig. 6, increases the rotational speed of the second shaft 56 and transmits this speed to the control shaft 78. The speed increase mechanism 84 comprises a first synchronizing gear 88, a second synchronizing gear 90, a first auxiliary gear 92, a second auxiliary gear 94, a shift drive unit 96, and a first shift unit 98. The speed increase mechanism 84 is located on the opposite side of the support member 66b from the support member 66a. The speed increase mechanism 84 is situated between the support member 66a and the rear sprocket 38 (referring to Fig. 3) ordered.

[0065] The first synchronizing gear 88 is attached to the end of the second shaft 56. The first synchronizing gear 88 is designed to rotate integrally with the second shaft 56. The second synchronizing gear 90 is attached to the end of the camshaft 78. The second synchronizing gear 90 is designed to rotate integrally with the camshaft 78. The first synchronizing gear 88 is located at the end of the second shaft 56 on the side with the rear sprocket 38 and is located on the opposite side of the support member 66b with respect to the support member 66a. The second synchronizing gear 90 is located at the end of the camshaft 78 on the side with the rear sprocket 38 and is located on the opposite side of the support member 66b with respect to the support member 66a. The diameter of the second synchronizing gear 90 is smaller than the diameter of the first synchronizing gear 88.

[0066] As in Fig. As shown in Figure 7, the first auxiliary gear 92 is rotatably mounted on a support shaft 66A, which is arranged on the support member 66a. A toothless section 92A is formed on the first auxiliary gear 92, where the teeth are absent on a portion of its outer circumference. The first auxiliary gear 92 is arranged in a position that allows meshing with the first synchronizing gear 88. The support shaft 66A is arranged parallel to the second shaft 56 and the control shaft 78. When no shifting action is performed, the toothless section 92A of the first auxiliary gear 92 is positioned opposite the first synchronizing gear 88, and no force is transmitted between the first synchronizing gear 88 and the first auxiliary gear 92.

[0067] As in Fig. 5 or Fig. As shown in Figure 6, the second auxiliary gear 94 is rotatably attached to a support shaft 66A, provided by the support member 66a. The second auxiliary gear 94 is connected to the first auxiliary gear 92. Therefore, the second auxiliary gear 94 rotates integrally with the first auxiliary gear 92. The second auxiliary gear 94 is arranged in a position that allows meshing with the second synchronizing gear 90. A toothless section 94A is formed on the second auxiliary gear 94, in which the teeth are absent on a portion of its outer circumference. When a shift operation is not performed, the toothless section 94A of the second auxiliary gear 94 is positioned opposite the second synchronizing gear 90, and no force is transmitted between the second synchronizing gear 90 and the second auxiliary gear 94.

[0068] The switching drive unit 96 comprises a switching motor 100, a motor speed reduction mechanism 101, and a conversion mechanism 103. The conversion mechanism 103 converts a rotary motion into a linear motion. The motor speed reduction mechanism 101 comprises a small-diameter gear 102 and a large-diameter gear 104. The small-diameter gear 102 is attached to the output shaft of the switching motor 100. The large-diameter gear 104 meshes with the small-diameter gear 102. The conversion mechanism 103 comprises a medium-diameter gear 106 and a guide element 108. The medium-diameter gear 106 rotates integrally with the large-diameter gear 104. The guide member 108 includes the center-diameter gear 106 and a rack 108A.The switching drive unit 96 further comprises a preloading element 109 and a pair of unlocking elements 110 and 112. The preloading element 109 is designed to preload the guide element 108 into a neutral position. The unlocking elements 110 and 112 are attached longitudinally to the ends of the guide element 108.

[0069] As in Fig. As shown in Figure 4, part of the switching motor 100 is mounted in the inner circumferential part of the first shaft 54. The rotating shaft of the switching motor 100 is arranged parallel to the axis CX of the hub shaft 52. The switching motor 100 is controlled by the controller 105. The switching motor 100 is connected to the controller 105, which is located on the inner circumferential part of the first shaft 54. The controller 105 comprises a circuit board 107, a circuit board 107, a computational circuit board, and a memory. The circuit board 107 is connected to an electrical wiring system (not shown) that passes through the hole 53 formed in the hub shaft 52 and a hole 117 formed in a lock nut 115. The circuit board 107 is connected to the battery 44 and to the switching actuator 26 (referring to Figure 4). Fig. 1) connected. The controller 105 can also include a wireless communication device and perform wireless communication with the switching actuator 26.

[0070] A first through-hole 54A is formed on the first shaft 54 ​​in a position corresponding to the first input gear 70A or the second input gear 70B. In the present embodiment, the first through-hole 54A is formed in a position corresponding to the second input gear 70B.

[0071] Furthermore, a second through-hole 54B is formed on the first shaft 54 ​​in a position corresponding to one of the first output gear 72A, the second output gear 72B, and the third output gear 72C. In the present embodiment, the second through-hole 54B is formed in a position corresponding to the second output gear 72B.

[0072] A first sensor 111 is arranged on the inner circumferential portion of the first shaft 54 ​​for detecting the rotational speed of the first input gear 70A or the second input gear 70B. A second sensor 113 is arranged on the inner circumferential portion of the first shaft 54 ​​for detecting the rotational speed of one of the first output gear 72A, the second output gear 72B, or the third output gear 72C. The first sensor 111 and the second sensor 113 are arranged on the switch board 107. The first sensor 111 is positioned correspondingly to the first through-hole 54A. The second sensor 113 is positioned correspondingly to the second through-hole 54B. The first sensor 111 and the second sensor 113 are designed as magnetic sensors, optical sensors, or similar devices.If the first sensor 111 and the second sensor 113 are designed as a magnetic sensor, a magnet is arranged on the inner circumferential part of the first input gear 70A or the second input gear 70B and on the inner circumferential part of one of the first output gear 72A, the second output gear 72B and the third output gear 72C.

[0073] The cadence of the crankshaft 32 can be calculated by detecting the rotational speed of the first input gear 70A or the second input gear 70B. The cadence of the crankshaft 32 is calculated based on the number of teeth of the front sprocket 36, the number of teeth of the rear sprocket 38, and the rotational speed of the first input gear 70A or the second input gear 70B.

[0074] The speed of bicycle 10 can be calculated by detecting the rotational speed of one of the first output gear 72A, the second output gear 72B, and the third output gear 72C. The speed of bicycle 10 is determined based on the radius or diameter of the rear wheel, the number of teeth of the first output gear 72A, and the number of teeth of the internal gear 64A (ring gear or hollow gear). Fig. 3) of the hub shell 64, and the rotational speed of one of the first output gear 72A, the second output gear 72B, and the third output gear 72C is calculated.

[0075] The controller 105 calculates the cadence of the crankshaft 32 or the speed of the bicycle 10 based on a pre-set program stored in its memory. Furthermore, the controller 105 calculates the gear ratio of the internal gearing mechanism 50 from the rotational speed of the first input gear 70A or the second input gear 70B, and the rotational speed of one of the first output gears 72A, the second output gear 72B, and the third output gear 72C, in order to identify the current gear position. The correlation between the gear ratio and the gear position is pre-stored in the memory.When a gear-change signal to increase the gear ratio is input from the shift actuator 26, the controller 105 drives the shift motor 100 such that the gear ratio increases if the current gear ratio is not the maximum gear ratio. Conversely, when a gear-change signal to decrease the gear ratio is input from the shift actuator 26, the controller 105 drives the shift motor 100 such that the gear ratio decreases if the current gear ratio is not the minimum gear ratio. A cover made of a magnetic or light-transmitting material can be attached to the first through-hole 54A and the second through-hole 54B. The interior of the first shaft 54, on which the controller 105 is located, is preferably sealed to be watertight.

[0076] The guide member 108 moves along a direction in which the rack 108A extends, with the rotation of the switching motor 100 due to a signal from the switching actuation device 26 (referring to Fig. 1), which is transmitted to the small-diameter gear 102, the large-diameter gear 104, and the medium-diameter gear 106 in that order. As the guide member 108 moves along the direction in which the rack 108A extends, the preload member 109 comes into contact with the guide member 108 and preloads the guide member 108 in one direction to return it to its initial position.

[0077] The first unlocking link 110, shown in the Fig. 5 and Fig. 6 is rotatably mounted with respect to a support shaft 66B, which is arranged on the support member 66A. The support shaft 66B is arranged parallel to the support shaft 66A. A support shaft 110A is arranged at one end of the first unlocking member 110. The support shaft 110A is parallel to the support shaft 66A. The support shaft 110A is movably inserted into a longitudinal opening 108B, which is formed longitudinally at one end of the guide member 108A. When the guide member 108 is moved, the support shaft 110A is guided to the longitudinal opening 108B and the first unlocking member 110 is rotated with respect to the support shaft 66B.

[0078] The second unlocking element 112 is rotatably mounted relative to a support shaft 66C, which is arranged on the support element 66A. The support shaft 66C is arranged parallel to the support shaft 66A. A support shaft 112A is arranged at one end of the second unlocking element 112. The support shaft 112A is parallel to the support shaft 66C. The support shaft 112A is movably inserted into a longitudinal opening 108B, which is formed longitudinally at the other end of the guide element 108A. When the guide element 108 is moved, the support shaft 112A is guided to the longitudinal opening 108B and the second unlocking element 112 is rotated relative to the support shaft 66C.

[0079] The first switching unit 98, shown in Fig. 7, switches between a state in which the first auxiliary gear 92 meshes with the first synchronizing gear 88, and a state in which the first auxiliary gear 92 does not mesh with the first synchronizing gear 88. The first switching unit 98 comprises a first key element 114, a spring 116, a locking element 118, a key support element 120, and a guide section 122. In Fig. Figure 7 shows the second auxiliary gear 94, but this figure is omitted.

[0080] The first key link 114 is rotatably mounted relative to a support shaft 92B, which is arranged on the first auxiliary gear 92. The support shaft 92B is arranged parallel to the support shaft 66A. The support shaft 92B supports the proximal end of the first key link 114. A projection 114A is formed at the distal end of the first key link 114. The first key link 114 projects towards the toothless section 92A of the first auxiliary gear 92. The first key link 114 is arranged such that it is able to move between a projecting position and a retracted position. In the projecting position, the first key link 114 is in contact with the first synchronizing gear 88. The retracted position is a position in which the first key link 114 is not in contact with the first synchronizing gear 88.

[0081] The spring 116 is attached to the support shaft 92B and biases the first key link 114 in a direction in which the tip of the first key link 114 projects into the protruding position. The spring 116 is designed as a torsion spring.

[0082] The locking element 118 is rotatably mounted relative to a support shaft 92C, which is arranged on the first auxiliary gear 92, and comprises an engagement section 118A and a release section 118B. The support shaft 92C is arranged parallel to the support shaft 66A. The support shaft 92C is located between the engagement section 118A and the release section 118B.

[0083] The engagement part 118A has a claw-shaped tip and is designed to engage with the projection 114A at the tip of the first key link 114 when the first key link 114 is in the retracted position. The release section 118B rotates integrally with the engagement part 118A relative to the support shaft 92C. As the release section 118B is pushed by the first unlocking element 110 and rotated in one direction, the release section 118B moves the tip of the engagement part 118A outward from the first auxiliary gear 92 and releases the state in which the tip of the engagement part 118A and the projection 114A of the first key link 114 engage.

[0084] The key support element 120 is integrally formed with the first auxiliary gear 92. When the first key element 114 is in the projecting position, the key support element 120 restrains the rotation of the first key element 114 relative to the support shaft 92B in the direction in which the first key element 114 moves from the retracted position to the projecting position and supports the first key element 114. The first auxiliary gear 92 is designed to be rotated in the same direction as the first key element 114 is rotated relative to the support shaft 66A.

[0085] The guide section 122 is attached to the support member 66. The guide section 122 moves the first key link 114 from the projecting position to the retracted position by rotating the first auxiliary gear 92. If the first auxiliary gear 92 is rotated when the first key link 114 is in the projecting position, the first key link 114 is rotated in the opposite direction relative to the support shaft 92B by coming into contact with the guide section 122. When the first key link 114 moves into the retracted position, it is held in the retracted position again by the engagement part 118A engaging with the projection 114A.

[0086] The velocity reduction mechanism 86, or velocity reduction mechanism, is shown in Fig. 5 or Fig. 6, reduces the rotational speed of the second shaft 56 and supplies the same speed to the control shaft 78. The speed reduction mechanism 86 comprises a third synchronizing gear 126, a third auxiliary gear 128, a fourth auxiliary gear 130, and a second switching unit 132. The speed reduction mechanism 86 is located opposite the support member 66b with respect to the support member 66a. The speed reduction mechanism 86 is located between the support member 66a and the rear sprocket 38.

[0087] The third synchronizing gear 126 is arranged at the end of the camshaft 78 and rotates integrally with the camshaft 78. The third synchronizing gear 126 is mounted further outwards than the second synchronizing gear 90 in the axial direction of the camshaft 78. The third synchronizing gear 126 is arranged at the end of the camshaft 78 on the side of the rear sprocket 38 and is located on the opposite side of the support member 66b with respect to the support member 66a. The third synchronizing gear 126 has a greater number of teeth than the second synchronizing gear 90. The diameter of the third synchronizing gear 126 is larger than the diameter of the first synchronizing gear 88. The diameter of the third synchronizing gear 126 is larger than that of the second auxiliary gear 94. The third synchronizing gear 126 can be formed integrally with the second synchronizing gear 90.

[0088] The third auxiliary gear 128, as in Fig. Figure 8 shows a third auxiliary gear 128 rotatably attached to a support shaft 66D, which is arranged on the support member 66a. A toothless section 128A is formed on the third auxiliary gear 128, on which teeth are absent in a portion of its outer circumference. The third auxiliary gear 128 is arranged in a position in which meshing with the third synchronizing gear 126 is possible. Fig. Figure 8 shows the fourth auxiliary gear 130 omitted. The support shaft 66D is provided parallel to the second shaft 56 and the control shaft 78. When no shifting operation is performed, the toothless section 128A of the third auxiliary gear 128 is positioned opposite the first synchronizing gear 88, and no force is transmitted between the first synchronizing gear 88 and the third auxiliary gear 128.

[0089] The second switching unit 132 switches between a state in which the third auxiliary gear 128 meshes with the first synchronizing gear 88, and a state in which the third auxiliary gear 128 does not mesh with the first synchronizing gear 88. The second switching unit 132 comprises a second key element 134, a spring 136, a locking element 138, a key support element 140, and a guide section 142.

[0090] The second key link 134 is rotatably mounted relative to a support shaft 128B, which is arranged on the third auxiliary gear 128. The support shaft 128B is arranged parallel to the support shaft 66D. The support shaft 128B supports the second key link 134. A projection 134A is formed at the distal end of the second key link 134. The second key link 134 projects towards the toothless section 128A of the third auxiliary gear 128. The second key link 134 is arranged such that it is movable between a projecting position and a retracted position. In the projecting position, the second key link 134 is in contact with the first synchronizing gear 88. The retracted position is a position in which the second key link 134 is not in contact with the first synchronizing gear 88.

[0091] The spring 136 is attached to the support shaft 128B and pre-tensions the second key link 134 in a direction in which the tip of the second key link 134 springs to the projecting position. The spring 116 is designed as a torsion spring.

[0092] The locking element 138 is rotatably mounted with respect to a support shaft 128C, which is arranged on the third auxiliary gear 128. The locking element 138 comprises an engagement section 138A and a release section 138B. The support shaft 128C is arranged parallel to the support shaft 66D. The support shaft 128C is located between the engagement section 138A and the release section 138B.

[0093] The engagement part 138A has a claw-shaped tip and is designed to engage with the projection 134A at the tip of the first key link 114 when the second key link 134 is in the retracted position. The release section 138B rotates integrally with the engagement part 138A relative to the support shaft 128C. As the release section 138B is pushed by the second unlocking element 112 and rotated in one direction, the release section 138B moves the tip of the engagement part 138A outward from the third auxiliary gear 128, releasing a state in which the tip of the engagement part 138A and the projection 134A of the second key link 134 are engaged.

[0094] The key support element 140 is integrally formed with the third auxiliary gear 128. When the second key element 134 is in the projecting position, the key support element 140 restrains the rotation of the second key element 134 relative to the support shaft 128B in a direction in which the second key element 134 moves from the retracted position to the projecting position, and supports the second key element 134. The third auxiliary gear 128 is designed to be rotated in a direction when the second key element 134 is rotated relative to the support shaft 66D.

[0095] The guide section 142 is attached to the support member 66. The guide section 142 moves the second key link 134 from the projecting position to the retracted position by rotating the third auxiliary gear 128. If the third auxiliary gear 128 is rotated when the second key link 134 is in the projecting position, the second key link 134 is rotated in the opposite direction relative to the support shaft 128B by coming into contact with the guide section 142. When the second key link 134 is moved to the retracted position, it is held in the retracted position by the engagement part 138A engaging with the projection 134A.

[0096] As in the Fig. 5 and Fig. As shown in Figure 6, the fourth auxiliary gear 130 is rotatably attached to a support shaft 66D, which is arranged on the support member 66a. The fourth auxiliary gear 130 is connected to the third auxiliary gear 128. Therefore, the fourth auxiliary gear 130 rotates integrally with the third auxiliary gear 128. The fourth auxiliary gear 130 is arranged in a position that allows meshing with the third synchronous gear 126.

[0097] A toothless section 130A is formed on the fourth auxiliary gear 130, in which teeth are absent on a portion of its outer circumference. The diameter of the fourth synchronizing gear 130 is smaller than that of the second auxiliary gear 94. When no shifting action is performed, the toothless section 130A of the fourth auxiliary gear 130 is positioned opposite the third synchronizing gear 126, and no force is transmitted between the third synchronizing gear 126 and the fourth auxiliary gear 130.

[0098] As in the Fig. 3 and Fig. Figure 4 shows an internal gear 64A, which meshes with the first output gear 72A of the output gears 72, formed on the hub shell 64. The internal gear 64A is formed in an annular shape with respect to the hub shaft 52 on the inner circumferential part of the hub shell 64. The internal gear 64A can be formed integrally with the hub shell 64 or can be formed as a separate body from the hub shell 64 and fixed to the inner circumferential section of the hub shell 64 by an interference fit or similar. The hub shell 64 is rotatably supported on the hub shaft 52. One end of the hub shell 64 is rotatably supported in the direction of the hub shaft on the drive unit 68 via a bearing. The other end of the hub shell 64 in the direction of the hub shaft is supported on the second hub shaft 52B via a bearing.

[0099] The drive unit 68 comprises a driver 144 and an input part 146. The driver 144 is attached to the rear sprocket 38. The force from the driver 144 is transmitted to the input part 146. The drive unit 68 is rotatably supported on the first hub shaft 52A by a lock nut or clamping nut 115. The driver 144 is supported on the lock nut 115 by a bearing. A hole 117 is provided in the lock nut 115 for pulling out the wiring. The driver 144 includes a mounting section designed to detachably fix the rear sprocket 38. The driver 144 comprises a side wall section 144A and an annular section 144B. The side wall section 144A covers an opening on the side surface of the hub shell 64.The annular section 144B extends from the side wall section 144A to the inner circumferential part of the hub shell 64. The hub shell 64 is rotatably supported by the annular section 144B via a bearing. The hub shell 64 is rotatably arranged with respect to the axis CX of the hub shaft 52 and accommodates the first shaft 54, the second shaft 56, the first rotating bodies 58, the second rotating bodies 60, and the coupling mechanism 62.

[0100] The input part 146 is connected to the driver 144 via the one-way coupling 146B. The input part 146 rotates integrally with the rear sprocket 38 and the driver 144 when the rear sprocket 38 and the driver 144 rotate in the forward drive direction. The input part 146 is annular in shape. An internal gear 146A is formed on the input part 146. The internal gear 146A meshes with the first input gear 70A below the input gears 70. The input part 146 is arranged such that one end of it surrounds the outer circumferential portion of the annular section 144B in the direction of the hub shaft. A one-way coupling 146B is arranged between one end in the direction of the hub shaft and the outer circumferential portion of the annular section 144B.The one-way coupling 146B transmits the rotation of the driver 144 to the input part 146 when the rear sprocket 38 is rotated in the direction in which the bicycle 10 moves forward. The one-way coupling 146B can be configured as a roller coupling or as a claw-type coupling.

[0101] The operation of the internal shift mechanism 50 is described below. When the crank arm 30 is moved by the manual driving force applied to the pedal 34, as shown in Fig. 1, applied, is turned, the front sprocket 36, the chain 40 and the rear sprocket 38 are turned.

[0102] The driver 144 is driven by the rear sprocket 38, arranged in Fig. 3. The rotation of the driver 144 is transmitted to the engagement part 146 via the one-way coupling 146B. The rotation of the input part 146 is transmitted to the first input gear 70A, which meshes with the internal gear 146A of the input part 146, and to the second input gear 70B, which is integrally formed with the first input gear 70A. In other words, the rotation of the input section 146 is transmitted to the input gear 70. The rotation of the input gear 70 is transmitted to the input side gear 74, which meshes with the input gear 70. From the input side gears 74, the rotation of the first input side gear 74A and the second input side gear 74B, which mesh with the input part 80, is transmitted to the second shaft 56 and the control shaft 78.Of the input side gears 74, the first input side gear 74A or the second input side gear 74B, which does not mesh with the engagement part 80, is in neutral with respect to the second shaft 56.

[0103] The rotation of the second shaft 56 and the control shaft 78 is transmitted to the first output side gear 76A, the second output side gear 76B, or the third output side gear 76C, which meshes with the engagement part 80, below the output side gears 76. The two gears of the first output side gear 76A, the second output side gear 76B, and the third output side gear 76C, which does not mesh with the engagement part 80, are in neutral relative to the second shaft 56.

[0104] The rotation of the output side gear 76 is transmitted to the output gear 72, which meshes with the output side gear 76. The first output gear 72A, the second output gear 72B, and the third output gear 72C rotate integrally. The hub shell 64 is rotatably mounted with respect to the axis CX of the hub shaft 52 by the internal gear 74A, which meshes with the first rotating output gear 72A. The rear gear 18 (referring to Fig. 1) is rotated by the rotating hub shell 64.

[0105] If requested, the gear shift stage of the internal shift mechanism 50 can be changed by a user by actuating the shift actuation device 26 (referring to Fig. 1) To change, the gear shift stage of the internal shift mechanism 50 is changed by the relative rotation phase of the second shaft 56 and the rotating control shaft 78.

[0106] As in the Fig. 5 and Fig. As shown in Figure 12, for example, if a user requests an increase in the gear ratio of the internal switching mechanism 50, the switching motor 100 of the switching drive unit 96 is rotated in one direction, and the rotation of the output shaft of the switching motor 100 is transmitted to the small-diameter gear 102, the large-diameter gear 104, and the medium-diameter gear 106 in that order. The rotation of the medium-diameter gear 106 is transmitted to the rack 180A of the guide member 108, and the guide member 108 is moved in one direction. The first unlocking element 110 is rotated in one direction with respect to the support shaft 66B and the tip of the first unlocking element 110 comes into contact with the release section 118B of the locking element 118 by the fact that the end of the longitudinal opening 108B of the guide element 108 comes into contact with the support shaft 110A of the first unlocking element 110.The locking element 118 is thereby rotated relative to the support shaft 92C and the engagement of the engagement part 118A and the projection 114A of the first key element 114 is released or loosened.

[0107] As in Fig. As shown in Figure 13, the first key link 114 is moved from the retracted position to the projecting position by the preload force of the spring 116 and the first key link 114 meshes with the first synchronizing gear 88 by disengaging or releasing the engagement of the engagement part 118A and the projection 114A of the first key link 114.

[0108] As in the Fig. 14 and Fig. As shown in Figure 15, the first auxiliary gear 92 is rotated and the first auxiliary gear 92 and the first synchronous gear 88 mesh by the rotation of the first synchronous gear 88 being transferred to the first key link 114.

[0109] As in Fig. As shown in Figure 16, together with the first auxiliary gear 92, which is rotated, the second auxiliary gear 94, which is connected to the first auxiliary gear 92, is integrally rotated and the second auxiliary gear 94 meshes with the second synchronizing gear 90. Since the diameter of the second synchronizing gear 90 is smaller than the diameter of the first synchronizing gear 88, the rotational speed of the second shaft 56 is increased and transmitted to the control shaft 78. For this reason, the control shaft 78 is rotated relative to the second shaft 56 with respect to the axis CZ, and the relative rotational phase of the second shaft 56 and the control shaft 78 is changed, the state of at least one of the meshing parts 80A - 80E is changed, and the transmission ratio is increased.

[0110] On the other hand, if, for example, a user requests a reduction in the gear ratio of the internal switching mechanism 50, the switching motor 100 of the switching drive unit 96 is rotated in the opposite direction, and the rotation of the output shaft of the switching motor 100 is transmitted to the small-diameter gear 102, the large-diameter gear 104, and the medium-diameter gear 106 in that order. The rotation of the medium-diameter gear 106 is transmitted to the rack 108A of the guide member 108, and the guide member 108 is moved in the opposite direction. The second unlocking element 112 is rotated in one direction with respect to the support shaft 66C and the tip of the second unlocking element 112 comes into contact with the release section 138B of the locking element 138 by the fact that the end of the longitudinal opening 108B of the guide element 108 comes into contact with the support shaft 112A of the second unlocking element 112.Subsequently, the second switching unit 132 is actuated in the same manner as the first switching unit 98, and together with the third auxiliary gear 128, which is shown, the fourth auxiliary gear 130, which is connected to the third auxiliary gear 128, is rotated integrally, and the fourth auxiliary gear 130 meshes with the third synchronizing gear 126. Since the diameter of the third synchronizing gear 126 is larger than the diameter of the first synchronizing gear 88, the rotational speed of the second shaft 56 is reduced or slowed down and transmitted to the control shaft 78. For this reason, the control shaft 78 is rotated relative to the second shaft 56 with respect to the axis CZ, and the relative rotational phase of the second shaft 56 and the control shaft 78 is changed, the state of at least one of the meshing parts 80A - 80E is changed, and the transmission ratio is reduced.

[0111] The actuation of the first switching unit 98, after the speed of rotation of the second shaft 56 has been increased and transmitted to the control shaft 78, is described below.

[0112] As in Fig. As shown in Figure 17, after the rotational speed of the second shaft 56 has been increased and transmitted to the control shaft 78, the first key link 114 comes into contact with the guide section 122 of the first auxiliary gear 92, which is rotated at a predetermined angle. When the first auxiliary gear 92 continues to rotate, in a state where the first key link 114 and the guide section 122 are in contact, the first key link 114 moves from the projecting position to the retracted position against the preload force of the spring 116.

[0113] As in Fig. As shown in Figure 18, the projection 114A of the first key element 114 and the engagement portion 118A of the locking element 118 engage when the first key element 114 is moved into the retracted position. As the first auxiliary gear 92 continues to rotate, in a state where the projection 114A of the first key element 114 and the engagement portion 118A of the locking element 118 engage when the first auxiliary gear 92 is rotated into the position where the toothless section 92A of the first auxiliary gear 92 is opposite the first synchronizing gear 88, the first auxiliary gear 92 and the first synchronizing gear 88 no longer mesh, and the state becomes that which is shown in Figure 18. Fig. Figure 7 shows that the rotation of the first auxiliary gear 92 is thereby stopped. With regard to the second switching unit 132, a similar actuation changes the state which is shown in Fig. 8 is shown, and the rotation of the third auxiliary gear 128 is stopped.

[0114] When the first auxiliary gear 92 is rotated, the control shaft 78 is rotated in a first direction relative to the axis CZ of the second shaft 56, and the relative rotational phase of the second shaft 56 and the control shaft 78 is changed by a predetermined amount. When the fourth auxiliary gear 130 is rotated, the control shaft 78 is rotated in a second direction relative to the axis CZ of the second shaft 56, and the relative rotational phase of the second shaft 56 and the control shaft 78 is changed by a predetermined amount. The position of the second control section 78B on the second shaft 56 is predetermined such that a stage is engaged when the relative rotational phase of the second shaft 56 and the control shaft 78 is changed by a predetermined amount.

[0115] As in Fig. As shown in Figure 19, the number of gear shift stages of the internal shift mechanism 50 of the present embodiment is six. Fig. 19 indicates “high” that the corresponding intervention part 80 is in a first state and “down” indicates that the corresponding intervention part 80 is in a second state.

[0116] In stage one, the first engagement part 80A, which engages with the first input side gear 74A, and the third engagement part 80C, which engages with the first output side gear 76A, are set to a first state, and the second engagement part 80B, the fourth engagement part 80D and the fifth engagement part 80E are set to a second state.

[0117] In stage two, the first engagement part 80A, which engages with the first input lateral gear 74A, and the fourth engagement part 80D, which engages with the second output lateral gear 76B, are set to a first state, and the second engagement part 80B, the third engagement part 80C and the fifth engagement part 80E are set to a second state.

[0118] In stage three, the first engagement part 80A, which engages with the first input lateral gear 74A, and the fifth engagement part 80E, which engages with the third output lateral gear 76C, are set to a first state, and the second engagement part 80B, the third engagement part 80C and the fourth engagement part 80D are set to a second state.

[0119] In stage four, the second engagement part 80B, which engages with the second input lateral gear 74B, and the third engagement part 80C, which engages with the first output lateral gear 76A, are set to a first state, and the first engagement part 80A, the fourth engagement part 80D and the fifth engagement part 80E are set to a second state.

[0120] In stage five, the second engagement part 80B, which engages with the second input side gear 74B, and the fourth engagement part 80D, which engages with the second output side gear 76B, are set to a first state, and the first engagement part 80A, the third engagement part 80C and the fifth engagement part 80E are set to a second state.

[0121] In stage six, the second engagement part 80B, which engages with the second input lateral gear 74B, and the fifth engagement part 80E, which engages with the third output lateral gear 76C, are set to a first state, and the first engagement part 80A, the third engagement part 80C and the fourth engagement part 80D are set to a second state.

[0122] For example, when changing from stage 3 to stage 4, the rotational speed of the second shaft 56 is increased by the speed increase mechanism 84 and transmitted to the control shaft 78, and the fifth engagement part 80E, which engages with the third output side gear 76C, changes from the first state to the second state. Subsequently, the second engagement part 80B, which engages with the second input side gear 74B, changes from the first state to the second state.

[0123] In stages 4, 5, and 6, the first engagement part 80A, which engages with the first input lateral gear 74A, can be in either the first or the second state. In stages 4, 5, and 6, the rotational speed of the second input lateral gear 74B is higher than the rotational speed of the first input lateral gear 74A. Therefore, because the rotational speed of the second shaft 56 is higher than the rotational speed of the first input lateral gear 74A, even if the first engagement part 80A is in the first state, it will not engage with the first input lateral gear 74A. Consequently, it is not necessary for the first engagement part 80A to be controlled by the control shaft 78.

[0124] Furthermore, in stages 2, 3, 5, and 6, the third engagement part 80C, which engages with the first output lateral gear 76A, can be in either the first or the second state. In stages 2, 3, 5, and 6, the rotational speed of the second output lateral gear 76B or the third output lateral gear 76C is greater than the rotational speed of the first output lateral gear 76A. Therefore, since the rotational speed of the second shaft 56 becomes lower than the rotational speed of the first output lateral gear 76A, even if the third engagement part 80C is in the first state, the third engagement part 80C will not engage with the first output lateral gear 76A. Consequently, it is not necessary for the third engagement part 80C to be controlled by the control shaft 78.

[0125] If the engagement parts 80 need to be actuated during switching, the engagement parts 80 to be actuated can be designed to move at approximately the same time, or be designed such that the engagement parts 80 to be switched from the first state to the second state are actuated after the engagement parts 80 to be switched from the second state to the first state have been actuated. The actuation time of the engagement part 80 can be set in advance by adjusting the position of the second control section 78B relative to the control shaft 78.

[0126] The following effects, for example, can be achieved after the internal switch 50. (1) The internal shift mechanism comprises the first shaft 54 ​​and the second shaft 56, which are arranged separately from the axis CX of the hub shaft 52. The first rotating body 58 is attached to the first shaft 54 ​​and a second rotating body 60 is attached to the second shaft 56. For this reason, the internal shift mechanism 50 has a high degree of freedom in its design. (2) The speed increase mechanism 84 and the first shifting unit 98 of the clutch mechanism 62 increase the speed of rotation of the second shaft 56 by the manual drive force and transmit the same to the control shaft 78, and change the gear shift stage of the shift mechanism 50. In this way, since the internal shift mechanism 50 performs a shift by using a manual drive force with a large force, shifting becomes easier. (3) The speed increase mechanism 84 and the second switching unit 132 of the clutch mechanism 62 reduce or slow down the speed of rotation of the second shaft 56 by the manual drive force and transmit the same to the control shaft 78, and change the gear shift stage of the internal shift mechanism 50. In this way, since the internal shift mechanism 50 performs a shift using a manual drive force with a large force, shifting becomes easier. Modified examples

[0127] The description referring to the embodiment described above is an example of what the internal switching mechanism according to the present invention can take and is not intended to limit its possible embodiments. In addition to the embodiment described above, the internal switching mechanism according to the present invention can take the forms of the modified examples of the embodiment as shown below, as well as forms that combine at least two modified examples that are not completely different.

[0128] In a modified example of the internal switching mechanism 50, at least one of the input gear 70 and the output gear 72 is integrally rotated with the first shaft 54.

[0129] A modified example of the internal derailleur 50 includes a sprocket or a belt instead of the gear of the first rotating body 58 and the second rotating body 60. In the internal derailleur 50 of this modified example, the first rotating body 58 and the second rotating body 60 are coupled by a chain or a belt, and a reverse rotation mechanism for reversing the direction of rotation is arranged between the drive unit 68 and the first rotating body 58 or between the second rotating body 60 and the hub shell 64. A reverse rotation mechanism can be implemented, for example, by a plurality of gears.

[0130] In a modified example of the internal switching mechanism 50, the second input gear 70B is omitted. In this modified example, the internal switching mechanism 50 also omits the second input side gear 74B, the second engagement part 80B (corresponding to the second input side gear 74B), the second control section 78B, and the opening 56A. This means that the number of gear stages of the internal switching mechanism 50 in this modified example is three.

[0131] In a modified example of the internal switching mechanism 50, at least one of the second output gear 72B and the third output gear 72C is omitted. If the second output gear 72B is omitted, the second output side gear 76B, as well as the corresponding fourth engagement part 80D, the second control section 78B, and the opening 56A are also omitted. If the third output gear 72C is omitted, the third output side gear 76C, as well as the corresponding fifth engagement part 80E, the second control section 78B, and the opening 56A are also omitted. If one gear is omitted, the number of gear stages of the internal switching mechanism 50 of this modified example becomes three. If two gears are omitted, the number of gear stages of the internal switching mechanism 50 of this modified embodiment becomes four.

[0132] In a modified example of the internal gear shift mechanism 50, either the first input side gear 74A or the second input side gear 74B is omitted. If the first input side gear 74A is omitted, the engagement section 80A corresponding to the first input side gear 74A, the second control section 78B, and the opening 56A are also omitted. If the second input side gear 74B is omitted, the second input gear 70B, the second engagement section 80B corresponding to the second input side gear 74B, the second control section 78B, and the opening 56A are also omitted. This means that the number of gear stages of the internal gear shift mechanism 50 in this modified example is three.

[0133] In a modified example of the internal switching mechanism 50, one or two gears are omitted from the first output side gear 76A, the second output side gear 76B, and the third output side gear 76C. If the first output side gear 76A is omitted, the engagement part 80A corresponding to the first output side gear 74A, the second control section 78B, and the opening 56A are also omitted. If the second output side gear 76B is omitted, the fourth engagement part 80D corresponding to the first output side gear 76A, the second control section 78B, and the opening 56A are also omitted, and the second output gear 72B can also be omitted.If the third output side gear 76C is omitted, the fifth engagement part 80E corresponding to the third output side gear 76C, the second control section 78B, and the opening 56A are also omitted, and the third output gear 72C can also be omitted. If one gear is omitted, the number of gear stages of the internal shift mechanism 50 of this modified embodiment is four. If two gears are omitted, the number of gear stages of the internal shift mechanism 50 of this modified embodiment is two.

[0134] In a modified example of the internal shift mechanism 50, the speed increase mechanism 84, the shift drive unit 96, the first shift unit 98, the speed decrease mechanism 86, and the second shift unit 132 are omitted. In the internal shift mechanism 50 of this modified example, the relative rotational phase of the control shaft 78 with respect to the second shaft 56 is changed by an actuator or actuator that directly rotates the control shaft 78, or via a motor speed decrease mechanism, in order to change the gear shift stage of the internal shift mechanism 50.

[0135] In a modified example of the internal switching mechanism 50, the distance between the hub shaft 52 and the first shaft 54 ​​in the radial direction of the hub shell 64 and the distance between the hub shaft 52 and the second shaft 56 in the radial direction of the hub shell 64 are different.

[0136] In a modified example of the internal switchgear 50, the axis CY of the first shaft 54 ​​and the axis CZ of the second shaft 56 are not arranged symmetrically with respect to the axis CX of the hub shaft 52.

[0137] The internal switching mechanism 50 of a modified example can be switched such that the gear ratio is reduced by the speed increase mechanism 84, and can be switched such that the gear ratio is increased by the speed decrease mechanism 86.

[0138] In a modified example of the internal switching mechanism 50, the input gear 70 and the input side gear 74 can each be formed from three or more gears, and the output gear 72 and the output side gear 76 can each be formed from four or more gears.

[0139] In a modified example of the internal switching mechanism 50, an engagement part 80 is arranged on the control shaft 78, and the engagement part 80 is switched between the first state and the second state by the second shaft 56. In this modified example, each position of the openings 56A in the circumferential direction of the second shaft 56 is different, and from the first engagement part 80A to the fifth engagement part 80E, the engagement parts 80 facing the opening 56A are in the first state, and the engagement parts 80 not facing the opening 56A are in the second state.

[0140] The rear sprocket 38 is arranged coaxially with the hub shaft 52; however, the rear sprocket 38 can also be arranged to rotate about an axis different from the hub shaft 52. For example, in the internal derailleur 50, a rear sprocket 38 can be arranged coaxially with the first shaft 54.

Claims

[1] Internal switchgear (50) comprising: a hub shaft (52) which is designed to be attached to a frame (12) of a bicycle (10); a first shaft (54) which is separated from an axis (CX) of the hub shaft (52) and is / will be arranged not rotatably with respect to an axis (CX) of the hub shaft (52); a second shaft (56), which is connected to the axis (CX) of the hub shaft (52) and is separated from an axis (CY) of the first shaft (54), and the second shaft (56) is / will be arranged not rotatably with respect to the axis (CX) of the hub shaft (52); a plurality of first rotating bodies (58) which are arranged coaxially with the first shaft (54) and are rotatably arranged with respect to the axis (CY) of the first shaft (54), wherein the first rotating bodies (58) comprise a plurality of input gears (70) to which a rotation is input, and a plurality of output gears (72) which output the rotation to the hub shell (64); a plurality of second rotating bodies (60) which are arranged coaxially with the second shaft (56), wherein the second rotating bodies (60) are coupled to each of the first rotating bodies (58) and the second rotating bodies (60) are / will be arranged rotatably with respect to the axis (CZ) of the second shaft (56); a coupling mechanism (62) which controls at least one of a rotational state of the first rotating bodies (58) with respect to the axis (CY) of the first shaft (54) and a rotational state of the second rotating bodies (60) with respect to the second shaft (56); and the hub shell (64), which is / will be arranged rotatably with respect to the axis (CX) of the hub shaft (52), and accommodates the first shaft (54), the second shaft (56), the first rotating bodies (58), the second rotating bodies (60) and the coupling mechanism (62). [2] Internal switching mechanism (50) according to claim 1, wherein the first rotating body (58) comprises a gear and the second rotating body (60) comprises a gear which meshes with first rotating bodies (58). [3] Internal switching mechanism (50) according to claim 1 or 2, in which the plurality of first rotating bodies (58) comprises an input gear (70) at which a rotation is / is input, and an output gear (72) which outputs the rotation of the hub shell (64). [4] Internal switching mechanism (50) according to claim 3, in which at least one of the input gear (70) and the output gear (72) comprises a plurality of gears having different diameters. [5] Internal switching mechanism (50) according to claim 4, wherein the plurality of second rotating bodies (60) comprises a plurality of input side gears (74) which mesh with each of the plurality of gears of the input gear (70). [6] Internal switching mechanism (50) according to claim 4 or 5, wherein the plurality of second rotating bodies (60) comprises a plurality of output side gears (76) which mesh with each of the plurality of gears of the output gear (72). [7] Internal switching device (50) according to claim 5 or 6, which is dependent on claim 5, wherein the second shaft (56) is designed as a hollow shaft which rotatably supports the plurality of second rotating bodies (60); the clutch mechanism (62) comprises a control shaft (78) and a variety of engagement parts (80), wherein the control shaft (78) is / will be arranged in the second shaft (56) and is rotatable with respect to the second shaft (56); and the multitude of engagement parts (80) are actuated by a rotation of the control shaft (78) and selectively transmits a rotation from one of the multitude of input side gears (74) to the second shaft (56). [8] Internal switching device (50) according to claim 6, wherein the second shaft (56) is designed as a hollow shaft which rotatably supports the plurality of second rotating bodies (60); the clutch mechanism (62) comprises a control shaft (78) and a variety of engagement parts (80), wherein the control shaft (78) is / will be arranged in the second shaft (56) and is rotatable with respect to the second shaft (56); and the multitude of engagement parts (80) are actuated by a rotation of the control shaft (78) and selectively transmits the rotation of the second shaft (56) to one of the multitude of output side gears (76). [9] Internal switching device (50) according to claim 6, which is dependent on claim 5, wherein the second shaft (56) is designed as a hollow shaft which rotatably supports the plurality of second rotating bodies (60); the clutch mechanism (62) comprises a control shaft (78) and a variety of engagement parts (80), wherein the control shaft (78) is / will be arranged in the second shaft (56) and is rotatable with respect to the second shaft (56); and the multitude of engagement parts (80) are actuated by a rotation of the control shaft (78) and selectively transmits a rotation from one of the multitude of input side gears (74) to the second shaft (56) and selectively transmits the rotation of the second shaft (56) to one of the multitude of output side gears (76). [10] Internal switching device (50) according to one of claims 7 to 9, in which an opening (56A) is formed on an outer circumferential part of the second shaft (56); at least one engagement part (80) of the plurality of engagement parts (80) is / will be arranged in the opening (56A), wherein the control shaft (78) comprises a control section (78A) for controlling the engagement part (80) which is / will be arranged in the opening (56A) and switches between a first state in which the engagement part (80) projects from the opening (56A) and a second state in which the engagement part (80) retracts into the opening (56A) by rotation relative to the second shaft (56). [11] Internal switching mechanism (50) according to claim 10, wherein the coupling mechanism (62) further comprises an elastic element (84) for pre-tensioning the engagement part (80) to protrude from the opening (56A). [12] Internal switching mechanism (50) according to one of claims 7 to 10, wherein the coupling mechanism (62) comprises a speed increase mechanism (84) for increasing the speed of rotation of the second shaft (56) and for supplying the same to the control shaft (78), and a speed decrease mechanism (86) for reducing the speed of rotation of the second shaft (56) and supplying the same to the control shaft (78). [13] Internal switching mechanism (50) according to claim 12, wherein the speed increase mechanism (84) comprises: a first synchronous gear (88) which is designed to be rotated integrally with the second shaft (56); a second synchronous gear (90) which is designed to be integrally rotatable with the control shaft (78); a first auxiliary gear (92) which is designed to mesh with one of the first synchronous gears (88) and the second synchronous gear (90); a second auxiliary gear (94) configured to mesh with the first synchronous gear (88) and the second synchronous gear (90) and configured to rotate integrally with the first auxiliary gear (92); and a first switching unit (98) which is designed to switch between a state in which the first auxiliary gear (92) meshes with one of the first synchronous gears (88) and the second synchronous gear (90) and a state in which the first auxiliary gear (94) does not mesh with one of the first synchronous gears (88) and the second synchronous gear (90). [14] Internal switching mechanism (50) according to claim 13, wherein the speed reduction mechanism (86) comprises: the first synchronizing gear (88); a third synchronous gear (126) which is designed to be rotated integrally with the control shaft (78) and which has a smaller number of teeth than the second synchronous gear (90); a third auxiliary gear (128) which is designed to mesh with one of the first synchronous gears (88) and the third synchronous gear (126); a fourth auxiliary gear (130) which is designed to mesh with the other by the first synchronous gear (88) and the third synchronous gear (126), and which is designed to be rotated integrally with the second auxiliary gear (94); and a second switching unit (132), which is designed to switch between a state in which the third auxiliary gear (128) meshes with one of the first synchronous gears (88) and the third synchronous gear (126), and to switch to a state in which the third auxiliary gear (128) does not mesh with one of the first synchronous gear (88) and the third synchronous gear (126). [15] Internal switching device (50) according to any one of claims 3 to 14, further comprising: a drive unit (68) comprising an internal gear (64A; 146) designed to mesh with the input gear (70) and designed to be attached to a sprocket (36, 38). [16] Internal shift mechanism (50) according to one of claims 3 to 15, wherein the hub shell (64) comprises an internal gear (64A; 146) which meshes with the output gear (72). [17] Internal switching mechanism (50) according to any one of claims 1 to 16, further comprising a support member (66) which is designed to be fixed to the hub shaft (52) and supports the first shaft (54) and the second shaft (56). [18] Internal shift mechanism (50) according to any one of claims 1 to 17, wherein the hub shaft (52) comprises a first hub shaft (52A) and a second hub shaft (52B) which is separated from the first hub shaft (52A), wherein the first hub shaft (52A) projects in one of the axial directions of the hub shell (64) and the second hub shaft (52B) projects in the other of the axial directions of the hub shell (64). [19] Internal switching mechanism (50) according to one of claims 1 to 18, wherein a distance between the hub shaft (52) and the first shaft (54) in a radial direction is substantially equal to a distance between the hub shaft (52) and the second shaft (56) in the radial direction. [20] Internal switching mechanism (50) according to one of claims 1 to 19, in which the axis (CY) of the first shaft (54) and the axis (CZ) of the second shaft (56) are arranged symmetrically with respect to the axis (CX) of the hub shaft (52).

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