Hub gear arrangement for a pedal-driven vehicle and method for providing a hub gear arrangement for a pedal-driven vehicle

Abstract

A hub gear arrangement (100) for a pedal-driven vehicle (10) is proposed. The hub gear arrangement (100) comprises a first sub-transmission (110) located at the input side and configured to receive an input torque (104) and convert it, by means of exactly two selectable gears, into a first output torque (112), which in each of the two gears is less than or equal to the input torque (104). Furthermore, the hub gear arrangement (100) comprises a second sub-transmission (120) connected downstream of the first sub-transmission (110) for receiving the first output torque (112) and configured to convert the first output torque (112) by means of a number of gears and output it as a second output torque (122).Furthermore, a pedal-driven vehicle (10) with such a hub gear arrangement (100) and a method for providing a hub gear arrangement (100) for a pedal-driven vehicle (10) are proposed.

Description

TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates to a hub gear assembly for a pedal-driven vehicle, such as a bicycle, cargo bike, or the like, in a single-track or multi-track configuration. The invention also relates to a pedal-driven vehicle with such a hub gear assembly. Furthermore, the invention relates to a method for providing a hub gear assembly for a pedal-driven vehicle. BACKGROUND OF THE INVENTION

[0002] In pedal-powered vehicles, such as bicycles, cargo bikes, or similar devices, a hub gear arrangement is frequently used, which can provide various gear ratios and / or gear ratios. This allows a rider of the pedal-powered vehicle to adjust their cadence and the torque applied, depending on the driving situation, rider preference, etc., given a certain power output.

[0003] For example, DE 10 2021 129 423 B3 proposes a multi-speed transmission in a wheel hub, wherein the multi-speed transmission is formed from planetary gear sets. The multi-speed transmission consists of a 5-, 6- or 7-speed transmission as an input transmission and a subsequent downstream transmission, wherein the input transmission and the downstream transmission together provide 10, 12 or 14 gears and / or gear stages.

[0004] From DE 11 47 860 A a four-speed transmission hub with coaster brake for bicycles is known, which has two planetary gear sets with different gear ratios and a common ring gear, wherein the planet carrier and ring gear are axially immovable and the sun gears are axially movable by means of a shifting device.

[0005] DE 197 20 794 A1 describes a multi-speed gear hub for bicycles. The gear hub comprises a hub axle that can be mounted to a bicycle frame in a rotationally fixed manner, a driver rotatably mounted on the hub axle, a hub sleeve rotatably mounted on the hub axle about an axis, a planetary gear transmission arranged in the hub sleeve and connecting the driver and the hub sleeve, with at least one sun gear rotatably mounted on the hub axle, a ring gear, a planet carrier and a planet gear rotatably mounted on the carrier, and a switching device for producing at least two gear ratios between the driver and the hub sleeve.

[0006] DE 196 306 A describes a transmission for bicycles with a triple gear ratio and a double planetary gear system having a common planetary gear carrier, in which, at a medium gear ratio, both planetary gear sets are rigidly connected to the planetary gear carrier and, at the low and high gear ratios, one of the two sun gears is fixed to the axle, while at the same time the set of planetary gears belonging to the other sun gear rotates as a rigid whole around the axle.

[0007] EP 3 199 441 A2 describes a multi-speed transmission system for use in vehicles with pedal or other hand drive, consisting of simple planetary gears in a complex structure, an inner axial tunnel which allows the use of a removable, vertical, shear-bearing through-bolt, a rotatable shift shaft, a main shaft which is non-rotatably mounted on the vehicle frame, axially floating shift mechanisms and a hub housing which completely encloses the transmission mechanisms.

[0008] DE 196 776 A describes a transmission with a triple gear ratio and double planetary gear system for bicycles, motor vehicles and similar vehicles, in which, at the high and low gear ratios, one of the planetary gear systems is active as such, and at the middle gear ratio, both planetary gear systems are locked.

[0009] DE 11 2019 001 604 B4 describes a multi-speed transmission mounted on a central axle with a drive-side driver sleeve and an output-side hub sleeve and with two coaxially arranged planetary gear sets of at least two stages, each with sun gears, planet gears and ring gears connected to each other via associated webs, each of which can be switched into a block rotation and several staged conversion modes.

[0010] DE 10 2021 129 423 B3 describes a wheel hub with a multi-speed transmission formed from planetary gears which can be shifted into different gears by means of axially displaceable control slides, by releasing coupling spring-loaded, radially extending clutch rings with axial teeth of a respective gear stage, wherein the control slides are guided in helical grooves of a coaxial shift drum and in radial slots oriented parallel to the transmission axis of a hollow main shaft surrounding them and thus each associated clutch ring can be actuated in a switching manner.The multi-speed transmission consists, starting from a drive sleeve, of an input transmission designed as a 5-, 6- or 7-speed transmission on the main shaft and comprising a two-stage planetary gear and a subsequent one- or two-stage planetary gear arranged on a main shaft, wherein a downstream transmission with a single-stage planetary gear is coupled to the 5-, 6- or 7-speed transmission. SUMMARY OF THE INVENTION

[0011] The object of the invention is to create a robust hub gear arrangement for a pedal-driven vehicle with the smallest possible size, using the simplest possible design means.

[0012] This problem is solved by the subject matter of the independent claims. Exemplary embodiments are described in the dependent claims and the following description.

[0013] A hub gear assembly for a pedal-driven vehicle is provided. The hub gear assembly comprises a first sub-transmission. The first sub-transmission is located at the input. Furthermore, the first sub-transmission is configured to receive an input torque and translate it, via exactly two selectable gears, into a first output torque, which in each of the two gears is less than or equal to the input torque. The hub gear assembly also comprises a second sub-transmission, which is connected downstream of the first sub-transmission to receive the first output torque. The second sub-transmission is configured to translate the first output torque via a number of gears and output it as the second output torque.

[0014] The hub gear arrangement disclosed herein is compact because the first sub-gearbox requires only a few gear elements to implement the (only) two gears, thus requiring very little installation space. In particular, the first sub-gearbox, and consequently the entire hub gear arrangement, has a short axial length due to its two-start design. Furthermore, limiting the first output torque of the first sub-gearbox to a maximum equal to the input torque received by the first sub-gearbox restricts the mechanical load on the downstream second sub-gearbox, which accordingly receives an input torque limited to the input torque. This allows, for example, the gear elements of the second sub-gearbox to be smaller, less robust, and / or more cost-effective.Alternatively, a higher torque can be transmitted with the same dimensions. Overall, this allows for a particularly high robustness of the second sub-gearbox and / or the entire hub gear assembly.

[0015] As used herein, the pedal-powered vehicle can generally be a bicycle, cargo bike, tricycle, or the like. The pedal-powered vehicle can be single-track or multi-track and accordingly have two, three, or more wheels. Furthermore, the pedal-powered vehicle can have at least one motor, e.g., an electric motor, to provide propulsion assistance.

[0016] A hub gear assembly can be understood as a combination of a first sub-transmission and a second sub-transmission. Accordingly, the hub gear assembly can also be understood and / or referred to as a complete transmission. Different configurations and / or designs of sub-transmissions, i.e., different first sub-transmissions and different second sub-transmissions, can be combined to form a complete transmission. The combination can be selected or determined, for example, depending on the desired total number of gears, i.e., whether the hub gear assembly as a whole, i.e., the complete transmission, should have, for example, 4, 5, 6, 7, 8, 9, 10, 11, 12, or 13 gears. The combination can also be selected or determined depending on the desired speed ratio range of the hub gear assembly, i.e., the complete transmission.It is also possible to select or define the combination depending on a desired gear ratio range. This allows the hub gear arrangement to cover a gear ratio range of approximately 14% to approximately 40% with 4 to 13 or more gears.

[0017] The design or construction of the first sub-transmission can be based on a desired overall speed transmission range, which can be divided into a number of partially overlapping transmission ranges. For example, two, three, or more transmission ranges can be provided, each of which can be assigned a specific design or construction of the first sub-transmission. The transmission ratio and / or gear step of the first sub-transmission can correspond, at least substantially, to a power of the gear step, particularly the mean step, of the downstream second sub-transmission.

[0018] The choice of design or construction of the second sub-transmission can be based primarily on the gear ratio and the number of gears. Depending on its design or construction, the second sub-transmission can, for example, provide 3, 5, or 7 gears. For very large gear ratios of 30% or more, a second sub-transmission with 3 or 5 gears can be selected. For large gear ratios of approximately 22% to 32%, a second sub-transmission with 5 gears can be provided. For gear ratios up to approximately 22%, a second sub-transmission with 7 gears can be provided, although not all gears necessarily need to be engaged or even shiftable.

[0019] The hub gear assembly, comprising the first and second sub-gearboxes, can be housed in a common casing, e.g., a common hub body. For example, the hub gear assembly, comprising the first and second sub-gearboxes, can be arranged in a hub, gear hub, or the like of a pedal-driven vehicle. The hub can be a rear wheel hub of the pedal-driven vehicle. Accordingly, the hub gear assembly can also be designed and referred to as a hub gear.

[0020] The power flow direction of the hub gear assembly can be defined as running from an input side to an output side. The second sub-gearbox is connected downstream of the first sub-gearbox in the power flow direction. The input side of the hub gear assembly forms the first sub-gearbox. It is understood that the first sub-gearbox, particularly from a functional perspective, can itself be divided into an input side and an output side. The input side of the first sub-gearbox can correspond to the input side of the hub gear assembly as a whole, i.e., the entire gearbox. The second sub-gearbox can also be divided into an input side and an output side. The input side of the second sub-gearbox and the output side of the first sub-gearbox are coupled together, through which the first output torque can be provided to the second sub-gearbox.The output side of the second sub-transmission can correspond to the output side of the hub gear assembly as a whole, i.e., the entire transmission. On the output side, the hub gear assembly can directly or indirectly drive the pedal-driven vehicle.

[0021] The input torque supplied to the hub gear assembly, or introduced into the first sub-gearbox, can be provided by a drive element, such as a pinion or the like. This drive element can be, for example, part of a traction drive, a chain drive, a toothed belt drive, or the like. The hub gear assembly can be coupled to the drive element on the input side. Functionally speaking, the torque applied by pedaling, for example, can be introduced into the hub gear assembly as input torque. It is also possible that the input torque is provided, at least partially, by the aforementioned motor.

[0022] The hub gear arrangement can be shiftable with respect to the gears it can produce. For this purpose, the pedal-driven vehicle and / or the hub gear arrangement can have at least one shifting device configured to control at least one of the first and second sub-transmissions to shift a desired gear. Alternatively, at least one shifting device can be provided for each of the first and second sub-transmissions. For example, the at least one shifting device can be a shift drum, a shift finger, or the like.

[0023] Depending on the design and construction of the second sub-transmission, the number of gears can be 3, 5 or 7 gears, although not all gears have to be engaged.

[0024] As used herein, a "transmission" can be understood as a transmission ratio i, which is defined as the quotient of the rotational speed at the transmission input and the rotational speed at the transmission output. If the rotational speed n at the transmission output is reduced compared to the transmission input and the torque M at the transmission output is increased, this is referred to as a "transmission into slower speeds". (i=nInputOutput=MOutputMEInput>1) This is referred to as "speed reduction". If the rotational speed n at the transmission output is increased compared to the transmission input and the torque at the transmission output is decreased, this is called "speed reduction". (i=nInputOutput=MOutputMEInput<1) designated.

[0025] According to a further development, the first sub-transmission can have a high-speed first gear and a direct second gear. During the high-speed reduction, the torque at the transmission output is reduced and the rotational speed there is increased. Consequently, the first output torque of the first sub-transmission is lower than the input torque received by the first sub-transmission during the high-speed reduction. Therefore, in the first gear of the first sub-transmission, the downstream second sub-transmission is only subjected to a reduced torque. This results in particularly high robustness of the second sub-transmission and / or the entire hub gear assembly.

[0026] Depending on its design and construction, the first sub-transmission can cover a gear ratio range of, for example, approximately 0.29 to approximately 0.80, in addition to the direct, second gear. The direct gear can be understood as a gear ratio of i=1, where the transmission output has the same speed and torque as the transmission input. In other words, in direct gear, the input and output sides of the first sub-transmission can be directly coupled or connected, so that neither the speed nor the torque is changed.

[0027] In a further development, the first sub-transmission can be designed as a planetary gear set with exactly one ring gear, one sun gear, and a carrier with planet gears. The (only) two gears of the first sub-transmission can be achieved using a planetary gear set with just one ring gear, one sun gear, and one carrier. This also requires only two clutches. As a result, a particularly short axial length of the first sub-transmission and / or the hub gear assembly can be achieved.

[0028] According to a further development, the first sub-transmission can have a planetary gear set whose carrier is driven or driven and whose ring gear serves as the output. The carrier can be driven via the aforementioned drive element. To engage the aforementioned high-speed first gear, the carrier can be rotatable, e.g., by leaving open or opening a clutch associated with the carrier, and the sun gear can be fixed to rotation and / or its shaft, e.g., by means of at least one clutch associated with the sun gear. To engage the aforementioned direct second gear, the carrier can be connected or coupled to the sun gear in a rotationally fixed manner by means of at least one clutch, so that the input or the input side is connected to the output or the output side. With this configuration, or...Depending on the design, the first partial gearbox can cover a transmission ratio range of approximately 0.47 to approximately 0.80, whereby this range is purely exemplary and includes two designs with a simple planetary gear or a stepped planetary gear.

[0029] According to one aspect, the first sub-transmission is designed as a stationary transmission and / or is operated as such. With this design or construction, the first sub-transmission can cover a gear ratio range of approximately 0.38 to approximately 0.55, although this range is purely exemplary.

[0030] According to the first aspect, the first sub-transmission has a planetary gear set whose ring gear is driven or driven, whose sun gear serves as the output, and whose hub is axially fixed. The ring gear can be driven via the aforementioned drive element. To engage the aforementioned high-speed first gear, the ring gear can be rotatable, e.g., by leaving open or opening a clutch associated with the ring gear, and the hub can be rotationally fixed and / or axially fixed, e.g., by means of at least one clutch associated with the hub. To engage the aforementioned direct second gear, the ring gear can be rotationally fixed to the sun gear by means of at least one clutch, so that the input or the input side is connected to the output or the output side. With this configuration, or...Depending on the design, the first sub-gearbox can cover a gear ratio range of approximately 0.38 to 0.55, although this range is purely exemplary.

[0031] In a further development, the first sub-gearbox can have double planetary gears, one of which meshes with the ring gear and the other with the sun gear. To ensure that the ring gear and sun gear rotate in the same direction, the double planetary gears can be used, with one meshing with the ring gear and the other with the sun gear. To establish the operative connection between the ring gear and sun gear, the two planetary gears can also mesh with each other. With this design, the first sub-gearbox can cover a gear ratio range of approximately 0.38 to 0.55, although this range is purely exemplary.

[0032] According to a further development, the first sub-transmission can have a planetary gear set whose carrier is driven or driven, and whose sun gear serves as the output. The carrier can be driven via the aforementioned drive element. To engage the aforementioned high-speed first gear, the carrier can be rotatable, e.g., by leaving open or opening a clutch associated with the carrier, and the ring gear can be fixed to rotation and / or its axis, e.g., by means of at least one clutch associated with the ring gear. To engage the aforementioned direct second gear, the carrier can be connected or coupled to the sun gear in a rotationally fixed manner by means of at least one clutch, so that the input or the input side is connected to the output or the output side. With this design or construction, the first sub-transmission can cover a gear ratio range of approximately 0.29 to 0.43, although this range is purely exemplary.

[0033] In a further development, the gear ratio and / or gear step of the first sub-transmission can correspond at least substantially to a power of a gear step, particularly a mean step, of the second sub-transmission, or at least to a gear stage of the second sub-transmission. This allows the gear step of the entire hub gear arrangement to be homogeneous, meaning that the gear ratio of two adjacent gears exhibits only small deviations, e.g., < 5%, from the mean gear step. The number of teeth in the second sub-transmission can be selected such that the gear step of the second sub-transmission is homogeneous. The first sub-transmission has either the same or a larger gear step than the second sub-transmission.Particularly in the case of a larger gear step in the first sub-transmission, this can correspond approximately to an integer power of the, in particular, mean, gear step of the second sub-transmission in order to achieve a homogeneous gear step in the entire hub transmission arrangement.

[0034] According to further training, the number of teeth on the gears of the first and second sub-gearboxes can be the same. This allows for the use of identical parts. Furthermore, this is advantageous in manufacturing, for example, due to smaller parts lists. In some gear configurations, all tooth counts between the first and second sub-gearboxes can be identical. For example, the ring gear, sun gear, and planet gear can be identical. This also facilitates the implementation of homogeneous gear ratios. In some gear configurations, such as those with a stationary gear in the first sub-gearbox, at least the ring gears can have the same number of teeth. Here, the advantage lies particularly in manufacturing.

[0035] In a further development, the second sub-transmission can have at least one gear stage and be configured to reduce the first output torque to a slower speed only with a final gear stage in the direction of power flow. This allows only the final stage to reduce the torque and thus provide correspondingly high output torques, ensuring that no (sub-)transmission input is subjected to a higher torque than the input torque at the first sub-transmission.

[0036] According to further training, the second sub-gearbox can be designed as a planetary gear with at least one planetary stage.

[0037] According to a second aspect, the second sub-transmission is designed as a planetary gear set. The number of gears in the second sub-transmission can be selected by: in first gear, a ring gear is driven or driven, and a carrier serves as the output; in second gear, the carrier is driven or driven, and the ring gear serves as the output; or in direct drive, a sun gear can be optionally fixed to the shaft or shaft, the ring gear can be coupled or coupled on both the input and output sides, and the carrier rotates freely. Thus, the second sub-transmission can provide three gears. The sun gear can be fixed to the shaft, particularly in first and second gear. In direct drive, it can also remain fixed to the shaft and thus be permanently fixed.

[0038] According to a further development, the second sub-transmission can be designed as a planetary gear set with a stepped planetary gear and two sun gears. The number of gears of the second sub-transmission can be selected by having a ring gear driven or driven in first or second gear, a carrier serving as the output, and one of the two sun gears being either axle-lockable or axle-locked; or, in third or fourth gear, the carrier being driven or driven, the ring gear serving as the output, and one of the two sun gears being either axle-lockable or axle-locked; or, in a direct drive, one of the two sun gears being axle-lockable or axle-locked, the ring gear being rotationally fixed on both the input and output sides, and the carrier being freely rotating. Thus, the second sub-transmission can provide five gears.

[0039] In a further development, the second sub-transmission can be designed as a planetary gear set with a stepped planetary gear and two sun gears. The number of gears of the second sub-transmission can be selected by either making one of the two sun gears axially fixed or axially fixed in a first or second gear, using a carrier for the drive and a ring gear for the output, or, in a direct drive, by having the drive-side sun gear rotationally fixed to the carrier. Thus, the second sub-transmission can provide three gears.

[0040] According to a third aspect, the second sub-transmission comprises a third sub-transmission and a fourth sub-transmission, which are coupled to each other via a ring gear. In other words, the second sub-transmission itself can contain two sub-transmissions. The third sub-transmission can be located on the input side, and the fourth sub-transmission can be located on the output side.

[0041] In a further development, the input-side, third sub-transmission can be configured to increase the speed. The fourth sub-transmission, connected downstream of the third sub-transmission in the direction of power flow, can be configured to decrease the speed. As a result, the output torque received by the fourth sub-transmission from the third sub-transmission remains small, so that the fourth sub-transmission is subjected to only a minimal load.

[0042] According to a further development, the third sub-gearbox can be designed as a planetary gearset with a stepped planetary gear, a planet gear of a first size, and a planet gear of a second size that is larger than the first size. The ring gear can mesh with the planet gear of the first size. The fourth sub-gearbox can have a planet gear of the first size that meshes with the ring gear.

[0043] In a further training course, the third and fourth sub-gearboxes can be identically designed. This results in a smaller parts list.

[0044] According to a further development, the first and second sub-transmissions can be accommodated or housed in a common hub body for a wheel hub of the pedal-driven vehicle. This allows the hub-transmission assembly to serve as a hub transmission, transmission hub, or the like.

[0045] In a further development, the second sub-transmission can be coupled or connected to an output of the pedal-driven vehicle. This allows the input torque to be generated via pedaling, converted or at least transmitted by the hub gear arrangement, and thus the pedal-driven vehicle can be propelled or set in motion.

[0046] According to a fourth aspect, a pedal-driven vehicle is provided which has a hub gear arrangement according to the first aspect.

[0047] According to a fifth aspect, a method for providing a hub gear assembly for a pedal-driven vehicle is proposed. The method comprises combining a first sub-gearbox and a second sub-gearbox to form a complete gearbox. The complete gearbox forms a hub gear assembly according to the first aspect, a hub gear assembly according to the second aspect, or a hub gear assembly according to the third aspect.

[0048] The aspects, designs, variations, and examples described above can, of course, be combined without this being explicitly stated. Each of the described training courses and each example is therefore optional in relation to any of the aspects, designs, variations, and examples, or even combinations thereof. This disclosure is thus not limited to the individual designs and design variations in the described order or to any specific combination of aspects and design variations. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The invention will now be explained with reference to the figures in the drawings. The figures show: Fig. 1 in a schematic representation a hub gear arrangement according to one embodiment. Fig. 2A in a schematic representation a first partial gear unit of a hub gear arrangement according to one embodiment. Fig. 2B in a schematic representation a first partial gear unit of a hub gear arrangement according to one embodiment. Fig. 2C in a schematic representation a first partial gear unit of a hub gear arrangement according to one embodiment. Fig. 2D in a schematic representation a first partial gear unit of a hub gear arrangement according to one embodiment. Fig. 3A in a schematic representation a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 3B in a schematic representation a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 3C in a schematic representation a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 3D schematic representation of a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 3E in a schematic representation a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 3F in a schematic representation a second sub-gearbox of a hub gear arrangement according to one embodiment. Fig. 4 in a schematic representation comprising a hub gear arrangement, a combination of a first partial gear and a second partial gear according to an embodiment. Fig. 5 in a schematic representation comprising a hub gear arrangement, a combination of a first partial gear and a second partial gear according to an embodiment. Fig. 6 in a schematic representation comprising a hub gear arrangement, a combination of a first partial gear and a second partial gear according to an embodiment. Fig. 7 in a schematic representation comprising a hub gear arrangement, a combination of a first partial gear and a second partial gear according to an embodiment. Fig. Figure 8 in a schematic representation comprising a hub gear arrangement, a combination of a first partial gear and a second partial gear according to one embodiment. Fig. 9 to 17 each represent a translation table for a respective hub gear arrangement according to an embodiment. Fig. 18 a pedal-driven vehicle with a hub gear arrangement according to one embodiment.

[0050] In the figures, the same reference symbols denote identical or functionally equivalent components, unless otherwise stated. DETAILED DESCRIPTION OF EXAMPLES OF THE INVENTION

[0051] Fig. Figure 1 shows a schematic representation of a hub gear arrangement 100, which is particularly suitable for a pedal-driven vehicle 10 (see Figure 1). Fig. 18) is suitable.

[0052] The hub gear arrangement 100 is shown by way of example in a housing 102, which may be, for example, a hub, a hub body, or the like. Fig. 1. Arrow directions indicate a direction of force flow or transmission. On the input side, i.e., in Fig. 1 on the left, an input torque 104 is supplied to the hub gear assembly 100, which can be generated in particular by pedaling, possibly with motor assistance.

[0053] The hub gear arrangement 100 has a first sub-gearbox 110, which is located on the input side of the hub gear arrangement 100. The first sub-gearbox is configured to receive the input torque 102 and to convert it into a first output torque 112 by means of exactly two selectable gears. The first output torque 112 is less than or equal to the input torque 102 in each of the two gears.

[0054] Furthermore, the hub gear arrangement 100 has a second sub-gearbox 120, which is connected downstream of the first sub-gearbox 110 for receiving the first output torque 112. The second sub-gearbox 110 is configured to receive the first output torque 112 of the first sub-gearbox 110 and to translate it by means of a number of gears and output it as the second output torque 122.

[0055] The first sub-gearbox 110 and the second sub-gearbox 120 can each be selected from a variety of first sub-gearboxes 110 of different designs and / or different constructions and a variety of second sub-gearboxes 120 of different designs and / or different constructions and combined with each other.

[0056] In at least some embodiments, the first sub-transmission 110 can have a speed-reducing first gear and a direct second gear. During the speed-reducing gear, the output torque is reduced compared to the input torque 104 applied or received at the input, and the output speed is increased. Consequently, the first output torque 112 of the first sub-transmission 110 is lower during the speed-reducing gear than the input torque 104 received by the first sub-transmission 110 at the input. Therefore, in the first gear of the first sub-transmission 110, the downstream second sub-transmission 120 is only subjected to a reduced torque. The direct gear can be understood as a gear ratio of i=1, where the input and output speeds and torques are at least substantially the same.In other words, in direct operation, an input side and an output side of the first sub-transmission 110 can be directly coupled or connected to each other, so that neither the speed nor the torque is converted.

[0057] In at least some embodiments, a translation and / or a gear step of the first sub-transmission 110 can correspond at least substantially to a power of a, in particular medium, gear step of the second sub-transmission 120 or at least one gear stage of the second sub-transmission.

[0058] Fig. Figures 2A to 2D each show an exemplary design and / or construction of the first sub-gearbox 110. As described above, the first sub-gearbox 110 and the second sub-gearbox 120 can each be selected from a multitude of first sub-gearboxes 110 of different designs and / or constructions and a multitude of second sub-gearboxes 120 of different designs and / or constructions and combined with each other. Each of the Fig. Figures 2A to 2D show such a design and / or construction of the first sub-gearbox 110, which therefore differ from one another. The first sub-gearbox 110 is in each case designed as a planetary gearset. Each planetary gearset has exactly one ring gear 114, one sun gear 116, and a carrier 118 with a number of (unspecified) planet gears. Furthermore, each planetary gearset can be selectively engaged via a number of clutches, which are not specified for clarity. The clutches, as well as their arrangement, assignment, and operating range, can be seen in the schematic diagrams of the gearset in [reference missing]. Fig. 2A to 2D are immediately apparent, with corresponding directional arrows on the couplings indicating, at least in part, the switchability of the respective coupling. A wheel or coupling marked with a cross indicates a fixed position and / or axle fix. For clarity, rolling bearings are shown but not described in detail.

[0059] According to Fig. 2A The first sub-gearbox 110 has a simple or single-stage planetary gear set, the web 118 of which is driven or driven, and the ring gear 114 of which serves as the output for delivering the first output torque 112. The web 118 is coupled to a drive element 12, which may be, for example, a pinion or the like, and which provides the input torque 104.

[0060] To engage the aforementioned first gear, which translates to high speed, the bridge 118 can be rotatable, e.g. by leaving open or opening a (in Fig. 2A (unspecified) coupling, and the sun gear 116 can be rotationally fixed and / or axially fixed, e.g. by means of at least one coupling assigned to the sun gear 116 (in Fig. 2A (unspecified clutch). To engage the aforementioned direct second gear, the web 118 can be non-rotatably connected or coupled to the sun gear 116 by means of at least one clutch, so that the drive or drive side is connected or coupled to the output or output side. With this design or construction, the first sub-transmission 110 can cover a gear ratio range of approximately 0.59 to 0.76, although this range is purely exemplary.

[0061] The Fig. The first sub-gearbox 110 shown in 2B works in principle like the one shown based on... Fig. The first partial gearbox 110 described in section 2A is therefore referred to in the corresponding description above. This differs from the design or construction according to... Fig. 2A is the first sub-transmission according to Fig. 2B is designed with a stepped planetary gear. With this design, the first sub-gearbox 110 can cover a gear ratio range of approximately 0.47 to 0.70, although this range is purely exemplary. Simple planetary gears have a lower mass and require less installation space compared to a stepped planetary gear.

[0062] According to Fig. 2C the first sub-gearbox 110 has a planetary gear set, whose ring gear 114 is driven or driven, whose sun gear 116 serves as the output, and whose web 118 is fixed to the axis, e.g. by means of at least one associated with the web 118 (in Fig. 2C (unspecified coupling). To ensure that the ring gear 114 and the sun gear 116 rotate in the same direction, the first sub-gearbox 110 has double planetary gears, one of which meshes with the ring gear 114 and the other with the sun gear 116. To establish the operative connection between the ring gear 114 and the sun gear 116, the two planetary gears also mesh with each other. With this design, the first sub-gearbox 110 can cover a gear ratio range of approximately 0.38 to 0.55, although this range is purely exemplary. The direct drive is achieved by connecting or coupling the carrier 118 to the driver, i.e., the ring gear 114 and / or the drive element 12, in a rotationally fixed manner.

[0063] According to Fig. In 2D, the first sub-gearbox 110 has a planetary gear set whose carrier 118 is driven or can be driven, and whose sun gear 116 serves as the output. The carrier 118 is coupled to the drive element 12. Furthermore, the carrier 118 is rotationally fixed, but detachably, coupled to the drive element 12 via the ring gear 114, since the ring gear is fixed to the shaft in high-speed mode.

[0064] To engage direct second gear, the drive element 12 can be coupled to the sun gear 116 via the bridge 118. A clutch associated with the ring gear 114 is open in this case. An alternative (not shown) way to engage direct second gear is to couple the ring gear 114 to the drive element 12 via a clutch, thus locking it to the bridge 118. To engage first gear, which provides a higher gear ratio, the ring gear 114 can be locked to its axis via a clutch. With this design, the first sub-transmission 110 can cover a gear ratio range of approximately 0.29 to 0.43, although this range is purely illustrative.

[0065] Fig. 3A to Fig. Figures 3F each show an exemplary design and / or construction of the second sub-gearbox 120. As described above, the second sub-gearbox 120 can also be selected from a variety of second sub-gearboxes 120 of different designs and / or constructions in order to be combined with one of the first sub-gearboxes 110 to form the hub gear arrangement 100 (see Figure 3F). Fig. 1) or to be combined with a complete transmission, wherein the second sub-transmission 120 is connected downstream of the first sub-transmission 110 in the direction of power flow and receives the first output torque 112 from it. Depending on the design and / or construction of the second sub-transmission 120, it can provide a different number of gears. For example, 3, 5, or 7 gears can be provided. Each of the Fig. Figures 3A to 3F show such a design and / or construction of the second sub-gearbox 120, which therefore differ from one another. The second sub-gearbox 120 is in each case designed as a planetary gearset ( Fig. 3A to 3C) or itself has sub-transmissions ( Fig. 3D to 3F), which are designed as planetary gear sets. Each planetary gear set has at least one ring gear 124, at least one sun gear 126, and a carrier 128 with a number of (unspecified) planet gears. Furthermore, each planetary gear set can be selectively engaged via a number of clutches, which are not specified for clarity. The clutches, as well as their arrangement, assignment, and operating range, are shown in the schematic diagrams of the gear sets in Fig. 3A to 3F are immediately apparent, with corresponding directional arrows on the couplings indicating, at least in part, the selectability of the respective coupling. A wheel or coupling marked with a cross indicates a fixed position and / or axle locking. For clarity, rolling bearings are shown but not described in detail.

[0066] According to Fig. 3A, the second sub-gearbox 120 is designed as a single-stage planetary gearset. The number of gears in the second sub-gearbox 120 is selectable. For example, in a first gear that reduces speed, the ring gear 124 can be driven or engaged, with the carrier 128 serving as the output. In a second gear that increases speed, the carrier 128 can be driven or engaged, and the ring gear 124 can serve as the output. This means that the planetary gearset according to Fig. 3A is switchable in an invertible manner with respect to input and output. In first and second gear, the sun gear 126 is fixed to the shaft, as is the case in Fig. 1 is indicated by a cross. In a direct drive, the sun gear 126 can optionally be fixed to the shaft or have its shaft locked, the ring gear 124 can be coupled or coupled on the input and output sides, as indicated by couplings with double arrows, and the web 128 can be freely rotating or rotating. The web 128 can rotate more slowly than the ring gear 124. The second sub-gearbox 120 according to Fig. The 3A therefore has three selectable gears.

[0067] The second sub-transmission 120 according to Fig. 3B can also be switched in an invertible manner with respect to drive and output, as shown above by means of Fig. 3A is described. Further reference to Fig. In 3B, the second sub-transmission 120 comprises a planetary gear set with a stepped planetary gear and two sun gears (126, 126'). The number of gears in the second sub-transmission 120 is selectable. A first and a second gear can be engaged by making the ring gear driven or driven, the carrier serving as the output, and by locking or pivoting one of the two sun gears 126, 126' to the axle for each of the first and second gears. A third or a fourth gear can be engaged by making the carrier driven or driven, the ring gear serving as the output, and by locking or pivoting one of the two sun gears 126, 126' to the axle for each of the third and fourth gears. A direct gear can be engaged by ensuring that one of the two sun gears 126, 126' is axle-fixed or axle-fixed, that the ring gear is rotationally fixed or coupled on the drive and output sides, and that the web is freely rotating.The second sub-gearbox 120 according to . Fig. The 3B therefore has five selectable gears.

[0068] According to Fig. 3C features the second sub-gearbox as a planetary gearset with a stepped planetary gear and two sun gears 126, 126'. The number of gears of the second sub-gearbox 120 can be selected by either locking or pivoting one of the two sun gears 126, 126' in first or second gear, and / or, in a direct drive, by coupling or pivoting the drive-side sun gear 126 to the carrier 128. The drive is via the carrier 128, the output via the ring gear 124. The second sub-gearbox 120 according to Fig. The 3C therefore has three selectable gears.

[0069] As mentioned above, the second sub-transmission 120 has according to Fig. 3D up to Fig. 3F itself comprises sub-gearboxes designed as planetary gearsets. Accordingly, the second sub-gearbox 120 has a third sub-gearbox 120' and a fourth sub-gearbox 120" which are coupled to each other via a ring gear 124'. The input-side, third sub-gearbox 120' can be configured to increase the speed, and the fourth sub-gearbox 120" connected downstream of the third sub-gearbox 120' in the direction of power flow can be configured to decrease the speed.

[0070] According to Fig. In the 3D version, the third sub-gearbox 120' has a stepped planetary gear, a planet gear of the first size, and a planet gear of a second size, which is larger than the first size. The ring gear 124' meshes with the planet gear of the first size. The fourth sub-gearbox 120" has a planet gear of the first size that meshes with the ring gear 124'.

[0071] According to Fig. The third sub-gearbox 120' and the fourth sub-gearbox 120" are identical in design. They are arranged symmetrically with respect to a plane that runs perpendicular to the center of the ring gear 124'. The third sub-gearbox 120' and the fourth sub-gearbox 120" each have two sun gears and a stepped planet gear. The coupling ring gear 124' meshes with the larger of the two planet gears of the stepped planet gear.

[0072] According to Fig. The third sub-gearbox 120' and the fourth sub-gearbox 120" are identical in design. They are arranged symmetrically with respect to a plane perpendicular to the center of the ring gear 124'. The third sub-gearbox 120' and the fourth sub-gearbox 120" each have two sun gears and a stepped planet gear. The coupling ring gear 124' meshes with the smaller of the two planet gears of the stepped planet gear.

[0073] As described above, the various or differing designs or constructions of the first sub-gearbox 110 can be combined with the various or differing designs or constructions of the second sub-gearbox 120 to form the hub gear arrangement 100 or the complete gearbox.

[0074] Fig. 4 to Fig. Figure 8 shows exemplary combinations of the first sub-gearboxes 110 and second sub-gearboxes 120 described above, which together form the hub gear assembly 100 or the complete gear unit. The first and second sub-gearboxes 120 are arranged in the common housing 102. For clarity, the ring gears, sun gears, webs, etc. of the first and second sub-gearboxes 110 and 120 are shown in Fig. 4 to Fig. 8 is not referred to individually again, but it refers to the Fig. 2A to 2D as well as the Fig. 3A to 3F referred.

[0075] In Fig. 4 is the first sub-transmission 110 from Fig. 2A with the second sub-gearbox 120 from Fig. 3A combined. This results in a four-speed gearbox as a hub gear arrangement 100.

[0076] In Fig. 5 is the first sub-transmission 110 from Fig. 2B with the second sub-gearbox 120 from Fig. 3A combined. This results in a five-speed gearbox as a hub gear arrangement 100.

[0077] In Fig. 6 is the first sub-transmission 110 from Fig. 2C with the second sub-transmission 120 from Fig. 3A combined. This results in a six-speed gearbox as a hub gear arrangement 100.

[0078] In Fig. 7 is the first sub-transmission 110 from Fig. 2B with the second sub-gearbox 120 from Fig. 3B combined. This results in a seven-speed gearbox as a hub gear arrangement 100.

[0079] In Fig. 8 is the first sub-transmission 110 from Fig. 2C with the second sub-transmission 120 from Fig. 3B combined. This results in an eight-speed gearbox as gearbox arrangement 100.

[0080] Based on the combinations of first sub-gearbox 110 and second sub-gearbox 120 shown, further combinations are conceivable. For example, the first sub-gearbox 110 can consist of Fig. 2D with the second sub-gearbox from Fig. 3B can be combined, resulting in a nine-speed gearbox as hub gear arrangement 100. In addition, the first sub-gearbox 110 can be made of Fig. 2C with the second sub-transmission from Fig. 3D can be combined, resulting in a nine-speed gearbox as hub gear arrangement 100. Furthermore, the first sub-gearbox 110 can be made from Fig. 2C with the second sub-transmission from Fig. 3E can be combined, resulting in a twelve-speed gearbox as hub gear arrangement 100. In addition, the first sub-gearbox 110 can be made of Fig. 2C with the second sub-transmission from Fig. 3F can be combined, resulting in a thirteen-speed gearbox as hub gear arrangement 100.

[0081] It should be noted that, in at least some embodiments, a gear ratio and / or gear step of the first sub-transmission 110 can be, or correspond to, at least substantially a power of, in particular the mean, gear step of the second sub-transmission 120. If the first sub-transmission 110 according to Fig. In a 2D transmission, as a plus transmission (i.e., input and output rotate in the same direction), and a stationary transmission with, for example, gear ratios i_1 = 0.417 and i_direct = 1, the speed ratio of the two gears is 2.397. If, for example, a gear ratio of 120 is used for the appropriate second sub-transmission, then... 2.3973 = 1.338 selected, the second sub-gearbox 120 is suitable for this purpose according to Fig. 3A, Fig. 3B or Fig. 3C. The second sub-gearbox 120 according to Fig. 3A provides the gear step powers (-1), (0), (+1). The second sub-transmission 120 according to Fig. 3B provides the gear step powers (-2), (-1), (0), (+1), (+2). The second sub-transmission 120 according to Fig. 3C provides the gear step values ​​(-2), (-1), (0). This is used as a gear step for the corresponding second sub-transmission 120. 2.3974 = 1.244 If selected, then for example the second sub-gearbox 120 is suitable according to Fig. 3D. Used as a gear shift for the matching second sub-transmission 120 2.3975 = 1.191 If selected, then for example the second sub-gearbox 120 is suitable according to Fig. 3E, which provides the gear step powers (-3), (-2), (0), (+2), (+3).

[0082] Is the gear shift for the appropriate second sub-transmission the 2.3976 = 1.156 selected. Then, for example, the second sub-transmission is suitable according to Fig. 3F, which provides the gear step powers (-2), (-3), (0), (+3), (+2). If, for example, the second sub-transmission 120 is now used according to... Fig. 3B Ring gear 124, step planet gear and the small sun gear 126, thus the first partial gear set is obtained according to Fig. 2C as the first sub-transmission 110 with the second power of the gear ratio of the second sub-transmission 120 according to Fig. 3B, as well as the respective second sub-gearbox 120 according to Fig. 3A and Fig. 3C, with which the first sub-transmission according to Fig. 2C can be combined. For example, for the first sub-transmission 110 according to Fig. 2D the fourth power of the gear ratio of the second sub-transmission 120 according to Fig. Selecting 3A (= 1.338) results in a speed ratio of 3.207. This corresponds to a gear ratio of i_1 = 0.312. This, together with the second sub-gearbox 120, results in according to Fig. 3B a nine-speed gearbox with a spread S of S=i_1i_9=10,280.

[0083] It is understood that the above numerical values ​​are merely exemplary and are only intended to illustrate the principle of coordinating the first sub-transmission 110 and the second sub-transmission 120. Naturally, this principle can be applied to other combinations of the first sub-transmission 110 and the second sub-transmission 120 with different gear ratios, gear steps, spreads, etc.

[0084] Fig. 9 to Fig. Figure 17 shows an exemplary translation table for each of the four-speed, five-speed, six-speed, seven-speed, eight-speed, nine-speed, twelve-speed and thirteen-speed transmissions described above.

[0085] In the translation tables, the respective "gearbox" is referred to as "gear hub". Furthermore, EG1a designates the first sub-gearbox 110 according to Fig. 2A and AG1 the second sub-gearbox 120 according to Fig. 3A. EG1b designates the first sub-transmission 110 according to Fig. 2B. EG2 designates the first sub-transmission according to Fig. 2C. EG3 designates the first sub-transmission according to Fig. 2D. AG2 designates the second sub-gearbox 120 according to Fig. 3B. AG3 designates the second sub-gearbox 120 according to Fig. 3C. AG4 designates the second sub-gearbox 120 according to Fig. 3D. AG5 designates the second sub-gearbox 120 according to Fig. 3E. AG6 designates the second sub-transmission 120 according to Fig. 3F.

[0086] Furthermore, in the translation tables, HR denotes the respective ring gear 114 or 124, PR the planet gear(s), SR the respective sun gear 116 or 126, SR2 the respective second sun gear 126', KSR a sun gear coupling, HRin an input-side ring gear coupling, PCin an input-side sprocket coupling, PCout an output-side sprocket coupling, HRout an output-side ring gear coupling, G nthe respective gears, S the spread, s the mean gear jump and i the gear ratio.

[0087] A method for providing a hub gear assembly for a pedal-driven vehicle can proceed as described below.

[0088] The method can include combining a first sub-transmission 110 and a second sub-transmission 120 to form a complete transmission. The first sub-transmission 110 is arranged at the input. It is configured to receive an input torque 104 and translate this into a first output torque 112 by means of exactly two selectable gears, which in each of the two gears is less than or equal to the input torque 104. Furthermore, the second sub-transmission 120 is connected downstream of the first sub-transmission 110 to receive the first output torque 112. It is configured to translate the first output torque 112 by means of a number of gears and output it as a second output torque 122.

[0089] Fig.Figure 18 shows an exemplary pedal-driven vehicle 10. The pedal-driven vehicle can generally be a bicycle, cargo bike, tricycle, or the like. The pedal-driven vehicle 10 can be single-track or multi-track and accordingly have two, three, or more wheels. Furthermore, the pedal-driven vehicle can have at least one motor, e.g., an electric motor, for drive assistance. The pedal-driven vehicle 10 has the hub gear assembly 100. This is arranged in a rear wheel hub of the pedal-driven vehicle 10. LIST OF REFERENCE SYMBOLS 10 pedal-powered vehicle 100 Hub gear assembly (also complete gearbox) 102 housing, e.g. hub, hub body, etc. 104 Input torque 110 first sub-transmission 112 first output torque 114 Ring gear 116 Sun wheel 118 Bridge or planet carrier 120 second sub-transmission 122 second output torque 124 Ring gear 126 Sun wheel 126' sun wheel 128 Bridge or planet carrier

Claims

[1] Hub gear assembly (100) for a pedal-driven vehicle (10), comprising: a first partial transmission (110) designed as a stationary transmission, arranged on the input side and configured to receive an input torque (104) and to translate this by means of exactly two selectively switchable gears into a first output torque (112), which in each of the two gears is less than or equal to the input torque (104), wherein the first partial transmission (110) has a planetary gear set, the ring gear (114) of which serves as the input, the sun gear (116) of which serves as the output, and the web (118) of which is axially fixable or axially fixed, and a second partial transmission (120) connected downstream of the first partial transmission (110) for receiving the first output torque (112) and configured to translate the first output torque (112) by means of a number of gears and to output it as a second output torque (122). [2] Hub gear assembly (100) for a pedal-driven vehicle (10), comprising: a first partial transmission (110) arranged on the input side and configured to receive an input torque (104) and to translate this by means of exactly two selectively switchable gears into a first output torque (112) which is less than or equal to the input torque (104) in each of the two gears, and a second partial transmission (120) connected downstream of the first partial transmission (110) for receiving the first output torque (112) and configured to transmit the first output torque (112) by means of a number of gears and output it as a second output torque (122), wherein the second partial transmission (120) is designed as a planetary transmission and the number of gears of the second partial transmission can be selectively switched in that, in a first gear, a ring gear (124) is drivable or driven and a web (128) serves for the output, or, in a second gear, the web (128) is drivable or driven and the ring gear (124) serves for the output, or, in a direct gear, a sun gear (126) is axially fixable or axially fixed, the ring gear (124) is rotatably coupled or coupled on the input side and output side, and the web (126) is freely rotating. [3] Hub gear assembly (100) for a pedal-driven vehicle (10), comprising: a first partial transmission (110) arranged on the input side and configured to receive an input torque (104) and to translate this by means of exactly two selectively switchable gears into a first output torque (112) which is less than or equal to the input torque (104) in each of the two gears, and a second partial transmission (120) connected downstream of the first partial transmission (110) for receiving the first output torque (112) and configured to transmit the first output torque (112) by means of a number of gears and output it as a second output torque (122), wherein the second partial transmission (120) has a third partial transmission (120') and a fourth partial transmission (120"), which are coupled to one another via a ring gear (124'). [4] Hub gear arrangement according to one of the preceding claims, wherein the first partial transmission (110) has a high-speed first gear and a direct second gear. [5] Hub gear arrangement according to one of the preceding claims, wherein the first partial gear (110) is designed as a planetary gear with exactly one ring gear (114), one sun gear (116) and one web (118) with planetary gears. [6] Hub gear arrangement according to claim 2 or 3, wherein the first partial gear (110) has a planetary gear set, the web (118) of which is drivable or driven and the ring gear of which serves as the output. [7] Hub gear arrangement according to claim 2 or 3, wherein the first partial gear (110) is designed as a stationary gear. [8] Hub gear arrangement according to claim 7, wherein the first partial gear (110) has a planetary gear set, the ring gear (114) of which is drivable or driven, the sun gear (116) of which serves as an output, and the web (118) of which is axially fixable or axially fixed. [9] Hub gear arrangement according to one of the preceding claims, wherein the first partial gear (110) has double planetary gears, one of which meshes with the ring gear (114) and one of which meshes with the sun gear (116). [10] Hub gear arrangement according to claim 2 or 3, wherein the first partial gear (110) has a planetary gear set, the web (118) of which is drivable or driven and the sun gear (116) of which serves as an output. [11] Hub gear arrangement according to one of the preceding claims, wherein a gear ratio of the first partial transmission (110) at least substantially corresponds to or is close to a power of a, in particular middle, gear step of the second partial transmission (120) or at least one gear stage of the second partial transmission (120). [12] Hub gear arrangement according to one of the preceding claims, wherein the number of teeth of gear wheels of the first partial transmission (110) and the second partial transmission (120) are equal to one another. [13] Hub gear arrangement according to one of the preceding claims, wherein the second partial transmission (120) has at least one gear stage and is designed to slow down the first output torque (112) first or only with a last gear stage in the direction of force flow. [14] Hub gear arrangement according to claim 1, wherein the second partial transmission (120) is designed as a planetary transmission with a stepped planet and two sun gears (126, 126'), and the number of gears of the second partial transmission (120) is selectively switchable in that, in a first gear or a second gear, a ring gear (124) is drivable or driven, a carrier (128) serves for the output, and one of the two sun gears (126, 126') is axially lockable or fixed, or, in a third gear or fourth gear, the carrier (128) is drivable or driven, the ring gear (124) serves for the output, and one of the two sun gears (126, 126') is axially lockable or fixed, or, in a direct gear, one of the two sun gears (126, 126') is axially lockable or fixed the ring gear (124) can be or is coupled in a rotationally fixed manner on the drive side and the output side and the web (128) rotates freely. [15] Hub gear arrangement according to claim 1, wherein the second partial transmission (120) is designed as a planetary transmission with a stepped planet and two sun gears (126, 126') and the number of gears of the second partial transmission (120) is selectively switchable in that in a first gear or second gear one of the two sun gears (126, 126') is axially fixable or axially fixed, a web (128) serves as the drive and a ring gear (124) serves as the output, or, in a direct gear, the drive-side sun gear (126) is rotatably coupled or coupled to the web (128). [16] Hub gear arrangement according to claim 3, wherein the input-side, third partial transmission (120') is designed to speed up, and the fourth partial transmission (120") connected downstream of the third partial transmission (120') in the direction of power flow is designed to slow down. [17] Hub gear arrangement according to claim 3 or 16, wherein the third partial transmission (120') is designed as a planetary transmission with a stepped planet, a planetary gear of a first size and a planetary gear of a second size larger than the first size, wherein the ring gear (124') meshes with the planetary gear of the first size, and wherein the fourth partial transmission (120") has a planetary gear of the first size which meshes with the ring gear (124'). [18] Hub gear arrangement according to claim 3 or 16, wherein the third partial transmission (120') and the fourth partial transmission (120") are identical to one another. [19] Hub gear arrangement according to one of the preceding claims, wherein the first partial gear (110) and the second partial gear (120) can be accommodated or are accommodated in a common hub body (102) for a wheel hub of the pedal-driven vehicle (10). [20] Hub gear arrangement according to one of the preceding claims, wherein the second partial transmission (120) can be or is coupled on the output side to an output of the pedal-driven vehicle (10). [21] Pedal-driven vehicle (10) comprising a hub gear assembly (100) according to any one of the preceding claims. [22] A method for providing a hub gear assembly (100) for a pedal-driven vehicle (10), wherein the method comprises combining a first partial transmission (110) and a second partial transmission (120) to form an overall transmission, and the overall transmission forms a hub gear arrangement according to claim 1, a hub gear arrangement according to claim 2 or a hub gear arrangement according to claim 3.

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