Manual-automatic internal variable speed hub and bicycle

Abstract

A manual-automatic internal variable speed hub and a bicycle. The hub is provided with a torque assistance mechanism (6), when downshifting, a first connecting piece (61) and a second connecting piece (63) rotate relative to each other, a first end and a second end of the first positional reset piece (62) gradually approach each other, and the first positional reset piece (62) is compressed; at this moment, a first stop (611) of the first connecting piece (61) exits a clearance area of a first assistance pawl (64), thereby unblocking the first assistance pawl (64), and the first assistance pawl (64) is pushed up under the action of a second positional reset piece (66) and is engaged within a first connecting slot (73) of a torque constraining piece (7), causing the second connecting piece (63) and a third connecting piece (68) to rotate in the same direction as the torque constraining piece (7); torque from a second transmission piece (902) is sequentially transmitted, by means of the torque constraining piece (7), to a second connecting piece (63), a third connecting piece (68), and a manipulating apparatus (81), so as to overcome meshing force generated by locking grooves (9042) of sun gears (904, 907, 908) and gear shifting pawls (82, 83, 84), so that the gear shifting pawls (82, 83, 84) smoothly retract, thereby smoothly completing the downshifting operation.

Description

Manual and automatic internal speed-changing hub and bicycle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on September 26, 2023, with application number 202311252200.1 and invention name “A manual-automatic internal speed-changing hub and bicycle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application belongs to the technical field of internal transmissions, and in particular relates to a manual-automatic internal transmission hub and a bicycle. Background Art

[0003] Since the internal gear hub is a closed structure, it is basically not affected by external rain, dust, and oil stains, and has the characteristics of low failure rate and maintenance-free.

[0004] Chinese patent document CN116353248A discloses a manual-automatic integrated speed hub and a bicycle, which specifically includes a buffer structure connected between a drive mechanism and an operating mechanism. By providing the buffer structure, a controller obtains gear information of a gear shift execution gear and a gear shift protection member and compares the gear information of the two. When the gear information is synchronized, it indicates that the previous gear shift was normal and the next gear shift is executed normally. When the gear information is inconsistent, it indicates that a jam has occurred. In this case, the controller needs to call a specific program to control the drive device to eliminate the jam before executing the next gear shift, thereby protecting the drive mechanism in the event of a jam.

[0005] While the buffer structure can eliminate the stuck phenomenon, the gear position will be reset to the gear position before the gear shift, and the gear shift cannot be successfully completed. Therefore, the prior art needs to be improved and developed.

[0006] Summary of the Invention

[0007] The purpose of the present application is to provide a manual-automatic integrated speed-changing hub and a bicycle, which are provided with a torque-assisting mechanism. When stuck, the torque of the transmission mechanism other than the driving mechanism is input into the operating device of the operating mechanism to overcome the bite force between the shift pawl and the sun gear, thereby achieving the purpose of smooth shifting while preventing the driving mechanism from stalling.

[0008] To solve the above technical problems, the present application provides a manual-automatic integrated speed-shifting hub, comprising a spindle, a transmission mechanism, a drive mechanism, an operating mechanism, an input member, and an output member, wherein the spindle is fixed to a bicycle frame, and the drive mechanism, the operating mechanism, and the transmission mechanism are sequentially connected and mounted on the spindle;

[0009] The input member is fixedly connected to the transmission mechanism and is used to input torque into the transmission mechanism;

[0010] The output member is connected to the transmission mechanism and is used to output torque to the wheels;

[0011] The transmission mechanism includes a second transmission member having a torque in a first rotational direction;

[0012] The transmission mechanism has at least one transmission ratio;

[0013] The driving mechanism is electrically driven and drives the operating mechanism to rotate to a specific angle manually and / or automatically, thereby changing the transmission relationship between the components in the transmission mechanism and changing the transmission ratio of the transmission mechanism.

[0014] The invention also includes a torque-assisting mechanism, one end of which is connected to the operating mechanism, and the other end of which is respectively connected to the second transmission member and the driving mechanism. The torque-assisting mechanism includes a first connecting member, a second connecting member, a third connecting member, and a first return member that are rotatably connected to each other. The first connecting member is used to transmit the torque output by the driving mechanism. The first connecting member is provided with a first stopper. The second connecting member is provided with a torque transmission structure. The third connecting member is connected to the operating mechanism for outputting torque.

[0015] One end of the first reset member is connected to the first connecting member, and the other end of the first reset member is connected to the second connecting member. The first reset member provides a first pre-tightening torque, and the first connecting member rotates along a first rotation direction. When the torque input by the first connecting member exceeds the first pre-tightening torque and the first connecting member and the third connecting member rotate relative to each other, the first reset member is deformed, and the first connecting member and the second connecting member rotate relative to each other. The first block no longer blocks the torque transfer structure, so that the torque transfer structure is connected to the second transmission member to transfer the torque of the second transmission member to the third connecting member.

[0016] Furthermore, a third restoring member is provided between the second connecting member and the third connecting member, one end of the third restoring member is connected to the second connecting member, and the other end of the third restoring member is connected to the third connecting member, and the third restoring member provides a second pre-tightening torque. When the third connecting member rotates along the second rotation direction, the torque input to the first connecting member exceeds the second pre-tightening torque, and the first connecting member and the third connecting member generate relative rotation, the third restoring member is deformed, and the second connecting member and the third connecting member generate relative rotation, and the first rotation direction and the second rotation direction are opposite.

[0017] Furthermore, the torque transmission structure includes a pawl elastically hinged on the second connecting member, and the pawl has a retracted state and an open state. The pawl is connected to the second transmission member in the open state, and is disengaged from the second transmission member in the retracted state.

[0018] Furthermore, the torque transmission structure includes a second restoring member, one end of the second restoring member is fixed to the second connecting member, and the other end of the second restoring member is in contact with the pawl.

[0019] Furthermore, a locking portion is provided on one side of the pawl, and an escape area is provided on the other side, and a third contact surface is provided at a connecting position between the escape area and the locking portion.

[0020] Furthermore, the second connecting member is provided with a first contact surface, the first stopper is separated from the first contact surface when the first stopper moves in the first rotation direction, and the first stopper is against the first contact surface when the first stopper moves in the second rotation direction.

[0021] Furthermore, the third contact surface of the pawl and the first contact surface of the second connecting member are on the same plane.

[0022] Furthermore, the third connecting member is provided with a fifth stopper, and the second connecting member is provided with a fourth stopper. The fourth stopper abuts against the fifth stopper when moving in the first rotational direction, and is separated from the fifth stopper when moving in the second rotational direction.

[0023] Furthermore, the first pre-tightening torque of the first restoring member and the second pre-tightening torque of the third restoring member are in opposite directions.

[0024] Furthermore, the transmission mechanism includes at least two stages of planetary gear mechanisms and at least one set of clutch structures. The driving mechanism changes the transmission relationship of the planetary gear mechanism manually and / or automatically, so that the torque is changed by the planetary gear mechanism and selectively output to the output member through the clutch structure. At least one support member is provided between the two stages of the planetary gear mechanism.

[0025] Furthermore, the inner wall of the support member is connected to the core shaft, and the outer wall of the support member is connected to the inner wall of the first transmission member.

[0026] Furthermore, it also includes a fixing member, which is fixedly connected to the core shaft, and the supporting member is installed on the fixing member.

[0027] Furthermore, the support member is arranged between the first sun gear and the second sun gear.

[0028] Furthermore, the planetary gear mechanism is provided with two stages, namely a first-stage planetary gear mechanism and a second-stage planetary gear mechanism, and the two-stage planetary gear mechanisms are driven in series.

[0029] Furthermore, the first-stage planetary gear mechanism is a speed-increasing transmission.

[0030] Furthermore, the first-stage planetary gear mechanism includes a first sun gear, a first planetary gear, a first transmission member and a second transmission member, the first planetary gear is rotatably connected to the first transmission member, the second transmission member has a first gear tooth, the first sun gear has a third gear tooth, the first planetary gear has a sixth gear tooth, the third gear tooth of the first sun gear is externally meshed with the sixth gear tooth of the first planetary gear, and the first gear tooth of the second transmission member is internally meshed with the sixth gear tooth of the first planetary gear.

[0031] Furthermore, a first clutch structure is provided between the first transmission member and the second transmission member.

[0032] Furthermore, the second-stage planetary gear mechanism is a speed-increasing transmission.

[0033] Furthermore, the second-stage planetary gear mechanism includes a second sun gear, a third sun gear, a first duplex planetary gear, a second transmission member and a third transmission member, the first duplex planetary gear is rotatably connected to the second transmission member, the third transmission member has a second gear tooth, the first duplex planetary gear has a seventh gear tooth and an eighth gear tooth, the second sun gear has a fourth gear tooth, the third sun gear has a fifth gear tooth, the fourth gear tooth of the second sun gear is externally meshed with the seventh gear tooth of the first duplex planetary gear, the fifth gear tooth of the third sun gear is externally meshed with the eighth gear tooth of the first duplex planetary gear, and the second gear tooth of the third transmission member is internally meshed with the eighth gear tooth of the first duplex planetary gear.

[0034] Furthermore, a second clutch structure is provided between the second transmission member and the third transmission member.

[0035] Furthermore, it also includes a shaft sleeve, which is connected to the output member, and a third clutch structure is provided between the shaft sleeve and the third transmission member.

[0036] Furthermore, the third clutch structure and the second clutch structure are located in the same plane perpendicular to the axis of the core shaft.

[0037] Furthermore, an anti-slip groove is provided on the outer peripheral surface of the shaft sleeve.

[0038] Furthermore, the driving mechanism is provided with a gear feedback module.

[0039] Furthermore, the gear feedback module includes a plurality of gear Hall elements, which sense the magnetic field strength of the magnet installed on the magnet base of the torque-assisted mechanism to obtain a pulse signal and determine the gear to which the driving device of the driving mechanism rotates.

[0040] Furthermore, the driving mechanism is provided with a speed feedback module.

[0041] Furthermore, the speed feedback module includes a speed Hall element, which senses the magnetic field strength of a magnet installed in a magnet mounting slot of an end cover connected to the output member to obtain a pulse signal and calculate the speed of the internal gear hub.

[0042] Furthermore, the driving mechanism also includes a control box and a sealing cover connected to the control box, the control box is equipped with a driving device and a circuit board, the circuit board is provided with a gear feedback module, a speed feedback module and a controller, and the driving device, gear feedback module and speed feedback module are electrically connected to the controller respectively.

[0043] Furthermore, the operating mechanism includes a shift pawl seat and an operating device, the shift pawl seat is sleeved on the core shaft, the shift pawl seat is hinged with a shift pawl, and the operating device is provided with an open slot, and the open slot is used to control the opening or retraction of the shift pawl to change the transmission relationship of each component in the transmission mechanism.

[0044] Furthermore, the output member is connected to the end cover, and the end cover is provided with a pressure relief valve.

[0045] The present application also provides a bicycle comprising the above-mentioned manual-automatic internal speed-changing hub.

[0046] As can be seen from the above, the hand-operated internal speed-changing hub of the present application is provided with a torque-assisting mechanism. During the downshifting process, the first connecting member and the second connecting member rotate relative to each other, the first end and the second end of the first reset member gradually approach each other, and the first reset member is compressed. At this time, the first block of the first connecting member leaves the avoidance area of ​​the first assisting pawl, releasing the obstruction of the first assisting pawl, and the first assisting pawl is lifted up under the action of the second reset member and stuck in the first connecting groove of the torque constraint member, so that the second connecting member and the third connecting member rotate in the same direction following the torque constraint member, and the torque from the second transmission member is transmitted to the second connecting member, the third connecting member, and the operating device in sequence through the torque constraint member, thereby overcoming the bite force generated by the shift pawl and the locking groove of the sun gear, so that the shift pawl is smoothly retracted and the downshifting operation is smoothly completed.

[0047] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or understood by practicing the present application. The purposes and other advantages of the present application can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] FIG1 is a schematic structural diagram of a bicycle equipped with a manual-automatic internal speed-changing hub according to the present application.

[0049] FIG2 is a three-dimensional diagram of the manual-automatic internal speed-changing hub of the present application in use.

[0050] FIG3 is a perspective view of the manual-automatic internal speed-changing hub of the present application.

[0051] FIG4 is a front view of the manual-automatic internal speed-changing hub of the present application.

[0052] FIG5 is a right side view of the manual-automatic internal speed-changing hub of the present application.

[0053] FIG6 is a perspective view of the assembled drive mechanism and torque-assisting mechanism.

[0054] FIG7 is an exploded view of the driving mechanism.

[0055] FIG8 is a perspective view of the torque-assisting mechanism.

[0056] FIG9 is a three-dimensional view of the torque-assisting mechanism from another angle.

[0057] FIG10 is an exploded view of the torque-assisting mechanism.

[0058] FIG11 is an exploded view of the torque-assisted mechanism from another angle.

[0059] FIG12 is a front view of the torque-assisting mechanism.

[0060] FIG13 is a schematic structural diagram of the second connecting member.

[0061] FIG14 is a schematic structural diagram of the first ratchet.

[0062] FIG15 is a schematic diagram of the torque assisting mechanism during upshifting.

[0063] FIG16 is a schematic diagram of the torque assist mechanism during downshifting.

[0064] FIG. 17 is a perspective view of a torque restraining member.

[0065] FIG. 18 is a perspective view of the torque restraining member from another angle.

[0066] FIG. 19 is a front view of the torque restraint member.

[0067] FIG20 is a schematic diagram showing the linkage between the torque lever mechanism and the torque constraint member.

[0068] FIG21 is a perspective view of the operating mechanism.

[0069] FIG22 is a schematic structural diagram of the linkage between the first shift pawl and the first sun gear.

[0070] FIG23 is a perspective view of the transmission mechanism.

[0071] FIG24 is a three-dimensional view of the transmission mechanism from another angle.

[0072] FIG25 is a longitudinal sectional view of the transmission mechanism.

[0073] FIG26 is a diagram showing the power transmission path of the first gear of the manual internal speed change hub of the present application.

[0074] FIG27 shows the power transmission route of the second gear of the manual-automatic internal speed-changing hub of the present application.

[0075] FIG28 is a diagram showing the power transmission route of the third gear of the manual-automatic internal speed-changing hub of the present application.

[0076] FIG29 shows the power transmission route of the fourth gear of the manual-automatic internal speed-changing hub of the present application.

[0077] FIG30 is a diagram showing the power transmission route of the fifth gear of the manual-automatic internal speed-changing hub of the present application.

[0078] FIG31 shows the power transmission route of the sixth gear of the manual-automatic internal speed-changing hub of the present application.

[0079] FIG32 is a longitudinal sectional view of a transmission mechanism according to another embodiment.

[0080] Figure 33 is a schematic diagram of the pressure relief valve assembly.

[0081] Explanation of reference numerals: 1-output member, 2-end cover, 21-magnet mounting groove, 22-pressure relief valve, 3-input member, 4-core shaft, 41-limiting surface, 5-driving mechanism, 51-control box, 511-first through hole, 512-first limiting groove, 52-sealing cover, 53-positioning cover, 54-circuit board, 55-driving device, 56-reduction mechanism, 57-output gear, 6-torque assisting mechanism, 61-first connecting member, 611-first stopper, 612-second stopper, 613- Tooth portion, 614-magnet seat, 615-first protrusion, 62-first reset member, 621-first end portion, 622-second end portion, 63-second connecting member, 631-third stopper, 632-fourth stopper, 633-first limit block, 634-second limit block, 635-first contact surface, 636-second contact surface, 64-first pawl, 641-locking portion, 642-third contact surface, 643-avoidance area, 65-second pawl, 66-second reset member, 67-third reset member, 671-third end portion, 672-fourth end portion, 68-third connecting member, 681-fifth stopper, 682-sixth stopper, 683-first connecting portion, 7-torque restraining member, 71-side wall, 72-second through hole, 73-first connecting groove, 74-spring, 75-second connecting portion, 76-groove, 8-Operating mechanism, 81-Operating device, 811-Third connecting portion, 812-First control portion, 813-Second control portion, 814-Third control portion, 82-First shift pawl, 83-Second shift pawl, 84-Third shift pawl, 9-Transmission mechanism, 901-First transmission member, 9011-Input member mounting slot, 9012-First mounting slot, 9013-first clutch structure, 902-second transmission member, 9021-first gear tooth, 9022-second mounting groove, 9023-second clutch structure, 9024-second connecting groove, 903-third transmission member, 9031-second gear tooth, 9032-third clutch structure, 904-first sun gear, 9041-third gear tooth, 9042-locking groove, 905-support member, 906-fixing member, 907-second sun gear, 9071-fourth gear tooth, 908-third sun gear, 9081-fifth gear tooth, 909-first planetary gear, 9091-sixth gear tooth, 910-first double planetary gear, 9101-seventh gear tooth, 9102-eighth gear tooth, 911-shaft sleeve, 10-control module, 11-gear shift operation module. DETAILED DESCRIPTION

[0082] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and should not be understood as limiting the present application.

[0083] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present application, "multiple" means two or more, unless otherwise clearly and specifically defined.

[0084] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections, electrical connections, or mutual communication; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to internal communication between two components or the interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0085] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0086] The disclosure below provides many different embodiments or examples for realizing different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. In addition, the present application may repeat reference numbers and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art will appreciate the application of other processes and / or the use of other materials.

[0087] Figure 1 shows a schematic diagram of the structure of a bicycle equipped with a manual-automatic internal-speed hub. As shown, the manual-automatic internal-speed hub is woven onto the bicycle's rear wheel rim via spokes. The hub's spindle 4 snaps into the mounting slot of the bicycle frame's rear fork. The threads at each end of the spindle 4 are secured to the frame using two nuts. To manually or automatically change the transmission ratio, the hub requires control via a control module 10 and a shifting module 11.

[0088] In certain embodiments, the controller, the internal gear hub, and the shifting operation module 11 are powered by a power supply built into the control module 10. Alternatively, the power supply may be provided by a self-generating front hub, or by a rear hub with a self-generating function added to the internal gear hub. Furthermore, the power supply may be provided by a photovoltaic panel that absorbs sunlight and converts it into electrical energy.

[0089] Figure 2 shows a three-dimensional view of the manual-automatic internal speed hub of the present application in use. An input member 3 is fixedly mounted on the right side of the manual-automatic internal speed hub. This input member 3 is used to transmit the torque generated by the rider's pedaling. In a chain drive system, the input member 3 is a flywheel. The rider's pedaling drives the crank, which in turn drives the chainring. The chainring drives the flywheel via the chain, which in turn drives the output member 1, driving the rear wheel forward. In a belt drive system, the input member 3 is a rear pulley. The rider's pedaling drives the crank, which in turn drives the front pulley. The front pulley drives the rear pulley via the belt, which in turn drives the output member 1, driving the rear wheel forward. In a shaft drive system, the input member 3 is a bevel gear. Accordingly, the rider outputs torque to the bevel gear via the drive shaft, driving the output member 1 to rotate.

[0090] Figure 3 shows a stereoscopic view of the manual internal speed hub of the present application, Figure 4 shows a front view of the manual internal speed hub of the present application, and Figure 5 shows a right view of the manual internal speed hub of the present application. The left end of the internal speed hub is an end cap 2, and the right end is an output member 1. The end cap 2 cooperates with the output member 1 to form a cavity with a certain degree of sealing inside. The cavity is provided with a driving mechanism 5, a torque assisting mechanism 6, a torque constraint 7, an operating mechanism 8 and a transmission mechanism 9. A core shaft 4 is passed through the center of the internal speed hub, and the driving mechanism 5, the torque assisting mechanism 6, the torque constraint 7, the operating mechanism 8 and the transmission mechanism 9 are installed on the core shaft 4 from left to right. The overall structure of the core shaft 4 is a stepped smooth shaft, and the outer peripheral surfaces of both ends of the core shaft 4 are processed with threads for fastening to the rear fork of the frame with nuts. The mandrel 4 is also machined with two limiting surfaces 41. Both limiting surfaces 41 are parallel to the axis of the mandrel 4 and parallel to each other. The limiting surfaces 41 are used to assemble the drive mechanism 5 and the operating mechanism 8, and to limit the drive mechanism 5 and the operating mechanism 8. The operating mechanism 8 is mounted inside the transmission mechanism 9, and the outside of the transmission mechanism 9 is connected to the output member 1 to transmit torque.

[0091] Figure 6 shows a three-dimensional view of the assembled drive mechanism 5 and torque-assisting mechanism 6, and Figure 7 shows an exploded view of the drive mechanism 5. The drive mechanism 5 of the manual-automatic internal speed-shifting hub of this application comprises a control box 51, a sealing cover 52 mounted at the opening of the control box 51, and a positioning cover 53 for positioning the reduction mechanism 56. The control box 51 houses the drive device 55, the reduction mechanism 56, and the circuit board 54. A first retaining groove 512 extends through the center of the control box 51. The groove shape of the first retaining groove 512 matches the longitudinal cross-section of the retaining surface 41 of the spindle 4. This groove prevents the control box 51 from rotating after being inserted into the spindle 4. To facilitate power supply and control signal transmission to the circuit board 54, the control box 51 is provided with a cable hole. Cables pass through the cable hole from the outside of the control box 51 and connect to the circuit board 54. The control box 51 also has a first through-hole 511 for extending the output shaft of the drive device 55. A certain sealing structure is formed in the control box 51 , which can effectively prevent moisture and dust from penetrating into the circuit board 54 and the driving device 55 , thereby extending the service life of the driving device 55 .

[0092] The overall structure of the circuit board 54 is semicircular, and the circuit board 54 is provided with a gear feedback module, which is used to obtain the gear to which the driving device 55 of the driving mechanism 5 rotates. Specifically, the circuit board 54 is welded with a controller and a gear Hall element. In this embodiment, the hand-operated internal speed hub is provided with six gears, so six gear Hall elements are provided accordingly. When the magnet installed on the magnet seat 614 of the torque-assisting mechanism 6 rotates around the axis and sweeps across the gear Hall element, the gear Hall element senses the change in magnetic field strength and generates a responsive pulse, so the gear to which it rotates can be determined by obtaining the pulse signal.

[0093] To obtain the internal gear hub's rotational speed for automatic gear shifting, the drive mechanism 5 is equipped with a speed feedback module, which includes a speed Hall element. The speed Hall element is soldered to a circuit board 54 (see Figure 5). The end cap 2 is provided with a magnet mounting slot 21 on its side. The magnet installed in the magnet mounting slot 21 is positioned opposite the speed Hall element. During the rotation of the internal gear hub, the controller detects the number of pulses generated by the speed Hall element per unit time to obtain the speed. A higher number of pulses indicates a higher frequency and a higher internal gear hub's rotational speed; a lower number indicates a lower speed.

[0094] In this embodiment, the drive device 55 is a motor. To reduce the thickness of the drive device 55 and to allow sufficient space for the operating mechanism 8 and transmission mechanism 9, the motor is mounted horizontally within the mounting slot of the control box 51. To reduce the output speed and increase the output torque of the drive device 55, a reduction mechanism 56 is mounted at the output end of the drive device 55. The reduction mechanism 56 is specifically a combination of a worm gear mechanism and a gear reduction mechanism. The output shaft of the drive device 55 passes through the first through hole 511 of the control box 51 and is secured to the output gear 57. The output gear 57 is externally meshed with the teeth 613 of the torque lever mechanism 6.

[0095] During the upshift process, since the shift pawl is in the retracted state, the operating device 81 only needs to overcome the tension of the retaining spring assembled with the shift pawl during rotation, and the tension of the retaining spring is not large. Therefore, the probability of the operating mechanism 8 and the transmission mechanism 9 being stuck during the shift process is not high. However, during the downshift process, since the shift pawl is in the open state, part of the shift pawl abuts against the locking groove 9042 of the sun gear, and the contact surface of the two generates a very large bite force. The operating device 81 needs to overcome a relatively large bite force during rotation, and the drive device 55 will be stuck if the load is too large. If the gears are stuck, there is a high probability that the operating mechanism 8 and the transmission mechanism 9 will be stuck during the gear shifting process. If the driving mechanism 5 is still working after the jam, it will cause damage to the driving mechanism 5, and the repeated positioning accuracy of the operating mechanism 8 will be reduced and the motor will burn out. In order to prevent the above situation from happening, a torque assisting mechanism 6 is provided. When the gears are stuck, the torque of the transmission mechanism 9 other than the driving mechanism 5 is input to the operating device 81 of the operating mechanism 8 to overcome the bite force between the shift pawl and the sun gear, so as to achieve the purpose of smooth gear shifting while preventing the driving device 55 from being stuck.

[0096] Figure 8 shows a three-dimensional view of the torque-assisting mechanism 6, Figure 9 shows a three-dimensional view of the torque-assisting mechanism 6 from another angle, Figure 10 shows an exploded view of the torque-assisting mechanism 6, Figure 11 shows an exploded view of the torque-assisting mechanism 6 from another angle, and Figure 12 shows a front view of the torque-assisting mechanism 6. The torque-assisting mechanism 6 includes a first connecting member 61, a second connecting member 63, a third connecting member 68, a first reset member 62, a second reset member 66, and a third reset member 67, and a torque transmission structure. The first reset member 62, the second reset member 66, and the third reset member 67 can be a torsion spring, a spiral spring, a retaining spring, or other components capable of providing a torsional restoring force. In this embodiment, a torsion spring is used. The torsion spring has a helical structure. When the torsion spring is subjected to torque, it elastically deforms, and the helical structure stores torsional energy. When the external force ceases or decreases, the spring releases the stored energy and returns to its original shape.

[0097] The first connecting member 61 transmits the torque output by the drive mechanism 5. The first connecting member 61 is in the shape of a circular plate as a whole. The edge of the first connecting member 61 is processed with a tooth portion 613 for external engagement with the output gear 57 of the drive mechanism 5. The edge of the first connecting member 61 is also provided with a magnet seat 614 for mounting the magnet of the inductive gear Hall element. The edge of the first connecting member 61 is also provided with a first stopper 611 and a second stopper 612. The first stopper 611 and the second stopper 612 are arranged opposite each other and have the same structure. The first stopper 611 and the second stopper 612 can be formed by a bending process. The center of the first connecting member 61 is provided with a cylindrical first protrusion 615 facing the same direction as the first stopper 611. The second connecting member 63 and the third connecting member 68 are respectively rotatably connected to the first protrusion 615.

[0098] Figure 13 shows a schematic structural diagram of the second connecting member 63. The second connecting member 63 is in the shape of a circular plate as a whole. A third stopper 631 and a fourth stopper 632 are provided on the edge of the second connecting member 63. The third stopper 631 and the fourth stopper 632 are arranged opposite to each other and have the same structure. The third stopper 631 and the fourth stopper 632 can also be formed by a bending process.

[0099] The torque transmission structure includes a lever pawl elastically hinged to the second connecting member 63. Two lever pawls are provided, namely a first lever pawl 64 and a second lever pawl 65. The lever pawl has a retracted state and an extended state. In the extended state, the lever pawl is connected to the second transmission member 902, and in the retracted state, the lever pawl is disengaged from the second transmission member 902. In this embodiment, the first lever pawl 64 is mounted on the second connecting member 63 via a cylindrical pin. The first lever pawl 64 is able to rotate freely about the axis of the cylindrical pin. The second return member 66 is elastically hinged to another cylindrical pin. One end of the second return member 66 is fixed to the second connecting member 63, and the other end abuts against the first lever pawl 64.

[0100] A circular hole is provided at the center of the second connecting member 63 , the diameter of which matches the diameter of the cylindrical first protrusion 615 of the first connecting member 61 . The second connecting member 63 is sleeved on the first connecting member 61 and the two can rotate relative to each other.

[0101] The edge of the second connecting member 63 is further provided with a first contact surface 635 and a second contact surface 636 . The first contact surface 635 is used to contact the side of the first stopper 611 of the first connecting member 61 , and the second contact surface 636 is used to contact the side of the second stopper 612 of the first connecting member 61 .

[0102] The structure of the first pawl 64 is shown in Figure 14. A locking portion 641 is provided on the left side of the first pawl 64, and a contact surface for always abutting against the second reset member 66 is provided below the locking portion 641. The end of the second reset member 66 abuts against the abutting surface, providing a force perpendicular to the upper right of the abutting surface, so that the first pawl 64 has a clockwise rotation movement tendency. The left and right sides of the first pawl 64 are inconsistent in height, and the right side is lower than the left side, that is, an avoidance area 643 is formed on the right side, and a third contact surface 642 inclined to the vertical line is provided at the connection position between the avoidance area 643 and the locking portion 641.

[0103] The avoidance area 643 enables the first stopper 611 of the first connecting member 61 to rotate to the avoidance area 643. When the first stopper 611 rotates to the avoidance area 643, the side surface of the first stopper 611 abuts against the third contact surface 642 of the first pawl 64, thereby preventing the first pawl 64 from rotating clockwise. When the first stopper 611 rotates out of the avoidance area 643, the first stopper 611 releases the obstruction to the first pawl 64, and the first pawl 64 can rotate clockwise.

[0104] Because the rotation angle of the first lever pawl 64 should not be too large, otherwise the first stopper 611 will not be able to push the third contact surface 642 counterclockwise to retract the first lever pawl 64, the first connector 61 is provided with a first limit block 633 at a lower position to the right of the first lever pawl 64. The first limit block 633 is used to limit the clockwise rotation angle of the first lever pawl 64. Similarly, the second limit block 634 is provided to limit the clockwise rotation angle of the second lever pawl 65.

[0105] After the first connecting member 63 is mounted on the second connecting member 63 by means of the pawl 64 , the third contact surface 642 of the first connecting member 63 and the first contact surface 635 of the second connecting member 63 are located on the same plane.

[0106] The first return member 62 has a first end 621 and a second end 622. The first end 621 engages with a side surface of the first stopper 611 of the first connecting member 61, and the first end 621 engages with a side surface of the third stopper 631 of the second connecting member 63. During installation, the first return member 62 has a certain first pre-tightening torque, which enables the first return member 62 to stably and reliably engage between the first connecting member 61 and the second connecting member 63. The first pre-tightening torque is generally slightly greater than the torque required to smoothly drive the operating device 81 to rotate during normal downshifting.

[0107] The third connecting member 68 is a part connecting the operating device 81, and its overall shape is annular. The two ends of the third connecting member 68 are provided with a fifth stopper 681 and a sixth stopper 682 which are arranged opposite to each other. Similar to the second connecting member 63, a circular hole is also provided in the center of the third connecting member 68. The diameter of the circular hole is adapted to the diameter of the cylindrical first protrusion 615 of the first connecting member 61. The third connecting member 68 is sleeved on the first connecting member 61 and the two can rotate relative to each other.

[0108] The third connecting member 68 is provided with a first connecting portion 683 for plugging the operating device 81 into the first connecting portion 683 . The operating device 81 and the third connecting member 68 are relatively fixed and rotate synchronously.

[0109] The third return member 67 has a third end 671 and a fourth end 672. The third end 671 engages with a side surface of the third stopper 631 of the second connecting member 63, and the fourth end 672 engages with a side surface of the fifth stopper 681 of the third connecting member 68. During installation, the third return member 67 has a certain second pre-tightening torque, which enables the third return member 67 to be stably and reliably engaged between the second connecting member 63 and the third connecting member 68.

[0110] The position of the fifth stopper 681 of the third connecting member 68 is set to be between the fourth end portion 672 of the third restoring member 67 and the second end portion 622 of the first restoring member 62. Since the second pre-tightening torque of the third restoring member 67 and the first pre-tightening torque of the first restoring member 62 are in opposite directions, the fifth stopper 681 of the third connecting member 68 and the fourth stopper 632 of the second connecting member 63 will be offset against each other. Similarly, the position of the sixth stopper 682 is set to be offset against the third stopper 631 of the second connecting member 63.

[0111] When the second connecting member 63 is subjected to a torque and rotates clockwise, the second connecting member 63 will push the third connecting member 68 to rotate synchronously; assuming that the third connecting member 68 is fixed, when the second connecting member 63 is subjected to a torque that rotates counterclockwise and exceeds the second pre-tightening torque of the third reset member 67, the third reset member 67 will twist and store energy, and the fifth stop 681 and the fourth stop 632 will rotate relative to each other and no longer resist each other. After the torque that causes the second connecting member 63 to rotate counterclockwise is removed, the fifth stop 681 and the fourth stop 632 will resist each other again.

[0112] As shown in FIG15 , during the upshift process, the output gear 57 rotates and drives the second connecting member 63 to rotate counterclockwise (in the second rotation direction). Since the shift pawl is in the retracted state at this time, the process of the shift pawl from retracting to opening will not generate a large resistance torque on the operating device 81. The torque provided by the driving device 55 is fully capable of driving the operating device 81 to overcome the resistance torque and complete the shift operation. In other words, during the upshift process, the torque-assisted mechanism 6 is mostly inoperative. Assuming that a shift jam occurs, the third connecting member 68 is stationary and the first connecting member 61 rotates counterclockwise relative to the third connecting member 68. At this time, the side surfaces of the first stopper 611 and the second stopper 612 of the first connecting member 61 will respectively push the first contact surface 635 and the second contact surface 636 of the second connecting member 63, causing the second connecting member 63 to rotate counterclockwise following the first connecting member 61. Since the first connecting member 61 and the second connecting member 63 do not rotate relative to each other, the first reset member 62 is not compressed, and the second connecting member 63 and the first reset member 62 are not compressed. The three connecting members 68 rotate relative to each other. During the counterclockwise rotation of the second connecting member 63, the fifth stopper 681 of the third connecting member 68 separates from the fourth stopper 632 of the second connecting member 63, and the third end 671 and the fourth end 672 of the third return member 67 gradually move closer together. The drive device 55 increases the output power to increase the torque to prevent stalling. When the torque increases to exceed the second preload torque, the third return member 67 is compressed. At this time, the first pawl 64 is always blocked by the first stopper 611 of the first connecting member 61 and cannot be ejected. During this process, the torque-reliever mechanism 6 acts as a buffer, preventing the rigid connection between the first connecting member 61 and the third connecting member 68 from causing stalling and damage to the drive device 55.

[0113] As shown in FIG16 , during the downshift process, the output gear 57 rotates and drives the first connecting member 61 to rotate in the clockwise direction (first rotation direction). At this time, part of the shift pawl is in an open state, and the shift pawl and the locking groove 9042 of the sun gear generate a very large bite force. The operating device 81 needs to overcome the above bite force to complete the shift. Assuming that a shift jam occurs, the third connecting member 68 is stationary at this time, and the first connecting member 61 rotates clockwise relative to the third connecting member 68. Since the fourth block 632 of the second connecting member 63 and the fifth block 681 of the third connecting member 68 are against each other, the second connecting member 63 and the third connecting member 68 are stationary, and the third reset member 67 is not compressed. The driving device 55 increases the output power to increase the torque to prevent stalling. When the torque increases to exceed the first pre-tightening torque, the first connecting member 61 and the second connecting member 63 rotate relative to each other, and the first end 621 and the second end 622 of the first reset member 62 gradually move closer, and the first reset member 62 is compressed. At this time, the first The first stop block 611 of the connecting member 61 leaves the avoidance area 643 of the first auxiliary pawl 64, releasing the blockage of the first auxiliary pawl 64. The first auxiliary pawl 64 is lifted up under the action of the second reset member 66 and is stuck in the first connecting groove 73 of the torque constraint member 7, so that the second connecting member 63 and the third connecting member 68 rotate in the same direction following the torque constraint member 7. The torque from the second transmission member 902 is transmitted to the second connecting member 63, the third connecting member 68, and the operating device 81 in turn through the torque constraint member 7, thereby overcoming the bite force generated by the shift pawl and the locking groove 9042 of the sun gear, so that the shift pawl is smoothly retracted and the downshift operation is smoothly completed.

[0114] In addition, the torque assist mechanism 6 is assembled by only three connecting parts, which can be processed by sheet metal processing, and has a simple structure, low cost and easy assembly.

[0115] Figure 17 shows a perspective view of the torque constraint 7, Figure 18 shows a perspective view of the torque constraint 7 from another angle, Figure 19 shows a front view of the torque constraint 7, and Figure 20 shows a schematic diagram of the torque linkage between the torque constraint 7 and the torque constraint 7 via the mechanism 6. The torque constraint mechanism includes the torque constraint 7 and a torque input member. The torque constraint 7 is provided with a deformation portion, and the torque input member is provided with a second connecting groove 9024. The deformation portion is connected to the second connecting groove 9024 when subjected to a torque exceeding the rated torque. After being subjected to the torque exceeding the rated torque, the deformation portion elastically deforms, separating the deformation portion from the second connecting groove 9024.

[0116] In this embodiment, the torque input member may be the second transmission member 902 of the transmission mechanism 9, as described in detail below. As the rider pedals, the input member 3 rotates to input torque. According to the characteristics of the planetary gear mechanism, the planetary carrier inputs, the sun gear is fixed, and the ring gear outputs torque. This means that the rotational direction and torque direction of the second transmission member 902 are always the same as those of the first transmission member 901. Since the internally geared hub receives only torque input from the input member 3 and no external torque input, the constant power formula indicates that the rotational speed of the first transmission member 901 is inversely proportional to the rotational speed of the second transmission member 902, and the torque of the first transmission member 901 is also inversely proportional to the torque of the second transmission member 902. Throughout the hub's transmission process, except for first gear, the planetary carrier inputs, the sun gear is fixed, and the ring gear outputs torque. Therefore, all transmissions are geared in a speed-increasing manner. This means that the rotational speed of the second transmission member 902 is higher than that of the first transmission member 901, and the torque of the second transmission member 902 is lower than that of the first transmission member 901. Therefore, it is easier to control the torque when the torque constraint member 7 is connected to the second transmission member 902 than when it is connected to the first transmission member 901 .

[0117] The second transmission member 902 is provided with a second connecting groove 9024 on its inner wall. The diameter of the inner wall of the second transmission member 902 is slightly larger than the diameter of the side wall 71 of the torque constraint member 7 . The torque constraint member 7 is rotatably assembled to the second transmission member 902 .

[0118] The torque restraining member 7 is generally cylindrical in shape, with a second through hole 72 defined in its center to accommodate the torque-assisting mechanism 6. The torque restraining member 7 is provided with a sidewall 71 having a plurality of fracture zones formed in its circumferential direction, forming a plurality of spring clips 74. The spring clips 74 have a certain degree of deformation capability. In a normal state, the curvature of the spring clips 74 matches that of the sidewall 71. A second connecting portion 75 is provided at one end of the spring clip 74. The shape of the second connecting portion 75 matches that of the second connecting groove 9024. In this embodiment, the cross-section of the second connecting portion 75 is teardrop-shaped, protruding outward from the sidewall 71, and the second connecting portion 75 extends into the second connecting groove 9024.

[0119] In order to connect with the torque-assisting mechanism 6 by means of a pawl, a plurality of first connecting grooves 73 are formed on the inner side of the side wall 71 .

[0120] If the torque of the second transmission member 902 is below the rated torque (permissible torque), the second connecting groove 9024 of the second transmission member 902 will rotate synchronously with the second connecting part 75 of the spring piece 74 of the torque constraint member 7, and the torque of the second transmission member 902 will generate a force on the spring piece 74, and the direction of the force is from the outside of the side wall 71 to the inside of the side wall 71. The spring piece 74 will produce elastic deformation and be pressed down in the direction of the inside of the side wall 71, but the elastic deformation of the spring piece 74 is not enough to make the second connecting part 75 completely disengage from the second connecting groove 9024, so that the torque of the second transmission member 902 is completely transmitted to the torque constraint member 7.

[0121] If the torque of the second transmission member 902 is above the rated torque (permissible torque), the spring piece 74 will be pressed low enough so that the second connecting portion 75 of the spring piece 74 will completely disengage from the second connecting groove 9024. At this time, the second transmission member 902 and the torque constraint member 7 will produce relative rotation, that is, slippage. The torque of the second transmission member 902 can only be partially transmitted to the torque constraint member 7, and the maximum torque is less than or equal to the rated torque.

[0122] In actual use, the torque input to the first transmission member 901 and transmitted to the second transmission member 902 by the rider's uniform pedaling is relatively large, usually 20-50 N·m, while the torque provided by the drive device 55 is usually only less than 2 N·m, and the rated torque designed for the torque constraint 7 is usually between 5-10 N·m. Therefore, the torque constraint 7 is in a state of transmitting partial torque in most cases. When the rider rides at a low speed, the torque of the first transmission member 901 and the second transmission member 902 is relatively small, and only then will it be in a state of transmitting all torque.

[0123] The torque restraint 7 can be formed by a stamping process. To facilitate demolding of the spring clip 74 of the torque restraint 7, a plurality of grooves 76 are formed in the side wall 71. The grooves 76 are located on one side of the second connecting portion 75. The length of the grooves 76 is roughly the same as the length of the spring clip 74. After stamping, the torque restraint 7 is quickly removed from the mold, ensuring that the finished product is completely free of the mold.

[0124] By setting up a torque constraint mechanism, the torque transmitted from the second transmission member 902 to the torque constraint member 7 can be controlled and strictly controlled below the rated torque. This can not only provide additional torque to the operating mechanism 8 during downshifting to eliminate the sticking phenomenon, but also avoid excessive torque being output to the operating device 81, causing the rotation angle of the operating device 81 to exceed the limit and thus cause the gear to jump.

[0125] In order to provide the spring sheet 74 with a sufficiently large elastic deformation space and taking into account the strength of the entire torque restraint 7, the connecting portion and the second connecting groove 9024 are staggered in the circumferential direction to prevent the spring sheet 74 from pressing down the heel and interfering with the pawl.

[0126] Figure 21 shows a perspective view of the operating mechanism 8. The operating mechanism 8 includes an operating device 81, a shift pawl, and a shift pawl seat. The shift pawl is mounted on the shift pawl seat. The operating device 81 is provided with an open slot. The operating device 81 is driven to rotate by the driving device 55 to control the regular retraction and expansion of the shift pawl.

[0127] In this embodiment, to achieve control of multiple gear positions and facilitate assembly, the operating device 81 is provided with three control sections, specifically a first control section 812, a second control section 813, and a third control section 814. The first control section 812, the second control section 813, and the third control section 814 of the operating device 81 are arranged sequentially from right to left, with spaces reserved between adjacent control sections for mounting a shift pawl seat and a shift pawl. For example, the first shift pawl 82 is mounted in the space to the right of the first control section 812, the fixing member 906 is mounted in the space between the first control section 812 and the second control section 813, the second shift pawl 83 is mounted in the space between the second control section 813 and the third control section 814, and the third shift pawl 84 is mounted in the space to the left of the third control section 814.

[0128] The operating device 81 is provided with a third connecting portion 811 at its leftmost end, which is used to facilitate assembly with the driving device 55. The third connecting portion 811 is adapted to the second connecting portion 75 of the above-mentioned third connecting member 68, that is, the second connecting portion 75 is a square protrusion, and the third connecting portion 811 is a corresponding square groove. Conversely, the second connecting portion 75 can also adopt a square groove, and the third connecting portion 811 adopts a corresponding square protrusion.

[0129] The first, second, and third control parts 812, 813, and 814 all have curved arm structures. Their inner walls are each provided with slots that drive the shift pawls to open and retract. The outer diameters of the first, second, and third control parts 812, 813, and 814 are identical to those of the respective shift pawl seats, thereby reducing the radial dimensions of the operating device 81 and making the entire internal gear hub more compact.

[0130] By controlling the operating device 81 to rotate to different angles, different shift pawls are controlled to open or retract, thereby switching to different gears. Specifically, when the operating device 81 is rotated to the first gear angle, all shift pawls are retracted; when the operating device 81 is rotated to the second gear angle, the second shift pawl 83 is opened, and the remaining shift pawls are retracted; when the operating device 81 is rotated to the third gear angle, the third shift pawl 84 is opened, and the remaining shift pawls are retracted; when the operating device 81 is rotated to the fourth gear angle, the first shift pawl 82 is opened, and the remaining shift pawls are retracted; when the operating device 81 is rotated to the fifth gear angle, the first shift pawl 82 and the second shift pawl 83 are opened, and the remaining shift pawls are retracted; when the operating device 81 is rotated to the sixth gear angle, the second shift pawl 83 and the third shift pawl 84 are opened, and the remaining shift pawls are retracted.

[0131] During the above-mentioned shifting process, when switching between two adjacent gears, for example, switching from second gear to third gear, or from fifth gear to sixth gear, only one shift pawl will be added, not two at the same time. This can reduce the torque output by the drive mechanism 5 to the operating device 81 and improve the success rate of shifting.

[0132] FIG22 shows a schematic diagram of the structure of the linkage between the first shift pawl 82 and the first sun gear 904. The first sun gear 904 is supported by a bearing, and a locking groove 9042 is provided at its center. The groove shape of the locking groove 9042 is similar to a spline groove, except that the groove wall of the locking groove 9042 expands outward. The groove wall of the locking groove 9042 corresponds to the side wall 71 of the first shift pawl 82. When the first shift pawl 82 is retracted inward, the locking portion 641 of the first shift pawl 82 does not contact the groove wall of the locking groove 9042, and the first sun gear 904 is in a free state. When the first shift pawl 82 is opened outward, the locking portion 641 of the first shift pawl 82 abuts against the groove wall of the locking groove 9042, and the first sun gear 904 is in a locked state, that is, the third sun gear 908 cannot rotate counterclockwise.

[0133] Likewise, the second sun gear 907 and the third sun gear 908 are both provided with the same locking groove 9042 .

[0134] Figure 23 shows a perspective view of the transmission mechanism 9, Figure 24 shows a perspective view of the transmission mechanism 9 from another angle, and Figure 25 shows a longitudinal cross-sectional view of the transmission mechanism 9. The transmission mechanism 9 includes at least two stages of planetary gear mechanisms and at least one set of clutch structures. In this embodiment, a two-stage planetary gear mechanism is provided, each set of planetary gears including a sun gear, a planet carrier, a ring gear, and at least one planetary gear. The transmission mechanism 9 specifically includes a first transmission member 901, a second transmission member 902, a third transmission member 903, a first sun gear 904, a second sun gear 907, a third sun gear 908, a first planetary gear 909, and a first duplex planetary gear 910. The first-stage planetary gear mechanism includes the first sun gear 904, the first planetary gear 909, the first transmission member 901, and the second transmission member 902. The second-stage planetary gear mechanism includes the second sun gear 907, the third sun gear 908, the first duplex planetary gear 910, the second transmission member 902, and the third transmission member 903.

[0135] The first transmission member 901 is a hollow cylindrical structure with a larger diameter on the left end and a smaller diameter on the right end. An input member mounting groove 9011 is provided on the outer circumference of the right end of the first transmission member 901. The input member 3 is mounted within the input member mounting groove 9011 and secured to the first transmission member 901 to transmit torque. The interior of the hollow cylindrical structure on the left side of the first transmission member 901 is used to mount the first sun gear 904 and support member 905. The first sun gear 904 is retained at both ends by retaining rings.

[0136] A first mounting groove 9012 is formed on the outer circumference of the first transmission member 901. Two mounting holes are respectively processed on the two opposite groove walls of the first mounting groove 9012. The first planetary gear 909 is mounted in the first mounting groove 9012 by passing a pin through the center hole and bearing of the first planetary gear 909. The pin is limited by retaining rings at both ends. The matching relationship between the parts is as follows: the pin and the mounting hole have an interference fit, and the center hole and bearing of the first planetary gear 909 have an overfit or clearance fit with the pin respectively. The first planetary gear 909 can rotate around its own axis.

[0137] The first planetary gear 909 has a sixth gear tooth 9091 . The first sun gear 904 is mounted directly below the first planetary gear 909 . The third gear tooth 9041 of the first sun gear 904 is externally meshed with the sixth gear tooth 9091 of the first planetary gear 909 .

[0138] In this embodiment, there are four first mounting slots 9012, so four first planetary gears 909 can be installed. The number of first planetary gears 909 depends on the actual working conditions and load of the transmission mechanism 9. Generally, the greater the load, the more first planetary gears 909 there are.

[0139] The overall structure of the second transmission member 902 is a hollow cylindrical structure with a small diameter at the left end and a large diameter at the right end. A first gear tooth 9021 is provided at the opening at the right end of the second transmission member 902. The first gear tooth 9021 is equivalent to the ring gear of the planetary gear mechanism. The first gear tooth 9021 of the second transmission member 902 is internally meshed with the sixth gear tooth 9091 of the first planetary gear 909.

[0140] The interior of the hollow cylindrical structure on the left side of the second transmission member 902 is used to install the second sun gear 907 and the third sun gear 908. The second sun gear 907 and the third sun gear 908 are installed side by side and are limited by retaining rings at both ends.

[0141] A second mounting groove 9022 is formed on the outer circumference of the second transmission member 902. Two mounting holes are machined on the two groove walls of the second mounting groove 9022. The first duplex planetary gear 910 is mounted in the second mounting groove 9022 by inserting a pin into the center hole and bearing of the first duplex planetary gear 910. The pin is limited by retaining rings at both ends. The matching relationship between the parts is as follows: the pin and the mounting hole have an interference fit, and the center hole and bearing of the first duplex planetary gear 910 have an overfit or clearance fit with the pin respectively. The first duplex planetary gear 910 can rotate around its own axis.

[0142] The first duplex planetary gear 910 has a seventh gear tooth 9101 and an eighth gear tooth 9102. The seventh gear tooth 9101 is located on the right side of the eighth gear tooth 9102. The second sun gear 907 and the third sun gear 908 are installed directly below the first duplex planetary gear 910. The fourth gear tooth 9071 of the second sun gear 907 is externally meshed with the seventh gear tooth 9101 of the first duplex planetary gear 910, and the fifth gear tooth 9081 of the third sun gear 908 is externally meshed with the eighth gear tooth 9102 of the first duplex planetary gear 910.

[0143] A first clutch structure 9013 is also provided at the leftmost end of the first transmission member 901. The bottom surface of the first clutch structure 9013 is connected to the outer circumference of the first transmission member 901, and the top surface of the first clutch structure 9013 is connected to the inner circumference of the second transmission member 902. The function of the first clutch structure 9013 is that when the speed of the first transmission member 901 is higher than that of the second transmission member 902, the first clutch structure 9013 is engaged, and the torque of the first transmission member 901 and the second transmission member 902 is the same and output outward; when the speed of the second transmission member 902 is higher than that of the first transmission member 901, the first clutch structure 9013 is disengaged, and the torque of the second transmission member 902 is output outward.

[0144] By setting a first clutch structure 9013 between the first transmission member 901 and the second transmission member 902, the one with a higher speed between the first transmission member 901 (planetary carrier) and the second transmission member 902 (ring gear) can be selectively selected to transmit torque outward, thereby achieving the effect of changing the transmission ratio.

[0145] A second gear tooth 9031 is provided at the right end opening of the third transmission member 903. The second gear tooth 9031 of the third transmission member 903 is internally meshed with the eighth gear tooth 9102 of the first double-linked planetary gear 910. A third clutch structure 9032 is provided at the left end of the third transmission member 903. A second clutch structure 9023 is also provided at the leftmost end of the second transmission member 902. The bottom surface of the second clutch structure 9023 is connected to the outer circumference of the second transmission member 902, and the top surface of the second clutch structure 9023 is connected to the inner circumference of the third transmission member 903. The bottom surface of the third clutch structure 9032 is connected to the inner circumference of the third transmission member 903, and the top surface of the third clutch structure 9032 is connected to the inner circumference of the shaft sleeve 911.

[0146] In order to make the transmission mechanism 9 as compact as possible, the third clutch structure 9032 and the second clutch structure 9023 can be arranged in the same plane which is perpendicular to the axis of the core shaft 4 .

[0147] It should be noted that the first transmission member 901, the second transmission member 902, the third transmission member 903, and the sleeve 911 are typically made of steel, and the output member 1 is typically made of an aluminum alloy. The third clutch structure 9032 should not be positioned directly between the third transmission member 903 and the output member 1, as the rollers may impact the inner circumference of the output member 1, causing indentations. Providing a steel sleeve 911 between the third transmission member 903 and the output member 1 can avoid this phenomenon. Furthermore, to ensure a secure assembly between the sleeve 911 and the output member 1, the outer circumference of the sleeve 911 is provided with anti-skid grooves. These grooves significantly increase surface friction, ensuring a more secure assembly between the sleeve 911 and the output member 1. The anti-skid grooves can be straight or diagonal, and can be formed using a knurling tool.

[0148] The first clutch structure 9013 , the second clutch structure 9023 and the third clutch structure 9032 have the same functions and are not described in detail here.

[0149] In this manual, the internal speed hub is driven by a driving mechanism 5 to rotate the operating device 81 of the operating mechanism 8 to different angles. For example, if it is rotated from the first gear angle to the second gear angle, the internal speed hub is shifted from first gear to second gear. If it is rotated from the second gear angle to the first gear angle, the internal speed hub is shifted from second gear to first gear. The driving mechanism 5 has two driving modes: manual mode and automatic mode. Changing the driving mode requires the internal speed hub to be combined with a shift operation module 11. The shift operation module 11 is installed on the front of the bicycle, and the rider uses his or her fingers to press the shift operation module 11 to control it. The shift operation module 11 has a mode switching button, an upshift button, and a downshift button. The rider presses the mode switching button to switch between manual mode and automatic mode. In manual mode, the rider shifts up by pressing the upshift button and downshifts by pressing the downshift button. In automatic mode, the internal gear hub shifts gears based on vehicle speed without any rider intervention. For example, when the vehicle speed reaches 10 kilometers per hour, it automatically shifts from first gear to second gear; when the vehicle speed drops below 10 kilometers per hour, it automatically shifts from second gear to first gear. Riders can switch to manual mode to freely change gears according to actual road conditions for greater riding flexibility, or switch to free mode for automatic gear changes, enhancing riding comfort.

[0150] Figure 26 shows the power transmission path of the first gear of the manual internal speed change hub.

[0151] In first gear, the first, second, and third sun gears 904, 907, and 908 are all free. When torque is input from the input member 3, it first passes through the first transmission member 901. The rotation of the first transmission member 901 drives the first planetary gears 909, while the first sun gear 904 idles. The speed of the first transmission member 901 is higher than that of the second transmission member 902. The first clutch mechanism 9013 engages, synchronizing the speeds of the first and second transmission members 901, 902, and transmitting the torque of the first transmission member 901 to the second transmission member 902. Similarly, the rotation of the second transmission member 902 drives the first duplex planetary gears 910, while the third sun gear 908 idles. The second and third clutch mechanisms 9023 and 9032 engage simultaneously, transmitting the torque of the second transmission member 902 to the third transmission member 903 and then to the shaft sleeve 911. The shaft sleeve 911 is secured to the output member 1, which then delivers output to the wheels. At this time, the internal gear hub does not change speed through the two-stage planetary gear mechanism, and this transmission ratio is defined as the first transmission ratio.

[0152] Figure 27 shows the power transmission path of the second gear of the manual internal speed change hub.

[0153] In second gear, second sun gear 907 is locked, while first and third sun gears 904 and 908 are free. When torque is input from input member 3, it first passes through first transmission member 901. Rotation of first transmission member 901 drives first planetary gears 909, leaving first sun gear 904 idling. First clutch mechanism 9013 engages, synchronizing the speeds of first and second transmission members 901 and 902. Second transmission member 902 rotates, driving first duplex planetary gears 910. Seventh gear tooth 9101 of first duplex planetary gears 910 meshes with fourth gear tooth 9071 of second sun gear 907. Third transmission member 903 rotates faster than second transmission member 902, disengaging second clutch mechanism 9023 and engaging third clutch mechanism 9032. Third transmission member 903 transmits torque to sleeve 911, which is then secured to output member 1, which then delivers output to the wheels. The internal gear hub transmission ratio at this point is defined as the second gear ratio.

[0154] Figure 28 shows the power transmission route of the third gear of the manual internal speed-changing hub.

[0155] In third gear, second sun gear 907 is locked, while first and third sun gears 904 and 908 are free. When torque is input from input member 3, it first passes through first transmission member 901. Rotation of first transmission member 901 drives first planetary gears 909, while first sun gear 904 idles. First clutch mechanism 9013 engages, synchronizing the speeds of first and second transmission members 901 and 902. Second transmission member 902 rotates, driving first duplex planetary gears 910. This in turn drives second transmission member 902, which in turn drives first duplex planetary gears 910. The eighth gear tooth 9102 of first duplex planetary gears 910 meshes with the fifth gear tooth 9081 of third sun gear 908. The speed of third transmission member 903 is higher than that of second transmission member 902. Second clutch mechanism 9023 disengages, and third clutch mechanism 9032 engages. Third transmission member 903 transmits torque to sleeve 911, which is then secured to output member 1, which then delivers output to the wheels. The internal gear hub transmission ratio at this time is defined as the third gear ratio.

[0156] Figure 29 shows the power transmission route of the fourth gear of the manual internal speed change hub.

[0157] In fourth gear, first sun gear 904 is locked, while second sun gear 907 and third sun gear 908 are both free. When torque is input from input member 3, it first passes through first transmission member 901. The rotation of first transmission member 901 drives first planetary gear 909, causing sixth gear teeth 9091 of first planetary gear 909 to externally mesh with third gear teeth 9041 of first sun gear 904. The speed of second transmission member 902 is higher than that of first transmission member 901. At this point, first clutch mechanism 9013 disengages and stops operating. Second transmission member 902 rotates, driving first duplex planetary gear 910. This rotation also drives first duplex planetary gear 910, leaving third sun gear 908 idling. Second clutch mechanism 9023 and third clutch mechanism 9032 engage simultaneously, transmitting torque from second transmission member 902 to third transmission member 903 and then to shaft sleeve 911. Shaft sleeve 911 is secured to output member 1, which then delivers output to the wheels. The internal gear hub transmission ratio at this time is defined as the fourth gear ratio.

[0158] Figure 30 shows the power transmission path of the fifth gear of the hand-shift hub.

[0159] In the fifth gear state, the first sun gear 904 and the second sun gear 907 are locked, and the third sun gear 908 is in a free state. When torque is input from input member 3, it first passes through first transmission member 901. First transmission member 901 rotates, driving first planetary gear 909. Sixth gear tooth 9091 of first planetary gear 909 meshes externally with third gear tooth 9041 of first sun gear 904. Second transmission member 902 rotates faster than first transmission member 901. First clutch mechanism 9013 disengages, and second transmission member 902 rotates, driving first duplex planetary gear 910. Second transmission member 902 rotates, driving first duplex planetary gear 910. Seventh gear tooth 9101 of first duplex planetary gear 910 meshes with fourth gear tooth 9071 of second sun gear 907. Second clutch mechanism 9023 disengages, and third clutch mechanism 9032 engages. Third transmission member 903 transmits torque to shaft sleeve 911, which is secured to output member 1, which then delivers output to the wheels. The internal gear hub transmission ratio at this point is defined as the fifth gear ratio.

[0160] Figure 31 shows the power transmission route of the sixth gear of the manual internal speed-changing hub.

[0161] In the sixth gear state, the first sun gear 904 and the third sun gear 908 are locked, and the second sun gear 907 is in a free state. When the input member 3 inputs torque, it first passes through the first transmission member 901. The rotation of the first transmission member 901 drives the first planetary gear 909 to rotate. The sixth gear tooth 9091 of the first planetary gear 909 externally meshes with the third gear tooth 9041 of the first sun gear 904. The speed of the second transmission member 902 is higher than that of the first transmission member 901. At this time, the first clutch structure 9013 disengages and stops working. The rotation of the second transmission member 902 drives the first duplex planetary gear 910 to rotate. The rotation of the second transmission member 902 drives the first duplex planetary gear 910 to rotate. The eighth gear tooth 9102 of the first duplex planetary gear 910 meshes with the fifth gear tooth 9081 of the third sun gear 908. The speed of the third transmission member 903 is higher than that of the second transmission member 902. The second clutch structure 9023 disengages and stops working. The third clutch structure 9032 engages. The third transmission member 903 transmits the torque to the shaft sleeve 911. The shaft sleeve 911 is fastened to the output member 1, and the output member 1 outputs the torque to the wheels. The internal gear hub transmission ratio at this time is defined as the sixth gear ratio.

[0162] As can be seen, the first through sixth gear ratios are all less than or equal to 1. Lower gears result in lower speeds and greater torque, making them suitable for climbing hills or when carrying heavy loads. Higher gears result in higher speeds and lower torque, making them suitable for descending hills or when carrying light loads. To improve shifting smoothness, the number of teeth from first gear tooth 9021 to eighth gear tooth 9102 can be appropriately adjusted to fit the first through sixth gear ratios to a linear equation of two variables.

[0163] As can be seen from Figures 26 to 31, all power transmission routes from first gear to sixth gear need to pass through the first transmission member 901. The first transmission member 901 has a large span and is subjected to large torque, making it prone to bending and deformation. If the first transmission member 901 deforms, the position of the first planetary gear 909 mounted on the first transmission member 901 will shift, which in turn will shift the first sun gear 904, exacerbating the wear of the shift pawl on the locking groove 9042 of the first sun gear 904. Over time, the shift pawl cannot effectively lock the sun gear, causing the shift to jump. Therefore, a support member 905 is provided between the two-stage planetary gear mechanism, specifically between the first sun gear 904 and the second sun gear 907. The inner wall of the support member 905 is connected to the core shaft 4, and the outer wall of the support member 905 is connected to the inner wall of the first transmission member 901. The support member 905 can withstand radial and axial loads, reducing deformation of the first transmission member 901 when subjected to torque, ensuring concentricity between the first transmission member 901 and the core shaft 4, thereby reducing wear on the shift pawl. The support member 905 can be made of a deep groove ball bearing, an angular contact ball bearing, a thrust bearing, or the like.

[0164] Since the core shaft 4 is equipped with or directly machined with a shift pawl seat, it is inconvenient to directly mount the support member 905 on the core shaft 4. Therefore, a fixing member 906 is provided. The support member 905 is first mounted on the fixing member 906, and then the fixing member 906 is fixed to the core shaft 4 to reduce the processing difficulty. The fixing member 906 has a structure that can be engaged with the shift pawl seat and an outer circumferential surface that can be assembled with the support member 905.

[0165] Compared with the transmission mechanism of the prior art, the transmission mechanism 9 of the present application only uses three sets of planetary gear mechanisms, namely the planetary gear mechanisms corresponding to the first sun gear 904, the second sun gear 907 and the third sun gear 908, which can achieve six-speed shifting, reduce one set of planetary gear mechanisms, reduce the space occupied by the transmission mechanism 9, and make the weight of the hub lighter; reduce the number of sun gears by one, and also reduce the number of control parts of the operating device 81, while reducing the torque required to be provided by the drive device 55, greatly improving the success rate of gear shifting.

[0166] Figure 32 shows a longitudinal cross-sectional view of another embodiment of the transmission mechanism 9. In this embodiment, the first planetary gears 909 are replaced with duplex planetary gears, and the tooth thickness of the first sun gear 904 is appropriately reduced so that its teeth mesh externally with one of the teeth of the duplex planetary gears. The remaining structure remains unchanged. Since there is only one first sun gear 904, this portion of the planetary gear mechanism still constitutes a single planetary gear mechanism. This design has the advantage of further reducing the radial dimensions of the planetary gear mechanism while maintaining the same transmission ratio, resulting in a more compact structure.

[0167] Figure 33 shows a schematic diagram of the pressure relief valve 22 assembly. As shown, the end cap 2 is provided with a pressure relief valve 22, which consists of a spring, piston, valve core, and valve seat. When the pressure within the inner gear hub cavity exceeds a set value, the spring contracts under the pressure, causing the valve core or piston to move away from the valve seat, thereby opening a pressure relief channel. Through the pressure relief channel, air is discharged from the inner gear hub, reducing the pressure within the cavity and preventing oil leakage.

[0168] Throughout this specification, reference to terms such as "one embodiment," "certain embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0169] The above are only some embodiments of the present application. For those skilled in the art, several modifications and improvements can be made without departing from the inventive concept of the present application, and these all fall within the scope of protection of the present application.

Claims

1. A manual-automatic internal speed-changing hub, comprising a spindle (4), a transmission mechanism (9), a drive mechanism (5), an operating mechanism (8), an input member (3) and an output member (1), wherein the spindle (4) is fixed to a frame, and the drive mechanism (5), the operating mechanism (8) and the transmission mechanism (9) are sequentially connected and mounted on the spindle (4); The input member (3) is fixedly connected to the transmission mechanism (9) and is used to input torque into the transmission mechanism (9); The output member (1) is connected to the transmission mechanism (9) and is used to output torque to the wheels; The transmission mechanism (9) comprises a second transmission member (902), wherein the second transmission member (902) has a torque in a first rotation direction; The transmission mechanism (9) has at least one transmission ratio; The driving mechanism (5) is electrically driven, and the driving mechanism (5) drives the operating mechanism (8) to rotate to a specific angle manually and / or automatically, thereby changing the transmission relationship of each component in the transmission mechanism (9) and realizing the transmission ratio change of the transmission mechanism (9), characterized in that: The invention also comprises a torque-aiding mechanism (6), one end of which is connected to the operating mechanism (8), and the other end of which is respectively connected to the second transmission member (902) and the driving mechanism (5); the torque-aiding mechanism (6) comprises a first connecting member (61), a second connecting member (63), a third connecting member (68), and a first reset member (62) which are rotatably connected to each other; the first connecting member (61) is used to transmit the torque output by the driving mechanism (5); the first connecting member (61) is provided with a first stopper (611); the second connecting member (63) is provided with a torque transmission structure; the third connecting member (68) is connected to the operating mechanism (8) and is used to output torque; One end of the first reset member (62) is connected to the first connecting member (61), and the other end of the first reset member (62) is connected to the second connecting member (63). The first reset member (62) provides a first pre-tightening torque. The first connecting member (61) rotates along a first rotation direction. When the torque input by the first connecting member (61) exceeds the first pre-tightening torque and the first connecting member (61) and the third connecting member (68) rotate relative to each other, the first reset member (62) is deformed, the first connecting member (61) and the second connecting member (63) rotate relative to each other, and the first stopper (611) no longer blocks the torque transfer structure, so that the torque transfer structure is connected to the second transmission member (902) to transfer the torque of the second transmission member (902) to the third connecting member (68).

2. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: A third restoring member (67) is arranged between the second connecting member (63) and the third connecting member (68), one end of the third restoring member (67) is connected to the second connecting member (63), and the other end of the third restoring member (67) is connected to the third connecting member (68), and the third restoring member (67) provides a second pre-tightening torque. When the third connecting member (68) rotates along the second rotation direction, when the torque input into the first connecting member (61) exceeds the second pre-tightening torque, and the first connecting member (61) and the third connecting member (68) rotate relative to each other, the third restoring member (67) is deformed, and the second connecting member (63) and the third connecting member (68) rotate relative to each other, and the first rotation direction is opposite to the second rotation direction.

3. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The torque transmission structure comprises a ratchet pawl elastically hinged on the second connecting member (63), the ratchet pawl having a retracted state and an open state, the ratchet pawl being connected to the second transmission member (902) in the open state and being disengaged from the second transmission member (902) in the retracted state.

4. The manual-automatic internal speed change hub according to claim 3, characterized in that: The torque transmission structure comprises a second reset member (66), one end of the second reset member (66) is fixed to the second connecting member (63), and the other end of the second reset member (66) is in contact with the ratchet pawl.

5. The manual-automatic internal speed-changing hub according to claim 3, characterized in that: A locking portion (641) is provided on one side of the ratchet, and an escape area (643) is provided on the other side; a third contact surface (642) is provided at a position where the escape area (643) and the locking portion (641) are connected.

6. The manual-automatic internal speed-changing hub according to claim 5, characterized in that: The second connecting member (63) is provided with a first contact surface (635), and the first stopper (611) is separated from the first contact surface (635) when moving in the first rotation direction, and the first stopper (611) is against the first contact surface (635) when moving in the second rotation direction.

7. The manual-automatic internal speed-changing hub according to claim 6, characterized in that: The third contact surface (642) by means of the pawl and the first contact surface (635) of the second connecting member (63) are located on the same plane.

8. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The third connecting member (68) is provided with a fifth stopper (681), and the second connecting member (63) is provided with a fourth stopper (632). When the fourth stopper (632) moves in the first rotation direction, it abuts against the fifth stopper (681), and when the fourth stopper (632) moves in the second rotation direction, it separates from the fifth stopper (681).

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

10. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The transmission mechanism (9) comprises at least two stages of planetary gear mechanisms and at least one set of clutch structures; the drive mechanism (5) changes the transmission relationship of the planetary gear mechanisms manually and / or automatically, so that the torque is selectively output to the output member (1) after the speed is changed by the planetary gear mechanisms and through the clutch structures; and at least one support member (905) is provided between the two stages of the planetary gear mechanisms.

11. The manual-automatic internal speed-changing hub according to claim 10, characterized in that: The inner wall of the support member (905) is connected to the core shaft (4), and the outer wall of the support member (905) is connected to the inner wall of the first transmission member (901).

12. The manual-automatic internal speed-changing hub according to claim 11, characterized in that: It also includes a fixing member (906), wherein the fixing member (906) is fixedly connected to the core shaft (4), and the supporting member (905) is installed on the fixing member (906).

13. The manual-automatic internal speed-changing hub according to claim 10, characterized in that: The support member (905) is disposed between the first sun gear (904) and the second sun gear (907).

14. The manual-automatic internal speed-changing hub according to claim 10, characterized in that: The planetary gear mechanism is provided with two stages, namely a first-stage planetary gear mechanism and a second-stage planetary gear mechanism, and the two-stage planetary gear mechanisms are driven in series.

15. The manual-automatic internal speed-changing hub according to claim 14, characterized in that: The first-stage planetary gear mechanism is a speed-increasing transmission.

16. The manual-automatic internal speed-changing hub according to claim 15, characterized in that: The first-stage planetary gear mechanism comprises a first sun gear (904), a first planetary gear (909), a first transmission member (901) and a second transmission member (902); the first planetary gear (909) is rotatably connected to the first transmission member (901); the second transmission member (902) has a first gear tooth (9021); the first sun gear (904) has a third gear tooth (9041); the first planetary gear (909) has a sixth gear tooth (9091); the third gear tooth (9041) of the first sun gear (904) is externally meshed with the sixth gear tooth (9091) of the first planetary gear (909); and the first gear tooth (9021) of the second transmission member (902) is internally meshed with the sixth gear tooth (9091) of the first planetary gear (909).

17. The manual-automatic internal speed-changing hub according to claim 16, characterized in that: A first clutch structure (9013) is provided between the first transmission member (901) and the second transmission member (902).

18. The manual-automatic internal speed-changing hub according to claim 14, characterized in that: The second-stage planetary gear mechanism is a speed-increasing transmission.

19. The manual-automatic internal speed-changing hub according to claim 18, characterized in that: The second-stage planetary gear mechanism comprises a second sun gear (907), a third sun gear (908), a first double-linked planetary gear (910), a second transmission member (902) and a third transmission member (903), wherein the first double-linked planetary gear (910) is rotatably connected to the second transmission member (902), the third transmission member (903) has a second gear tooth (9031), the first double-linked planetary gear (910) has a seventh gear tooth (9101) and an eighth gear tooth (9102), the second sun gear (907) has a fourth gear tooth (9101). teeth (9071), the third sun gear (908) has a fifth gear tooth (9081), the fourth gear tooth (9071) of the second sun gear (907) is externally meshed with the seventh gear tooth (9101) of the first duplex planetary gear (910), the fifth gear tooth (9081) of the third sun gear (908) is externally meshed with the eighth gear tooth (9102) of the first duplex planetary gear (910), and the second gear tooth (9031) of the third transmission member (903) is internally meshed with the eighth gear tooth (9102) of the first duplex planetary gear (910).

20. The manual-automatic internal speed-changing hub according to claim 19, characterized in that: A second clutch structure (9023) is provided between the second transmission member (902) and the third transmission member (903).

21. The manual-automatic internal speed-changing hub according to claim 20, characterized in that: It also comprises a shaft sleeve (911), wherein the shaft sleeve (911) is connected to the output member (1), and a third clutch structure (9032) is provided between the shaft sleeve (911) and the third transmission member (903).

22. The manual-automatic internal speed-changing hub according to claim 21, characterized in that: The third clutch structure (9032) and the second clutch structure (9023) are located in the same plane perpendicular to the axis of the core shaft (4).

23. The manual-automatic internal speed-changing hub according to claim 21, characterized in that: The outer peripheral surface of the shaft sleeve (911) is provided with an anti-slip groove.

24. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The driving mechanism (5) is provided with a gear feedback module.

25. The manual-automatic internal speed-changing hub according to claim 24, characterized in that: The gear feedback module includes a plurality of gear Hall elements, which sense the magnetic field strength of a magnet mounted on a magnet seat (614) of the torque-assisting mechanism (6) to obtain a pulse signal and determine the gear position to which the driving device (55) of the driving mechanism (5) rotates.

26. The manual-automatic internal speed-changing hub according to claim 24, characterized in that: The driving mechanism (5) is provided with a rotation speed feedback module.

27. The manual-automatic internal speed-changing hub according to claim 26, characterized in that: The speed feedback module comprises a speed Hall element, which senses the magnetic field strength of a magnet installed in a magnet installation slot (21) of an end cover (2) connected to an output member (1) to obtain a pulse signal and calculate the speed of the internal gear hub.

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

29. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The operating mechanism (8) comprises a shift pawl seat and an operating device (81), wherein the shift pawl seat is sleeved on the core shaft (4), the shift pawl seat is hingedly connected with a shift pawl, and the operating device (81) is provided with an open slot, wherein the open slot is used to control the shift pawl to open or close so as to change the transmission relationship of each component in the transmission mechanism (9).

30. The manual-automatic internal speed-changing hub according to claim 1, characterized in that: The output member (1) is connected to the end cover (2), and the end cover (2) is provided with a pressure relief valve (22).

31. A bicycle, characterized in that: It comprises the manual-automatic internal speed-changing hub as described in any one of claims 1-30.

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