Bicycle transmission system

Abstract

The disclosure relates to a bicycle transmission, comprising an axle, such as a wheel axle or a layshaft in a crank transmission, configured to be non- rotatably fixed to a frame of the bicycle; at least one sun gear rotatably mounted around the axle; at least one clutch mechanism for selectively preventing rotation of the at least one sun gear in at least one rotational direction about the axle; and a camshaft mounted inside the axle for actuating the at least one clutch mechanism

Description

[0001] Title: Bicycle transmission system

[0002] FIELD

[0003] The invention relates to a bicycle transmission system, such as for a bicycle.

[0004] BACKGROUND

[0005] Bicycle transmission systems are known per se. Many bicycle transmission systems are configured to provide a plurality of different transmission ratios.

[0006] A known class of bicycle transmission systems is based on a chain connecting a front chain wheel and a rear sprocket, wherein the rear sprocket is one of a plurality of rear sprockets, e.g. combined in a cassette, and a rear derailleur is provided for providing selectable different transmission ratios. Alternatively, or additionally, the front chain wheel is one of a plurality of front chain wheels, and a front derailleur is provided for providing selectable different transmission ratios.

[0007] Another known class of bicycle transmission systems uses encased transmissions. Such encased transmissions can e.g. be internally geared bicycle hub transmissions. Such encased transmissions can be internally geared crank units. The encased transmissions can be used in combination with a derailleur system.

[0008] Present encased transmission systems can have the disadvantage of having few different transmission ratios. Present encased transmission systems with more transmission ratios often have the disadvantage of being heavy. SUMMARY

[0009] It is an object to propose an improved bicycle transmission for a human powered vehicle or light electric vehicle, such as a bicycle.

[0010] According to an aspect is provided a hub assembly for a human- powered vehicle or light electric vehicle, the hub assembly comprising: a wheel axle; a hub shell for connection to a wheel rotatably mounted on the hub axle, e.g. to rotate around a rotational center axis of the hub assembly; an electric component; and control electronics electrically coupled to the electric component. The electric component can comprise an electromechanical actuator, e.g. for actuating a gear shift from one transmission ratio to another. The control electronics can be configured for controlling the electromechanical actuator. The electric component can alternatively, or additionally, comprise a sensor. The control electronics can be mounted inside the hub shell.

[0011] According to an aspect is provided a hub assembly for a human- powered vehicle or light electric vehicle. The hub assembly comprises a wheel axle. The wheel axle can be configured to be non-rotatably disposed with respect to a frame of the human-powered vehicle or light electric vehicle. The hub assembly comprises a hub shell for connection to a wheel rotatably mounted on the hub axle, e.g. to rotate around a rotational center axis of the hub assembly. The hub assembly comprises an electromechanical actuator, and control electronics for controlling the electromechanical actuator. The control electronics are mounted inside the hub shell. Hence, the hub assembly can be self-contained in that both the electromechanical actuator and the control electronics are mounted in the hub shell.

[0012] Optionally, the control electronics and / or the actuator is non- rotatably disposed with respect to the hub axle, such as concentrically on the axle.

[0013] Optionally, the control electronics are housed in a housing, wherein the housing is positioned at least partially inside the hub shell, and the housing comprises at least a portion that is accessible from outside the hub shell. Alternatively, or additionally, further electronics are housed in the housing, instead of, or in addition to, the control electronics. Housing the control electronics and / or further electronics in their own housing provides for simple modular design of the hub assembly and increased protection of the (control) electronics from debris. Optionally, the housing is sealed against moisture, so that the (control) electronics are shielded from moisture. By providing that at least a portion of the housing is, in use, accessible from outside the hub shell provides the advantage that access to the (control) electronics, e.g. for providing control signals and / or electric power to the (control) electronics, and / or obtaining signals or other information from the (control) electronics is simplified.

[0014] Optionally, the housing is partly positioned between the hub axle and the hub shell. The housing may particularly be partly positioned between the hub axle and an outer end of the hub shell, e.g. at a drive side or at a non-drive side of the hub assembly. The hub assembly may comprise a seal, such as an o-ring and / or labyrinth seal, between the, e.g. sealed, housing and the hub axle. The hub assembly may comprise a seal, such as an o-ring and / or labyrinth seal, between the, e.g. sealed, housing and the hub shell. Thus, the entering of debris into the hub shell between the housing and the hub axle, and / or between the housing and the hub shell can be avoided, or at least diminished.

[0015] Optionally, the control electronics includes an electric circuit board. Optionally, the control electronics are wiredly or wirelessly connectable to an external control device, such as a shifter.

[0016] Optionally, the control electronics comprises, or is connected to, at least one of a generator, battery, PCB, wireless receiver / transmitter, antenna, LED, charge plug, connector, or micro-chip.

[0017] Optionally, there is signal communication between the control electronics and the control device. The signal communication between the control electronics and the control device can be bi-directional. For instance, control signals may travel from the control control device to the control electronics and / or sensor signals may travel from the control electronics to the control device.

[0018] Optionally, there is electric energy transmission between the control electronics and the control device. The energy transmission can be bi-directional. The control electronics can be configured to provide electric power to the control device and / or the control device can be configured to provide electric power to the control electronics.

[0019] Optionally, the hub assembly comprises an electric wire sheath connected, and preferably sealed, to the housing. The electric wire sheath can include electric conductor wires for transmitting signals and / or electric power to the control electronics, and / or receiving signals and / or electric power from the control electronics. Electric conductors of the electric wire sheath can be wiredly connected to the control device. A transmitter and / or receiver can be wiredly connected to electric conductors of the wire sheath. The transmitter and / or receiver can be in wireless communication with the control device, e.g. via an antenna. Alternatively, or additionally, the control electronics includes a transmitter and / or receiver, e.g. in the housing, such as in the portion that is accessible from outside the hub shell, that can be in wireless communication with the control device. Optionally, the hub assembly comprises an antenna connected to the control electronics, such as via a wire inside the housing.

[0020] Optionally, the transmitter and / or receiver is positioned inside the hub shell. The transmitter and / or receiver may hence be entirely accommodated inside the hub shell, without any part being external to the hub shell. The transmitter and / or receiver may be housed in the housing.

[0021] Optionally, the antenna is positioned inside the hub shell. The antenna may hence be entirely accommodated inside the hub shell. The antenna may hence not include any antenna part that is outside of the hub shell.

[0022] Optionally, the antenna is housed in the housing. The antenna may hence be accommodated entirely inside the housing, together with the control electronics. The housing in turn may be accommodated entirely inside the hub shell. The housing particularly may comprise at least a portion that is accessible from outside the hub shell. The external accessibility of the housing allows wireless signals to be received by the antenna held within the housing, without the wireless signals being impeded by the often metal construction of the hub shell.

[0023] Optionally, the electromechanical actuator comprises an electric motor, e.g. for shift control for actuating a gear shift from one transmission ratio to another. The electric motor can be positioned concentric inside the hub axle. The electric motor can be positioned on the outside of the hub axle.

[0024] Optionally, the hub assembly comprises a wired connection between the electric motor and the control electronics. The hub assembly can comprise a detachable connector in the wired connection between the electric motor and the control electronics.

[0025] Optionally, the control electronics are positioned on a non-drive side of the hub assembly. This can provide the advantage that placement of the control electronics does not interfere with mechanical components for driving the hub shell in rotation. The housing. Or at least part thereof, can e.g be mounted radially inside a brake disk.

[0026] Optionally, the hub assembly comprises a light guide connected to the control electronics and / or electromechanical actuator. The light guide can e.g. be configured to communicate optical signals to outside the hub shell. The optical signals can e.g. indicate a status of the control electronics and / or electromechanical actuator. A predetermined optical signal can e.g. be emitted during shifting. A predetermined optical signal can e.g. be emitted to indicate a malfunction or error. A predetermined optical signal can e.g. be emitted to indicate a communications state (pairing, connecting, connected, connection lost, performing communication, or the like). A predetermined optical signal can e.g. be emitted to indicate a current transmission ratio. A predetermined optical signal can e.g. be emitted to indicate a suggested shift of transmission ratio.

[0027] Optionally, the hub assembly comprises an electric generator connected to the control electronics and / or electromechanical actuator. Hence, the hub assembly can be self-sufficient in view of electric power.

[0028] Optionally, the hub assembly comprises a charger connected to the control electronics and / or electromechanical actuator. The charger can be configured to be connected to an external electric power source. The charger can be connected to the electric generator.

[0029] Optionally, the hub assembly comprises a battery connected to the control electronics and / or electromechanical actuator. The battery can be connected to the electric generator and / or the charger for charging the battery. The battery can provide electric power to the control electronics and / or the electromechanical actuator.

[0030] Optionally, the hub assembly comprises one or more sensors, such as a speed sensor, rotation angle sensor, position sensor, or the like. The sensor (or sensors) can be connected to the control electronics and / or electromechanical actuator.

[0031] Optionally, the hub assembly is configured for selectively providing one of a plurality of transmission ratios. The hub assembly can be an internal transmission hub assembly. The hub assembly can e.g. be configured to select one of a plurality of different transmission ratios. The hub assembly can e.g. be configured to provide two, three, four, five, six, seven, eight, nine, ten, eleven, twelve, thirteen, fourteen, fifteen, sixteen, seventeen, eighteen, nineteen, twenty, or more different transmission ratios. The control electronics can configured for receiving a data signal, e.g. from the control device, indicative of a desired shift step shifting from one transmission ratio setting to another transmission ratio setting. Alternatively, or additionally, the control electronics can configured for receiving, e.g. from the control device, a data signal indicative of a transmission ratio setting. The control electronics can be configured for controlling the electromechanical actuator for achieving the desired shift step and / or transmission ratio setting. The data signal indicative of a desired shift step and / or transmission ratio setting can be received wiredly (e.g. via wires in the wire sheath) or wirelessly (e.g. via an antenna in the housing, connected to the housing, or connected to wires in the wire sheath) by the control electronics.

[0032] The control electronics can be configured to use input from a sensor for setting a desired shift step and / or transmission ratio setting. The control electronics can be configured to use input from a sensor connected to the control electronics and / or to the actuator when setting a desired shift step and / or transmission ratio setting. The sensor can e.g. provide a signal indicative of a (e.g. translational and / or rotational) position of a mechanical component of the transmission and / or actuator. The sensor can e.g. provide a signal indicative of an electric parameter of the control electronics and / or actuator, such as a current through the electric motor. The signal from the sensor can be indicative of the current transmission ratio setting.

[0033] The control electronics can be configured for autonomously changing a transmission ratio setting of the hub assembly. The control electronics can e.g. autonomously determine to change a transmission ratio setting on the basis of a current transmission ratio setting, wheel speed, vehicle speed, torque, cadence, and / or heart rate of the rider.

[0034] Optionally, the hub assembly comprises an end cap disposed on an axial end of the hub axle. The end cap can be part of the housing. The end cap can include a rotation restriction part configured to couple the hub axle to a vehicle body (such as a frame) of a human-powered vehicle or light electric vehicle so that rotation of the hub axle relative to the vehicle body is restricted.

[0035] Optionally, the hub assembly comprises a driver part for connection to one or more sprockets, wherein the driver part is mounted to the wheel axle via a first bearing, and wherein the hub shell is mounted to the wheel axle via a second bearing and to the driver part via a third bearing. The hub assembly can comprise a transmission system providing a plurality of selectable different transmission ratios between the driver and the hub shell, the transmission system being positioned between the second and third bearings. The electromechanical actuator can be configured for actuating a gear shift from one transmission ratio to another. The control electronics can be positioned beyond the second bearing when seen from the transmission system.

[0036] Optionally, the hub assembly comprises a driver part for connection to one or more sprockets, wherein the driver part is mounted to the wheel axle via a first bearing, and wherein the hub shell is mounted to the wheel axle via a second bearing and to the driver part via a third bearing, wherein the hub shell encloses a first cavity between the second bearing and the third bearing. The hub assembly can comprise a transmission system providing a plurality of selectable different transmission ratios between the driver and the hub shell, the transmission system being positioned in the first cavity. The electromechanical actuator can be configured for actuating a gear shift from one transmission ratio to another. The control electronics can be positioned outside the first cavity.

[0037] Optionally, the hub shell extends beyond the second bearing when seen from the transmission system and encases the control electronics.

[0038] Optionally, the control electronics are mounted inside, behind and / or connected to a plastic cover.

[0039] Optionally, the hub shell comprises an inner hub shell housing the axle and an outer hub shell configured for connection to the wheel, wherein the control electronics are positioned to be replaceable after removing the inner hub shell from the outer hub shell.

[0040] According to an aspect is provided a human powered vehicle or light electric vehicle, such as a bicycle, comprising the hub assembly.

[0041] It will be appreciated that any of the aspects, features and options described herein can be combined.

[0042] BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings in which:

[0044] Figure 1 shows an example of a transmission;

[0045] Figure 2 shows a schematic example of a transmission;

[0046] Figure 3 shows a schematic example of a transmission; Figure 4 shows a schematic example of a transmission; Figure 5 shows a schematic example of a transmission; and Figure 6 shows an example of a bicycle.

[0047] DETAILED DESCRIPTION

[0048] Figures 1 and 2 show schematic examples of a hub assembly 1000 for a human powered vehicle or light electric vehicle, such as bicycle. In these examples, the hub assembly 1000 is embodied as a hub transmission. The hub assembly 1000 includes a transmission input I and a transmission output O. Here, the transmission input I is connected to a rear sprocket 3 for engaging a chain or belt of an chain or belt drive 300. The sprocket 3 may be part of a cassette of sprockets, such as including two or three sprockets. In a particular example, the cassette of sprockets includes at most two or at most 3 sprockets. Here, the transmission output O is connected to a hub shell 51, which may in turn be connected to a driven wheel of the bicycle. The hub assembly 1000 comprises a transmission system 100, here a planetary gear set 100, arranged for providing a speed reduction and / or speed increase between the input I and the output O. The planetary gear set 100 comprises a ring gear 128 and a planet carrier 126 carrying one or more planet gears 127. The planet carrier 126 in this example carries one or more stepped planet gears 127 having multiple planet gear parts 127i having different planet radii. In this example, the stepped planet gear has four planet gear parts 127a, 127b, 127c, 127d. The ring gear 128 meshes with one of the different planet radii 127i. Here, the ring gear 128 meshes with the third planet gear part 127c. The planetary gear set 100 also comprises a plurality of different sun gears 129i. The plurality of sun gears respectively mesh with the plurality of different planet radii 127i. Here, the plurality of sun gears comprises four sun gears 129a, 129b, 129c, 129d. Notice that in this example, the sun gears 129i are positioned with ever increasing diameters from one end of the axle 30 to the other end of the axle. This can be beneficial in combination with an ever increasing axle 30 diameter corresponding to the increasing sun gear diameter. The same applies to the planet gear parts 127i. It is, however, also possible to position the sun gear 129d with the smallest diameter between two sun gears of larger diameter. This can provide a compact build. Similarly, positioning the planet gear parts 127d with the largest diameter between two planet gear parts of smaller diameter can provide a compact build.

[0049] The sun gears 129i are rotatably arranged about a stationary axle 30. The stationary axle 30 may be mounted to a frame of the bicycle, for supporting torque thereon. Therefore, the axle may be mounted rotationally fixed, i.e. non-rotatably, to the frame.

[0050] The hub assembly 1000 comprises a switching mechanism. The switching mechanism comprises a first actuatable clutch mechanism Si and a second actuatable clutch mechanism S2. The first actuatable clutch mechanism Si is arranged in a transmission path between the transmission input I and the planet carrier 126. The second actuatable clutch mechanism S2 is arranged in a transmission path between the ring gear 128 and the transmission output O. The hub assembly 1000 also comprises a first freewheel 11 in a transmission path between the transmission input I and the ring gear 128. The first freewheel 11 is hence parallel to the first actuatable clutch mechanism Si. The hub assembly 1000 also comprises a second freewheel 12 in a transmission path between the planet carrier 126 and the transmission output O. The second freewheel 12 is hence parallel to the second actuatable clutch mechanism S2. The actuatable clutches Si, S2 of the shifting mechanism can be similar or identical to a clutch as described in WO2018 / 199757A2, W02020 / 085911A2, WO2021 / 080431A1 or WO2021 / 249945A1, all incorporated herein by reference in their entirety.

[0051] The switching mechanism is configured for selectively being in a first state or a second state. In the first state, both the first and the second actuatable clutch mechanisms Si, S2 are in an unclutched state. When, as explained below, at least one of the sun gears 129a, 129b, 129c, 129d is prevented from rotating in at least one direction, torque can accordingly be transmitted in the first state from the transmission input I via the first freewheel 11 to the ring gear 128 and from the planet carrier 127 via the second freewheel 12 to the transmission output O. In this state, the planetary gear set 100 provides a speed reduction from the ring gear 128 to the planet carrier 126 in accordance with the relative dimensions of the cooperating rotational members of the planetary gear set 100.

[0052] In the second state of the switching mechanism, both the first and the second actuatable clutch mechanisms Si, S2 are in a clutched state. When, as explained below, at least one of the sun gears 129a, 129b, 129c, 129d is prevented from rotating in at least one direction, torque can accordingly be transmitted in the second state from the transmission input I via the first actuatable clutch mechanism Si to the planet carrier 126 and from the ring gear 128 via the second actuatable clutch mechanism S2 to the transmission output O. The first freewheel 11 and the second freewheel 12 are overrun in the second state. In the second state, the planetary gear set 100 provides a speed increase from the planet carrier 126 to the ring gear 128 in accordance with the relative dimensions of the cooperating rotational members of the planetary gear set 100.

[0053] Here, the hub assembly 1000 also comprises a third freewheel 13 arranged in series with the first actuatable clutch Si, and a fourth freewheel 14 arranged in series with the second actuatable clutch S2. The third and fourth freewheels 13 and 14 can prevent lockup of the transmission of the hub assembly 1000 if the bicycle were to be rolled backwards.

[0054] The switching mechanism enables for reversing a transmission path through the planetary gear set 100, e.g. from ring gear 128 to carrier 126 or vice versa, to effectively increase the range of transmission ratios of the hub assembly 1000 as whole. In the first state of the switching mechanism, the transmission of the hub assembly 1000 operates according to an underdrive transmission ratio, reducing the rotational speed from the input I to the output O. In the second state of the switching mechanism, the transmission of the hub assembly 1000 operates according to an overdrive transmission ratio, increasing the rotational speed from the input I to the output O.

[0055] The switching mechanism may also be arranged for selectively being in a third state. In the third state, the first actuatable clutch mechanism S 1 may be in its clutched state, while the second actuatable clutch mechanism S2 is in its unclutched state, or vice versa. In the third state, the transmission input I and the transmission output O are coupled to the same rotational member of the planetary gear set 100, e.g. both to the planet carrier 126 or both to the ring gear 128. In the third state, the transmission may be operable according to a unitary transmission ratio, e.g. a transmission ratio of 1:1. The hub assembly 1000 further comprises a clutch mechanism. The clutch mechanism is arranged for selectively clutching a selective one of the plurality of sun gears 129i to the stationary axle 30. Hereto, the clutch mechanism comprises a plurality of actuatable bidirectional clutch mechanisms Ci. In this example, the plurality of actuatable bidirectional clutch mechanisms Ci comprises four actuatable bidirectional clutch mechanisms Cl, C2, C3, C4. Each actuatable bidirectional clutch mechanism Ci is associated with a respective sun gear 129i, for clutching the associated sun gear 129i to the stationary axle 30 in a selective one of two opposing rotation directions. Each actuatable bidirectional clutch mechanism Ci is arranged for being selectively in a first disposition or a second disposition. In the first disposition, the actuatable bidirectional clutch mechanism Ci prevents rotation of the respective sun gear 129i in the first rotation direction about the stationary axle 30. Herein, preventing rotation of the respective sun gear 129i in the first rotation direction about the stationary axle 30 is also referred to as braking the respective sun gear 129i in the first rotation direction. In the second disposition, the actuatable bidirectional clutch mechanism C2.i prevents rotation of the respective sun gear 129i in the second rotation direction about the stationary axle 30. Herein, preventing rotation of the respective sun gear 129i in the second rotation direction about the stationary axle 30 is also referred to as braking the respective sun gear 129i in the second rotation direction. The direction in which a sun gear 129i is to be braked is dependent on the state of the switching mechanism. For example, if the switching mechanism is in its first state, a selective one of the actuatable bidirectional clutch mechanisms Ci may prevent rotation of a respective sun gear 129a in the second rotational direction, whereas if the switching mechanism is in its second state, a selective one of the actuatable bidirectional clutch mechanisms Ci may prevent rotation of a respective sun gear 129a in the first rotational direction. When the transmission input I is driven in the first rotational direction R1 about the stationary axle 30, while the switching mechanism is in the first state, the ring gear 128 is also driven in the first rotational direction, and via the stepped planet gear 127, a rotational force is induced on the sun gears 129i in the second, reverse, rotational direction. By braking a selective one of the sun gears 129i in the second rotational direction with a corresponding one of the clutch mechanisms Ci, torque can be transmitted from the ring gear 128 to the planet carrier 126, according to an underdrive transmission ratio. When the transmission input I is driven in the first rotational direction about the stationary axle 30, while the switching mechanism is in the second state however, the planet carrier 126 is also driven in the first rotational direction, and via the stepped planet gear 127, a rotational force is induced on the sun gears 129i in the first rotational direction. By braking a selective one of the sun gears 129i in the first rotational direction with a corresponding one of the clutch mechanisms Ci, torque can be transmitted from the planet carrier 126 to the ring gear 128 according to an overdrive transmission ratio.

[0056] In each of the first and second dispositions, the actuatable bidirectional clutch mechanisms Ci may be arranged to prevent rotation of the sun gear 129 in one direction, while allowing rotation of the sun gear in the opposite rotation direction, e.g. by freewheeling. Hence, in the first disposition, the actuatable bidirectional clutch mechanism Ci may be configured for allowing freewheeling of the sun gear 129i in the second rotational direction while preventing rotation of that sun gear 129i in the first rotational direction. Also, in the second disposition, the actuatable bidirectional clutch mechanism Ci may be configured for allowing freewheeling of the sun gear 129i in the first rotational direction while preventing rotation of that sun gear 129i in the second rotational direction.

[0057] One or more of the actuatable bidirectional clutch mechanisms Ci may also selectively be adjusted to a third disposition. In the third disposition, the actuatable bidirectional clutch mechanism Ci may allow free rotation of the respective sun gear 129i in both rotational directions about the stationary axle 30. For instance, while one of the actuatable bidirectional clutch mechanisms Ci is in the first disposition or the second disposition, other ones of the actuatable bidirectional clutch mechanisms can be in the third disposition.

[0058] One or more, e.g. all, of the actuatable bidirectional clutch mechanisms Ci may be configured to be adjustable to be in the third disposition, if the switching mechanism is in its third state, for allowing the ring gear 128 and the planet carrier 126 to corotate about the stationary axle 30. This way, the hub assembly 1000 may provide a unitary transmission ratio between the input I and output O. If the switching mechanism is in its third state, one or more of the actuatable bidirectional clutch mechanisms Ci may also be adjusted to be in the second disposition, for allowing the ring gear 128 and the planet carrier 126 to corotate about the stationary axle 30 in the first rotational direction.

[0059] It is possible that one (or more) of the actuatable bidirectional clutch mechanisms Ci is a biased actuatable bidirectional clutch mechanism configured to be in the second disposition by default and configured to be actively actuated to the first disposition. The biased actuatable bidirectional clutch mechanism may be configured not to have a third disposition. The biased actuatable bidirectional clutch mechanism can be used to prevent that all actuatable bidirectional clutch mechanisms are in the third disposition while the switching mechanism is in the first or second state, which could lead to a state in which no torque is transferred by the transmission. Also, the biased actuatable bidirectional clutch mechanism Ci may be configured for allowing freewheeling of the sun gear 129i in the first rotational direction while preventing rotation of that sun gear 129i in the second rotational direction. It is also possible that one (or more) of the actuatable bidirectional clutch mechanisms Ci is a biased actuatable bidirectional clutch mechanism configured to be in the first disposition by default and configured to be actively actuated to the second disposition.

[0060] In figures 1 and 2 the planetary gear set 100 comprises four sun gears 129a, 129b, 129c, 129d meshing with four respective planet radii 127a, 127b, 127c, 127d of the stepped planet gear 127. Also, the plurality of clutch mechanisms Ci comprises four actuatable bidirectional clutch mechanisms Cl, C2, C3, C4, arranged for selectively clutching the respective sun gears 129a, 129b, 129c, 129d to the stationary axle 30. An eight speed or nine- speed transmission 1000 can be hence be obtained. Exemplary clutch states of the switching mechanism (first actuatable clutch mechanism S 1 and a second actuatable clutch mechanism S2) and clutch mechanism (actuatable bidirectional clutch mechanisms Cl, C2, C3, C4) for the nine-speed transmission 1000 are summarized in table 1.

[0061] Exemplary clutch states of the switching mechanism (first actuatable clutch mechanism Si and a second actuatable clutch mechanism S2) and clutch mechanism (actuatable bidirectional clutch mechanisms Cl, C2, C3, C4) for the nine-speed transmission 1000 are summarized in table 2 for a situation in which the first actuatable bidirectional clutch mechanism Cl is a biased actuatable bidirectional clutch mechanism.

[0062] In tables 1 and 2, the hub assembly 1000 is operable according to a unitary transmission ratio, but this gear may optionally be omitted. The shifting mechanism may for example not include the third state, but may be adjusted only between the first state and the second state. Without the unitary gear, the first actuatable clutch S 1 and the second actuatable clutch S2 can be actuated in synchrony with each other, switching both clutches Si, S2 simultaneously between their clutched and their unclutched state. This may simplify the actuation construction. A benefit of the unitary gear is an increase in transmission ratio range. Also, with the unitary gear, each upshift or downshift to a next higher or lower gear may involve only shifting one the first and second actuatable clutch mechanisms Si, S2.

[0063] In tables 1 and 2, the actuatable bidirectional clutch mechanisms also include the optional third disposition. Instead, the actuatable bidirectional clutch mechanisms Ci may be adjusted between only the first disposition and the second disposition. The transmission of figures 1 and 2 can also be used for providing a five-speed transmission. For a five-speed reduction transmission, the clutch mechanisms Cl, C2, C3 and C4 may omit the first disposition, i.e. provide the second disposition and the third disposition. For a five-speed speed-increase transmission, the clutch mechanisms Cl, C2, C3 and C4 may omit the second disposition, i.e. provide the first disposition and the third disposition. Also for the five-speed transmission, one of the clutches Cl, C2, C3, C4 (e.g. Cl) may be a freewheel.

[0064] Without the clutches Si and S2 we can use only gear 1 to 4 or only use 5 to 9 with gear 5 being on a freewheel.

[0065] Without the clutches Cl to C4 it is a 3-speed transmission.

[0066] In the example of figure 1 and 2, the axle 30 has a central axis A. The axle 30 can e.g. be a wheel axle. An actuator for actuating the clutch mechanisms Cl, C2, C3, C4 is mounted inside the axle 30. In this example, the actuator is an electromechanical actuator. The electromechanical actuator comprises an electric motor 32 in this example. The actuator in this example comprises a camshaft 34 mounted inside the axle 30 for actuating the clutch mechanisms Cl, C2, C3, C4. The electromechanical actuator 32 is configured for rotating the camshaft 34 inside the axis 30. Examples of suitable actuators and transmissions are described in co-pending applications NL2035164, NL2035167, PCT / EP2024 / 054997 and PCT / EP2024 / 055002, all incorporated herein by reference in their entirety.

[0067] Returning to figure 1, the hub assembly 1000 comprises the hub shell 51 for connection to a bicycle wheel, e.g. via spokes flanges 140. In this example, the hub assembly 1000 further comprises a driver part 142 for connection to one or more sprockets 3. In this example, the driver part 142 is mounted to the wheel axle 30 via a first bearing 144, here two first bearings. The hub shell 51 is mounted to the wheel axle 30 via a second bearing 146 and to the driver part 142 via a third bearing 148. The hub assembly 1000 further comprises the transmission system 100. In this example, the transmission system comprises the planetary gear set 100. In this example, the transmission system 100 is positioned between the second and third bearings 146, 148. In this example, the switching mechanism Si, S2 and the clutch mechanisms Cl, C2, C3, C4 are positioned between the second and third bearings 146, 148. The hub assembly 1000 further comprises control electronics 150 for controlling the actuator, e.g. the electromechanical actuator 32. In this example, the control electronics 150 are positioned beyond the second bearing 146 when seen from the transmission system 100. As can be seen in figure 1, the hub shell 51 encloses a first cavity between the second bearing 146 and the third bearing 148. The transmission system 100 is positioned in the first cavity. The control electronics 150 are positioned outside the first cavity. In this example, the control electronics 150 are mounted distally from the non drive side hub bearing 146. It is, however, possible that the control electronics 150 are mounted distally from the drive side hub bearing 148.

[0068] In the example of figure 1, the hub shell 51 extends beyond the second bearing 146 when seen from the transmission system 100 and encases the control electronics 150. Hence, the control electronics 150 are mounted inside the hub shell 51. The control electronics 150 are mounted, e.g. immobile, on the axle 30, such as concentrically on the axle. The control electronics comprise at least one of a controller, generator, battery, PCB, wireless receiver / transmitter, antenna, LED, charge plug, connector, or micro-chip. In this example, The hub shell 51 further comprises a cover 51a. Here, the control electronics are mounted behind the cover 51a. The cover 51a is preferably transmissive for wireless signals. The cover 51a can e.g. be made of a plastics material. the examples of figures 1 and 2, the control electronics 150 are housed in a housing 154. The housing 154 is positioned inside the hub shell 51. Here, the housing is partly positioned between the hub axle 30 and the hub shell 51. A first seal 156, here an o-ring, is interposed between the housing 154 and the hub axle 30. It will be appreciated that the first seal can also be an alternative seal, such as a lip seal or labyrinth seal. A second seal 158, here a lip seal, is interposed between the housing 154 and the hub shell 51, here between the housing 154 and the cover 51a of the hub shell 51. It will be appreciated that the second seal can also be an alternative seal, such as an o-ring or a labyrinth seal. The housing 154 can be sealed, such as against moisture and / or debris. Hence, the control electronics can be protected against moisture and / or debris. The housing can e.g. be made of a plastics material. The housing can e.g. be made of, and / or filled with a resin.

[0069] In this example, the housing 154 is positioned around the axle 30, e.g. concentrically. Here, the housing 154 has a central aperture through which the axle 30 extends. The housing 154 can be mounted non-rotatably to the axle 30. A main part of the housing 154 in this example generally has the shape of a donut. The housing 154 comprises a portion 154a that is accessible from outside the hub shell 51. Here, the housing portion 154a forms a protruding bush from the main part of the housing 154. An outer diameter of the bush is in this example smaller than an outer diameter of the main part of the housing. It will be appreciated that the housing 154 may house further electronics in addition to, or instead of, the control electronics 150.

[0070] The control electronics 150 are in electrical communication with the electromechanical actuator 32. In this example, a wired connection 160 is present between the control electronics 150 and the electromechanical actuator 32. A detachable connector may be placed in the wired connection 160, e.g. to simplify assembly of the hub assembly 1000. The control electronics 150 can include a motor driver for driving the electric motor 155 of the electromechanical actuator. Here, the wired connection 160 is present between the control electronics 150 and the motor 155. In the examples, the electric motor 155 is shown inside the axle 30. It will be appreciated that the motor 155 can also be positioned on an outside of the axle 30. The electromechanical actuator 32 can include one or more sensors, such as position sensor(s), rotational position sensor(s), speed sensor(s), or he like. Sensor signals from the one or more sensors can be communicated to the control electronics 150 via the electrical communication. Hence, signal communication between the control electronics 150 and the electromechanical actuator 32 can be bi-directional.

[0071] The hub assembly 1000 can comprise one or more of an electric generator 178, battery, LED, charge plug, connector, or micro-chip. The battery can e.g. be positioned inside the housing 154. The charge plug can e.g. be mounted in the portion 154a of the housing 154 so as to be accessible with the hub shell 1000 mounted to the bicycle. The generator can be connected to the control electronics 150 and / or the actuator 32 for powering. The generator can be connected, e.g. via a charger, to the battery. The battery generator can be connected to the control electronics 150 and / or the actuator 32 for powering. The control electronics 150 can provide electrical power, e.g. from the battery, to the electromechanical actuator 32, e.g. to power the electric motor and / or the one or more sensors. The electromechanical actuator can provide electrical power to the control electronics.

[0072] In the example of figure 2, the control electronics 150 comprise a wire sheath connected to, and preferably sealed to, the housing 154, e.g. to the portion 154a. The wire sheath comprises one or more conductors. In this example, at least some of the one or more conductors are connected to a control device 170. Hence, there is a wired connection between the control electronics 150 and the control device 170. Via the wired connection, signals and / or electric power can be transmitted from the control device to the control electronics and / or from the control electronics to the control device. The signals and / or electric power may be transmitted over the wire via a communication area network (CAN) communication standard or the like. The control device 170 may include a power storage, such as a battery for powering the control device 170. It is also possible that the battery of the control device 170 powers the control electronics 150 and / or actuator 32, and / or that the battery of the hub assembly 1000 powers the control device 170. The control electronics 150 may optionally additionally comprise a receiver and / or transmitter configured for, e.g. via an antenna, receiving and / or transmitting wireless signals. The control electronics 150 may for example wirelessly communicate with an external device, such as a bicycle computer, external sensors and actuators, and / or a user’s smart phone. The antenna may be provided at the portion 154a of the housing 154.

[0073] In the example of figure 3, the control electronics 150 comprises, or is connected to a transmitter and / or receiver, such as a transceiver. The transmitter and / or receiver comprises an antenna 174. In the example of figure 3 the transmitter and / or receiver and the antenna 174 are positioned inside the housing 154, inside the hub shell 51. In this example, the control device 170 comprises a transmitter and / or receiver, such as a transceiver with an antenna 176. There is a wireless connection between the control electronics 150 and the control device 170. Additionally or alternatively, a wireless connection can be established between the control electronics 150 and other external devices, such as a bicycle computer, external sensors and actuators, and / or a user’s smart phone.

[0074] In these examples, the control device 170 is external to the hub assembly 1000. The control device 170 can e.g. be a shifter, e.g. mounted to a handlebar of a bicycle. The control device 170 can include one or more controls 172, such as buttons. In this example, the controls 172 are configured to command a change of a transmission ratio of the hub assembly 1000. Thereto, there is signal communication between the control device 170 and the control electronics 150. The signal communication can be wired (e.g. as in figure 2) or wireless (e.g. as in figure 3). The control electronics 150 can configured for receiving a data signal, from the control device 170, indicative of a desired shift step shifting from one transmission ratio setting to another transmission ratio setting. Alternatively, or additionally, the control electronics 150 can configured for receiving, from the control device 170, a data signal indicative of a transmission ratio setting. The control electronics 150 can be configured for controlling the electromechanical actuator 32 for achieving the desired shift step and / or transmission ratio setting.

[0075] The control electronics 150 can be configured to use input from one or more sensors connected to the control electronics 150 and / or to the actuator 32, and / or to the control device 170 when setting a desired shift step and / or transmission ratio setting. The sensor can e.g. provide a signal indicative of a (e.g. translational and / or rotational) position of a mechanical component of the transmission and / or actuator. The sensor can e.g. provide a signal indicative of an electric parameter of the control electronics and / or actuator, such as a current through the electric motor. The sensor can e.g. provide a signal indicative of the driving, such as a vehicle speed, road inclination , and / or bumpiness. The sensor can e.g. provide a signal indicative of a state of the rider, such as heart rate, respiration rate or the like. The signal from the sensor can be indicative of the current transmission ratio setting.

[0076] The control electronics 150 can be configured to communicate information to the control device 170. The information can e.g. be representative of a current transmission ratio setting. The information can e.g. be representative of a functioning of the control electronics 150, the actuator 32, or the transmission 100. The information can e.g. relate to an error message. The information can e.g. relate to a charge level of the battery. Hence, the signal communication between the control device 170 and the control electronics 150 can be bi-directional.

[0077] In the example of figure 4, the control electronics 150 comprises one or more LED 180. Here, the hub assembly 100, in particular the housing 154, more specific the portion 154a, comprises a light guide 182 for guiding light emitted by the one or more LEDs 180 to an outside surface of the hub assembly 1000, so as to be observable from outside the hub assembly, particularly during use of the hub assembly 1000. The light guide can e.g. be configured to communicate optical signals to outside the hub shell. The control electronics can be configured such that the LED(s) 180 emits light, e.g. a light pattern, such as a timed sequence of light (e.g. on-off), a predetermined color of light, a predetermined spatial distribution and / or pattern and / or sequence, e.g. circumferentially around the axle 30. The emitting of light can be representative of a status of the hub assembly 1000. The optical signals can e.g. indicate a status of the control electronics and / or electromechanical actuator. A predetermined optical signal can e.g. be emitted during shifting. A predetermined optical signal can e.g. be emitted to indicate a malfunction or error. A predetermined optical signal can e.g. be emitted to indicate a communications state (pairing, connecting, connected, connection lost, performing communication, or the like). A predetermined optical signal can e.g. be emitted to indicate a current transmission ratio. A predetermined optical signal can e.g. be emitted to indicate a suggested shift of transmission ratio.

[0078] Although the example of figure 4 does not show a control device 170, it will be appreciated that the example of figure 4 with the optical signals, can also be combined with the examples of figures 2 and 3 with the control device 170.

[0079] In the example of figure 5, an electrically actuatable derailleur 190, such as a rear derailleur, is provided. In this example, the derailleur 190 is wiredly 192, and / or wirelessly 194 connected to the hub assembly 1000. In a first example, the control electronics 150 are configured to receive the data signal, from the control device 170, indicative of a desired shift step and / or transmission ratio setting for the entire transmission of the vehicle and for controlling both the electromechanical actuator 32 and the derailleur 190 for achieving the desired shift step and / or transmission ratio setting. It will be appreciated that one or both of the electromechanical actuator and the derailleur may need to change a transmission ratio setting for achieving the desired shift step and / or transmission ratio setting. In a second example, the control electronics 150 can configured to receive separate data signals, from the control device 170, indicative of a desired shift step and / or transmission ratio setting for the hub assembly, and indicative of a desired shift step and / or transmission ratio setting for the derailleur, and for controlling the electromechanical actuator 32 and the derailleur 190 in correspondence with the received data signals.

[0080] It is also possible that the control electronics 150 are configured for autonomously changing a transmission ratio setting of the hub assembly 1000 and / or derailleur 190. The control electronics 150 can e.g. autonomously determine to change a transmission ratio setting on the basis of a current transmission ratio setting, wheel speed, vehicle speed, torque, cadence, and / or heart rate of the rider. Hence, no connection to a(n external) control device is needed.

[0081] In an example, the hub assembly 1000 further comprises an end cap disposed on an axial end of the hub axle 30. The end cap can include a rotation restriction part configured to couple the hub axle to a vehicle body of a human-powered vehicle or light electric vehicle, such as to a dropout, so that rotation of the hub axle relative to the vehicle body is restricted. Hence, the axle 30 can be maintained fixed, i.e. without rotation, relative to the vehicle body.

[0082] A receiver of the control electronics 150 can be configured for receiving a shift control signal, such as from the control device 170, e.g. designed as a shifter 1024. The shift control signal can be representative of a desired transmission gear (e.g. first gear, second gear, third gear, etc.). The shift control signal can be representative of upshift or downshift. The control electronics 150 can be configured for, on the basis of the shift control signal controlling the actuator, such as the electromechanical actuator 32., and / or the derailleur 190. Alternatively, or additionally, the control electronics 150 can be configured for autonomously changing a transmission gear, e,g. on the basis of a current transmission gear, a wheel speed, a cadence, a torque, and / or a heart rate. Particularly when the transmission system comprises the generator 178 and is configured for autonomously changing the transmission ratio, a self-contained autonomous transmission can be provided. Optionally, characteristics of the transmission system, such as parameters on when to shift gears can be adjusted by a user, e.g. using an interface, such as on a mobile communications device, such as a smartphone, in (wireless) communication with the control electronics 150 and / or control device 170.

[0083] In the example of figure 1, the hub shell 51 comprises an inner hub shell 5 li housing the axle 30 and an outer hub shell 51o configured for connection to the wheel. Here, the control electronics 150 are positioned to be replaceable after removing the inner hub 5 li shell from the outer hub shell 510.

[0084] Figure 6 shows an example of a bicycle 1. The bicycle includes a frame 1002 and a front fork 1005. The bicycle includes a handlebar 1003. A front wheel 1011 is mounted to the front form 1005. The frame 1002 includes a rear fork 1007 having a rear wheel 1013 mounted thereto. A crank axle 1004 is mounted to the frame 1002. Pedals 1017 are connected to the crank axle 1004. A front sprocket 1009 is also connected to the crank axle 1004. The rear wheel is provided with a hub 1022. A rear sprocket 1021 is connected to the hub. In this example, the rear sprocket 1021 is connected to the hub 1022 via the transmission system 100, e.g. as described above. Alternatively, or additionally, the crank axle 1004 can be connected to the front sprocket 1009 via a transmission system 100, e.g. as described above. The front sprocket 1009 drives the rear sprocket 1021 via an endless member, such as a chain or belt. The bicycle may include a derailleur, such as an electrically actuatable rear derailleur. The bicycle 1 in this example includes a control device, in particular a shifter 1024, configured for transmitting a shift control signal to a receiver of the control electronics 150 of the transmission system 100. Herein, the invention is described with reference to specific examples of embodiments of the invention. It will, however, be evident that various modifications and changes may be made therein, without departing from the essence of the invention. For the purpose of clarity and a concise description features are described herein as part of the same or separate embodiments, however, alternative embodiments having combinations of all or some of the features described in these separate embodiments are also envisaged.

[0085] In the examples, a specific transmission is shown inside the hub assembly. It will be appreciated that at least some advantages may be obtained by using different transmissions inside the hub assembly.

[0086] In the examples, an eight-speed or nine-speed transmission system is provided using four different sun gears. It will be appreciated that it is also possible to provide the transmission system with fewer, or more different transmission ratios, such as two or three (one sun gear) four or five (two sun gears), six or seven (three sun gears), ten or eleven (five sun gears), twelve or thirteen (six sun gears), fourteen or fifteen (seven sun gears), sixteen or seventeen (eight sun gears), eighteen or nineteen (nine sun gears), or twenty or twenty-one (ten sun gears) different transmission ratios. The number of planet ger parts of different radii of the stepped planet gears can correspond to the number of different sun gears.

[0087] In the example, each sun gear is associated with an actuatable bidirectional clutch mechanism configured for in a first mode selectively preventing rotation of the at least one sun gear in a first rotational direction about the axle (and optionally allowing rotation of the at least one sun gear in an opposite second rotational direction about the axle), and in a second mode selectively preventing rotation of the at least one sun gear in the opposite second rotational direction about the axle (and optionally allowing rotation of the at least one sun gear in the first rotational direction about the axle), for providing two different transmission ratios with one sun gear. It will be appreciated that it is possible that the transmission system further includes one or more sun gears having an associated unidirectional clutch mechanism configured for in a first mode selectively preventing rotation of the at least one sun gear in a first rotational direction about the axle (and optionally allowing rotation of the at least one sun gear in the opposite second rotational direction about the axle), and in a second mode allowing rotation of the at least one sun gear the first rotational direction (and optionally allowing rotation of the at least one sun gear in the opposite second rotational direction about the axle).

[0088] However, other modifications, variations, and alternatives are also possible. The specifications, drawings and examples are, accordingly, to be regarded in an illustrative sense rather than in a restrictive sense.

[0089] In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word ‘comprising’ does not exclude the presence of other features or steps than those listed in a claim. Furthermore, the words ‘a’ and ‘an’ shall not be construed as limited to ‘only one’, but instead are used to mean ‘at least one’, and do not exclude a plurality. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to an advantage.

Claims

Claims1. A hub assembly (1000) for a human-powered vehicle or light electric vehicle, the hub assembly comprising: a wheel axle (30); a hub shell (51) for connection to a wheel rotatably mounted on the hub axle; an electromechanical actuator (32); and control electronics (150) for controlling the electromechanical actuator (32); wherein the control electronics (150) are mounted inside the hub shell (51).

2. The hub assembly (1000) of claim 1, wherein the electromechanical actuator (32) comprises an electric motor (155), e.g. for shift control.

3. The hub assembly (1000) of claim 2, wherein the electric motor is positioned on the outside of the hub axle (30).

4. The hub assembly (1000) of claim 2 or 3, comprising a wired connection (160) between the electric motor (155) and the control electronics (150).

5. The hub assembly (1000) of claim 4, comprising a detachable connector in the wired connection (160) between the electric motor and the control electronics.

6. The hub assembly (1000) of any of claims 2-5, wherein the electric motor (155) is positioned concentric inside the hub axle (30).

7. The hub assembly (1000) of any of claims 1-6, wherein the control electronics (150) are positioned on a non-drive side of the hub assembly.

8. The hub assembly (1000) of any of claims 1-7, comprising an antenna (174) connected to the control electronics, such as via a wire inside the housing, wherein the antenna optionally is positioned inside the hub shell.

9. The hub assembly (1000) of any of claims 1-8, comprising an electric generator (178) connected to the control electronics and / or electromechanical actuator.

10. The hub assembly (1000) of any of claims 1-9, comprising a battery connected to the control electronics and / or electromechanical actuator.

11. The hub assembly (1000) of any of claims 1-10, comprising a sensor, such as a speed sensor, rotation angle sensor, position sensor, or the like, connected to the control electronics and / or electromechanical actuator.

12. The hub assembly (1000) of any of claims 1-11, wherein the hub assembly is configured for selectively providing one of a plurality of transmission ratios.

13. The hub assembly (1000) of claim 12, wherein the control electronics (150) are configured for receiving a data signal indicative of a desired shift step or a transmission ratio setting, and for controlling the electromechanical actuator (32) for achieving the desired shift step or transmission ratio setting.

14. The hub assembly (1000) of claim 12 or 13, wherein the control electronics (150) are configured to use input from a sensor for setting a desired shift step and / or transmission ratio setting.

15. The hub assembly (1000) of claim 14, wherein the control electronics are configured for autonomously changing a transmission ratio setting of the hub assembly, such as on the basis of a current transmission ratio setting, wheel speed, vehicle speed, torque, cadence, and / or heart rate of the rider.

16. The hub assembly (1000) of any of claims 1-15, wherein the control electronics (150) and / or the actuator (32) is non-rotatably disposed with respect to the hub axle (30), such as concentrically on the axle.

17. The hub assembly (1000) of any of claims 1-16, wherein the control electronics and / or further electronics are housed in a housing (154), wherein the housing is at least partially positioned inside the hub shell (51), and the housing comprises at least a portion (154a) that is accessible from outside the hub shell.

18. The hub assembly (1000) of claim 17, or claim 3 as far as dependent from claim 2, wherein the housing is sealed against moisture.

19. The hub assembly (1000) of claim 17 or 18, wherein the housing is partly positioned between the hub axle and the hub shell.

20. The hub assembly (1000) of claim 19, comprising a seal (156), such as an o-ring and / or labyrinth seal, between the housing (154) and the hub axle21. The hub assembly (1000) of claim 19 or 20, comprising a seal (158), such as an o-ring and / or labyrinth seal, between the housing (154) and the hub shell (51).

22. The hub assembly (1000) of any of claims 1-21, wherein the control electronics are wiredly or wirelessly connectable to an external control device (170), such as a shifter.

23. The hub assembly (1000) of claim 22, wherein there is signal communication between the control electronics (150) and control device (170).

24. The hub assembly (1000) of claim 23, wherein the signal communication between the control electronics and the control device is bidirectional.

25. The hub assembly (1000) of any of claims 1-24, wherein there is electric energy transmission between the control electronics and the control device.

26. The hub assembly (1000) of claim 25, wherein the energy transmission is bi-directional.

27. The hub assembly (1000) of any of claims 1-26, comprising an electric wire sheath connected, and preferably sealed, to the housing.

28. The hub assembly (1000) of any of claims 1-27, comprising a light guide (182) connected to the control electronics and / or electromechanical actuator.

29. The hub assembly (1000) of any of claims 1-28, comprising a charger connected to the control electronics and / or electromechanical actuator.

30. The hub assembly (1000) of any of claims 1-29, further comprising an end cap disposed on an axial end of the hub axle.

31. The hub assembly (1000) of claim 30, as far as dependent from any of claims 17-21, wherein the end cap is part of the housing.

32. The hub assembly (1000) of claim 30 or 31, wherein the end cap includes a rotation restriction part configured to couple the hub axle to a vehicle body of a human-powered vehicle or light electric vehicle so that rotation of the hub axle relative to the vehicle body is restricted.

33. The hub assembly (1000) of any of claims 1-32, further comprising: a driver part (142) for connection to one or more sprockets (3), wherein the driver part is mounted to the wheel axle(30) via a first bearing (144), and wherein the hub shell (51) is mounted to the wheel axle via a second bearing (146) and to the driver part via a third bearing (148); a transmission system (100) providing a plurality of selectable different transmission ratios between the driver and the hub shell, the transmission system being positioned between the second and third bearings; wherein the electromechanical actuator (32) is configured for actuating a gear shift from one transmission ratio to another; and wherein the control electronics (150) are positioned beyond the second bearing (146) when seen from the transmission system.

34. The hub assembly of any of claims 1-32, further comprising: a driver part (142) for connection to one or more sprockets (3), wherein the driver part is mounted to the wheel axle via a first bearing(144), and wherein the hub shell (51) is mounted to the wheel axle (30) via a second bearing (146) and to the driver part via a third bearing (148), wherein the hub shell encloses a first cavity between the second bearing and the third bearing; a transmission system (100) providing a plurality of selectable different transmission ratios between the driver and the hub shell, the transmission system being positioned in the first cavity; wherein the electromechanical actuator is configured for actuating a gear shift from one transmission ratio to another; and wherein the control electronics are positioned outside the first cavity.

35. The hub assembly (1000) of claim 33 or 34, wherein the hub shell extends beyond the second bearing (146) when seen from the transmission system and encases the control electronics (150).

36. The hub assembly (1000) of any of claims 1-35, wherein the control electronics is mounted inside, behind and / or connected to a plastic cover (51a).

37. The hub assembly (1000) of any of claims 1-36, wherein the hub shell comprises an inner hub shell (5 li) housing the axle and an outer hub shell (51o) configured for connection to the wheel, wherein the control electronics are positioned to be replaceable after removing the inner hub shell from the outer hub shell.

38. A human powered vehicle or light electric vehicle, such as a bicycle, comprising the hub assembly (1000) of any of claims 1-37.

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