Hub gear assembly for a pedal-driven vehicle and method for producing a hub gear assembly for a pedal-driven vehicle

Abstract

The invention relates to a hub gear assembly (100) for a pedal-driven vehicle (10). The hub gear assembly (100) comprises a first partial gear mechanism (110), which is arranged on the input side and is designed to receive an input torque (104) and to translate this torque by means of exactly two optionally selectable gears into a first output torque (112), which is less than or equal to the input torque (104) in each of the two gears. In addition, the hub gear assembly (100) has a second partial gear mechanism (120), which is arranged downstream of the first partial gear mechanism (110) for receiving the first output torque (112) and is designed to translate the first output torque (112) by means of a number of gears and to output said torque as the second output torque (122). Further, a pedal-driven vehicle (10) having such a hub gear assembly (100) and a method for providing a hub gear assembly (100) for a pedal-driven vehicle (10) are proposed.

Description

[0001] Hub gear assembly for a pedal-driven vehicle and method for providing a hub gear assembly for a pedal-driven vehicle

[0002] TECHNICAL FIELD OF THE INVENTION

[0003] The present invention relates to a hub gear assembly for a pedal-driven vehicle, such as a bicycle, cargo bike, or the like, in a single-track or multi-track configuration. The invention also relates to a pedal-driven vehicle having such a hub gear assembly. Furthermore, the invention relates to a method for providing a hub gear assembly for a pedal-driven vehicle.

[0004] BACKGROUND OF THE INVENTION

[0005] Pedal-driven vehicles, such as bicycles, cargo bikes, or the like, often use a hub gear arrangement that can provide various gear ratios and / or transmission ratios. This allows the rider of the pedal-driven vehicle to adjust their pedaling frequency and torque requirements, for example, depending on the riding situation, rider preference, and so on, for a given power output.

[0006] For example, DE 102021 129 423 B3 proposes a multi-speed transmission in a wheel hub, wherein the multi-speed transmission is formed from planetary gears. The multi-speed transmission consists of a 5-, 6-, or 7-speed transmission as the input transmission and a subsequent secondary transmission, with the input transmission and the secondary transmission together providing 10, 12, or 14 gears and / or gear stages.

[0007] SUMMARY OF THE INVENTION

[0008] The object of the invention is to create a robust hub gear assembly for a pedal-driven vehicle with the simplest possible design and the smallest possible size. This object is achieved by the subject matter of the independent claims. Exemplary embodiments are set out in the dependent claims and the following description.

[0009] According to a first aspect, a hub gear assembly for a pedal-driven vehicle is provided. The hub gear assembly has a first sub-transmission. The first sub-transmission is arranged on the input side. Furthermore, the first sub-transmission is configured to receive an input torque and, by means of exactly two selectively selectable gears, to translate this into a first output torque, which in each of the two gears is less than or equal to the input torque. Furthermore, the hub gear assembly has a second sub-transmission, which is connected downstream of the first sub-transmission for receiving the first output torque. The second sub-transmission is configured to translate the first output torque by means of a number of gears and output it as a second output torque.

[0010] The hub gear assembly disclosed herein is compact, as only a few gear elements are required in the first sub-transmission to implement the (only) exactly two gears, which correspondingly require little installation space. In particular, the first sub-transmission, and thus also the entire hub gear assembly, has a small or short axial length due to the two-gear design of the first sub-transmission. Furthermore, limiting the first output torque of the first sub-transmission to a maximum of the input torque received by the first sub-transmission limits the mechanical load on the downstream second sub-transmission, which accordingly receives a torque on the input side limited to the input torque. This allows, for example, the gear elements of the second sub-transmission to be smaller and / or weaker and / or to be provided more cost-effectively.Or, a higher torque can be transmitted with the same dimensions. Overall, this allows for a particularly high level of robustness of the second sub-gearbox and / or the entire hub gear assembly.

[0011] As used herein, the pedal-driven vehicle can generally be a bicycle, cargo bike, tricycle, or the like. The pedal-driven vehicle can be single-track or multi-track and accordingly have two, three, or more wheels. Furthermore, the pedal-driven vehicle can have at least one motor, e.g., an electric motor, as propulsion assistance.

[0012] The hub gear arrangement can be understood as a combination of a first partial transmission and a second partial transmission. Accordingly, the hub gear arrangement can also be understood and / or referred to as an overall transmission. In this case, different designs and / or types of partial transmissions, i.e. different first partial transmissions and different second partial transmissions, can be combined to form an overall transmission. The combination can be selected or determined, for example, as a function of a desired total number of gears, i.e. as a function of whether the hub gear arrangement as a whole, i.e. the overall transmission, is to have 4, 5, 6, 7, 8, 9, 10, 11, 12 or 13 gears. The combination can also be selected or determined as a function of a desired speed ratio range of the hub gear arrangement, i.e. the overall transmission.It is also possible to select or specify the combination depending on the desired gear step range. This allows the hub gear assembly to cover a gear step range of approximately 14% to approximately 40% with a gear count of 4 to 13 or more gears.

[0013] The configurations or designs of the first partial transmission can be based on a desired overall speed ratio range, which can be divided into a number of partially overlapping ratio ranges. For example, two, three, or more ratio ranges can be provided, each of which can be assigned a configuration or design of the first partial transmission. The ratio and / or a gear step of the first partial transmission can at least substantially correspond to a power of the, in particular the middle, gear step of the downstream second partial transmission.

[0014] The selection of the design or construction of the second sub-transmission can be based in particular on the gear step and the number of gears. Depending on the design or construction, the second sub-transmission can provide, for example, 3, 5, or 7 gears. For very large gear steps of 30% or more, a second sub-transmission with 3 or 5 gears can be selected. For large gear steps of approximately 22% to 32%, a second sub-transmission with 5 gears can be provided, for example. For gear steps of up to approximately 22%, a second sub-transmission with 7 gears can be provided, although not all gears necessarily have to be engaged or shiftable.

[0015] The hub gear assembly, comprising the first sub-transmission and the second sub-transmission, can be housed in a housing common to the first and second sub-transmissions, e.g., in a common hub body. For example, the hub gear assembly, comprising the first sub-transmission and the second sub-transmission, can be arranged in a hub, transmission hub, or the like of the pedal-driven vehicle. The hub can be a rear wheel hub of the pedal-driven vehicle. Accordingly, the hub gear assembly can also be designed as a hub gear and referred to as such.

[0016] A power flow direction of the hub gear arrangement can be defined from an input side thereof to an output side. The second sub-transmission is connected downstream of the first sub-transmission in the power flow direction. The input side of the hub gear arrangement forms the first sub-transmission. It is understood that the first sub-transmission, particularly from a functional perspective, can in turn be divided into an input side and an output side. The input side of the first sub-transmission can correspond to the input side of the hub gear arrangement as a whole, i.e. of the entire transmission. The second sub-transmission can also be divided into an input side and an output side. The input side of the second sub-transmission and the output side of the first sub-transmission are coupled to one another, via which the first output torque can be made available to the second sub-transmission.The output side of the second partial transmission can correspond to the output side of the hub gear assembly as a whole, i.e., the entire transmission. On the output side, the hub gear assembly can directly or indirectly drive the pedal-driven vehicle.

[0017] The input torque provided to the hub gear assembly on the input side or introduced into the first sub-transmission can be provided by a drive element, e.g., a pinion or the like. The drive element can, for example, be part of a traction drive, a chain drive, a toothed belt drive, or the like. The hub gear assembly can be coupled to the drive element on the input side. From a functional perspective, for example, the torque applied by pedaling can be introduced into the hub gear assembly as input torque on the input side. It is also possible for the input torque to be provided at least partially by the aforementioned motor.

[0018] The hub gear assembly can be shiftable with respect to the gears that can be realized thereby. For this purpose, the pedal-driven vehicle and / or the hub gear assembly can have at least one shifting means configured to control at least one of the first sub-transmission and the second sub-transmission to shift a desired gear. At least one respective shifting means can also be provided for each of the first and second sub-transmissions. For example, the at least one shifting means can have at least one of a shift drum, a shift finger, or the like.

[0019] Depending on the design or construction of the second partial transmission, the number of gears in the second partial transmission can be 3, 5 or 7 gears, although not all gears need to be engaged.

[0020] As used herein, a "transmission ratio" can be understood as a transmission ratio i, which is defined as the quotient of the speed at the transmission input and the speed at the transmission output. If the speed n at the transmission output is reduced compared to the transmission input and the torque M at the transmission output is increased, this is referred to as a "transmission ratio down" (i = nEingang = > - If the speed n at the gearbox output is increased compared to the gearbox input and the torque at the gearbox output is reduced, this is called “ratio to

[0021] According to a further development, the first sub-transmission can have a high-gear first gear and a direct second gear. During the high-gear transmission, the torque at the transmission output is reduced and the speed there is increased. Consequently, the first output torque of the first sub-transmission during the high-gear transmission is lower than the input torque received by the first sub-transmission on the input side. Therefore, in the first gear of the first sub-transmission, the second sub-transmission downstream of it is only loaded with a reduced torque. This results in a particularly high level of robustness of the second sub-transmission and / or the entire hub gear arrangement.

[0022] Depending on its design or construction, the first sub-transmission can cover a gear ratio range of, for example, approximately 0.29 to approximately 0.80, plus the direct second gear. Direct gear can be understood as a gear ratio of i=1, with the transmission output having the same speed and torque as the transmission input. In other words, in direct gear, the input and output sides of the first sub-transmission can be directly coupled or connected to each other, so that neither the speed nor the torque are converted.

[0023] In a further development, the first sub-gearbox can be designed as a planetary gear box with exactly one ring gear, one sun gear, and a carrier with planetary gears. The (only) exactly two gears of the first sub-gearbox can be achieved using a planetary gear box with only one ring gear, one sun gear, and one carrier. This also requires only two clutches. This allows for a particularly short axial length of the first sub-gearbox and / or the hub gear assembly.

[0024] According to a further development, the first partial transmission can have a planetary gear set, the carrier of which can be driven or is driven, and the ring gear of which serves as the output. The carrier can be driven via the above-mentioned drive element. To engage the above-mentioned high-speed first gear, the carrier can be rotatable, e.g. by leaving open or opening a clutch assigned to the carrier, and the sun gear can be rotationally fixed and / or axially fixed, e.g. by means of at least one clutch assigned to the sun gear. To engage the above-mentioned direct second gear, the carrier can be rotationally fixedly connected or coupled to the sun gear by means of at least one clutch, so that the drive or the drive side is connected to the output or the output side. With this configuration orDepending on the design, the first partial transmission can cover a transmission ratio range from approximately 0.47 to approximately 0.80, whereby this range is purely exemplary and includes two designs with a single planetary gear or a stepped planetary gear.

[0025] In a further development, the first partial transmission can be designed and / or operated as a stationary transmission. With this configuration or design, the first partial transmission can cover a transmission ratio range from approximately 0.38 to approximately 0.55, although this range is purely exemplary.

[0026] According to a further development, the first partial transmission can have a planetary gear set, the ring gear of which can be driven or is driven, the sun gear serves as the output, and the carrier is fixed to the axle. The ring gear can be driven via the above-mentioned drive element. To shift the above-mentioned high-speed first gear, the ring gear can be rotatable, e.g. by leaving open or opening a clutch assigned to the ring gear, and the carrier can be rotationally fixed and / or fixed to the axle, e.g. by means of at least one clutch assigned to the carrier. To shift the above-mentioned direct second gear, the ring gear can be rotationally fixedly connected or coupled to the sun gear by means of at least one clutch, so that the drive or the drive side is connected to the output or the output side. With this configuration orDepending on the design, the first partial transmission can cover a gear ratio range of approximately 0.38 to 0.55, although this range is purely exemplary.

[0027] In a further development, the first sub-gearbox can have double planetary gears, one of which meshes with the ring gear and one of which meshes with the sun gear. To ensure that the ring gear and sun gear have the same or common direction of rotation, double planetary gears can be used, one of which meshes with the ring gear and the other with the sun gear. To establish the operative connection between the ring gear and the sun gear, the two planetary gears can also mesh with each other. With this configuration or design, the first sub-gearbox can cover a gear ratio range of approximately 0.38 to 0.55, although this range is purely exemplary.

[0028] According to a further development, the first partial transmission can have a planetary gear set whose carrier is drivable or driven and whose sun gear serves as the output. The carrier can be driven via the above-mentioned drive element. To engage the above-mentioned high-speed first gear, the carrier can be rotatable, e.g., by leaving open or opening a clutch assigned to the carrier, and the ring gear can be rotationally fixed and / or axially fixed, e.g., by means of at least one clutch assigned to the ring gear. To engage the above-mentioned direct second gear, the carrier can be rotationally fixedly connected or coupled to the sun gear by means of at least one clutch, so that the input or input side is connected to the output or output side. With this configuration or design, the first partial transmission can cover a transmission ratio range of approximately 0.29 to 0.43, although this range is purely exemplary.

[0029] In a further development, a gear ratio and / or a gear step of the first partial transmission can at least substantially correspond to a power of a, in particular middle, gear step of the second partial transmission or at least one gear stage of the second partial transmission. As a result, a gear step of the entire hub gear arrangement can be homogeneous, i.e. the transmission ratio of two adjacent gears can have only small deviations, e.g. < 5%, from the middle gear step. The number of teeth in the second partial transmission can be selected such that the gear step of the second partial transmission is homogeneous. The first partial transmission has either the same or a larger gear step than the second partial transmission.

[0030] In particular in the case of a larger gear step in the first partial transmission, this can correspond approximately to an integer power of the, in particular the middle, gear step of the second partial transmission in order to achieve a homogeneous gear step in the entire hub gear arrangement.

[0031] According to a further development, the number of teeth on the gears of the first sub-gearbox and the second sub-gearbox can be the same. This enables the use of identical parts. This is also advantageous in production, for example due to smaller parts lists. In some gear arrangements, all the numbers of teeth between the first and second sub-gearboxes can be the same. For example, the ring gear, sun gear, and planet gears can be identical to one another. This also supports the realization of homogeneous gear steps. In some gear arrangements, e.g. with a stationary gear in the first sub-gearbox, at least the ring gears can be provided with the same number of teeth. The advantage here lies particularly in production.

[0032] In a further development, the second partial transmission can have at least one gear stage and be configured to reduce the first output torque to low speed only at, or only with, the last gear stage in the direction of power flow. This allows only the last stage to reduce the speed and thus provide correspondingly high output torques, so that no (partial) transmission input is loaded with a higher torque than the input torque at the first partial transmission.

[0033] According to a further development, the second partial transmission can be designed as a planetary transmission with at least one planetary stage.

[0034] In a further development, the second partial transmission can be designed as a planetary gear. The number of gears of the second partial transmission can be selectively switchable in that, in a first gear, a ring gear is drivable or driven and a carrier serves as the output, or, in a second gear, the carrier is drivable or driven and the ring gear serves as the output, or, in a direct gear, a sun gear is optionally axially lockable or axially fixed, the ring gear is coupled or coupled on the input side and output side, and the carrier rotates freely. The second partial transmission can thus provide three gears. The sun gear can be axially fixed, in particular in first and second gear. In direct gear, it can also remain axially fixed and thus be permanently axially fixed.

[0035] According to a further development, the second partial transmission can be designed as a planetary transmission with a stepped planetary gear and two sun gears. The number of gears of the second partial transmission can be selectively shifted in that, in a first gear or a second gear, a ring gear is drivable or driven, a carrier serves as the output, and one of the two sun gears is axially lockable or fixed, or, in a third gear or fourth gear, the carrier is drivable or driven, the ring gear serves as the output, and one of the two sun gears is axially lockable or fixed, or, in a direct gear, one of the two sun gears is axially lockable or fixed, the ring gear is rotationally fixed or coupled on the input and output sides, and the carrier rotates freely. The second partial transmission can thus provide five gears.

[0036] In a further development, the second sub-transmission can be designed as a planetary gear with a stepped planetary gear and two sun gears. The number of gears of the second sub-transmission can be selectively selectable by either having one of the two sun gears fixed to the axle in a first gear or having one of the two sun gears fixed to the axle, a carrier serving as the input, and a ring gear serving as the output, or, in a direct gear, having the input-side sun gear rotatably coupled to the carrier. Thus, the second sub-transmission can provide three gears.

[0037] According to a further development, the second partial transmission can have a third partial transmission and a fourth partial transmission, which are coupled to one another via a ring gear. In other words, the second partial transmission itself can have two partial transmissions. The third partial transmission can be arranged on the input side, and the fourth partial transmission can be arranged on the output side.

[0038] In a further development, the third sub-transmission on the input side can be configured to increase speed, while the fourth sub-transmission downstream of the third sub-transmission in the direction of power flow can be configured to decrease speed. As a result, the output torque received by the third sub-transmission via the fourth sub-transmission is or remains low, so that the fourth sub-transmission is subjected to only a small load.

[0039] According to a further development, the third sub-gearbox can be designed as a planetary gearbox with a stepped planet, a planetary gear of a first size, and a planetary gear of a second size larger than the first size. The ring gear can mesh with the planetary gear of the first size. The fourth sub-gearbox can have a planetary gear of the first size that meshes with the ring gear.

[0040] In a further development, the third and fourth sub-gearboxes can be identically designed. This results in a shorter parts list.

[0041] According to a further development, the first partial transmission and the second partial transmission can be accommodated or housed in a common hub body for a wheel hub of the pedal-driven vehicle. Thus, the hub transmission arrangement can serve as a hub transmission, transmission hub, or the like.

[0042] In a further development, the second partial transmission can be coupled or can be coupled on the output side to an output of the pedal-driven vehicle. This allows the input torque to be generated via pedal actuation, converted or at least transmitted by the hub gear assembly, and thus the pedal-driven vehicle can be driven or set in motion. According to a second aspect, a pedal-driven vehicle is provided that has a hub gear assembly according to the first aspect.

[0043] According to a third aspect, a method for providing a hub gear arrangement for a pedal-driven vehicle is proposed. The method comprises combining a first sub-transmission and a second sub-transmission to form an overall transmission. The first sub-transmission is arranged on the input side and is configured to receive an input torque and, by means of precisely two selectively selectable gears, to translate this into a first output torque, which in each of the two gears is less than or equal to the input torque. The second sub-transmission is arranged downstream of the first sub-transmission for receiving the first output torque and is configured to translate the first output torque by means of a number of gears and to output it as a second output torque.

[0044] The aspects, embodiments, variants, and examples described above can, of course, be combined without this being explicitly described. Each of the described developments and each example is therefore optional for each of the aspects, embodiments, variants, and examples, or even combinations thereof. The present disclosure is therefore not limited to the individual embodiments and embodiment variants in the described order or to a specific combination of the aspects and embodiment variants.

[0045] BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The invention is explained below with reference to the figures of the drawings. The figures show:

[0047] Fig. 1 shows a schematic representation of a hub gear arrangement according to an embodiment.

[0048] Fig. 2A shows a schematic representation of a first partial transmission of a hub gear assembly according to one embodiment. Fig. 2B shows a schematic representation of a first partial transmission of a hub gear assembly according to one embodiment.

[0049] Fig. 2C shows a schematic representation of a first partial transmission of a hub gear arrangement according to an embodiment.

[0050] Fig. 2D shows a schematic representation of a first partial transmission of a hub gear arrangement according to an embodiment.

[0051] Fig. 3A shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0052] Fig. 3B shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0053] Fig. 3C shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0054] Fig. 3D shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0055] Fig. 3E shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0056] Fig. 3F shows a schematic representation of a second partial transmission of a hub gear arrangement according to an embodiment.

[0057] Fig. 4 shows a schematic representation of a hub gear arrangement comprising a combination of a first partial gear and a second partial gear according to an embodiment.

[0058] Fig. 5 shows a schematic representation of a hub gear assembly comprising a combination of a first partial transmission and a second partial transmission according to one embodiment. Fig. 6 shows a schematic representation of a hub gear assembly comprising a combination of a first partial transmission and a second partial transmission according to one embodiment.

[0059] Fig. 7 shows a schematic representation of a hub gear arrangement comprising a combination of a first partial gear and a second partial gear according to an embodiment.

[0060] Fig. 8 shows a schematic representation of a hub gear arrangement comprising a combination of a first partial gear and a second partial gear according to an embodiment.

[0061] Fig. 9 to 17 each show a gear ratio table for a respective hub gear arrangement according to an embodiment.

[0062] Fig. 18 shows a pedal-driven vehicle with a hub gear arrangement according to an embodiment.

[0063] In the figures, the same reference symbols denote identical or functionally identical components, unless otherwise stated.

[0064] DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

[0065] Fig. 1 shows a schematic representation of a hub gear arrangement 100 which is particularly suitable for a pedal-driven vehicle 10 (see Fig. 18).

[0066] The hub gear assembly 100 is arranged, for example, in a housing 102, which may be, for example, a hub, a hub body, or the like. In Fig. 1, the arrow directions indicate a power flow direction or

[0067] Transmission direction. On the input side, i.e., on the left in Fig. 1, an input torque 104 is supplied to the hub gear assembly 100, which can be generated in particular by pedaling, optionally with motor assistance. The hub gear assembly 100 has a first sub-transmission 110, which, with respect to the hub gear assembly 100, is arranged on the input side. The first sub-transmission is configured to receive the input torque 102 and to translate it into a first output torque 112 by means of precisely two selectively selectable gears. The first output torque 112 is less than or equal to the input torque 102 in each of the two gears.

[0068] In addition, the hub gear assembly 100 includes a second sub-transmission 120, which is connected downstream of the first sub-transmission 110 for receiving the first output torque 112. The second sub-transmission 110 is configured to receive the first output torque 112 of the first sub-transmission 110 and to convert it into a number of gears and output it as a second output torque 122.

[0069] The first partial transmission 110 and the second partial transmission 120 can each be selected from a plurality of first partial transmissions 110 of different configurations and / or different designs and a plurality of second partial transmissions 120 of different configurations and / or different designs and can be combined with one another.

[0070] In at least some embodiments, the first sub-transmission 110 can have a high-gear first gear and a direct second gear. During the high-gear transmission, the torque on the output side is reduced compared to the input torque 104 introduced or received on the input side, and the output speed is increased. Accordingly, the first output torque 112 of the first sub-transmission 110 during the high-gear transmission is lower than the input torque 104 received on the input side by the first sub-transmission 110. In the first gear of the first sub-transmission 110, the second sub-transmission 120 connected downstream of it is therefore only loaded with a reduced torque. The direct gear can be understood as a transmission ratio of i=1, wherein the at least substantially identical speed and the at least substantially identical torque are present on the input side and the output side.In other words, in direct gear, an input side and an output side of the first partial transmission 110 can be directly coupled or connected to one another, so that neither the rotational speed nor the torque are converted. In at least some embodiments, a gear ratio and / or a gear step of the first partial transmission 110 can at least substantially correspond to a power of a, in particular a middle, gear step of the second partial transmission 120 or at least one gear stage of the second partial transmission.

[0071] 2A to 2D each show an exemplary embodiment and / or design of the first partial transmission 110. As described above, the first partial transmission 110 and the second partial transmission 120 can each be selected from a plurality of first partial transmissions 110 of different embodiments and / or different designs and a plurality of second partial transmissions 120 of different embodiments and / or different designs and combined with one another. Each of FIGS. 2A to 2D shows such an embodiment and / or design of the first partial transmission 110, which therefore differ from one another. The first partial transmission 110 is in each case designed as a planetary gear. The respective planetary gear has exactly one ring gear 114, a sun gear 116, and a carrier 118 with a number of (undesignated) planet gears.In addition, each planetary gear unit can be selectively engaged via a number of clutches, which are not designated in detail for the sake of clarity. The clutches, as well as their arrangement and assignment or effective range, are clearly visible in the schematic diagrams of the transmission in Figs. 2A to 2D, with corresponding directional arrows on the clutches indicating, at least in part, the engageability of the respective clutch. A gear marked with a cross or a clutch marked with a cross indicates a fixed and / or axle location. For the sake of clarity, rolling bearings are only shown but not designated in detail.

[0072] According to Fig. 2A, the first partial transmission 110 has a simple or single-stage planetary gear set, the carrier 118 of which is drivable or driven, and the ring gear 114 of which serves as an output for outputting the first output torque 112. The carrier 118 is coupled to a drive element 12, which may be, for example, a pinion or the like, and which provides the input torque 104.

[0073] To engage the above-mentioned high-speed first gear, the carrier 118 can be rotatable, e.g., by leaving open or opening a clutch associated with the carrier (not shown in detail in Fig. 2A), and the sun gear 116 can be rotationally fixed and / or axially fixed, e.g., by means of at least one clutch associated with the sun gear 116 (not shown in detail in Fig. 2A). To engage the above-mentioned direct second gear, the carrier 118 can be rotationally connected or coupled to the sun gear 116 by means of at least one clutch, so that the drive or drive side is connected or coupled to the output or output side. With this configuration or design, the first partial transmission 110 can cover a transmission ratio range of approximately 0.59 to 0.76, although this range is purely exemplary.

[0074] The first partial transmission 110 shown in Fig. 2B functions in principle like the first partial transmission 110 described with reference to Fig. 2A, so reference is made to the corresponding description above. Deviating from the design or construction according to Fig. 2A, the first partial transmission according to Fig. 2B is designed with a stepped planetary gear. With this design or construction, the first partial transmission 110 can cover a gear ratio range of approximately 0.47 to 0.70, although this range is purely exemplary. Single planetary gears have a lower mass and require less installation space than a stepped planetary gear.

[0075] According to Fig. 2C, the first sub-transmission 110 has a planetary gear set whose ring gear 114 is drivable or driven, whose sun gear 116 serves as the output, and whose carrier 118 is axially fixed, e.g., by means of at least one clutch assigned to the carrier 118 (not further designated in Fig. 2C). So that the ring gear 114 and the sun gear 116 have the same direction of rotation, the first sub-transmission 110 has double planets, one of which meshes with the ring gear 114 and the other with the sun gear 116. To establish the operative connection between the ring gear 114 and the sun gear 116, the two planets also mesh with each other. With this configuration or design, the first sub-transmission 110 can cover a transmission ratio range of approximately 0.38 to 0.55, although this range is purely exemplary. The direct The direct gear is realized in that the web 118 is connected or connected to the driver, i.e. the ring gear 114 and / or the drive element 12, in a rotationally fixed manner.is coupled.

[0076] According to Fig. 2D, the first sub-transmission 110 has a planetary gear set whose carrier 118 is drivable or driven, and whose sun gear 116 serves as the output. The carrier 118 is coupled to the drive element 12. Furthermore, the carrier 118 is rotationally fixed but releasably coupled to the drive element 12 via the ring gear 114, since the ring gear is axially fixed in overdrive.

[0077] To engage the direct second gear, the drive element 12 is coupled or can be coupled to the sun gear 116 via the web 118. A clutch associated with the ring gear 114 is disengaged in this case. An alternative possibility (not shown) for engaging the direct second gear is to couple the ring gear 114 to the drive element 12 by means of a clutch and thus to couple it to the web 118 in a rotationally fixed manner. To engage the high-speed first gear, the ring gear 114 can be axially fixed by means of a clutch. With this configuration or design, the first sub-transmission 110 can cover a gear ratio range of approximately 0.29 to 0.43, although this range is purely exemplary.

[0078] 3A to 3F each show an exemplary embodiment and / or design of the second partial transmission 120. As described above, the second partial transmission 120 can also be selected from a plurality of second partial transmissions 120 of different embodiments and / or different designs in order to be combined with one of the first partial transmissions 110 to form the hub gear arrangement 100 (see Fig. 1) or an overall transmission, wherein the second partial transmission 120 is connected downstream of the first partial transmission 110 in the power flow direction and receives the first output torque 112 from the first partial transmission 110. Depending on the embodiment and / or design of the second partial transmission 120, it can provide a different number of gears. For example, 3, 5, or 7 gears can be provided. Each of Figs. 3A to 3F shows such an embodiment and / or design of the second partial transmission 120, which therefore differ from one another.The second partial transmission 120 is in each case designed as a planetary transmission (Figs. 3A to 3C) or in turn comprises partial transmissions (Figs. 3D to 3F) which are designed as planetary transmissions. The respective planetary transmission has at least one ring gear 124, at least one sun gear 126 and a carrier 128 with a number of (undesignated) planetary gears. In addition, the respective planetary transmission can be selectively switched via a number of clutches, which are not designated in more detail for the sake of clarity. The clutches as well as their arrangement and assignment or effective range are directly evident from the transmission schematics in Figs. 3A to 3F, with corresponding directional arrows on the clutches indicating, at least in part, the switchability of the respective clutch. A gear marked with a cross or a clutch marked with a cross indicates a fixing and / or axle fixing.For the sake of clarity, rolling bearings are only shown but not described in more detail.

[0079] According to Fig. 3A, the second partial transmission 120 is designed as a single-stage planetary gear. The number of gears of the second partial transmission 120 is selectively switchable. For example, in a first gear that translates to low speed, the ring gear 124 can be driven or driven, with the carrier 128 serving as the output. In a second gear that translates to high speed, the carrier 128 can be driven or driven, and the ring gear 124 serving as the output. This means that the planetary transmission according to Fig. 3A can be switched invertibly with regard to input and output. In the first gear and the second gear, the sun gear 126 is fixed to the axle, as indicated by a cross in Fig. 1. In a direct gear, the sun gear 126 can optionally be axle-fixable or axle-fixed, the ring gear 124 can be coupled or coupled on the drive side and the output side, as indicated by couplings with a double arrow, and the web 128 can be freely rotating or rotating.The web 128 can rotate more slowly than the ring gear 124. The second partial transmission 120 according to Fig. 3A thus has three selectively switchable gears.

[0080] The second partial transmission 120 according to Fig. 3B is also invertibly switchable with respect to input and output, as described above with reference to Fig. 3A. Further reference to Fig. 3B, the second partial transmission 120 comprises a planetary gear with a stepped planet and two sun gears (126, 126'). The number of gears of the second partial transmission 120 is selectively switchable. A first gear and a second gear are switchable by the ring gear being driven or driven, the carrier serving as the output, and one of the two sun gears 126, 126' being axially lockable or axially lockable for each of the first and second gears. A third gear or a fourth gear can be engaged by the fact that the carrier is drivable or driven, the ring gear serves as the output and for each of the third and fourth gears one of the two sun gears 126, 126' is axially lockable or axially fixed.A direct gear can be engaged by one of the two sun gears 126, 126' being axially lockable or fixed, the ring gear being rotationally fixedly coupled or connected on the input side and output side, and the carrier rotating freely. The second partial transmission 120 according to Fig. 3B thus has five selectively engageable gears. According to Fig. 30, the second partial transmission has a planetary gear with a stepped planetary gear and two sun gears 126, 126'. The number of gears of the second partial transmission 120 can be engaged by one of the two sun gears 126, 126' being axially lockable or fixed in a first gear or second gear, and / or, in a direct gear, the input-side sun gear 126 being rotationally fixedly coupled or connected to the carrier 128. The drive is via the web 128, the output via the ring gear 124. The second partial transmission 120 according to Fig. 3C thus has three optionally switchable gears.

[0081] As mentioned above, the second partial transmission 120 according to Fig. 3D to Fig. 3F itself has partial transmissions designed as planetary gears. Accordingly, the second partial transmission 120 has a third partial transmission 120' and a fourth partial transmission 120", which are coupled to one another via a ring gear 124'. The input-side, third partial transmission 120' can be configured to increase speed, and the fourth partial transmission 120", arranged downstream of the third partial transmission 120' in the direction of power flow, can be configured to decrease speed.

[0082] According to Fig. 3D, the third sub-transmission 120' has a stepped planetary gear, a planetary gear of a first size, and a planetary gear of a second size larger than the first size. The ring gear 124' meshes with the planetary gear of the first size. The fourth sub-transmission 120" has a planetary gear of the first size that meshes with the ring gear 124'.

[0083] According to Fig. 3E, the third sub-gearbox 120' and the fourth sub-gearbox 120" are identical to each other. They are arranged mirror-symmetrically with respect to a plane that runs perpendicular to a center of the ring gear 124'. The third sub-gearbox 120' and the fourth sub-gearbox 120" each have two sun gears and a stepped planetary gear. The coupling ring gear 124' meshes with the larger of the two planets of the stepped planetary gears.

[0084] According to Fig. 3F, the third sub-gearbox 120' and the fourth sub-gearbox 120" are identical to each other. They are arranged mirror-symmetrically with respect to a plane that runs perpendicular to a center of the ring gear 124'. The third sub-gearbox 120' and the fourth sub-gearbox 120" each have two sun gears and a stepped planetary gear. The coupling ring gear 124' meshes with the smaller of the two planets of the stepped planetary gears.

[0085] As described above, the various or mutually different configurations or designs of the first partial transmission 110 can be combined with the various or mutually different configurations or designs of the second partial transmission 120 to form the hub gear arrangement 100 or the overall transmission.

[0086] Fig. 4 to Fig. 8 show, by way of example, different combinations of the above-described first partial transmissions 110 and second partial transmissions 120, which together form the hub gear assembly 100 or the overall transmission. The first and second partial transmissions 120 are arranged in the common housing 102. For the sake of clarity, the ring gears, sun gears, webs, etc. of the first and second partial transmissions 110, 120 are not individually identified again in Fig. 4 to Fig. 8, but reference is made to Figs. 2A to 2D and Figs. 3A to 3F.

[0087] In Fig. 4, the first partial transmission 110 from Fig. 2A is combined with the second partial transmission 120 from Fig. 3A. This results in a four-speed transmission as the hub gear arrangement 100.

[0088] In Fig. 5, the first partial transmission 110 from Fig. 2B is combined with the second partial transmission 120 from Fig. 3A. This results in a five-speed transmission as the hub gear assembly 100.

[0089] In Fig. 6, the first partial transmission 110 from Fig. 2C is combined with the second partial transmission 120 from Fig. 3A. This results in a six-speed transmission as the hub gear assembly 100.

[0090] In Fig. 7, the first partial transmission 110 from Fig. 2B is combined with the second partial transmission 120 from Fig. 3B. This results in a seven-speed transmission as the hub gear assembly 100.

[0091] In Fig. 8, the first partial transmission 110 from Fig. 2C is combined with the second partial transmission 120 from Fig. 3B. This results in an eight-speed transmission as the transmission arrangement 100.

[0092] Based on the illustrated combinations of the first sub-transmission 110 and the second sub-transmission 120, further combinations are conceivable. For example, the first sub-transmission 110 from Fig. 2D can be combined with the second sub-transmission from Fig. 3B, resulting in a nine-speed transmission as the hub gear assembly 100. Furthermore, the first sub-transmission 110 from Fig. 2C can be combined with the second sub-transmission from Fig. 3D, resulting in a nine-speed transmission as the hub gear assembly 100. Furthermore, the first sub-transmission 110 from Fig. 2C can be combined with the second sub-transmission from Fig. 3E, resulting in a twelve-speed transmission as the hub gear assembly 100. Furthermore, the first sub-transmission 110 from Fig. 2C can be combined with the second sub-transmission from Fig. 3F, resulting in a thirteen-speed transmission as the hub gear assembly 100.

[0093] It should be noted that, in at least some embodiments, a gear ratio and / or a gear step of the first partial transmission 110 can at least substantially be a power of the, in particular the middle, gear step of the second partial transmission 120 or correspond to this. If the first partial transmission 110 according to Fig. 2D, as a plus transmission, i.e. input and output rotate in the same direction, and stationary transmission is engaged, for example, has the gear ratios i_l = 0.417 and i_direkt = 1, the speed ratio of the two gears has the value 2.397. If, for example, 2.397 = 1.338 is selected as the gear step for the matching second partial transmission 120, the second partial transmission 120 according to Fig. 3A, Fig. 3B or Fig. 3C is suitable for this. The second partial transmission 120 according to Fig. 3A provides the gear step powers (-1), (0), (+1). The second sub-transmission 120 according to Fig. 3B provides the gear step powers (-2), (-1), (0), (+1), (+2). The second sub-transmission 120 according to Fig.Figure 3C provides the gear step powers (-2), (-1), and (0). If 2.397 = 1.244 is selected as the gear step for the appropriate second sub-transmission 120, then the second sub-transmission 120 shown in Figure 3D, for example, is suitable. If A / 2.397 = 1.191 is selected as the gear step for the appropriate second sub-transmission 120, then the second sub-transmission 120 shown in Figure 3E, for example, is suitable, which provides the gear step powers (-3), (-2), (0), (+2), and (+3).

[0094] If 2.397 = 1.156 is selected as the gear step for the appropriate second sub-transmission, then the second sub-transmission according to Fig. 3F, for example, is suitable, which provides the gear step powers (-2), (-3), (0), (+3), (+2). If, for example, the second sub-transmission 120 according to Fig. 3B is now combined with the ring gear 124, stepped planetary gears, and the small sun gear 126, the first sub-transmission according to Fig. 2C results as the first sub-transmission 110 with the second power of the gear step of the second sub-transmission 120 according to Fig. 3B, as well as of the respective second sub-transmission 120 according to Fig. 3A and Fig. 3C, with which the first sub-transmission according to Fig. 2C can be combined. For example, if the fourth power of the gear step of the second partial transmission 120 according to Fig. 3A (= 1.338) is selected for the first partial transmission 110 according to Fig. 2D, a speed ratio of 3.207 results. This corresponds to a gear ratio of i_l = 0.312. Together with the second partial transmission 120 according to Fig.3B a nine-speed gearbox with a spread S of S = ^=10,280.

[0095] It is understood that the above numerical values ​​are merely exemplary and are intended to illustrate the principle of matching the first sub-transmission 110 and the second sub-transmission 120. Of course, this principle can be applied to other combinations of the first sub-transmission 110 and the second sub-transmission 120 with different gear ratios, different gear steps, different ratio spreads, etc.

[0096] Fig. 9 to Fig. 17 each show an exemplary gear ratio table for the respective four-speed, five-speed, six-speed, seven-speed, eight-speed, nine-speed, twelve-speed and thirteen-speed transmissions described above.

[0097] In the gear ratio tables, the respective “gearbox” is referred to as the “gear hub.” In addition, EG1a designates the first sub-gearbox 110 according to Fig. 2A and AG1 designates the second sub-gearbox 120 according to Fig. 3A. EG1b designates the first sub-gearbox 110 according to Fig. 2B. EG2 designates the first sub-gearbox according to Fig. 20. EG3 designates the first sub-gearbox according to Fig. 2D. AG2 designates the second sub-gearbox 120 according to Fig. 3B. AG3 designates the second sub-gearbox 120 according to Fig. 30. AG4 designates the second sub-gearbox 120 according to Fig. 3D. AG5 designates the second sub-gearbox 120 according to Fig. 3E. AG6 designates the second sub-gearbox 120 according to Fig. 3F.

[0098] In addition, in the gear ratio tables, HR denotes the respective ring gear 114 or 124, PR the planetary gear(s), SR the respective sun gear 116, 126, SR2 the respective second sun gear 126', KSR a sun gear clutch, HRin an input-side ring gear clutch, PCin an input-side web clutch, PCout an output-side web clutch, HRout an output-side ring gear clutch, G n the respective gears, S the gear ratio, s the average gear step, and i the gear ratio. A method for providing a hub gear assembly for a pedal-driven vehicle can be as described below.

[0099] The method can comprise combining a first sub-transmission 110 and a second sub-transmission 120 to form an overall transmission. The first sub-transmission 110 is arranged on the input side. It is configured to receive an input torque 104 and, using precisely two selectively selectable gears, to translate this into a first output torque 112, which is less than or equal to the input torque 104 in each of the two gears. Furthermore, the second sub-transmission 120 is connected downstream of the first sub-transmission 110 to receive the first output torque 112. It is configured to translate the first output torque 112 using a number of gears and output it as a second output torque 122.

[0100] Fig. 18 shows an exemplary pedal-driven vehicle 10. The pedal-driven vehicle can generally be a bicycle, cargo bike, tricycle, or the like. The pedal-driven vehicle 10 can be single-track or multi-track and accordingly have two, three, or more wheels. Furthermore, the pedal-driven vehicle can have at least one motor, e.g., an electric motor, as drive assistance. The pedal-driven vehicle 10 has the hub gear assembly 100. This is arranged in a rear wheel hub of the pedal-driven vehicle 10.

[0101] LIST OF REFERENCE SYMBOLS

[0102] 10 pedal-driven vehicle

[0103] 100 Hub gear arrangement (also complete gear) 102 Housing, e.g. hub, hub body, etc.

[0104] 104 Input torque

[0105] 110 first partial transmission

[0106] 112 first output torque

[0107] 114 Ring gear 116 Sun gear

[0108] 118 web or planet carrier

[0109] 120 second partial transmission

[0110] 122 second output torque

[0111] 124 Ring gear 126 Sun gear

[0112] 126' sun gear

[0113] 128 web or planet carrier

Claims

CLAIMS 1. Hub gear arrangement (100) for a pedal-driven vehicle (10), comprising: a first sub-transmission (110) which is arranged on the input side and is configured to receive an input torque (104) and to translate this by means of exactly two selectively switchable gears into a first output torque (112), which in each of the two gears is less than or equal to the input torque (104), and a second sub-transmission (120) which is connected downstream of the first sub-transmission (110) for receiving the first output torque (112) and is configured to translate the first output torque (112) by means of a number of gears and to output it as a second output torque (122).

2. Hub gear assembly according to claim 1, wherein the first partial transmission (110) has a high-speed first gear and a direct second gear.

3. Hub gear arrangement according to claim 1 or 2, wherein the first partial gear (110) is designed as a planetary gear with exactly one ring gear (114), a sun gear (116) and a web (118) with planetary gears.

4. Hub gear arrangement according to one of the preceding claims, wherein the first partial gear (110) has a planetary gear set, the web (118) of which is drivable or driven and the ring gear of which serves as the output.

5. Hub gear arrangement according to one of claims 1 to 3, wherein the first partial gear (110) is designed as a stationary gear.

6. Hub gear arrangement according to claim 5, wherein the first partial gear (110) has a planetary gear set, the ring gear (114) of which is drivable or driven, the sun gear (116) of which serves as an output, and the web (118) of which is axially fixable or axially fixed.

7. Hub gear assembly according to claim 6, wherein the first partial gear (110) has double planetary gears, one of which meshes with the ring gear (114) and one of which meshes with the sun gear (116).

8. Hub gear arrangement according to one of claims 1 to 3, wherein the first partial gear (110) has a planetary gear set, the web (118) of which is drivable or driven and the sun gear (116) of which serves as an output.

9. Hub gear arrangement according to one of the preceding claims, wherein a gear ratio of the first partial transmission (110) at least substantially corresponds to or comes close to a power of a, in particular middle, gear step of the second partial transmission (120) or at least one gear stage of the second partial transmission (120).

10. Hub gear arrangement according to one of the preceding claims, wherein the number of teeth of gear wheels of the first partial transmission (110) and the second partial transmission (120) are equal to one another.

11. Hub gear arrangement according to one of the preceding claims, wherein the second partial transmission (120) has at least one gear stage and is designed to slow down the first output torque (112) first or only with a last gear stage in the direction of force flow.

12. Hub gear arrangement according to one of the preceding claims, wherein the second partial transmission (120) is designed as a planetary gear and the number of gears of the second partial transmission is selectively switchable in that, in a first gear, a ring gear (124) is drivable or driven and a web (128) serves for the output, or, in a second gear, the web (128) is drivable or driven and the ring gear (124) serves for the output, or, in a direct gear, a sun gear (126) is axially fixable or axially fixable, the ring gear (124) is rotatably coupled or coupled on the drive side and the output side, and the web (126) is freely rotating.

13. Hub gear arrangement according to one of claims 1 to 11, wherein the second partial gear (120) is designed as a planetary gear with a stepped planet and two Sun gears (126, 126') and the number of gears of the second partial transmission (120) can be selectively switched in that, in a first gear or a second gear, a ring gear (124) is drivable or driven, a web (128) serves for the output and one of the two sun gears (126, 126') is axially lockable or fixed, or, in a third gear or fourth gear, the web (128) is drivable or driven, the ring gear (124) serves for the output and one of the two sun gears (126, 126') is axially lockable or fixed, or, in a direct gear, one of the two sun gears (126, 126') is axially lockable or fixed, the ring gear (124) is coupled or coupled in a rotationally fixed manner on the drive side and the output side and the web (128) is freely rotating.

14. Hub gear arrangement according to one of claims 1 to 11, wherein the second partial transmission (120) is designed as a planetary transmission with a stepped planet and two sun gears (126, 126') and the number of gears of the second partial transmission (120) can be selectively switched in that in a first gear or second gear one of the two sun gears (126, 126') is axially fixable or axially fixed, a web (128) serves as the drive and a ring gear (124) serves as the output, or, in a direct gear, the drive-side sun gear (126) can be coupled or is coupled to the web (128) in a rotationally fixed manner.

15. Hub gear arrangement according to one of claims 1 to 11, wherein the second partial transmission (120) has a third partial transmission (120') and a fourth partial transmission (120"), which are coupled to one another via a ring gear (124').

16. Hub gear arrangement according to claim 15, wherein the input-side, third partial transmission (120') is designed to speed up, and the fourth partial transmission (120") connected downstream of the third partial transmission (120') in the direction of power flow is designed to slow down.

17. Hub gear arrangement according to claim 15 or 16, wherein the third partial gear (120') is designed as a planetary gear with a stepped planet, a planetary gear of a first size and a planetary gear of a second size larger than the first size, wherein the ring gear (124') is connected to the planetary gear of the first size, and wherein the fourth partial gear (120") has a planetary gear of the first size which meshes with the ring gear (124').

18. Hub gear arrangement according to claim 15 or 16, wherein the third partial gear (120') and the fourth partial gear (120") are identical to one another.

19. Hub gear arrangement according to one of the preceding claims, wherein the first partial gear (110) and the second partial gear (120) can be or are accommodated in a common hub body (102) for a wheel hub of the pedal-driven vehicle (10).

20. Hub gear arrangement according to one of the preceding claims, wherein the second partial transmission (120) is or can be coupled on the output side to an output of the pedal-driven vehicle (10).

21. Pedal-driven vehicle (10) comprising a hub gear assembly (100) according to any one of the preceding claims.

22. A method for providing a hub gear arrangement (100) for a pedal-driven vehicle (10), the method comprising combining a first partial transmission (110) and a second partial transmission (120) to form an overall transmission, the first partial transmission (110) being arranged on the input side and being configured to receive an input torque (104) and to translate this by means of exactly two selectively shiftable gears into a first output torque (112), which in each of the two gears is less than or equal to the input torque (104), and the second partial transmission (120) being connected downstream of the first partial transmission for receiving the first output torque (112) and being configured to translate the first output torque (112) by means of a number of gears and to output it as a second output torque (122).

Images