JPH0710069A - Built-in speed change hub for bicycle - Google Patents

Abstract

PURPOSE:To simplify the structure of a built-in speed change hub and reduce the cost by providing a speed change control mechanism to switch a sun gear in the rotatable mode and the non-rotatable mode to switch the speed change transmission mechanism. CONSTITUTION:When a planet gear 11 changes the speed, a speed change transmission mechanism 10 increase the rotating force of a driving body 2 by a planet gear to transmit it to a ring gear part 1c, and at the same time, the rotating force of the driving body 2 is increased and transmitted to a hub body 1 and the hub body 1 is rotated at higher speed than that of the driving body 2 through the rotation of the hub body 1 prior to the driving body 2 by the action of a unidirectional transmitting means 7. The acceleration ratio becomes different due to the difference in diameter between a gear 11a of larger diameter of the planet gear 11 and a gear part 11b of smaller diameter between when a first sun gear 12 changes the speed and when a second sun gear 13 changes the speed, and the hub body is rotated at the medium speed higher than the speed at which the planet gear 11 does not change the speed, or rotated at higher speed than this medium speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal speed change hub for a bicycle, and more particularly to an internal speed change hub capable of shifting at least three stages.

[0002]

2. Description of the Related Art Conventionally, a bicycle internal speed change hub has been constructed as disclosed in, for example, Japanese Utility Model Laid-Open No. 2-26996. That is, the hub body is provided with a speed change transmission mechanism having a planetary gear, a ring gear, and the like, a clutch pawl located between the ring gear and the driving body, a relay body interlocking with a carrier supporting the planetary gear, Further, the rotational force of the driving body can be transmission-switched between the ring gear and the carrier by a transmission switching mechanism including a clutch claw located between the relay body and the driving body. A transmission pawl is provided between the ring gear and the hub body, and a ratchet pawl as a one-way transmission means is provided between the carrier and the hub body. When the transmission pawl is switched to a standing posture in which it engages with the hub body, the transmission pawl transmits the rotational force of the ring gear to the hub body, and the ratchet pawl allows the hub body to rotate in advance of the carrier. When the rotational force transmitted from the driving body is transmitted from the ring gear to the hub body and the transmission pawl is switched to a fall position in which the transmission pawl is disengaged from the hub body, the transmission from the ring gear to the hub body becomes impossible and the ratchet pawl becomes the carrier. By transmitting the rotational power of the above to the hub body, the rotational power transmitted from the drive body is transmitted from the carrier to the hub body. In other words, by performing switching control between the transmission switching mechanism and the transmission pawl, the rotational force of the driving body is high, medium, and high because of the switching of the transmission direction by the transmission switching mechanism and the shift by the shift transmission mechanism.
It was configured to change to three stages of low speed and transmit to the hub body.

[0003]

In the case of the conventional speed change hub, since the ring gear, the transmission claw, and the transmission changeover mechanism are required, and further, the structure of the transmission changeover mechanism becomes complicated, the speed change hub is reduced. The overall structure was complicated. In addition, since a relatively large space is required for arranging the ring gear and the transmission pawl and arranging the transmission switching mechanism, the outer diameter of the hub body becomes large over almost the entire length of the hub body. The whole was large. The object of the present invention is at least 3
An object of the present invention is to provide an internal gear shift hub for a bicycle, which can be shifted in stages, and which is relatively simple in structure and compact in size.

[0004]

The bicycle internal speed change hub according to the present invention is characterized in that it is constructed as follows in order to achieve the object. A planetary gear having a drive unit and a hub unit rotatably attached to a hub shaft and having at least two gear units and rotatably supported by the drive unit, and the plurality of gear units of the planetary gears. A transmission mechanism having at least two sun gears that are individually engaged with each other, transmitting the rotational force of the driving body to the hub body, and rotating the hub body prior to the driving body. Is provided between the drive body and the hub body, and a ring gear portion that meshes with the planetary gear is fixedly mounted on the hub body to rotate the plurality of sun gears. And a non-rotatable switch control mechanism for switching the transmission mechanism to operate. By operating the shift control mechanism, the rotational force of the driving body is transferred from the one-way transmission means to the hub body. Communicate And a low speed, are constituted from a rotational force of the driven body and accelerating the planetary gear to switch to the fast state of the at least two stages for transmitting said ring gear portion.

[0005]

For example, a first sun gear and a second sun gear which are provided with two large and small gear parts as the gear parts of the planetary gear, and are engaged with the large and small gear parts separately. Is provided as a sun gear. Then, when the shift control mechanism is operated, the first and second sun gears are switched so as to be rotatable or non-rotatable, and the planetary gears stop shifting or perform shifting. When the planetary gears do not act to change gears, the speed change transmission mechanism transmits the rotational force of the driving body to the one-way transmission means and does not output it to the ring gear, so that the rotational force of the driving body is transmitted from the one-way transmission means to the hub body. Upon transmission, the hub body rotates in a low speed state at the same rotation speed as the driving body. When the planetary gears change gears, the speed change transmission mechanism accelerates the rotational force of the driver by the planetary gears and transmits it to the ring gear, and the one-way transmission means causes the hub to rotate in advance of the driver. As a result, the rotational force of the driving body is transmitted to the hub body at an increased speed, and the hub body rotates at a higher speed than the driving body. At this time, the speed increasing ratio is different between the case where the first sun gear shifts and the case where the second sun gear shifts due to the diameter difference between the large diameter gear portion and the small diameter gear portion of the planetary gear. As a result, the hub body rotates at a higher speed and a medium speed than when the planetary gears do not act to change gears, or rotates at a higher speed than the middle speed. Further, if the planetary gear is provided with three large, medium, and small diameter gear parts, and three sun gear parts that engage with each other are provided to the three gear parts, three stages of gears determined by the diameter difference of the three gear parts are provided. A high speed state is obtained. That is, as a whole, the hub body can be rotationally driven in four low speed states and three high speed states.

[0006]

Since the planetary gear is provided and the speed change transmission mechanism for changing the speed by turning the sun gear between rotatable and non-rotatable is adopted, the ring gear and the transmission which have been required in the conventional speed change hub can be obtained. Even if the driving load or the inclination of the running ground changes, the gear can be shifted to a gear shift stage suitable for the degree of shifting and comfortable driving can be performed without the need for a claw and a transmission switching mechanism. A possible internally geared hub has been made relatively simple in construction and inexpensive to obtain. Furthermore, it was compact and easy to handle and assemble, and it was possible to construct a bicycle with a high commercial value by assembling it in a good appearance.

[0007]

EXAMPLE As shown in FIG. 1, a pair of left and right hub collars 1a,
A hub body 1 provided with 1b and a driving body 2 arranged at one end side of the hub body 1 so as to be capable of relative rotation with respect to the hub body 1 are attached to a hub shaft 6 via balls 3, 4 and a ball push 5. A speed change transmission mechanism 10 including a plurality of planetary gears 11, which are rotatably mounted and are dispersed inside the hub body 1 in a circumferential direction of the hub body, and a rear side of the hub body 1 with respect to the planetary gears 11. A plurality of ratchet pawls 7 distributed in the circumferential direction of the hub body are provided between the drive body 2 and the hub body 1 and are fitted around the hub shaft 6 at a position where the hub sleeve 6 is fitted. 21
The speed change transmission mechanism 1 by the speed change control mechanism 20 including
The internal speed change hub is configured by switching 0. This internal variable speed hub is used for driving the wheels of a bicycle. The hub shaft 6 is fastened and fixed to the vehicle body frame so as to be assembled to the bicycle vehicle body, and the driving body 2 is rotationally driven by the chain gear 2a. Thus, the hub body 1 is rotated so that the wheels can be driven. Then, the speed change wire 8 is connected to the operation member 22 of the speed change control mechanism 20, and the speed change transmission mechanism 10 is switched by operating the speed change control mechanism 20 by pulling or loosening the speed change wire 8. The transmission ratio from the driving body 2 to the hub body 1 is changed so that the wheel driving speed is switched to three stages of low, medium and high speed, and in detail, it is configured as follows.

The speed change transmission mechanism 20 includes the drive member 2
A planetary gear 11, a first sun gear 12 that meshes with a large-diameter gear portion 11a included in the planetary gear 11, and a portion where the planetary gear 11 is located on the inner side of the hub body with respect to the large-diameter gear portion 11a. It is composed of the second sun gear 13 and is configured to switch to three kinds of transmission states as described in detail below. That is, the planetary gear 11 is arranged so as to mesh with the ring gear portion 1c integrally formed with the hub body 1 so as to rotate integrally with the hub body 1, and is rotatably attached to the drive body 2. The first and second sun gears 12 and 13 are formed in a ring shape that is rotatably fitted onto the speed change sleeve 21. Control pawls 12a or 13a as shown in FIG. 2 are provided on the inner peripheral sides of the first and second sun gears 12 and 13, respectively.
By mounting the control claws 12a and 13a and swinging the control claws 12a and 13a around the mounting portion on the base end side, the first sun gear 12 and the second sun gear 13 are switched to non-rotatable and rotatable. I am doing it. That is, the control claws 12a and 13a
Is oscillated toward the inner peripheral side of the sun gears 12, 13 by the standing and urging action of a pawl spring (not shown) attached to the base end side thereof, and as shown in FIG. Of the control claw 12a, when the gear fixing projection 6a provided on the hub shaft 6 is engaged with the cutout hole 24 or 25 of the control claw 12a,
13a is in the locked position. Then, the hub shaft 6 is non-rotatably fastened and fixed to the vehicle body and acts as a stopper on the first sun gear 12 via the control pawl 12a or on the second sun gear 13 via the control pawl 13a. ,
The sun gears 12 and 13 do not rotate even if a rotational operation force is applied. When the control pawls 12a and 13a swing against the pawl spring and the pawl tip side comes off the gear fixing projection 6a of the hub shaft 6 as shown in FIG. 2, the control pawls 12a and 13a are released.
a becomes the unlocked posture. Then, when the stopper action of the hub shaft 6 is released, the sun gears 12 and 13 are allowed to freely rotate when a rotational operation force is applied.
Therefore, the first sun gear 12 and the second sun gear 13
When any of these becomes rotatable, the planetary gear 11 meshes with the sun gears 12 and 13 even if the drive body 2 is driven to rotate and the planetary gear 11 revolves around the hub shaft 6. Neither the gear shifting action by the above nor the transmission operation by the engagement with the ring gear portion 1c of the hub body 1 is performed. Therefore, the speed change transmission mechanism 1
0 is in the first transmission state so that the rotational force of the driving body 2 is transmitted to the ratchet pawl 7 at the same rotation speed. First
When the sun gear 12 cannot rotate and the second sun gear 13 can rotate, the planetary gear 11 revolves as the driving body 2 is rotationally driven, and at the same time, the meshing with the first sun gear 12 is generated. Therefore, it rotates about its own axis to increase the speed of the rotation, and is transmitted to the ring gear portion 1c. Therefore, the speed change transmission mechanism 1
0 is in the second transmission state so that the rotational force of the driving body 2 is increased by the planetary gear 11 and transmitted to the ring gear portion 1c. The first sun gear 12 is rotatable and the second sun gear 13 is
, The planetary gear 11 revolves as the driving body 2 is rotated, and at the same time, the planetary gear 11 rotates about its own axis due to the engagement with the second sun gear 13 to accelerate the ring gear. Used for transmission to the section 1c. Therefore, the speed change transmission mechanism 10 enters the third transmission state so that the rotational force of the driving body 2 is increased by the planetary gear 11 and transmitted to the ring gear portion 1c. In the third transmission state, due to the diameter difference between the large-diameter gear portion 11a and the small-diameter gear 11b of the planetary gear 11, the driving body 2 is rotated at a speed increasing ratio higher than the speed increasing ratio in the second transmitting state. The power is increased and transmitted to the ring gear portion 1c.

The ratchet pawl 7 is mounted on the drive body 2 so as to oscillate up and down, and the tip side thereof projects from the drive body 2 toward the hub body side, and the ratchet tooth portion 1 of the hub body 1.
It is biased by a pawl spring (not shown) to a standing posture in which it is locked at d. As a result, the speed change transmission mechanism 10 is set to the first
When the planetary gear 11 is not transmitted to the ring gear portion 1c in the transmission state, the ratchet pawl 7 transmits the turning force of the driving body 2 to the ratchet tooth portion 1d of the hub body 1. And
When the speed change transmission mechanism 10 is in the second transmission state or the third transmission state and the planetary gear 11 is transmitted to the ring gear portion 1c, the hub body 1 pushes the ratchet pawl 7 toward the laid side by the ratchet tooth portion 1d. By rotating while operating, the ratchet pawl 7 allows the hub body 1 to rotate prior to the driving body 2 while being locked to the hub body 1.

The shift control mechanism 20 comprises the shift sleeve 21, the operating member 22 located at one end of the shift sleeve 21, and a return spring 23 acting on the other end of the shift sleeve 20. is there. As shown in FIG. 2, the speed change sleeve 21 is provided with the cutout hole 24 and the first operating cylinder portion 26 for operating the control claw 12a of the first sun gear 12, and the second sun gear 13 is provided.
The notch hole 25 for operating the control claw 13a of
And the 2nd operation cylinder part 27 is provided. Speed change sleeve 2
The one end side portion 21a of 1 is connected to the operating member 22 through the space between the ball push 5 and the hub shaft 6, and because of the length of the sleeve portion insertion hole of the ball push 5 in the hub shaft circumferential direction,
It is possible for the speed change sleeve 21 to rotate with respect to the hub shaft 6 while the end portion 21a is inserted through the ball push 5, so that the operating member 22 and the speed change sleeve 21 can rotate integrally. By doing so, the shift wire 8 connected to the operating member 22 is pulled or loosened,
By swinging the operating member 22 around the hub axis by the pulling force of the shift wire or the elastic restoring force of the return spring, the shift control mechanism 20 can be switched, and the shift control mechanism 20 is Sun gear 11
Also, the second sun gear 12 is configured to be rotatable and rotatable to switch the transmission transmission mechanism 10 to any one of the first, second and third transmission states.
That is, when the operating member 22 swings around the hub axis and is positioned at one stroke end, the speed change sleeve 21 reaches the first rotation position shown in FIG. The second operating cylinder portion 27 is positioned with respect to the gear fixing projection 6a of the hub shaft 6 as shown in the figure. Then the first
When the sun gear 12 and the second sun gear 13 try to rotate in the direction of the arrow due to the operating force from the planetary gear 11, the control claw 12 a that rotates together with the first sun gear 12 causes the inclination of the first operating cylinder portion 26. The control claw 13a that rides on the first operating cylinder portion 26 and goes over the gear fixing projection 6a due to the guide action of the end portion 26a and rotates with the second sun gear 13 has the second operating cylinder portion 27 inclined. Due to the guiding action of the end portion 27a, the user rides on the second operating cylinder portion 27 and climbs over the gear fixing projection 6a. That is, the control claw 1
2a and 13a are in the unlocked posture. As a result, the shift control mechanism 20 causes the first sun gear 12 and the second sun gear 12 to
All of the sun gears 13 are rotatably switched,
The speed change transmission mechanism 10 is switched to the first speed state and operated. When the operating member 22 reaches the operating position between one stroke end and the other stroke end, the transmission sleeve 21 reaches the second rotation position shown in FIG. 2 The operating cylinder portion 27 is positioned with respect to the gear fixing projection 6a as shown in the figure. Then, the tip end side of the control claw 12a of the first sun gear 12 is attached to the transmission sleeve 21.
It enters into the notch hole 24 and is locked to the gear fixing projection 6a. On the other hand, when the second sun gear 13 tries to rotate in the direction of the arrow, the control claw 13a that rotates together with the second sun gear 13 rides on the second operating cylinder portion 27 and rides over the gear fixing projection 6a. go. That is, the control pawl 12a is in the lock posture and the control pawl 13a is in the lock release posture. As a result, the shift control mechanism 20 switches the first sun gear 12 to be unrotatable and switches the second sun gear 13 to be rotatable, and switches the shift transmission mechanism 10 to the second transmission state. When the operating member 22 is located at the other end of the slot talk, the speed change sleeve 21 reaches the third rotational position shown in FIG. 2C, and the first operating tubular portion 26 and the second operating tubular portion 27 thereof are for fixing the gear. The projection 6a is located as shown in the figure. Then, when the first sun gear 12 tries to rotate in the direction of the arrow, the control claw 12a that rotates together with the first sun gear 12 rides on the first operating cylinder portion 26 and gets over the gear fixing projection 6a. On the other hand, the tip side of the control claw 13a of the second sun gear 13 enters the cutout hole 25 of the transmission sleeve 21 and is locked to the gear fixing projection 6a. That is, the control pawl 12a is in the unlocked posture and the control pawl 13a is in the locked posture. As a result, the shift control mechanism 20 can rotate the first sun gear 12 and switch the second sun gear 13 to be non-rotatable, and switch the shift transmission mechanism 10 to the third transmission state.

In short, the operation member 2 is operated by pulling or loosening the speed change wire 8 connected to the operation member 22.
By rotating 2 the gear shift sleeve 21 is rotated so that the gear shift control mechanism 20 can be switched, and the gear shift control mechanism 20 causes the gear shift transmission mechanism 10 to move to the above-mentioned first to second portions.
The operation is switched to any of the third transmission states, and the speed is switched to any of three speed states of low speed, medium speed, and high speed. That is, when the operation member 22 is operated to one stroke end, the speed change sleeve 21 is in the first rotation position and is in the low speed state. That is, as shown in FIG. 3A, the shift control mechanism 20 switches both the first sun gear 12 and the second sun gear 13 so as to be rotatable, and switches the shift transmission mechanism to the first transmission state. Manipulate. For this reason, when the driving body 2 is rotationally driven, the rotational power is transmitted from the ratchet pawl 7 to the ratchet teeth 1d of the hub body 1 at the same rotational speed, and the hub body 1 is rotated at the same rotational speed as the driving body 2. Rotate. When the operating member 22 is operated to the operating position between the one stroke end and the other stroke end, the speed change sleeve 21 is in the second rotation position and is in the medium speed state. That is, as shown in FIG. 3B, the gear shift control mechanism 20 switches the first sun gear 12 to the non-rotatable state and the second sun gear 13 to the rotatably variably operable state to change the speed.
Is switched to the second transmission state and operated. For this,
When the driving body 2 is rotationally driven, the turning power is the planetary gear 11
Is transmitted to the ring gear portion 1c, and the hub body 1 rotates at a speed higher than the rotation speed of the drive body 2. Operation member 2
When 2 is operated to the other stroke end, the speed change sleeve 21 comes to the third rotation position and the high speed state is achieved. That is, as shown in FIG. 3C, the shift control mechanism 20 switches the first sun gear 12 to the rotatable state and the second sun gear 13 to the non-rotatable state to shift the shift transmission mechanism 10 to the third transmission state. Switch operation. For this reason, when the driving body 2 is rotationally driven, the rotational force is increased by the planetary gear 11 at a higher speed increasing ratio than in the medium speed state and is transmitted to the ring gear portion 1c, so that the hub body 1 drives the driving body 2 It rotates at a higher speed than the rotation speed of.

[Another Embodiment] FIG. 4 shows an internal gearshift hub for a bicycle having an implementation structure different from that of the internal gearshift hub of FIG. In this internal transmission hub, the small-diameter gear portion 1 of the large-diameter gear portion 11a and the small-diameter gear portion 11b of the planetary gear 11 is used.
1b is different from the internal transmission hub shown in FIG. 1 in that it has a structure that engages with the ring gear portion 1c of the hub body 1.

[Other Embodiment] FIG. 6 shows an internal gearshift hub for a bicycle, which is provided with another embodiment structure. In this internal speed change hub, the planetary gear 11 is provided with three gear parts, a large diameter gear part 11a, a medium diameter gear part 11b and a small diameter gear part 11c, and the three gear parts 11a to 11c are separately provided. It is provided with three sun gears, that is, a first sun gear 12, a second sun gear 13, and a third sun gear 14 which are engaged with each other, and is configured to be capable of shifting in four stages. That is, when the gear shift control mechanism 20 included in the gear shift hub rotates the gear shift sleeve 28 about the hub axis, the gear shift sleeve 28, like the gear shift sleeve 21, moves to the control claws 12a of the first sun gear 12 and the first gear. By acting on the control claw 13a of the second sun gear 13 and the control claw 14a of the third sun gear 14, the sun gears 12 to 14 are rotatably supported on the hub shaft and are controlled by the hub shaft. It is configured to be switched to be non-rotatably supported non-rotatably via the claws 12a or 13a or 14a. That is, when the shift control mechanism 20 rotatably operates all the sun gears 12 to 14, a low speed state is set,
The rotation speed of the driving body 2 is transmitted through the ratchet pawl 7 to drive the hub body 1 at the same speed as the rotating speed of the driving body 2 to reach the first speed. The shift control mechanism 20 uses the sun gears 12 to 14
When any one of them is switched to the non-rotatable state, the planetary gear 11 speeds up the rotational force of the driving body 2 and the ring gear portion 1
Then, the hub body 1 is transferred to the high speed state so as to drive the hub body 1 at a higher speed than the low speed state. And the first sun gear 1
When the second sun gear 13 becomes unrotatable due to the non-rotation of the second sun gear 13 and the second sun gear 13 becomes unrotatable, the third speed becomes higher than the second speed and the third sun gear 14 becomes unrotatable. Then,
It becomes the fourth speed, which is faster than the third speed.

[Other Embodiments] As in the internal transmission hub shown in FIGS. 1, 4 and 6, a planetary gear 11 and a plurality of gear parts 1 are provided.
When the small diameter side of 1a to 11c is mounted so that the smaller diameter side is located on the inner side of the hub body 1 than the large diameter side, the speed change transmission mechanism 10 can be inserted into the hub body 1 from the lateral outside while being incorporated. Advantageously, the hub body 1 can be downsized so that the inner diameter of the portion of the hub body 1 that houses the small-diameter side gear portion is smaller than the inner diameter of the portion that houses the large-diameter side gear portion. However, as in the bicycle internal speed change hub shown in FIG. 5, the planetary gear 11 may be mounted with the large-diameter-side gear portion 11a positioned on the inner side of the hub body with respect to the small-diameter-side gear portion 11b. . In addition, the internal speed change hub of FIG.
The hub body 1 having the same specifications as the hub body 1 in the internal transmission hub in FIG. 4 is adopted, and the planetary gear 1 in the internal transmission hub in FIG. 4 is adopted.
The 1st, 1st sun gear 12, and the 2nd sun gear 13 employ | adopt and comprised the planetary gear 11, the 1st sun gear 12, and the 2nd sun gear 13 which have a different number of teeth. That is, in the internal transmission hub of FIG. 4 and the internal transmission hub of FIG.
Although the number of teeth of the ring gear portion 1c of the hub body 1 is the same, the number of teeth of the planet gear 11 and the first sun gear 12 and the second sun gear 13 are different, so that the speed increasing ratio is different between the medium speed state and the high speed state. Is revealed.

When the ratchet pawl 7 is arranged on the inner side of the hub body 1 with respect to the planetary gear 11 as in the internal transmission hub shown in FIGS. 1, 4, 5 and 6, the hub body 1 becomes relatively small. It can be formed advantageously. That is, the speed change transmission mechanism 10
In configuring the above, the outer diameter at the location where the ratchet pawl 7 is located can be made smaller than the outer diameter at the location where the planetary gear 11 is located. For this purpose, the ratchet pawl 7 is attached to the planetary gear 1
When located on the lateral outer side of the hub body 1 with respect to 1, the inner diameter of the portion of the hub body 1 where the ratchet pawl 7 is housed is formed to be the same as the inner diameter of the portion where the planetary gear 11 is housed.
It is possible to insert the speed change transmission mechanism 10 into the hub body 1 by inserting it from the lateral outside of the hub body 1 with the ratchet pawl 7 attached thereto. When located on the side, even if the inner diameter of the portion of the hub body 1 where the ratchet pawl 7 is installed is smaller than the inner diameter of the portion where the planetary gear 11 is installed, the ratchet pawl 7 is attached to the speed change transmission mechanism 10. Thus, it becomes possible to insert the hub body 1 by inserting it from the lateral outside thereof. As a result, the diameter of the inner portion of the hub body 1 where the ratchet pawl 7 is installed is smaller than the lateral end portion where the planetary gear 11 is installed.
The hub body 1 can be downsized. On the other hand, ratchet claw 7
May be arranged laterally outside the hub body 1 with respect to the planetary gear 11.

In order to integrally rotate the ring gear portion 1c on the hub body 1, the ring gear portion 1c is integrally formed on the hub body 1 as in the above-described embodiment, or is formed as a separate component from the hub body 1, and the hub body 1 is splined. It is also possible to adopt a configuration in which the members are connected so as to be integrally rotated by meshing by engagement or screw connection. Therefore, these additional means are collectively referred to as a fixed installation. To configure the driving body 2, for example, a chain gear 2a and a planetary gear 1
By forming the drive body portion supporting 1 and the drive body portion supporting the ratchet pawl 7 as separate parts and connecting them,
Although it is possible to support the planetary gear 11, the ratchet pawl 7, and the like, any specific configuration may be adopted and implemented. A ball-type or roller-type one-way transmission clutch may be adopted instead of the ratchet pawl 7. Therefore, these are collectively referred to as the one-way transmission means 7. The present invention can be applied to the case where the internal speed change hub is configured to be capable of shifting in three stages or four stages as in the above-described embodiment, and is also capable of shifting in five stages. That is, the present invention can be applied to the case where the gear can be shifted in three or more stages.

It should be noted that reference numerals are added to the claims for convenience of comparison with the drawings, but the present invention is not limited to the configurations of the accompanying drawings by the entry.

[Brief description of drawings]

FIG. 1 is a sectional view of an internal gearshift hub for a bicycle.

FIG. 2 is an explanatory diagram showing a working state of a shift sleeve.

FIG. 3 is an explanatory diagram showing a transmission state.

FIG. 4 is a cross-sectional view of a bicycle internal speed change hub having another structure.

FIG. 5 is a cross-sectional view of a bicycle internal gear hub having another structure.

FIG. 6 is a schematic view of a bicycle internal speed change hub having another structure.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 hub body 1c ring gear part 2 drive body 6 hub shaft 7 one-way transmission means 10 speed change transmission mechanism 11 planetary gears 11a, 11b, 11c gear parts 12, 13, 14 sun gear 20 speed change control mechanism

Claims (3)

[Claims] 1. A drive body (2) and a hub body (1) are rotatably attached to a hub shaft (6) and have at least two gear parts (11a, 11b, 11c) and the drive body (1). 2) a planetary gear (11) rotatably supported by the planetary gear (2), and at least two sun gears (12) respectively meshing with the plurality of gear parts (11a, 11b, 11c) of the planetary gear (11). , 13, 14)
And a transmission mechanism (10) for transmitting the rotational force of the driving body (2) to the hub body (1), and the hub body (1) precedes the driving body (2). A unidirectional transmission means (7) that allows rotation,
A ring gear portion (1c) provided between the drive body (2) and the hub body (1) and meshing with the planetary gear (11) is fixed to the hub body (1). The sun gear (12, 13, 14) is provided with a gear shift control mechanism (20) for switching the gear shift transmission mechanism (10) by switching the gear shift control mechanism (20) between the rotatable and non-rotatable. By operating
The turning force of the driving body (2) is the one-way transmission means (7).
From the planetary gear (11) to the ring gear portion (1c) by increasing the rotational force of the driving body (2) from the planetary gear (11) to the hub body (1). An internal gearshift hub for bicycles that switches to and. 2. The bicycle internal speed change hub according to claim 1, wherein the one-way transmission means (7) is located on the inner side of the hub body (1) with respect to the planetary gear (11). 3. The planetary gear (11) is mounted in a mounting direction in which the smaller diameter side of the plurality of gear parts (11a, 11b, 11c) is located on the inner side of the hub body (1) than the larger diameter side. The internal speed change hub for a bicycle according to claim 1 or 2, wherein.