WO2014123320A1 - Transmission variable à moyeu interne - Google Patents

Transmission variable à moyeu interne Download PDF

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Publication number
WO2014123320A1
WO2014123320A1 PCT/KR2014/000737 KR2014000737W WO2014123320A1 WO 2014123320 A1 WO2014123320 A1 WO 2014123320A1 KR 2014000737 W KR2014000737 W KR 2014000737W WO 2014123320 A1 WO2014123320 A1 WO 2014123320A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary gear
speed
medium
pole
gear set
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2014/000737
Other languages
English (en)
Korean (ko)
Inventor
유혁
정태진
안성철
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MBI Co Ltd
Original Assignee
MBI Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MBI Co Ltd filed Critical MBI Co Ltd
Publication of WO2014123320A1 publication Critical patent/WO2014123320A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/18—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears with a plurality of planetary gear units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/12—Freewheels or freewheel clutches with hinged pawl co-operating with teeth, cogs, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/02—Toothed members; Worms
    • F16H55/30—Chain-wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means

Definitions

  • the present invention relates to a hub-integrated multistage transmission, and in particular, to implement a multistage shift in a compact internal transmission using a plurality of planetary gear sets and one-way clutches, and in particular, a high transmission ratio can be obtained and at the same time a forced transmission function is used.
  • the present invention relates to a device for precise shifting, and to a device capable of maximizing product merchandise and greatly improving shifting accuracy.
  • a wheel is provided and a transmission device for improving driving performance is provided in a transportation device such as a bicycle, a wheelchair, a car, a scooter, which receives a manpower or runs using various driving forces such as electric power.
  • a transportation device such as a bicycle, a wheelchair, a car, a scooter, which receives a manpower or runs using various driving forces such as electric power.
  • Such a transmission can be shifted in multiple stages from a high speed to a low speed according to a rider or a user's operation, so that the required torque or speed can be obtained according to the driving environment.
  • a planetary gear set composed of a sun gear, a planetary gear, a ring gear, and a carrier is provided in the hub shell to prevent the gears from being exposed to the outside while changing the speed in multiple stages through a compact configuration. to be.
  • the present invention is to solve the above problems, by using a plurality of planetary gear set and one-way clutch can be configured in a compact multi-stage internal transmission that can obtain a high speed ratio to maximize the productability of the product, forced shift
  • the purpose of the present invention is to provide a hub-integrated multi-speed transmission that can greatly improve shifting accuracy by using a function to achieve a more accurate shifting.
  • the present invention includes a shaft fixed to the vehicle body, a hub shell which is rotatably positioned on the outer circumference of the shaft and outputs a sprocket for receiving the rotational force and the rotational force; Including a planetary gear set consisting of a sun gear, a planetary gear, a carrier, a ring gear and an output clutch composed of a one-way clutch provided inside the hub shell, shifting the rotational force input to the sprocket to output to the hub shell A transmission unit;
  • the multi-stage transmission including a control unit for controlling the shift by controlling the pole provided on the shaft in accordance with the operation of the shift lever to selectively limit the rotation of the sun gear;
  • the transmission portion is provided with a low speed planetary gear set, a medium speed planetary gear set, and a high speed planetary gear set;
  • the carrier of the low speed planetary gearset and the carrier of the medium speed planetary gearset are integrally formed with a driver that rotates by receiving rotational force from the sprocket
  • the low speed pole, the medium speed pole, and the high speed pole is located in the pole seat, respectively, it is preferable that the shaft is provided to stand by the ring spring.
  • the control unit includes a cable connection member connected to the cable drawn out according to the operation of the shift lever and rotatably supported on an outer circumferential surface of the shaft; An intermediate connecting member fitted to the inner circumferential surface of the cable connecting member; An angle control member fitted to the inner circumferential surface of the intermediate connecting member and integrally controlled to rotate; It is preferable that the pole control member is connected to the angle control member and controls the low speed pawl, the medium speed pawl, and the high speed pawl in accordance with the rotation.
  • the low speed sun gear of the low speed planetary gear set is selectively limited in rotation by the low speed pole
  • the medium speed sun gear of the medium speed planetary gear set is selectively limited in rotation by the medium speed pole
  • the high speed planetary gear The set of high speed sun gears is selectively limited in rotation by the high speed poles;
  • a groove portion is formed on an inner circumferential surface of the pole control member, and at least one of the low speed pawl, the medium speed pawl, and the high speed pawl exits to the groove portion as the pole control member rotates.
  • a coil spring is connected between the cone nut rotatably assembled to the shaft and the angle control member; Wings of the pole control member are positioned with a predetermined clearance in the coupling groove of the angle control member, the wings are elastic so that both sides are supported at both ends of the pin spring supported by the angle control member to be located in the center of the coupling groove. It is good to be supported.
  • control unit and the roller which is supported to flow in the radial direction to the angle control member;
  • a medium speed carrier having a forced shifting means including a one-way inclined groove formed on an inner circumferential surface of the medium and low speed carrier, wherein the roller is positioned and rotated at its outer circumference as a phase angle difference occurs between the angle control member and the pole control member. It is most preferable to have a forced shift function for forcing the medium speed pawl or the high speed pawl while forcibly moving inwardly from the one-way inclined groove formed on the inner circumferential surface thereof.
  • the present invention as described above can be configured in a multi-stage built-in transmission that can obtain a high transmission ratio compactly by using a plurality of planetary gear sets and one-way clutch to maximize the merchandise of the product, more accurate by using a forced transmission function It is an invention that can greatly improve shifting accuracy by allowing shifting to occur.
  • FIG. 1 is a perspective view showing a hub-integrated multi-speed transmission of the present invention
  • FIG. 2 is a front view showing a hub-embedded multi-speed transmission of the present invention
  • FIG. 3 is a front sectional view showing a hub-mounted multi-stage transmission of the present invention.
  • Figure 4 is an exploded perspective view of the hub shell separated in the multi-stage transmission built-in hub of the present invention
  • Figure 5 is an exploded perspective view of the sprocket separated in the multi-stage transmission built-in hub of the present invention
  • FIG. 6 is an exploded perspective view of a high speed planetary gear set separated from a hub-mounted multi-stage transmission of the present invention
  • Figure 7 is an exploded perspective view of a pole separated in the multi-stage transmission with a built-in hub of the present invention
  • FIG. 8 is a cross-sectional view of a planetary gear set in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 9 is a cross-sectional view of the output clutch in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 10 is a perspective view showing a control unit in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 11 is an exploded perspective view of a control unit in a hub-mounted multi-stage transmission of the present invention.
  • FIG. 12 is a perspective view showing a pawl in a hub-mounted multi-stage transmission of the present invention.
  • FIG. 13 is a right side view showing control of a pole according to rotation of a pole control member in the hub-mounted multi-stage transmission of the present invention
  • FIG. 14 is a diagram showing a forced transmission means in the hub-integrated multistage transmission of the present invention.
  • 15 is an exploded perspective view showing a main portion of a control unit in the hub-embedded multi-stage transmission of the present invention.
  • FIG. 16 is a view showing occurrence of phase angle differences between the pole control member and the angle control member in the hub-mounted multi-stage transmission of the present invention.
  • 17 is a diagram illustrating a forced shift function from two gears to three gears in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 18 is a diagram illustrating a force shift function from four gears to three gears in the hub-mounted multi-stage transmission of the present invention.
  • 19 is a diagram illustrating a forced transmission function from three gears to two gears in the hub-mounted multi-stage transmission of the present invention.
  • 20 is a diagram illustrating a forced shift function from two gears to one gear in the hub-mounted multi-stage transmission of the present invention.
  • transmission portion 410 low speed planetary gear set
  • medium and low speed carrier 420 medium speed planetary gear set
  • high speed carrier 434 high speed ring gear
  • first output clutch 450 second output clutch
  • control unit 510 cable connection member
  • intermediate connecting member 520 angle control member
  • assembly worker 530 pole control member
  • groove portion 540 forced transmission means
  • 541a, 541b, 541c Rollers 901, 902: Cone Nuts
  • FIG. 1 is a perspective view showing a hub-integrated multistage transmission of the present invention
  • Figure 2 is a front view showing a hub-integrated multistage transmission of the present invention
  • Figure 3 is a front sectional view showing a hub-integrated multistage transmission of the present invention.
  • Figure 4 is an exploded perspective view of the hub shell separated in the multi-stage gearbox of the present invention
  • Figure 5 is an exploded perspective view of the sprocket separated in the hub-type multi-stage transmission of the present invention
  • Figure 6 is a hub of the present invention An exploded perspective view of a high speed planetary gear set separated in a built-in multi-stage transmission.
  • Figure 7 is an exploded perspective view of a pole separated in the multi-stage gearbox of the present invention
  • Figure 8 is a cross-sectional view of the planetary gear set in the hub-type multi-stage transmission of the present invention
  • Figure 8 (a) is a low speed planetary The gear set 410
  • FIG. 8B shows the medium speed planetary gear set 420
  • FIG. 8C shows the high speed planetary gear set 430, respectively.
  • Figure 9 is a cross-sectional view of the output clutch in the hub-integrated multi-stage transmission of the present invention
  • Figure 9 (a) shows the first output clutch 440
  • Figure 9 (b) is the second output clutch 450 ).
  • FIG. 10 is a perspective view showing a control unit in the hub-mounted multi-stage transmission of the present invention
  • FIG. 11 is an exploded perspective view of the control unit in the hub-mounted multi-stage transmission of the present invention
  • FIG. 12 is a hub-integrated multistage transmission of the present invention. It is a perspective view which shows a pole in the figure.
  • FIG. 13 is a right side view showing the control of the pole according to the rotation of the pole control member in the hub-integrated multistage transmission of the present invention, in which FIG. 13 (a) is one stage and FIG. 13 (b) is two. 13 (c) shows three stages, and FIG. 13 (d) shows four stages, respectively.
  • FIG. 14 is a diagram showing a forced transmission means in the hub-integrated multistage transmission of the present invention
  • FIG. 14A is a diagram showing one-way inclined grooves 413a of the medium and low speed carrier 413.
  • 14 (b) is a right side view thereof.
  • Figure 15 is an exploded perspective view showing the main portion of the control unit in the hub-integrated multi-stage transmission of the present invention
  • Figure 16 is a phase angle difference between the pole control member and the angle control member in the hub-integrated multistage transmission of the present invention. Is a diagram illustrating.
  • the hub-integrated multi-stage transmission of the present invention implements a multi-shift with a large speed ratio with a compact built-in transmission using a plurality of planetary gear sets and one-way clutches, and has a force shifting function of a pole to greatly improve shifting accuracy. It is the technical basic characteristic.
  • the hub-embedded multi-stage transmission of the present invention has a shaft 100 fixed to a vehicle body and a sprocket 200 which is rotatably positioned on an outer circumference of the shaft 100 to receive rotational force.
  • hub shell 300 for outputting a rotational force; Including a planetary gear set consisting of a sun gear, a planetary gear, a carrier, a ring gear and an output clutch composed of a one-way clutch provided inside the hub shell 300, the rotational force input to the sprocket 200 is shifted.
  • a transmission unit 400 outputting the hub shell 300;
  • the transmission unit 400 is provided with a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430;
  • the carrier of the low speed planetary gear set 410 and the carrier of the medium speed planetary gear set 420 are integrally formed with the driver to rotate by receiving rotational force from the sprocket 200 to form a medium low speed carrier 413;
  • the low speed planetary gear 412 of the low speed planetary gear set 410 and the medium speed planetary gear 422 of the medium speed planetary gear set 420 are located at a radially predetermined phase angle difference of the medium and low speed carrier 413.
  • the high speed carrier 433 of the high speed planetary gear set 430 is integrally formed with the medium speed ring gear 424 of the medium speed planetary gear set 420;
  • a first output clutch 440 is provided between the high speed carrier 433 of the high speed planetary gear set 430 and the hub shell 300;
  • a second output clutch 450 is provided between the high speed ring gear 434 of the high speed planetary gear set 430 and the hub shell 300.
  • the hub-embedded multi-stage transmission of the present invention is composed of a shaft 100, a sprocket 200, a hub shell 300, a transmission unit 400, and a control unit 500, as shown in FIGS. It is.
  • the shaft 100 is rotatably fixed to the body of a scooter, a bicycle, a rickshaw or the like (hereinafter, referred to as a “driving device") that requires shifting by means of fastening means such as a fixing nut.
  • the shaft 100 is formed with a different diameter according to the part, in particular, the plurality of pole seats 101, 102, 103 formed in the center outer peripheral surface of the shaft 100 concave with a predetermined phase difference
  • the poles 501, 502, 503, which will be described later, are located in the pole seats 101, 102, 103, respectively.
  • three pole portions 101, 102 and 103 are formed with a predetermined phase angle difference as shown in FIG.
  • Such a shaft 100 forms the skeleton of the present invention, and all of the components to be described below are provided on the outer circumference of the shaft 100 to be rotatable or non-rotable.
  • the sprocket 200 is configured to receive a rotational force such as an attractive force or electric force from the traveling device to the hub-mounted multi-stage transmission of the present invention, and is provided to be rotatable on one side of the shaft 100.
  • the sprocket 200 receives a driving force from the outside through a power transmission means such as a chain, for example.
  • the hub shell 300 is configured to output the driven force shifted at the outermost position of the shaft 100 to wheels of a traveling device.
  • the hub shell 300 is formed in a substantially cylindrical shape, a plurality of holes 301 for connecting the flesh of the wheel can be formed on the outer circumference, the left side in the drawing is closed while the right side in the drawing is open It can be assembled by inserting various components therein through the open area.
  • the hub shell 300 On the closed left side of the hub shell 300 is provided a cone nut 902 and a bearing 904 coupled to the shaft 100, the hub shell 300 is rotatably supported independently from the shaft 100 do.
  • the transmission unit 400 is positioned in the hub shell 300 and shifts the rotation input through the sprocket 200 in multiple stages, and then outputs the plurality of planetary gears through the hub shell 300.
  • An output clutch consisting of a set and a one-way clutch.
  • three planetary gear sets that is, a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430 are provided, and two output clutches, that is, a first output clutch, are provided.
  • An example in which 440 and a second output clutch 450 are provided to output four speed ratios will be described below.
  • the transmission unit 400 includes a low speed planetary gear set 410, a medium speed planetary gear set 420, and a high speed planetary gear set 430, and the low speed planetary gear set 410 or the sprocket 200.
  • the rotational force transmitted to the medium speed planetary gear set 420 is shifted and transmitted to the high speed planetary gear set 430, and the second speed is shifted once again from the high speed planetary gear set 430 to output the first output clutch 440 or the second output. It is possible to output to the hub shell 300 through the clutch 450.
  • a substantial shift is made by the planetary gear sets 410, 420, 430 of the shifting unit 400, and the rotational force shifted through the output clutches 440, 450 is a hub shell. It is output to 300.
  • Each of the planetary gear sets includes a ring gear, a carrier, a planetary gear, and a sun gear, wherein the planetary gear is rotatably supported by the carrier and revolves as the carrier rotates, and is located outside the carrier. The gear is engaged with the gear and at the same time with the sun gear located inside the carrier.
  • each planetary gear set receives the rotational force through the carrier and outputs the rotational force through the planetary gear through the ring gear, thereby accelerating.
  • the low speed planetary gear set 410 includes a low speed sun gear 411 and a low speed planetary gear 412 as shown in FIGS. 7 and 8 (a), and the low speed carrier includes a medium speed carrier and a driver to be described later. It is provided with a medium and low speed carrier 413 integrally with the low speed ring gear is not provided separately.
  • the medium speed planetary gear set 420 includes a medium speed sun gear 421, a medium speed planetary gear 422, and a medium speed ring gear 424, as shown in FIGS. 7 and 8 (b), and the medium speed carrier includes the medium speed carrier.
  • the low speed carrier and the sprocket 200 are provided as a medium to low speed carrier 413 integrally with the fixed driver.
  • the low speed planetary gear set 410 and the medium speed planetary gear set 420 share one medium and low speed carrier 413, and in particular, the low speed planetary gear 412 and the medium speed planetary gear 422.
  • the medium and low speed carrier 413 is located on the right side of the open view of the hub shell 300, the cone nut 901 and the bearing 903 is coupled to the shaft 100, the medium and low speed carrier ( 413 is rotatably supported from the shaft 100.
  • the hub shell 300 and the medium-low speed carrier 413 are rotatably provided by a bearing 905 located therebetween, and by the dust cover 310 shown in FIG. Prevent foreign matter from entering.
  • bearings 903, 904 and 905 exemplify ball bearings, but are not limited to those types such as sliding bearings.
  • the high speed planetary gear set 430 includes a high speed sun gear 431, a high speed planetary gear 432, a high speed carrier 433, and a high speed ring gear 434 as shown in FIGS. 6 and 8 (c).
  • the high speed carrier 433 is integrally formed with the medium speed ring gear 424 of the medium speed planetary gear set 420.
  • the low speed sun gear 411, the medium speed sun gear 421, and the high speed sun gear 431 have a low speed pole 501, a medium speed pole 502, and a high speed pole 503 in the inner gear formed on the inner circumferential surface thereof.
  • the poles 501, 502, 503 are engaged with the internal gears of the corresponding sun gears 411, 421, 431, the rotation of the corresponding sun gears 411, 421, 431. This is optionally limited.
  • the gear ratios of the planetary gear sets 410, 420, and 430 are changed according to whether the sun gears 411, 421, and 431 are rotatable. .
  • the low speed planetary gear set 410 and the medium speed planetary gear set 420 share the medium and low speed carrier 413, and the low speed planetary gear 412 and the medium speed planetary gear 422 are engaged with each other. Since the medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430, the rotational force transmitted to the transmission part 400 may be a low speed planetary gear set 410 or a medium speed planetary gear. After being transmitted from the set 420 to the high speed planetary gear set 430, the gear is shifted twice and then output through the hub shell 300.
  • an output clutch 440 or 450 formed of a one-way clutch is provided in the shifting unit 400 so that a rotation speed of a component located inside the output clutch 440 or 450 is located outside. When faster than the rotational speed of the component to transmit the rotational force of the component located on the inside to the component located on the outside.
  • two output clutches 440 and 450 are provided, which are provided with the first output clutch 440 and the second output clutch 450.
  • the first output clutch 440 is provided between the outer circumferential surface of the high speed carrier 433 of the high speed planetary gear set 430 and the inner circumferential surface of the hub shell 300 as shown in FIGS. 6 and 9 (a).
  • a second output clutch 450 is provided between the outer circumferential surface of the high speed ring gear 434 of the high speed planetary gear set 430 and the inner circumferential surface of the hub shell 300.
  • the finally shifted rotational force is output to the hub shell 300 only through the first output clutch 440 or the second output clutch 450.
  • the control unit 500 controlling the shift of the transmission unit 400 includes three poles, that is, the low speed pole 501, the medium speed pole 502, and the high speed pole ( 503 are positioned in the pole portions 101, 102, 103 of the shaft 100, respectively, and these poles 501, 502, 503 are elastically erected by ring springs, not shown. Positioned to lose.
  • control part 500 has one or more poles 501, 502, 503 as the pole control member 530 controlling the poles 501, 502, 503 rotates. ) To control the shifting by selectively setting or laying down on the inner gears of the corresponding sun gears 411, 421 and 431.
  • each of the poles 501, 502, and 503 is formed to protrude at different intervals from the control part 501a, 502a, 503a and the locking parts 501b, 502b, 503b as shown in FIG.
  • the control pole 501a is formed at the right end of the figure in the low-speed pawl 501, and the locking portion 501b is formed again from the control pole 501a.
  • the medium speed pawl 502 has a larger spacing between the control section 502a and the locking section 502b than the low speed pawl 501, and the high speed pawl 503 has a control section 503a.
  • the spacing between the locking portions 503b is much wider than that of the medium speed pawl 502.
  • the low speed pawl 501 has the narrowest distance between the control part 501a and the locking part 501b, whereas the high speed pawl 503 has the smallest gap between the control part 503a and the locking part 503b. It is widely formed.
  • the pole control member 530 is positioned outside the control portions 501a, 502a, 503a formed on the respective poles 501, 502, 503, and the locking portions 501b, 502b. Outside the frame 503b, the sun gears 411, 421 and 431 are positioned.
  • grooves 531, 532, 533a, 533b are formed on the inner circumferential surface of the pole control member 530, and the low speed pawl 501 and the medium speed pawl according to the rotation of the pole control member 530. 502, and at least one of the high speed poles 503 exits the grooves 531, 532, 533a and 533b.
  • the pole control member 530 is formed with one groove portion 531, 532 corresponding to the low-speed pole 501 and the medium speed pole 502, as shown in Figure 13, while the high-speed pole Corresponding to 503, two groove portions 533a and 533b are formed.
  • control portions 501a, 502a, 503a of the poles 501, 502, 503 that are to be elastically erected according to the rotation angle of the pole control member 530 are grooves 531, 532.
  • the engaging portions 501b, 502b and 503b of the pawls 501, 502 and 503 are raised so that the corresponding sun gears 411, 421 and 431 The rotation of the sun gears 411, 421 and 431 by limiting the inner gear formed on the inner peripheral surface.
  • two grooves 533a and 533b are formed with a predetermined angle difference so that the high speed pawl 503 is engaged or released every 16 degrees of rotation as shown in FIG. 13.
  • the grooves 531 and 532 are formed so that the low-speed pawl 501 is released and the medium-speed pawl 502 is engaged after the rotation by 32 degrees from the initial angle.
  • the low-speed pawl 501 exits into the groove portion 531 of the pawl control member 530 as shown in FIG. 13A, and the pawl control member 530 is moved from the initial position.
  • the low speed pole 501 and the high speed pole 503 are respectively moved to the grooves 531 and 533a of the pole control member 530. Will come out.
  • control unit 500 is a cable connecting member which is connected to the cable drawn out in accordance with the operation of the shift lever as shown in Figure 10 and 11 rotatably supported on the outer peripheral surface of the shaft ( 510; An intermediate connecting member 512 fitted to the inner circumferential surface of the cable connecting member 510; An angle control member 520 fitted to the intermediate connecting member 512 and integrally controlled to rotate;
  • the pole control member 530 is connected to the angle control member 520 and controls the low speed pole 501, the medium speed pole 502, and the high speed pole 503 according to rotation.
  • the cable connecting member 510 is connected to the outer periphery of the cable not shown according to the operation of the shift lever, the cable connecting member 510 is rotated when the shift lever is operated.
  • the cable connecting member 510 when viewed from the right side, it rotates counterclockwise during the acceleration operation of the shift lever, and rotates clockwise during the deceleration operation.
  • an intermediate connecting member 512 is positioned on an inner circumferential surface of the cable connecting member 510, and an inner circumferential surface of the cable connecting member 510 and an outer circumferential surface of the intermediate connecting member 512 are engaged with each other to form the shaft 100. It rotates integrally on the outer circumferential surface of).
  • two projections 521 protrude from the right side surface of the angle control member 520 to fit into the assembly groove 512a formed on the inner circumferential surface of the intermediate connecting member 512.
  • the member 512 and the angle control member 520 rotate integrally.
  • pole control member 530 is connected to the left side of the angle control member 520 in the drawing, the pole control member 530 is rotated together in accordance with the rotation of the angle control member 520, One or more of the low speed pole 501, the medium speed pole 502, and the high speed pole 503 may be selectively raised.
  • a coil spring 501 is connected between the cone nut 901 rotatably assembled to the shaft 100 and the angle control member 520;
  • the blade 534 of the pole control member 530 is positioned with a predetermined clearance, and both sides of the wing 534 are provided in the angle control member 520.
  • Both ends of the supported pin spring 502 may be elastically supported to be located at the center of the coupling groove 522.
  • the cone nut 901 is for supporting the above-described medium-low speed carrier 413 on the shaft 100 via the bearing 903, and the assembly hole 901b is provided on the left side of the cone nut 901 in the drawing.
  • the assembling hole 523 is formed on the right side surface of the angle control member 520, and both ends of the coil spring 501 are inserted into and fixed to the two assembling holes 901b and 523.
  • the angle control member 520 is always subjected to a force to rotate in one direction, rotated in the opposite direction according to the operation of the shift lever, and returned to the initial angle by the restoring force of the coil spring 501. .
  • the angle control member 520 rotates counterclockwise by the user's operating force during the acceleration operation of the shift lever, the angle control member 520 rotates clockwise by the restoring force of the coil spring 501 during the deceleration operation.
  • the guide groove 901a is formed at a predetermined angle on the inner circumferential surface of the cone nut 901 so that the projection 521 of the angle control member 520 penetrates the guide groove 901a.
  • the maximum rotation angle of the angle control member 520 can be limited.
  • two coupling grooves 522 are formed on the outer circumferential surface of the angle control member 520 so as to face each other, and the blade 534 of the pole control member 530 is positioned in the coupling groove 522. .
  • the width of the blade 534 is formed to be somewhat narrower than the width of the coupling groove 522, a predetermined play is formed.
  • angle control member 520 is provided with two pin springs 502 having a substantially W-shape supported by the support protrusion 524, both ends of the blade 534 protruding through the coupling groove 522. Will be elastically supported as shown in FIG.
  • FIG. 16 is a view showing the occurrence of the phase angle difference between the pole control member and the angle control member in the hub-integrated multi-stage transmission of the present invention
  • Figure 16 (a) is a pole is strongly engaged with the sun gear during the deceleration shift speed is shifted.
  • Figure 16 (b) is a view showing a state in which the shift has been made
  • Figure 16 (c) is a state in which the pole is strongly engaged with the sun gear during the shift, the shift is not made. It is a figure which shows.
  • the blade 534 of the pole control member 530 is elastically supported to be positioned in the center of the coupling groove 522 of the angle control member 520, as shown in Figure 16 (b), the pole control member In a state in which no external force is applied to the 530, the pole control member 530 may always rotate together with the angle control member 520.
  • the angle control member 520 rotates according to the operation of the shift lever, but the pole control member 530 does not rotate together with the angle control member 520 despite the elastic force of the pin spring 502. In this case, a phase angle difference occurs between the angle control member 520 and the pole control member 530.
  • the forced transmission means 540 is further provided as shown in FIG.
  • control unit 500 includes: rollers 541a, 541b and 541c supported by the angle control member 520 so as to be movable in a radial direction;
  • a forced shifting means 540 is provided, which includes a one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413, and a phase angle difference occurs between the angle control member 520 and the pole control member 530.
  • the medium speed pawl 502 As the rollers 541a, 541b and 541c are forced to move inwardly from the one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413 which is rotated on the outer circumference thereof, the medium speed pawl 502 Alternatively, it is preferable to have a forced shift function for forcing the high speed pole 503 to lie down.
  • the angle control member 520 is provided with two rollers 541a and 541b for forcibly laying down the high speed pawl 503 and one roller 541c for forcing and laying down the medium speed pawl 502. have.
  • the high speed pawl 503 is made up or down twice while the medium speed pawl 502 is made one time.
  • the rollers 541a, 541b and 541c are supported by the angle control member 520 and are provided to be movable in the radial direction, i.e., the inner side toward the center of the shaft 100 and the outer side in the opposite direction.
  • the high speed pawl 503 or the middle speed pawl 502 is located, and outwardly adjacent to the one-way inclined groove 413a formed on the inner circumferential surface of the medium and low speed carrier 413.
  • the high pole 503 is in contact with the pole.
  • the rollers 541a, 541b and 541c protruding outwardly are in contact with the one-way inclined grooves 413a of the medium and low speed carriers 413 and are forced to move inwards.
  • FIG. 17 is a diagram illustrating a forced shift function from two gears to three gears in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 17A shows a two-stage state
  • FIG. 17B shows three gears.
  • the angle control member 520 rotates counterclockwise during the acceleration shift to the high speed gear
  • the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431.
  • FIG. 17C shows a state in which the pawl control member 530 is rotated counterclockwise by the forced transmission means 540 and the shift is completed in three steps.
  • the angle control member 520 is rotated 16 degrees counterclockwise from the initial angle by the operation of the shift lever.
  • the high speed pawl 503 is located between the rollers 541a and 541b of the angle control member 520 as shown in FIG.
  • the angle control member 520 was further rotated 16 degrees in the counterclockwise direction by operating the shift lever to accelerate the gear to the third stage.
  • the high speed pole 503 meshes strongly with the internal gear of the high speed sun gear 431.
  • the pole control member 530 does not rotate together with the angle control member 520.
  • roller 541b protrudes outward on the angle control member 520, and the roller 541b protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 17C.
  • the one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.
  • the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502.
  • the shift can be made as shown in FIG.
  • FIG. 18 is a diagram illustrating a forced transmission function from four gears to three gears in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 18A shows a four-speed state
  • FIG. 18B shows three gears.
  • the angle control member 520 rotates in the clockwise direction at the time of deceleration to the high speed
  • the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the inner gear of the high speed sun gear 431.
  • FIG. 18C shows a state in which the pawl control member 530 is rotated clockwise by the forced transmission means 540 to complete the three-speed shift.
  • the angle control member 520 is rotated 48 degrees counterclockwise from the initial angle by operating the shift lever.
  • the high speed pawl 503 is located on the clockwise side than the right roller 541b on the drawing of the angle control member 520 as shown in FIG.
  • the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to three speeds, but the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431. As shown in (b) of FIG. 18, the pole control member 530 does not rotate together with the angle control member 520.
  • roller 541b protrudes outward on the angle control member 520, and the roller 541b protruded as described above is a medium low speed that rotates clockwise from the outside as shown in FIG. 18C.
  • the one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.
  • the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502.
  • the shift can be made as shown in FIG.
  • FIG. 19 is a diagram illustrating a forced shift function from three gears to two gears in the hub-mounted multi-stage transmission of the present invention, and FIG. 19 (a) shows a three-stage state, and FIG. 19 (b) shows two gears.
  • the angle control member 520 rotates in the clockwise direction when decelerating to the gearbox, the pole control member 530 does not rotate because the medium speed pawl 502 is strongly engaged with the internal gear of the medium speed sun gear 421.
  • 19C shows a state in which the pawl control member 530 is rotated in the clockwise direction by the forced transmission means 540 to complete the speed change in two stages.
  • the angle control member 520 is rotated 32 degrees counterclockwise from the initial angle by operating the shift lever.
  • the intermediate speed pawl 502 is located on the clockwise side than the roller 541c of the angle control member 520 as shown in FIG.
  • the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to the second stage, but the middle pawl 502 is strongly engaged with the internal gear of the medium speed sun gear 421. As shown in (b) of FIG. 19, the pole control member 530 does not rotate together with the angle control member 520.
  • roller 541c protrudes outward on the angle control member 520, and the roller 541c protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 19C.
  • the one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.
  • the standing medium speed pole 502 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502.
  • the shift can be made as shown in FIG.
  • FIG. 20 is a diagram illustrating a forced transmission function from two gears to one gear in the hub-mounted multi-stage transmission of the present invention.
  • FIG. 20 (a) shows a two-stage state
  • FIG. 20 (b) shows one gear.
  • the angle control member 520 rotates in the clockwise direction at the time of deceleration to the high speed
  • the pole control member 530 does not rotate because the high speed pole 503 is strongly engaged with the inner gear of the high speed sun gear 431.
  • FIG. 20C shows a state in which the pawl control member 530 is rotated clockwise by the forced transmission means 540 and the shift is completed in two stages.
  • the angle control member 520 is rotated 16 degrees counterclockwise from the initial angle by the operation of the shift lever.
  • the high speed pawl 503 is located on the clockwise side than the left roller 541a in the drawing of the angle control member 520 as shown in FIG. 20 (a).
  • the angle control member 520 was rotated 16 degrees clockwise by operating the shift lever for deceleration to the first stage, but the high speed pole 503 is strongly engaged with the internal gear of the high speed sun gear 431. As shown in (b) of FIG. 20, the pole control member 530 does not rotate together with the angle control member 520.
  • roller 541a protrudes outward on the angle control member 520, and the roller 541a protruding in this way is a low to medium speed that rotates clockwise from the outside as shown in FIG. 20C.
  • the one-way inclined groove 413a of the carrier 413 is forcibly pressed inward.
  • the standing high-speed pole 503 is laid down, and then the pole control member 530, which is out of phase with the angle control member 520, is connected to the angle control member 520 by a pin spring 502.
  • the shift can be made as shown in FIG.
  • the forced transmission means 540 of the present invention the roller 541a, 541b, 541c is moved to the inner side of the shaft 100, the high-speed pawl 503 or the middle pawl 502 is not lying down. It has a force shift function to force the shift into the pole seat 103 (102).
  • Table 1 below also shows whether the output clutches 440 and 450 transmit the rotational force depending on whether the pawls 501, 502 and 503 are operated.
  • the first stage is an initial state in which the shift lever is not operated, and the low speed sun gear 411 is set up such that only the low speed pole 501 is located in the groove 531 of the pole control member 530 as shown in FIG. ) Is constrained.
  • the low speed planetary gear 412 of the low speed planetary gear set 410 supported by the medium and low speed carrier 413 meshes with the fixed low speed sun gear 411 to rotate, and the low speed planetary gear 412 is rotated.
  • the medium speed planetary gear 422 of the medium speed planetary gear set 420 meshed with each other rotates in the opposite direction.
  • the idle rotation is performed, so that the medium speed planetary gear 422 rotates at the same time as the rotation and the low speed rotational force is transmitted to the medium speed ring gear 424.
  • the medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is not constrained, the high speed planetary gear 432 is also used. By the idle rotation, the rotational force of the high speed carrier 433 is not transmitted to the second output clutch 450 and is output to the hub shell 300 through the first output clutch 440.
  • the sprocket 210 ⁇ the medium low speed carrier 413 ⁇ the low speed planetary gear 412 ⁇ the medium speed planetary gear 422 ⁇ the medium speed
  • the rotational force is transmitted to the ring gear 424 ⁇ the high speed carrier 433 ⁇ the first output clutch 440 ⁇ the hub shell 300 to output the lowest speed.
  • the second stage rotates 16 degrees counterclockwise from the initial position when the shift lever is viewed from the right side of the drawing so that the low speed pole 501 and the high speed pole 503 are the pole control member 530 as shown in FIG.
  • the low speed sun gear 411 and the high speed sun gear 431 are restrained in a state where they are erected to be positioned in the grooves 531 and 533a of the groove.
  • the low speed planetary gear 412 of the low speed planetary gear set 410 supported by the medium and low speed carrier 413 meshes with the fixed low speed sun gear 411 to rotate, and the low speed planetary gear 412 is rotated.
  • the medium speed planetary gear 422 of the medium speed planetary gear set 420 meshed with is rotated in association with each other.
  • the idle rotation is performed, so that the medium speed planetary gear 422 rotates at the same time as the rotation and the low speed rotational force is transmitted to the medium speed ring gear 424.
  • the medium speed ring gear 424 is integrated with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is constrained, the high speed carrier 433. The high speed planetary gear 432 and the high speed ring gear 434 is rotated by the rotational force of, and thus is output to the hub shell 300 through the second output clutch 450.
  • the first output clutch ( 440 may not transmit the rotational force to the hub shell (300).
  • the shift lever is rotated 16 degrees counterclockwise as seen from the right side of the drawing and rotated 32 degrees from the initial position.
  • the medium speed pawl 502 has a pole control member ( The medium speed sun gear 421 is restrained while being erected to be positioned in the groove 532 of the 530.
  • the medium-speed planetary gear 422 of the medium-speed planetary gear set 420 supported by the medium-low speed carrier 413 is engaged with the fixed medium-speed sun gear 421 to rotate, and the medium-speed planetary gear 422
  • the low speed planetary gear 412 of the low speed planetary gear set 410 meshed with is rotated in conjunction with each other.
  • the medium speed ring gear 424 is integrally formed with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is not constrained, the high speed planetary gear 432 is also used. As the idle rotation occurs, the rotational force of the high speed carrier 433 is not transmitted to the second output clutch 450 and is output to the hub shell 300 through the first output clutch 440.
  • the sprocket 210 ⁇ the medium and low speed carrier 413 ⁇ the medium speed planetary gear 422 ⁇ the medium speed ring gear 424 ⁇ the high speed.
  • the rotational force is transmitted to the carrier 433 ⁇ the first output clutch 440 ⁇ the hub shell 300 to output the high speed.
  • the shift lever is rotated 16 degrees counterclockwise when viewed from the right side of the drawing, and rotated 48 degrees from the initial position.
  • the intermediate speed pole 502 and the high speed pole 503 The medium speed sun gear 421 and the high speed sun gear 431 are restrained while being erected to be located in the grooves 532 and 533b of the pole control member 530.
  • the medium-speed planetary gear 422 of the medium-speed planetary gear set 420 supported by the medium-low speed carrier 413 is engaged with the fixed medium-speed sun gear 421 to rotate, and the medium-speed planetary gear 422
  • the low speed planetary gear 412 of the low speed planetary gear set 410 meshed with is rotated in conjunction with each other.
  • the medium speed planetary gear 422 rotates at the same time as the rotation and the rotational force is transmitted to the medium speed ring gear 424.
  • the medium speed ring gear 424 is integrated with the high speed carrier 433 of the high speed planetary gear set 430 and rotates together. At this time, since the high speed sun gear 431 is constrained, the high speed carrier 433. The high speed planetary gear 432 and the high speed ring gear 434 is rotated by the rotational force of, and thus is output to the hub shell 300 through the second output clutch 450.
  • the first output clutch ( 440 may not transmit the rotational force to the hub shell (300).
  • the sprocket 210 ⁇ the medium and low speed carrier 413 ⁇ the medium speed.
  • Planetary gear (422) ⁇ medium speed ring gear (424) ⁇ high speed carrier (433) ⁇ high speed planetary gear (432) ⁇ high speed ring gear (434) ⁇ second output clutch (450) ⁇ hub shell (300) The output is at maximum speed.
  • the multi-stage gearbox of the present invention can implement a multistage transmission at a higher speed ratio by using three planetary gear sets 410, 420, 430 and two output clutches 440, 450. Therefore, it is the invention having the greatest advantage of improving the merchandise of the product, and controlling the pole control member 530 according to the operation of the shift lever to change the transmission path of the rotational force to obtain various transmission ratios of up to four times.
  • the present invention as described above can be configured in a multi-stage built-in transmission that can obtain a high transmission ratio compactly by using a plurality of planetary gear sets and one-way clutch to maximize the merchandise of the product, more accurate by using a forced transmission function It is an invention that can greatly improve shifting accuracy by allowing shifting to occur.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention se rapporte à une transmission variable possédant un moyeu interne, et plus particulièrement à un appareil destiné à réaliser une transmission variable au moyen d'une transmission interne compacte à l'aide d'une pluralité de trains planétaires et d'un embrayage unidirectionnel, et à obtenir ainsi un rapport de vitesse élevé ainsi qu'un changement de vitesse plus précis en utilisant une fonction changement de vitesse forcé. La présente invention se rapporte à la transmission variable comprenant : un arbre (100) fixé à une carrosserie de véhicule ; un pignon (200) positionné rotatif sur la circonférence extérieure de l'arbre (100) pour recevoir la force de rotation entrée ; un carter (300) de moyeu pour sortir la force de rotation ; une partie de changement de vitesse (400) pour changer en vitesse la force de rotation entrée dans le pignon (200) et pour la sortir sur le carter (300) de moyeu, la partie de changement de vitesse (400) comprenant les trains planétaires situés à l'intérieur du carter (300) de moyeu et comprenant un planétaire, un satellite, un support et une couronne dentée, et un embrayage de sortie comprenant l'embrayage unidirectionnel ; et une partie de commande (500) destinée à commander le changement de vitesse en limitant sélectivement la rotation du planétaire par la commande des pôles situés sur l'arbre (100) en fonction de l'actionnement d'un levier de vitesse, la partie de changement de vitesse (400) étant pourvue d'un train planétaire à faible vitesse (410), d'un train planétaire à vitesse moyenne (420) et d'un train planétaire à vitesse élevée (430) ; un support situé dans le train planétaire à faible vitesse (410) et un support situé dans le train planétaire à vitesse moyenne (420) sont formés d'un sel tenant avec un organe d'entraînement, qui tourne grâce à la réception de la force de rotation issue du pignon (200), pour former un support à vitesse faible à moyenne (413) ; un satellite à faible vitesse (412) situé dans le train planétaire à faible vitesse (410) et un satellite à vitesse moyenne (422) dans le train planétaire à vitesse moyenne (420) sont positionnés radialement dans le support à vitesse faible à moyenne (413) de manière à avoir une différence d'angle de phase spécifique et à être mutuellement en prise ; un support à vitesse élevée (433) du train planétaire à vitesse élevée (430) est formé d'un seul tenant avec une couronne dentée à vitesse moyenne (424) du train planétaire à vitesse moyenne (420) ; un premier embrayage de sortie (440) est disposé entre le support à vitesse élevée (433) du train planétaire à vitesse élevée et le carter (300) de moyeu, et un second embrayage de sortie (450) est disposé entre une couronne dentée à vitesse élevée (434) du train planétaire à vitesse (430) et le carter (300) de moyeu. En conséquence, le présent appareil peut maximiser l'attrait commercial d'un produit et améliorer considérablement la précision de changement de vitesse.
PCT/KR2014/000737 2013-02-06 2014-01-27 Transmission variable à moyeu interne Ceased WO2014123320A1 (fr)

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CN106741562A (zh) * 2017-01-20 2017-05-31 张家港川梭车业有限公司 一种直线踩踏单轮直驱齿圈中心轮固定变速器
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TWI802387B (zh) * 2022-04-25 2023-05-11 日馳企業股份有限公司 自行車變速裝置

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CN104088925A (zh) * 2014-06-30 2014-10-08 西北工业大学 一种节能赛车牙嵌式超越离合器
CN106949199B (zh) * 2017-05-11 2023-09-22 张家港川梭车业有限公司 一种双轮驱动棘爪移动式换挡二挡变速装置
CN106969102B (zh) * 2017-05-11 2023-09-22 张家港川梭车业有限公司 一种单轮驱动棘爪移动式换挡二挡变速装置
CN109018178A (zh) * 2017-06-11 2018-12-18 枣庄宝武机电科技开发有限公司 自行车三挡自动内变速器

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CN107100965A (zh) * 2016-02-23 2017-08-29 舍弗勒技术股份两合公司 高传动比的行星齿轮换挡变速器
CN106627975A (zh) * 2017-01-20 2017-05-10 张家港川梭车业有限公司 一种直线踩踏单轮直驱变速器
CN106741562A (zh) * 2017-01-20 2017-05-31 张家港川梭车业有限公司 一种直线踩踏单轮直驱齿圈中心轮固定变速器
JP2021504639A (ja) * 2017-11-23 2021-02-15 エムビーアイ・カンパニー リミテッド 変速操作助力装置及びそれを備えたハブ内蔵型の変速機
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