TWI742237B - Transmission for bicycle and auxiliary system for bicycle provided with the transmission - Google Patents

Abstract

[Problem] To provide a bicycle transmission and a bicycle auxiliary system equipped with the transmission, which can contribute to usability. [Solution] The bicycle transmission is equipped with a transmission mechanism that includes 5 or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above-mentioned 5 gear positions, From the ratio of the gear ratio of the minimum gear position to the gear ratio of the intermediate gear position, subtracting the ratio of the gear ratio of the intermediate gear position to the gear ratio of the maximum gear position, the difference is continuous in any of the above The three gears of the gearbox are all positive and negative.

Description

Transmission for bicycle and auxiliary system for bicycle provided with the transmission

[0001] The present invention relates to a bicycle transmission and a bicycle assist system provided with the transmission.

[0002] The bicycle transmission disclosed in Patent Document 1 includes a transmission mechanism that changes the gear ratio of the bicycle in stages. The transmission mechanism includes gear positions corresponding to 8-step gear ratios. For each gear position, the ratio of the gear ratio of the gear position that is one gear lower than each gear position to the gear ratio of each gear position includes Within the predetermined range. Therefore, when changing the gear position, the gear ratio is changed within the range of the predetermined ratio in which gear position. [Prior Art Document] [Patent Document] 　　[0003] [Patent Document 1] Japanese Patent No. 4564978

[Problem to be solved by the invention] 　　[0004] The frequency of shifting gear changes varies for each gear ratio range due to the type of bicycle or the needs of the user. In Patent Document 1, no research has been conducted on this point. Therefore, there is room for improvement in usability.　　[0005] The object of the present invention is to provide a bicycle transmission and a bicycle auxiliary system equipped with the transmission, which can contribute to usability. [Means to Solve the Problem] 　　[0006] The bicycle transmission of the first aspect of the present invention is provided with a transmission mechanism. For three consecutive gear positions among 5 or more gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the gear ratio of the maximum gear position relative to the above-mentioned intermediate gear position. In the case of the ratio of the gear ratio of the gear position, the difference is one of a positive value and a negative value in any of the three consecutive gear positions described above. With the above structure, in three consecutive gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the ratio of the gear ratio of the largest gear position to the intermediate gear position. In the case of the ratio of the gear ratio, the difference is not "0". Therefore, changing the difference (shift step) of the gear ratio ratios of the successive gear positions at a required ratio in response to the needs of the user or the like can contribute to usability. The gear shift step is one of the positive and negative values in any of the three consecutive gear positions, so the gear ratio ratio can be made to increase or decrease in response to the shift gear position.　　[0007] According to the bicycle transmission of the first type and the second type, the five or more gear positions are included in the smallest gear position of the transmission mechanism.　　 With the above-mentioned structure, the required shift step can be achieved from the smallest shift position, which can contribute to usability.　　[0008] According to the third type of bicycle transmission according to the first or second type, the absolute value of the difference is 0.03 or more and 0.15 or less.　　 With the above structure, since the absolute value of the shift step is 0.03 or more and 0.15 or less, that is, the shift step is 3% or more and 15% or less, it is possible to suppress excessive changes in the pedaling operation feeling when changing the shift gear. [0009] The bicycle transmission of the fourth aspect of the present invention is provided with a speed change mechanism, the speed change mechanism includes four or more gear positions for increasing the gear ratio stepwise, among the four or more gear positions For the three consecutive gear positions in the middle, subtract the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position from the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position If the difference is positive or negative for any of the three consecutive gears, the absolute value of the difference is 0.03 or more and 0.15 or less. With the above structure, in three consecutive gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the ratio of the gear ratio of the largest gear position to the intermediate gear position. In the case of the ratio of the gear ratio, the difference is not "0". Therefore, changing the difference (shift step) of the gear ratio ratios of the successive gear positions at a required ratio in response to the needs of the user or the like can contribute to usability. The gear shift step is one of the positive and negative values in any of the three consecutive gear positions, so the gear ratio ratio can be made to increase or decrease in response to the shift gear position. Since the absolute value of the shift step is 0.03 or more and 0.15 or less, that is, the shift step changes from 3% to 15%, so it is possible to suppress excessive changes in the pedaling operation feeling when the shift gear is changed.　　[0010] According to the fifth type of bicycle transmission according to the fourth type, the four or more gear positions are included in the smallest gear position of the transmission mechanism.　　 With the above-mentioned structure, the required shift step can be achieved from the smallest shift position, which can contribute to usability. [0011] According to the bicycle transmission of the sixth form of the fourth or fifth form, the speed change mechanism includes five or more speed shift positions with a stepwise increase in speed ratio, and the above-mentioned three consecutive speed shift positions, Included in the above 5 or more gear positions.　　 With the above-mentioned structure, the transmission mechanism that includes 5 or more gear positions also contributes to the usability.　　[0012] According to the seventh form of the bicycle transmission according to any of the third to sixth forms, the absolute value of the difference is 0.04 or more and 0.1 or less.　　 With the above structure, since the absolute value of the shift step is 0.04 or more and 0.1 or less, that is, the shift step is 4% or more and 10% or less, it is possible to suppress excessive changes in the pedaling operation feeling when changing the shift position.　　[0013] According to the eighth type of the bicycle transmission according to any one of the first to seventh types, the difference is positive in any of the three consecutive gear positions.　　 With the above configuration, since the shift step is always positive, the smaller the shift position, the larger the ratio of the gear ratio of the larger gear position to the gear ratio of the shift position. Therefore, when driving while keeping the cadence within a certain range, the frequency of changing the gear shift can be reduced in areas where the speed of the bicycle is low. [0014] According to the ninth type of the bicycle transmission of any one of the above-mentioned first to eighth types, the absolute value of the value of the other one of the above-mentioned differences is subtracted from one of the above-mentioned differences, which is Above 0.005 and below 0.02.　　 With the above structure, the absolute value of subtracting one of the two shifting stages of the three consecutive gears from the other is 0.005 or more and 0.02 or less. Therefore, if the ratio of the gear ratio of one gear larger than the predetermined gear position to the gear ratio of the predetermined gear position is plotted on the graph, it will be close to a flat straight line. Therefore, in the case of driving while keeping the cadence within a certain range, the timing of switching the gear position in response to the increase in the speed of the bicycle becomes fixed.　　[0015] According to the tenth form of the bicycle transmission according to any one of the first to ninth forms, the transmission mechanism is a built-in transmission mechanism.　　With the above structure, the built-in speed change mechanism can contribute to usability.　　[0016] The bicycle transmission of the eleventh form according to the tenth form is further provided with a hub for accommodating the built-in speed change mechanism.　　With the above structure, the built-in transmission mechanism provided on the hub, that is, the built-in transmission hub can contribute to usability.　　[0017] The bicycle assist system of the twelfth aspect of the present invention includes a bicycle transmission of any one of the above-mentioned first to eleventh aspects, and a motor that assists human driving force.　　 With the above structure, the motor assists the human driving force, so even if the gear ratio is low relative to the vehicle speed, the load on the rider can be reduced. With the bicycle assist system, the motor assists the driving force of the manpower, so the frequency of changing the gear shift in the low speed area of the bicycle can be reduced. Therefore, by using the bicycle transmission of any of the above-mentioned first to eleventh types, the timing of changing the gear position can be optimized. [0018] The bicycle transmission according to the twelfth aspect and the thirteenth aspect further includes: an operation part that is manually operated in order to operate the bicycle transmission, and the bicycle transmission is responsive to the operation of the operation part To change the gear ratio of the bicycle.　　 With the above structure, the timing of changing the gear position can be optimized, so the load on the rider's operation part can be reduced. [Effects of the Invention] 　　[0019] The bicycle transmission and the bicycle auxiliary system provided with the transmission contribute to usability.

[0059] 表2，顯示本實施方式的各行星機構64、66、68、70的齒輪齒數的一個例子。 　　[0060]

[0061] 參考表3，針對各變速檔位的變速比來說明。「差值dA」，是表示在5個以上的變速檔位之中連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率P，減去最大變速檔位的變速比相對於中間變速檔位的變速比的比率P的情況的差值(變速階梯)。表3所示的自行車用變速器50的變速檔位為5個。 　　[0062] 在變速機構62，差值(變速階梯)dA，在任一連續的3個變速檔位都是正值。5個變速檔位，包含在變速機構62最小的變速檔位。差值dA的絕對值是0.03以上0.15以下。差值dA的絕對值是0.04以上0.1以下。 　　[0063] 差值dA，在任一連續的3個變速檔位都是正值。具體來說，差值dA，在第1至3變速檔位、第2至4變速檔位、及第3至5變速檔位的任一種都是正值。從差值dA之中的一個減去差值dA之中的另一個所得到的數值dX的絕對值為0.005以上0.02以下。 　　[0064]

[0065] 參考第12圖，針對自行車用變速器50的作用來說明。 　　第12圖的實線L11，是顯示使用自行車用變速器50的第1變速檔位的情況的踏頻與車速的關係。實線L12，是顯示使用自行車用變速器50的第2變速檔位的情況的踏頻與車速的關係。實線L13，是顯示使用自行車用變速器50的第3變速檔位的情況的踏頻與車速的關係。實線L14，是顯示使用自行車用變速器50的第4變速檔位的情況的踏頻與車速的關係。實線L15，是顯示使用自行車用變速器50的第5變速檔位的情況的踏頻與車速的關係。 　　[0066] 第12圖的兩點鏈線L21，是顯示使用差值dA經常為「0」的假設的自行車用變速器的第1變速檔位的情況的踏頻與車速的關係。兩點鏈線L22，是顯示使用假設的自行車用變速器的第2變速檔位的情況的踏頻與車速的關係。兩點鏈線L23，是顯示使用假設的自行車用變速器的第3變速檔位的情況的踏頻與車速的關係。兩點鏈線L24，是顯示使用假設的自行車用變速器的第4變速檔位的情況的踏頻與車速的關係。兩點鏈線L25，是顯示使用假設的自行車用變速器的第5變速檔位的情況的踏頻與車速的關係。 　　[0067] 例如當踏頻上升至70rpm時，使變速檔位上升一階段而使自行車10的車速上升來行駛時，在假設的自行車用變速器，變速檔位越小則在操作部44進行使變速檔位上升的操作之前的期間越短。具體來說，在第1變速檔位讓踏頻上升至70rpm然後變更到第2變速檔位之前的車速的變化量，會小於在第2變速檔位上升至70rpm然後變更到第3變速檔位之前的車速的變化量。因此變速檔位越小，則會越頻繁進行使變速檔位上升的操作。 　　[0068] 另一方面，在自行車用變速器50，無論變速檔位的大小如何，將在操作部44進行使變速檔位上升的操作之前的期間維持在預定範圍內。因此，騎乘者對於車速的變化能以穩定時機來進行變更變速檔位的操作。 　　[0069] (變形例) 　　關於上述實施方式的說明，是本發明的自行車用變速器及具備該變速器的自行車用輔助系統所採取的型態的例子，並非意圖限制其形態。本發明的自行車用變速器及具備該變速器的自行車用輔助系統，可採取例如以下所示的上述實施方式的變形例及未相互矛盾的至少兩個變形例組合的型態。在以下的變形例，針對與實施方式共通的部分，加上與實施方式相同的符號，省略其說明。 　　[0070] 在變速機構62的變速比階段性變大的5個變速檔位，將差值dA的絕對值設定成小於0.03或大於0.15。 　　在5個以上的變速檔位之中的4個變速檔位的連續3個變速檔位，將差值dA設定成在任一連續的3個變速檔位都為正值及負值的其中之一，且該差值dA的絕對值都為0.03以上0.15以下。在該情況，也可將包含有4個變速檔位所未包含的變速檔位之連續的3個變速檔位的差值dA設定為「0」。4個變速檔位所未包含的變速檔位，在上述實施方式為第1變速檔位或第5變速檔位。 　　在5個以上的變速檔位之中連續的3個變速檔位，也可將差值dA設定為負值。 　　[0071] 自行車用變速器50也可包含6個以上的變速檔位。在該情況，在6個變速檔位之中連續的3個變速檔位，其差值dA，在任一連續的3個變速檔位都為正值及負值的其中之一。在自行車用變速器50包含6階段以上的變速檔位的情況，也可讓連續的5個變速檔位之中的連續3個變速檔位的差值dA為正值及負值的其中一方，將包含該連續5個變速檔位以外的變速檔位的3個變速檔位的差值dA為正值及負值的另一方。而且包含該連續5個變速檔位以外的變速檔位的3個變速檔位的差值dA也可不是正值及負值的另一方，而設為「0」。 　　[0072] 從差值dA之中的一個減去差值dA之中的另一個所得到的數值dX的絕對值也可設定成小於0.005或大於0.02。 　　[0073] 也可在未包含馬達42的自行車10搭載自行車用變速器50。在該情況，也能達成固定地進行變速檔位相對於自行車車速之變更的需求，所以能有助於可用性。 　　[0074] 也可將自行車用變速器50設置在曲柄軸20A周圍。在該情況，自行車用變速器50，將輸入到曲柄軸20A的旋轉變速而輸出到前旋轉體24。 　　[0075] 也可將第1至4行星機構64、66、68、70的至少一個作成行星滾子機構。 　　也可將第1至4行星機構64、66、68、70的第1行星齒輪76、第2行星齒輪84、第3行星齒輪96、及第4行星齒輪104設置成一個構件，作成4階段的具階段的行星齒輪。 　　也可將第1至4行星機構64、66、68、70的至少一個作成：將所輸入的旋轉減速而輸出的機構。 　　[0076] 自行車10，也可設置有用來控制自行車用變速器50的控制部。例如，控制部將自行車用變速器50控制成讓踏頻成為預定的範圍來變更變速檔位。在該情況，控制部用來控制自行車用變速器50的時機相對於車速會變得固定，所以騎乘者不易感覺異樣感。[0021] With reference to FIGS. 1 to 12, the bicycle 10 equipped with the bicycle assist system 40 of the embodiment will be described. As shown in FIG. 1, the bicycle 10 includes a vehicle body 12, a drive mechanism 14, a front wheel 16, a rear wheel 18, and a bicycle assist system 40. The vehicle body 12 includes a frame 12A and a handlebar 12B attached to the frame 12A. [0022] The driving mechanism 14 includes a crank 20, a pedal 22, a front rotating body 24, a transmission member 26, and a rear rotating body 28. The crank 20 includes a crank shaft 20A and a crank arm 20B. The driving mechanism 14 transmits the human driving force applied to the pedal 22 to the rear wheels 18. The front rotating body 24 includes a sprocket, a pulley, or a helical gear. The rear rotating body 28 includes a sprocket, a pulley, or a helical gear. The transmission member 26 transmits the rotation of the crank 20 to the rear wheel 18 via, for example, a chain, a belt, or a shaft. The front rotating body 24 is coupled to the crankshaft 20A via a one-way clutch (not shown). The one-way clutch makes the front rotating body 24 rotate forward when the crank 20 rotates forward, and does not make the front rotating body 24 rotate backward when the crank 20 rotates backward. The front rotating body 24 may be coupled to the crankshaft 20A without a one-way clutch. [0023] The bicycle assist system 40 includes a bicycle transmission 50 and a motor 42. The bicycle assist system 40 further includes an operation unit 44 and a battery unit 46. The bicycle assist system 40 is mounted on the bicycle 10. [0024] The motor 42 is used to assist the human driving force. The motor 42 is supported by the frame 12A. In one example, the motor 42 is provided around the crankshaft 20A, and transmits the torque of the motor 42 to the crankshaft 20A. In another example, the motor 42 is provided around the axle 16A of the front wheel 16 or the axle 18A of the rear wheel 18, and transmits the torque of the motor 42 to the front wheel 16 or the rear wheel 18. [0025] The operating unit 44 is operated by human hands in order to operate the bicycle transmission 50. In one example, the operation part 44 is provided in the handlebar 12B. The operation part 44 is attached with one end of a Bourdon-type cable (not shown). By operating the operation part 44 by the user, the inner cable C1 (refer to FIG. 2) of the Bourdon-type cable is moved. The other end of the Bourdon-type cable is attached to the bicycle transmission 50. [0026] The battery unit 46 supplies electric power to the motor 42. The battery unit 46 includes a battery element 46A and a holder 46B that mounts the battery unit 46 to the frame 12A. [0027] The bicycle transmission 50 changes the gear ratio of the bicycle 10 in response to the operation of the operating unit 44. The bicycle transmission 50 includes a transmission mechanism 62. The speed change mechanism 62 is a built-in speed change mechanism. The bicycle transmission 50 includes a hub 18C. The hub 18C houses the built-in speed change mechanism. That is, as shown in FIG. 2, the bicycle transmission 50 is a built-in hub provided integrally with the hub 18C. [0028] As shown in FIG. 3, the transmission 50 for a bicycle, which is a built-in transmission hub, is provided with a transmission mechanism 52 and a setting mechanism 54. The bicycle transmission 50 further includes a support member 56, an input body 58, and an output body 60. The support member 56 is integrated with the axle 18A of the rear wheel 18. The input body 58 and the rear rotating body 28 are provided around the supporting member 56 so as to be integrally rotatable. The output body 60 is a hub shell cover. The output body 60 is provided with a flange portion 60A for attaching the spokes 18B of the rear wheel 18. The bicycle transmission 50 shifts the rotation of the input body 58 and transmits it to the output unit 60. [0029] As shown in FIG. 3, the transmission mechanism 52 includes a plurality of speed change mechanisms 62. The plural speed change mechanisms 62 include at least a first speed change mechanism 62A. The plural speed change mechanisms 62 further include a second speed change mechanism 62B. The transmission mechanism 52 transmits the rotation from the input body 58 to the output body 60 at a gear ratio of three or more stages. The speed change mechanism 62 can change the speed of the rotation from the input body 58 and output it to the output body 60. The speed change mechanism 62 includes four or more gear positions for increasing the speed ratio step by step. The speed change mechanism 62 includes five or more gear positions for increasing the speed ratio step by step. The speed change mechanism 62 shown in FIG. 3 includes five speed shift positions. [0030] The plurality of speed change mechanisms 62 include at least one planetary mechanism 64, 66, 68, 70, respectively. The plural speed change mechanisms 62 include a first planetary mechanism 64 and a second planetary mechanism 66. The plural speed change mechanisms 62 further include a third planetary mechanism 68 and a fourth planetary mechanism 70. Specifically, the first transmission mechanism 62A includes a first planetary mechanism 64 and a second planetary mechanism 66. The second speed change mechanism 62B includes a third planetary mechanism 68 and a fourth planetary mechanism 70. The first planetary mechanism 64 is arranged next to the input body 58 in the axial direction of the bicycle transmission 50. The second planetary mechanism 66 is arranged beside the first planetary mechanism 64 and on the opposite side of the input body 58 in the axial direction of the bicycle transmission 50. The fourth planetary mechanism 70 is arranged beside the second planetary mechanism 66 and on the opposite side of the first planetary mechanism 64 in the axial direction of the bicycle transmission 50. The third planetary mechanism 68 is arranged beside the fourth planetary mechanism 70 and on the opposite side of the second planetary mechanism 66 in the axial direction of the bicycle transmission 50. [0031] The first planetary mechanism 64 includes a first sun gear 72, a first ring gear 74, a first planetary gear 76, and a first carrier 78. The first sun gear 72 is rotatably supported by the support member 56 around the shaft of the support member 56. The first ring gear 74 is arranged around the first sun gear 72. The first planetary gear 76 is engaged with the first sun gear 72 so that the first sun gear 72 and the first ring gear 74 can revolve relatively. The first planetary mechanism 64 includes a plurality of first planetary gears 76. The first carrier 78 respectively rotatably supports a plurality of first planetary gears 76. The first carrier 78 is provided so as to be rotatable around the axis of the supporting member 56. The plural first planetary gears 76 respectively revolve around the first sun gear 72 in accordance with the rotation of the first carrier 78. The first carrier 78 is connected to the input body 58 and transmits rotation from the input body 58. The first planetary mechanism 64 increases the speed of the rotation from the input body 58 and outputs it. [0032] The second planetary mechanism 66 includes a second sun gear 80, a second ring gear 82, a second planetary gear 84, and a second carrier 86. The second sun gear 80 is rotatably supported by the support member 56 around the shaft of the support member 56. The second ring gear 82 is arranged around the second sun gear 80. The second planetary gear 84 engages with the second sun gear 80 so that the second sun gear 80 and the second ring gear 82 can revolve relatively. The second planetary mechanism 66 includes a plurality of second planetary gears 84. The second carrier 86 rotatably supports a plurality of second planetary gears 84, respectively. The second carrier 86 is provided so as to be rotatable around the axis of the supporting member 56. The plural second planetary gears 84 respectively revolve around the second sun gear 80 in accordance with the rotation of the second carrier 86. The second planetary mechanism 66 increases the speed of the rotation from the input body 58 and outputs it. The second carrier 86 is connected to the input body 58 and transmits rotation from the input body 58. [0033] Both the first planetary mechanism 64 and the second planetary mechanism 66 increase the speed of the rotation from the input body 58 to output. The number of teeth of the first sun gear 72 is less than the number of teeth of the second sun gear 80. The number of teeth of the first planetary gear 76 is more than the number of teeth of the second planetary gear 84. The number of teeth of the first ring gear 74 and the number of teeth of the second ring gear 82 are equal. The first ring gear 74 and the second ring gear 82 are formed on the first ring gear member 88. The first ring gear member 88 includes a first gear portion 88A. The first gear portion 88A is commonly used as the first ring gear 74 and the second ring gear 82. The first planetary gear 76 and the second planetary gear 84 are formed in the first planetary gear member 90. The first planetary gear member 90 constitutes a so-called stepped planetary gear. The first carrier 78 and the second carrier 86 are formed integrally. [0034] The third planetary mechanism 68 includes a third sun gear 92, a third ring gear 94, a third planetary gear 96, and a third carrier 98. The third sun gear 92 is rotatably supported by the support member 56 around the shaft of the support member 56. The third ring gear 94 is arranged around the third sun gear 92. The third planetary gear 96 is engaged with the third sun gear 92 to enable the third sun gear 92 and the third ring gear 94 to revolve relatively. The third planetary mechanism 68 includes a plurality of third planetary gears 96. The third carrier 98 rotatably supports a plurality of third planetary gears 96, respectively. The third carrier 98 is provided so as to be rotatable around the axis of the supporting member 56. The plural third planetary gears 96 respectively revolve around the third sun gear 92 in accordance with the rotation of the third carrier 98. The third carrier 98 is connected to the first ring gear member 88 and transmits rotation from the first ring gear member 88. [0035] The fourth planetary mechanism 70 includes a fourth sun gear 100, a fourth ring gear 102, a fourth planetary gear 104, and a fourth carrier 106. The fourth sun gear 100 is rotatably supported by the support member 56 around the shaft of the support member 56. The fourth ring gear 102 is arranged around the fourth sun gear 100. The fourth planetary gear 104 is engaged with the fourth sun gear 100 and can revolve relative to the fourth sun gear 100 and the fourth ring gear 102. The fourth planetary mechanism 70 includes a plurality of fourth planetary gears 104. The fourth carrier 106 rotatably supports a plurality of fourth planetary gears 104, respectively. The fourth carrier 106 is provided so as to be rotatable around the axis of the supporting member 56. The plural fourth planetary gears 104 revolve around the fourth sun gear 100 in accordance with the rotation of the fourth carrier 106, respectively. The fourth carrier 106 is connected to the first ring gear member 88 and transmits rotation from the first ring gear member 88. [0036] The third planetary mechanism 68 increases the speed of the rotation from the input body 58 and outputs it. The fourth planetary mechanism 70 increases the speed of the rotation from the input body 58 and outputs it. The number of teeth of the third sun gear 92 is less than the number of teeth of the fourth sun gear 100. The number of teeth of the third planetary gear 96 is more than the number of teeth of the fourth planetary gear 104. The number of teeth of the third ring gear 94 and the number of teeth of the fourth ring gear 102 are equal. The third ring gear 94 and the fourth ring gear 102 are formed on the second ring gear member 108. The second ring gear member 108 includes a second gear portion 108A. The second gear portion 108A is commonly used as the third ring gear 94 and the fourth ring gear 102. The third planetary gear 96 and the fourth planetary gear 104 are formed on the second planetary gear member 110. The second planetary gear member 110 constitutes a so-called stepped planetary gear. The third carrier 98 and the fourth carrier 106 are formed integrally. [0037] The setting mechanism 54 is used to set the transmission path S on the transmission mechanism 52 of the rotation of the input body 58. The setting mechanism 54 is used to set one of a plurality of shifting routes S. The plural shifting routes S include the first shifting route S10 (Figure 8). The plural shifting routes S further include a second shifting route S20 (Figure 9). The transmission mechanism 52 is further formed with a non-shift path S0 for outputting to the output body 60 without changing the rotation of the input body 58 (FIG. 7). [0038] As shown in FIG. 3, the setting mechanism 54 includes: a first setting member 112, a second setting member 114, a third setting member 116, a fourth setting member 118, a control member 120, a sleeve 122, and a first switch Section 124, and second switching section 126. [0039] The first setting member 112 sets the first sun gear 72 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The second setting member 114 sets the second sun gear 80 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The third setting member 116 sets the third sun gear 92 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The fourth setting member 118 sets the fourth sun gear 100 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. [0040] The control member 120 is arranged to be rotatable around the supporting member 56 relative to it. The control member 120 is connected to the rotating body C2 (refer to FIG. 2). The rotating body C2 is connected to the end of the inner cable C1 and can rotate integrally with the rotating body C2. The rotating body C2 rotates when the inner cable C1 moves by the operation of the operation part 44 (refer to FIG. 1). Therefore, the control member 120 also rotates around the support member 56 in accordance with the rotation of the rotating body C2. [0041] As shown in FIG. 4, the sleeve 122 includes a first arm portion 122A, a second arm portion 122B, a third arm portion 122C, a fourth arm portion 122D, and a base portion 122E. The arm portions 122A to 122D are bent along the circumferential direction of the support member 56. The base portion 122E extends in the axial direction of the support member 56 to connect the respective arm portions 122A to 122D. The number of arms 122A to 122D is equal to the number of setting members 112, 114, 116, and 118. In each of the arm portions 122A to 122D, an inclined surface is formed at the end or the middle portion in the extending direction. The sleeve 122 is embedded in the control member 120 and rotates integrally with the control member 120 around the support member 56. [0042] As shown in FIG. 5, the first setting member 112 is arranged between the first sun gear 72 and the support member 56. The first setting member 112 includes a claw portion 112A and an engaging portion 112B that engages with the inner peripheral surface of the first arm portion 122A. When the first arm portion 122A rotates around the support member 56, the engaging portion 112B moves along the inclined surface of the first arm portion 122A, and the first setting member 112 is rotated. The state where the pawl portion 112A protrudes toward the concave portion of the inner peripheral portion of the first sun gear 72 (solid line in FIG. 5) forms a restricted state in which the first sun gear 72 cannot rotate with respect to the support member 56. The state where the pawl portion 112A is detached from the recessed portion of the inner peripheral portion of the first sun gear 72 (two-dot chain line in FIG. 5) forms a rotational state in which the first sun gear 72 is rotatable with respect to the support member 56. In Fig. 5, although the relationship between the first setting member 112 and the first sun gear 72 and the first arm portion 122A is described, the rotation state of the sun gears 80, 92, 100 and the rotation state of the sun gears 80, 92, 100 are also formed by the same structure for other members. Restricted status. The second sun gear 80 is formed in a rotating state and a restricted state by the second setting member 114 and the second arm portion 122B. The third sun gear 92 is formed in a rotating state and a restricted state by the third setting member 116 and the third arm portion 122C. The fourth sun gear 100 is formed in a rotating state and a restricted state by the fourth setting member 118 and the fourth arm portion 122D. [0043] The setting mechanism 54 shown in FIG. 4 controls the first setting member 112 and the second setting member 114 to allow the first sun gear 72 and the second sun gear 80 to be in a restricted state. The other of the gear 72 and the second sun gear 80 is in a rotating state. The setting mechanism 54 controls the third setting member 116 and the fourth setting member 118 to make the third sun gear 92 and the fourth sun gear 100 if one of the third sun gear 92 and the fourth sun gear 100 is in the restricted state. The other side is in a rotating state. The setting mechanism 54 is used to switch the rotation state and the restriction state of the sun gears 72, 80, 92, 100 by setting the inclined surfaces of the arms 122A to 122D of the sleeve 122 at different positions in the circumferential direction. The rotation phase of the member 120 is different. [0044] The first switching unit 124 and the second switching unit 126 form a first state in which the rotation of the input body 58 is output to the output body 60 via the speed change of the second speed change mechanism 62B, and the rotation of the input body 58 is different. The second state of the output body 60 is output to the second state of the output body 60 through the speed change of the second speed change mechanism 62B. [0045] The first switching unit 124 includes a first one-way clutch 124A. The first one-way clutch 124A is, for example, a roller clutch. The first one-way clutch 124A is arranged between the second ring gear member 108 and the output body 60. Specifically, the second ring gear member 108 is integrated with the inner race of the first one-way clutch 124A, and the inner peripheral portion of the output body 60 is integrated with the outer race of the first one-way clutch 124A. The first one-way clutch 124A permits relative rotation of the second ring gear member 108 and the output body 60 when the rotation speed of the second ring gear member 108 is lower than the rotation speed of the output body 60. The first one-way clutch 124A rotates the first ring gear member 88 and the output body 60 integrally when the rotation speed of the second ring gear member 108 is equal to or higher than the rotation speed of the output body 60. [0046] The second switching unit 126 includes a second one-way clutch 126A. The second one-way clutch 126A is, for example, a one-way clutch having pawls. The second one-way clutch 126A is arranged between the third carrier 98 and the fourth carrier 106 and the output body 60. The second one-way clutch 126A transmits the rotation of the third carrier 98 and the fourth carrier 106 to the output body 60 and does not transmit the rotation of the output body 60 to the third carrier 98 and the fourth carrier 106. [0047] When both the first sun gear 72 and the second sun gear 80 are in a rotating state, and the third sun gear 92 and the fourth sun gear 100 are both in a rotating state, the input to the first planetary mechanism 64 and the second The rotation speeds of the planetary mechanism 66, the third planetary mechanism 68, and the fourth planetary mechanism 70 are increased. Therefore, the rotation of the input body 58 is not transmitted through the first planetary mechanism 64, the second planetary mechanism 66, the third planetary mechanism 68, and the fourth planetary mechanism 70, but is output to the output through the first switching unit 124体60. The second switching part 126 allows the relative rotation of the third carrier 98 and the fourth carrier 106 and the output body 60. [0048] When one of the first sun gear 72 and the second sun gear 80 is in a rotating state, and both the third sun gear 92 and the fourth sun gear 100 are in a rotating state, the input to the third planetary mechanism 68 and The rotation speed of the fourth planetary mechanism 70 is increased. Therefore, the rotation of the input body 58 is output to the output body 60 through the first switching unit 124, not through the speed change of the third planetary mechanism 68 and the fourth planetary mechanism 70. The second switching part 126 allows the relative rotation of the third carrier 98 and the fourth carrier 106 and the output body 60. [0049] When one of the first sun gear 72 and the second sun gear 80 is in the restricted state, and one of the third sun gear 92 and the fourth sun gear 100 is in the restricted state, the input is input to the third planetary mechanism 68 or The rotation speed of the fourth planetary mechanism 70 is increased. Therefore, the rotation of the input body 58 is output to the output body 60 through the speed change of the third planetary mechanism 68 or the fourth planetary mechanism 70 and then through the second switching unit 126. [0050] The transmission mechanism 52 is formed with at least a first shift path S10 and a second shift path S20. The first speed change path S10 transmits at least the speed of the first speed change mechanism 62A, and transmits the rotation from the input body 58 to the output body 60 at one of the first speed ratio and the second speed ratio among three or more speed ratios. . The second speed change path S20 is different from the speed change mechanism 62 through the first speed change path S10. The speed change via the second speed change mechanism 62B makes the rotation from the input body 58 larger than the first speed ratio and the second speed ratio. The gear ratio of is communicated to the output body 60. [0051] The first shifting route S10 includes a first planetary shifting route S11 and a second planetary shifting route S12. In the first planetary speed change path S11, the speed change via the first planetary mechanism 64 does not change the speed change via the second planetary mechanism 66, and the rotation from the input body 58 is transmitted to the output body 60 at the first speed ratio. The second planetary gear shift path S12 transmits the rotation from the input body 58 to the output body 60 at the second gear ratio instead of the gear shift of the first planetary mechanism 64 but the second planetary mechanism 66. [0052] The setting mechanism 54 sets the transmission mechanism 52 so that the transmission mechanism 52 does not go through the first planetary mechanism 64 in the second transmission path S20. The second shifting route S20 includes a third planetary shifting route S21 and a fourth planetary shifting route S22. In the third planetary gear shift route S21, the gear shift via the third planetary mechanism 68 is not geared via the fourth planetary mechanism 70, and the rotation from the input body 58 is transmitted to the output at a third gear ratio that is larger than the second gear ratio.体60. The fourth planetary gear shift route S22 is not geared via the third planetary mechanism 68 but via the fourth planetary mechanism 70, but transmits the rotation from the input body 58 to the output at a fourth gear ratio that is larger than the third gear ratio.体60. [0053] With reference to FIGS. 6 to 11 and Table 1, the relationship between each gear position and the constituent elements of the transmission mechanism 52 will be described. As shown in Figure 6 and Table 1, in the first gear position, the first sun gear 72 is in a rotating state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun gear 100 is Rotating state. As shown in FIG. 7, in the first shift position, the shift path S forms a non-shift path S0. In this case, the gear ratio is the minimum gear ratio R0. The minimum gear ratio R0 is "1". [0054] As shown in Figure 6 and Table 1, in the second gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a rotating state. As shown in FIG. 8, in the second gear position, the gear shift path S forms the first speed increasing path S1. The first speed increasing route S1 passes through the first speed change route S10 and does not pass through the second speed change route S20. The shifting route S is formed with a first speed-increasing route S1 that only passes through the first planetary shifting route S11 among the first shifting routes S10. In this case, the gear ratio becomes the first gear ratio R1 that is larger than the minimum gear ratio R0. [0055] As shown in Figure 6 and Table 1, in the third gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a restricted state, and the fourth sun The gear 100 is in a rotating state. As shown in FIG. 9, in the third gear position, the gear shift path S forms a second speed increasing path S2. The second speed increasing route S2 passes through the first speed changing route S10 and the second speed changing route S20. The shifting route S forms a second speed-increasing route S2. The second speed-increasing route S2 passes through: the first planetary shift route S11 in the first shift route S10 and the third planetary shift route in the second shift route S20 S21. In this case, the gear ratio becomes the second speed increase ratio R2 which is larger than the first speed increase ratio R1. [0056] As shown in Figure 6 and Table 1, in the fourth gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a restricted state. As shown in FIG. 10, in the fourth shift position, the shift path S forms a third speed-increasing path S3. The third speed increasing route S3 passes through the first speed changing route S10 and the second speed changing route S20. The shifting route S forms a third speed-increasing route S3, which passes through: the first planetary shifting route S11 in the first shifting route S10 and the fourth planetary shifting route in the second shifting route S20 S22. In this case, the gear ratio becomes the third speed increase ratio R3 which is larger than the second speed increase ratio R2. [0057] As shown in Figure 6 and Table 1, in the fifth gear position, the first sun gear 72 is in a rotating state, the second sun gear 80 is in a restricted state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a restricted state. As shown in FIG. 11, in the fifth gear position, the shift path S forms a fourth speed-increasing path S4. The fourth speed increasing route S4 passes through the first speed changing route S10 and the fourth speed changing route S20. The shifting route S forms a fourth speed-increasing route S4. The fourth speed-increasing route S4 passes through: the second planetary shift route S12 in the first shift route S10 and the fourth planetary shift route in the second shift route S20 S22. In this case, the gear ratio becomes the fourth speed increase ratio R4 which is larger than the third speed increase ratio R3. [0058] [Table 1]

[0059] Table 2 shows an example of the number of gear teeth of the planetary mechanisms 64, 66, 68, and 70 of this embodiment. [0060]

[0061] With reference to Table 3, the gear ratio of each gear position will be described. "Difference dA" means three consecutive gear positions among 5 or more gear positions. The ratio P of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the maximum The difference in the case of the ratio P of the gear ratio of the gear position to the gear ratio of the intermediate gear position (shift step). The bicycle transmission 50 shown in Table 3 has five gear positions. [0062] In the transmission mechanism 62, the difference (shift step) dA is a positive value in any of the three consecutive shift positions. The five gear positions are included in the smallest gear position of the gear shift mechanism 62. The absolute value of the difference dA is 0.03 or more and 0.15 or less. The absolute value of the difference dA is 0.04 or more and 0.1 or less. [0063] The difference dA is a positive value in any three consecutive gear positions. Specifically, the difference dA is a positive value in any of the first to third gear positions, the second to fourth gear positions, and the third to fifth gear positions. The absolute value of the numerical value dX obtained by subtracting the other of the differences dA from one of the differences dA is 0.005 or more and 0.02 or less. [0064]

[0065] With reference to FIG. 12, the function of the bicycle transmission 50 will be described. The solid line L11 in Fig. 12 shows the relationship between the cadence and the vehicle speed when the bicycle transmission 50 is used in the first gear position. The solid line L12 shows the relationship between the cadence frequency and the vehicle speed when the second gear position of the bicycle transmission 50 is used. The solid line L13 shows the relationship between the cadence frequency and the vehicle speed when the third gear position of the bicycle transmission 50 is used. The solid line L14 shows the relationship between the cadence and the vehicle speed when the bicycle transmission 50 is used in the fourth gear position. The solid line L15 shows the relationship between the cadence and the vehicle speed when the fifth gear position of the bicycle transmission 50 is used. [0066] The two-dot chain line L21 in FIG. 12 shows the relationship between the cadence and the vehicle speed in the case of using the first gear position of the hypothetical bicycle transmission in which the difference dA is always "0". The two-dot chain line L22 shows the relationship between the cadence frequency and the vehicle speed when the second gear position of the assumed bicycle transmission is used. The two-dot chain line L23 shows the relationship between the cadence frequency and the vehicle speed when the third gear position of the assumed bicycle transmission is used. The two-dot chain line L24 shows the relationship between the cadence frequency and the vehicle speed when the fourth gear position of the assumed bicycle transmission is used. The two-dot chain line L25 shows the relationship between the cadence frequency and the vehicle speed when the fifth gear position of the assumed bicycle transmission is used. [0067] For example, when the cadence is increased to 70 rpm, the speed of the bicycle 10 is increased by one step by raising the gear position, in a hypothetical bicycle transmission, the lower the gear position is, the lower the gear position is, the operation unit 44 performs gear shifting. The period before the operation of raising the gear position becomes shorter. Specifically, the amount of change in vehicle speed before increasing the cadence to 70 rpm in the first gear position and then changing to the second gear position will be less than the amount of change in the vehicle speed before raising the cadence to 70 rpm in the second gear position and then changing to the third gear position. The amount of change in the previous vehicle speed. Therefore, the smaller the gear position, the more frequently the operation of raising the gear position will be performed. [0068] On the other hand, in the bicycle transmission 50, regardless of the size of the shift position, the period before the operation unit 44 performs an operation to raise the shift position is maintained within a predetermined range. Therefore, the rider can perform the operation of changing the gear position with a stable timing in response to the change of the vehicle speed. [0069] (Modifications) The description of the above-mentioned embodiment is an example of the form of the bicycle transmission of the present invention and the bicycle assist system including the transmission, and is not intended to limit the form. The bicycle transmission of the present invention and the bicycle auxiliary system provided with the transmission can take, for example, a combination of at least two modified examples of the above-mentioned embodiment and at least two modified examples that are not contradictory to each other as shown below. In the following modification examples, the same reference numerals as in the embodiment are added to the parts common to the embodiment, and the description thereof is omitted. [0070] In the five gear positions where the gear ratio of the transmission mechanism 62 is gradually increased, the absolute value of the difference dA is set to be less than 0.03 or greater than 0.15. Set the difference dA to one of the positive and negative values for any of the three consecutive gears of 4 gears among 5 or more gears. , And the absolute value of the difference dA is 0.03 or more and 0.15 or less. In this case, it is also possible to set the difference dA of three consecutive gear positions including the gear positions not included in the four gear positions to "0". The gear positions that are not included in the four gear positions are the first gear position or the fifth gear position in the above-mentioned embodiment. For 3 consecutive gear positions among 5 or more gear positions, the difference dA can also be set to a negative value. [0071] The bicycle transmission 50 may include 6 or more gear positions. In this case, the difference dA of the three consecutive gear positions among the six gear positions is one of a positive value and a negative value in any of the three consecutive gear positions. When the bicycle transmission 50 includes six or more gear positions, the difference dA of the three successive gear positions among the five successive gear positions can be either a positive value or a negative value. The difference dA of the three gear positions including the gear positions other than the consecutive five gear positions is the other of the positive value and the negative value. Furthermore, the difference dA of the three gear positions including the gear positions other than the five consecutive gear positions may be set to "0" instead of the other of the positive value and the negative value. [0072] The absolute value of the numerical value dX obtained by subtracting the other of the differences dA from one of the differences dA may also be set to be less than 0.005 or greater than 0.02. [0073] The bicycle transmission 50 may be mounted on the bicycle 10 that does not include the motor 42. In this case, it is also possible to meet the need to change the gear position with respect to the bicycle speed in a fixed manner, so it can contribute to the usability. [0074] The bicycle transmission 50 may be provided around the crankshaft 20A. In this case, the bicycle transmission 50 shifts the rotation input to the crankshaft 20A and outputs it to the front rotating body 24. [0075] At least one of the first to fourth planetary mechanisms 64, 66, 68, and 70 may be a planetary roller mechanism. The first planetary gears 76, the second planetary gears 84, the third planetary gears 96, and the fourth planetary gear 104 of the first to fourth planetary mechanisms 64, 66, 68, 70 can also be arranged as a single component to make a four-stage Planetary gears with stages. At least one of the first to fourth planetary mechanisms 64, 66, 68, 70 may be made as a mechanism that decelerates the input rotation and outputs it. [0076] The bicycle 10 may be provided with a control unit for controlling the bicycle transmission 50. For example, the control unit controls the bicycle transmission 50 so that the cadence becomes a predetermined range to change the gear shift position. In this case, the timing for the control unit to control the bicycle transmission 50 becomes fixed with respect to the vehicle speed, so the rider does not easily feel strange feelings.

[0077]10‧‧‧Bicycle 18C‧‧‧Wheel 40‧‧‧Bicycle auxiliary system 42‧‧‧Motor 44‧‧‧Operation part 50‧‧‧Bicycle transmission 62‧‧‧Transmission mechanism

[0020] "Figure 1" is a side view of a bicycle equipped with the bicycle assist system of the embodiment.　　 Figure 2 is a front view of the bicycle transmission of the bicycle assist system shown in Figure 1.　　 Figure 3 is a partial cross-sectional view of the bicycle transmission of Figure 2.　　 Fig. 4 is a perspective view of the sleeve of the bicycle transmission shown in Fig. 3. "Figure 5" is a schematic diagram showing the relationship between the sleeve of Figure 3 and the first setting member.　　 Figure 6 is a structural diagram of the bicycle transmission shown in Figure 3.　　 Fig. 7 is a schematic diagram showing the shift route of the first gear position of the bicycle transmission of Fig. 3.　　 Fig. 8 is a schematic diagram showing the shift route of the second shift position of the bicycle transmission of Fig. 3.　　 Fig. 9 is a schematic diagram showing the shift route of the third gear position of the bicycle transmission of Fig. 3.　　 Fig. 10 is a schematic diagram showing the shift route of the fourth gear position of the bicycle transmission of Fig. 3.　　 Fig. 11 is a schematic diagram showing the shift route of the fifth gear position of the bicycle transmission of Fig. 3.　　 Fig. 12 is a graph showing the relationship between the gear position of the bicycle transmission in Fig. 3 and the cadence and vehicle speed.

L11‧‧‧Solid line

L12‧‧‧Solid line

L13‧‧‧Solid line

L14‧‧‧Solid line

L15‧‧‧Solid line

L21‧‧‧Two-point chain line

L22‧‧‧Two-point chain line

L23‧‧‧Two-point chain line

L24‧‧‧Two-point chain line

L25‧‧‧Two-point chain line

Claims (16)

A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes 5 or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above 5 or more gear positions, From the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position, subtracting the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position, the difference is the above 5 Any one of the above three consecutive gear positions in the above gear positions has one of a positive value and a negative value, and the value obtained by subtracting the other one of the above difference values from one of the above difference values The absolute value of is 0.005 or more and 0.02 or less in any one of the above-mentioned three consecutive gear positions among the above-mentioned 5 or more gear positions. A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes four or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above four or more gear positions, From the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position, subtracting the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position, the difference is the above 4 Any one of the above three consecutive gear positions in the above gear positions is one of positive and negative values, and the absolute value of the difference is in the above 4 or more gear positions Among them, they are all 0.03 or more and 0.15 or less; the absolute value of the value obtained by subtracting the other of the above differences from one of the above differences, in any of the above 4 or more gear positions. The 3 gears are all above 0.005 and below 0.02. A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes 5 or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above 5 or more gear positions, From the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position, subtracting the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position, the difference is the above 5 Any one of the above three consecutive gear positions in the above gears is one of a positive value and a negative value, and the absolute value of the difference is in any of the above five gears. The three consecutive gears are all above 0.04 and below 0.1. A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes four or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above four or more gear positions, From the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position, subtracting the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position, the difference is the above 4 Above gears Any one of the above-mentioned consecutive 3 gear positions is one of a positive value and a negative value; the absolute value of the above-mentioned difference is in any of the above-mentioned consecutive 3 gear positions among the above 4 or more gear positions The gears are all above 0.04 and below 0.1. A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes four or more gear positions for increasing the gear ratio step by step, and three consecutive gear positions among the above four or more gear positions, From the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position, subtracting the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position, the difference is the above 4 Any one of the three consecutive gear positions in the above gear positions is negative, and the absolute value of the difference is 0.03 or more and 0.15 or less in the above four or more gear positions. A bicycle transmission including a speed change mechanism, the speed change mechanism includes four or more gear positions for increasing the speed ratio step by step, the speed change mechanism is composed of a plurality of the speed change mechanisms, the plurality of the speed change mechanisms , Are used to increase the speed of the input rotation and output the mechanism; among the above 4 or more gears, the gear ratio of the intermediate gear is relative to the minimum gear. Gear ratio The ratio is subtracted from the ratio of the gear ratio of the maximum gear position to the gear ratio of the intermediate gear position, and the difference is in any of the above 4 or more gear positions. It is one of a positive value and a negative value. The absolute value of the above difference is 0.04 or more and 0.1 or less in the above 4 or more gear positions. A bicycle transmission is provided with a speed change mechanism. The speed change mechanism includes four or more speed shift positions that increase the speed ratio step by step. The speed change mechanism is provided with planetary mechanisms each including a sun gear; when the shift speed is switched Switch at least one of the sun gears to either the rotatable rotation state or the non-rotatable restricted state; among the above 4 or more gear positions, three consecutive gear positions, from the middle gear position If the ratio of the gear ratio of the gear ratio to the gear ratio of the smallest gear position is subtracted from the ratio of the gear ratio of the largest gear position to the gear ratio of the intermediate gear position, the difference is in the above 4 or more gear positions Any one of the three consecutive gear positions is one of a positive value and a negative value; the absolute value of the difference is 0.04 or more and 0.1 or less among the four or more gear positions. For example, the bicycle transmission according to any one of items 2, 4, 5, 6, and 7 of the scope of patent application, wherein the above-mentioned transmission mechanism includes 5 or more gear positions that increase the gear ratio step by step, The above-mentioned three consecutive gear positions are included in the above-mentioned five or more gear positions. For example, the bicycle transmission of item 2 or 5 of the scope of patent application, wherein the absolute value of the above difference is 0.04 or more and 0.1 or less. For example, the bicycle transmission according to any one of items 1 to 4, 6, and 7 of the scope of patent application, wherein the above-mentioned difference is a positive value in any of the above-mentioned three consecutive gear positions. For example, the bicycle transmission of any one of items 3 to 7 of the scope of patent application, wherein the absolute value of the value obtained by subtracting the other of the above differences from one of the above differences is 0.005 or more and 0.02 or less . For example, the bicycle transmission according to any one of items 1 to 7 of the scope of patent application, wherein the transmission ratio of the transmission mechanism is 1 or more in any of the transmission gear positions. For example, the bicycle transmission according to any one of items 1 to 7 of the scope of patent application, wherein the above-mentioned transmission mechanism is a built-in transmission mechanism. For example, the bicycle transmission of item 13 of the scope of patent application further includes: a hub for accommodating the above-mentioned built-in transmission mechanism. A bicycle auxiliary system is provided with a bicycle transmission according to any one of items 1 to 14 in the scope of patent application, and a motor for assisting human driving force. For example, the bicycle assist system of claim 15 further includes an operating part that is manually operated in order to operate the bicycle transmission, and the bicycle transmission is adapted to change the bicycle's operation in response to the operation of the operating part. Gear ratio.

Images