奥地利专利AT510717A4 MECHANICS FOR TRANSMITTING A TURNING MOVEMENT WITH A CHANGED TRANSLATION

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专利摘要:
An adjusting mechanism (800) for setting a transmission ratio between a traction means (812), in particular a chain, and a wheelset rotatable about a wheel axle, which comprises two or more wheel blades (810, 820, 830), in particular gear blades, adjusts the wheel rim sectors in Reference to a fixed alignment plane of the traction means in a direction transverse to the alignment plane. At least one of the wheels is composed of several independently adjustable Radkranzsektoren (802, 803). By means of a decoupled from a rotational movement of the wheel set actuating component (807) a plurality of co-rotating Verschubelemente (804, 805) via each rotationally free couplings in at least axial direction between a first and a second position, each Radkranzsektor is rotatably connected to a respective associated Verschubelement , The first position of a Verschubelementes corresponds to the position of the associated Radkranzsektors outside the cursory plane, whereas a displacement element in the second position on the wheel rim sector in question exerts a force to dislocate the wheel rim sector in question in the alignment plane and thus adjusted in the plane.
公开号:AT510717A4
申请号:T1100/2011
申请日:2011-07-27
公开日:2012-06-15
发明作者:
申请人:Schuster Gregor；
IPC主号:

专利说明:

• 4 P12177
Mechanism for transmitting a rotational movement with variable translation
The invention relates to the field of multi-stage transmissions for power transmission with endless, articulated or flexible traction-transmitting means, such as e.g. a belt or a chain. In particular, the invention relates to an adjusting mechanism for setting a transmission ratio between a traction means, such as a traction mechanism. a chain or a belt, and a wheel set rotatable about a wheel axle and comprising two or more wheel blades. Of the Radblättem is wrapped depending on the choice of one of the traction means; at least one of the wheel blades is composed of a plurality of independently adjustable Radkranzsektoren, wherein the adjusting mechanism causes an adjustment of the Radkranzsektoren with respect to a fixed plane in which the traction device wraps around the wheel, in a lying substantially transverse to this plane direction.
The invention is concerned with the consideration of changing the transmission ratio in power transmission devices, the sectored, divided or interrupted input and / or output wheels - or blocks consisting of such wheel components - have. Such translations are known, for example, in gearshifts in bicycles, wherein a transmission between the wheel and traction means takes place twice, namely on the one hand by a crank wheel on a chain, and on the other by the chain on the drive wheel (which is regularly the rear wheel of the bicycle). For changeable translations several solution principles are known
A first known approach is a derailleur circuit. Such systems are well known (see, e.g., U.S. 3,448,628). A launcher leads the chain and moves it axially on the chainrings with different diameters, which are located next to each other on an axis. As a result, the gear ratio for chain movement and in the sequence to another, located in the alignment of the chain chainring (corresponding to the driven or kraftabführenden wheel) changed.
In this case, disadvantages often arise in that the chain is moved out of alignment, and thereby higher friction occurs in the chain, or just by the chain itself is loaded higher, which leads to material fatigue. Another disadvantage is that the chain is partially on two chainrings during the switching process, which is why no force can be transmitted during this period. Switching during load operation is therefore not possible; rather, the driving force must be reduced to a minimum during the switching process to perform a switching operation without material damage can. To realize large gear ratios, i. In order to arrange chainrings with very different diameters on an axle, it is necessary to arrange a plurality of size-increasing chainrings in a cone shape so that the chain can use them as a climbing aid, even if they are actually not needed for the translation. In addition, vibrations can cause the chain to jump to adjacent chainrings, which in turn leads to problems in load operation.
When two Umwerferschaltungen arrangement in a gear stage, so both on the driven and the kraftabführenden axis to realize particularly diverse and / or large gear ratios, is also important to choose the chainrings so that the chain is not too much the escape runs, as this leads to great material stress. A further disadvantage is that the derailleurs are usually in exposed areas, as is often the case with bicycles, and are therefore used in off-road driving by e.g. Bushes can be damaged. Due to the many axially adjacent chainrings Umwerferschaltungen also require a lot of space which in turn can not realize a circuit with the full repertoire of gear ratios on the better protected, but spatially very limited crankshaft.
An alternative approach is gear shifting. Therein, the change of the gear ratios is accomplished by a gear transmission, such as a planetary gear; the chain drive serves only as a force-transmitting element. Such systems are mostly used in the rear hub of the bicycle. The disadvantage here is the high weight that such gear transmission have, sow'ie the high design and cost.
Another alternative approach uses bevel gears and step discs. In this case, essentially two stepped or conically shaped discs are provided, between which the traction medium runs. By axial distance change of the discs is
the tension medium is forced to different loop radii, and in this way the gear ratio is changed. This principle is only suitable for frictionally engaged and not for form-fitting tension media, as they are chains or toothed belts.
In contrast, the invention is based on the approach of using multi-stage chain transmission with sectored, split and / or broken sprockets. Here, the considered drive or driven gear is effectively divided into components, which are successively introduced into the flight of the chain. The traction means, however, moves in a fixed plane, with a lateral movement of the traction means is not required or even prevented. In the following, the plane in which the traction means runs is referred to as "plane of the traction device". or in short "Rummbcne" designated.
Fig. 1 illustrates the underlying principle of the invention, the already known principle of changing the gear ratios by the axial feeding of sectors in the flight of the pulling medium. Shown is a wheel set 101 with three Radblättem 110,120,130, each of a drive or driven pulley for each gear ratio or "gear". correspond. While the innermost wheel blade 110 is undivided and axially fixed, the middle wheel blade 120 and the outer wheel blade 130 are each divided into sectors 102, 103 (usually corresponding to circular ring sectors), in the example shown in each case three sectors, which are at an angle of almost 120 ° correspond. The angle is slightly smaller than 360 ° / n (here n = 3) to allow a game between the individual sectors. The sectors 102, 1.03 are movably supported to one another along the direction of the axis 105, but non-rotatable with respect to the rotation. This storage is carried out by suitable means, e.g. a pin guide 104 or the like.
From Fig. 1, the beginning of a switching operation from the passage of the smallest wheel HO to that of the middle wheel 120 is apparent. The chain 106 still wraps around the wheel blade 110. One or more guide rollers 107 are used to increase the non-looped by the chain 106 angle range. A first sector 102a of the middle wheel blade 120, namely the one currently in the non-entangled angle range, is engaged in the rug of the chain 106. As the wheelset rotates, sector 102a picks up the chain. Subsequently, the remaining sectors of the wheel blade 120, as soon as they have each entered the non-looped angle range, in the same way in the
Escape the chain to be indented; if this has been done for all sectors 102, the transition to the gear that corresponds to the middle wheel 120 is completed.
This approach based on the use of sectored, split and / or broken sprockets overcomes the disadvantages of the aforementioned approaches. Shifting during load operation is possible, since the chain is also in mesh with the chainrings of both gear ratios (and only with these) during the shifting process. The space requirement of such circuits can be made smaller.
Some solutions use the principle of the temporary process of split, sectored or interrupted sprockets only during the switching process itself to "fetch" the chain to the next larger or smaller diameter. Such solutions are e.g. in US 4,127,038 or US 4,580,997. Here, the chain is brought into the alignment of the next chainring by pivoting or axial movement of the larger or smaller adjacent chainring sector, the escape of the chain changes accordingly when changing the transmission ratio.
The CH 617 992 A5 shows a principle in which the chainring sectors are gradually supplied to the escape of the chain. The chainring sectors are individually mounted by means of bolts on a co-rotating device. This allows a smaller design. This makes it possible in principle to construct a warp circuit, which provides the entire range of gear ratios on only one axis.
In all currently known principles, the movement of the sprocket sectors is controlled by the contact of the rotating part via e.g. Bolt with a fixed part, i. a fixed part relative to the rotating unit on which the sectors are located, e.g. a radially movable carriage achieved. This creates the disadvantage that during operation of the system there is always a touch and thus friction. This leads to unwanted stress and wear and noise. This makes such principles uncomfortable in practice and does not provide a viable solution.
The problem with this known solution, as the supply of chainring sectors in the alignment of the chain is done by the operation of individual bolts. Since each sprocket sector must be mounted on two or more bolts, these are only activated when actuated P12177 * · · · · · · «
a pin tend to jam and make a movement of the tooth sectors impossible. In order to avoid this, CH 617 992 A5 also shows the storage of quarter-circle sectors on three bolts each and a mechanism intended to allow the bolts to pivot in (as opposed to parallel guidance of the sectors). The leadership and detent of three bolts per sector but gives the disadvantage that a Auslcnkung a sector is not possible with acceptable effort. It is also problematic how the individual sectors after leaving the fixed guide carriage should maintain their position in or out of engagement. None of the known solutions offers an effective approach in practice.
A variant of the last discussed approach is also described in CH 617 992 A5, namely that the sprocket sectors of different sizes are mounted on a common radial bolt and pivoted into the alignment of the chain. This solution does not have the problem of jamming the guide pin. However, a disadvantage is the relatively high space requirement, since the individual sectors must be swung out at a relatively large angle in order to get completely out of the range of the current chain. In addition, this solution has the disadvantage that the force for gear change is achieved by touching between stationary and rotating part. This again leads to the already mentioned friction and noise.
It is therefore an object of the invention, starting from the approach of using sectored, divided and / or broken sprockets to overcome the disadvantages mentioned. As far as possible the contact between stationary and rotating components should be avoided and at the same time a reliable and compact design should be possible.
The object is achieved by an actuating mechanism according to the claims, wherein the independent claims describe the basic features of the invention and the dependent claims advantageous developments and refinements. The adjusting mechanism according to the invention is particularly suitable for a gearshift, in which the adjusting mechanism is mounted on a gear, for example, serving as a drive wheel of a bicycle transmission gear. Π 2177 • ·
In particular, the object is achieved by an actuating mechanism of the type mentioned, with at least one of a rotational movement of the wheels decoupled stored (thus standing) control component and with several (rotating) Verschubelementcn, each Radkranzsektor is associated with a Verschubelement and each Radkranzsektor a resilient Connection with the respective associated Verschubelement in rotation with respect to the rotation about the wheel axis is connected. Here, the adjusting components are adapted to move the Verschubelemente via each rotationally free couplings in each case between a first and a second position, wherein the first position of a Vrschubelementes the position of a belonging Radkranzsektors outside the plane of the traction means corresponds, whereas in the second position befindliches Verschubelement on the wheel rim sector in question - at least as long as this is outside the plane of the traction means - via the resilient connection exerts a force to dislocate the wheel rim sector in question in the plane of the traction means (and so adjusted in the plane).
This solution according to the invention provides the steady, stored intervention and the avoidance of recurring touches of rotating and stationary unit in a transmission of the subject kind. Sectored, split or interrupted drive / output wheels or units combined into blocks of the transmission can on a support plate for axial Movement guided or stored for the purpose of pivoting about a pivot point or by means of a spring element. Only in the switching process itself, it comes in the second-mentioned form to a short contact between fixed and rotating unit. The invention also includes various aspects for changing gear ratios, which will be explained below with reference to exemplary embodiments.
In the context of the invention, as usual in the field of traction mechanism drives under a "traction means". a flexible, claimed on train transmission means connecting a plurality of waves for transmitting a rotational movement of the waves. For this purpose, the traction device wraps around a certain angular range of at least one driving wheel and / or at least one aborting wheel. In general, the traction means is band-shaped and usually endless (usually closed in a loop); Typically, the traction means is a chain, a belt, a toothed belt or the like., Which can cooperate with one wheel rim of the wheelset positively or non-positively. PI 2177 • »·
In the context of the invention is also under a "rim sector". a component of a drive or Abtriebsrades understood, which has only a part of the peripheral surface, with which the traction means enters into frictional or positive contact. Each wheel rim sector can thus be assigned an angle about the axis of the wheel, which corresponds to the extent of the looping through the traction means. The division of a wheel rim into wheel rim sectors also allows, in particular, a gap between the individual sectors, if this makes sense for the respective embodiment. It is irrelevant whether the wheel is a gear, friction wheel or the like. is. The angle of a rim sector is generally less than 180 °, and typically the angle is equal to 360 ° / n (where n = 3, 4, 5, 6, ..., thus being an integer from 3) or slightly smaller the gap between sectors.
In the considered within the scope of the invention transmissions is usually considered only either the driving or the abortive gear part on the traction means. The respective other gear part can then be realized in a suitable manner according to a known from the prior art or according to the invention.
In an advantageous embodiment of the adjusting mechanism according to the invention, the Ver-push elements are each connected by a resilient connection with the respective Radkranzsektoren and / or the actuating component. This spring connection allows a game in the axial direction. This makes it possible that a Verschubelement located in the second position on the wheel rim sector in question (at least as long as it is outside the plane of the traction means) exerts the force to move the relevant Radkranzsektors in the plane of the traction device on the resilient connection. This introduces a certain amount of play in the adjustment process: in particular when the wheel rim sector in question is currently in an angular range corresponding to an area looped by the chain (or belt), immediate engagement in the traction means plane is not possible; the resilient connection allows a delayed introduction of the sector in the plane. The same applies conversely when a sector is moved out of the plane as long as the sector is (at least partially) entwined. Overall, the adjusting process is facilitated by the resilient connection and allows activation of the adjusting mechanism regardless of the current Drchwinkel the wheel. Π 2177
In order to prevent deflection of the traction means from the side from which the Radkranzsektoren be indented in the plane of the traction means, a peripheral plate is low, which runs parallel to the alignment plane. This can advantageously be mounted co-rotating with the wheelset.
In order to support the return movement of the Radkranzsektoren from the alignment plane to its rest position, additional, preferably designed as leaf springs spring elements may be advantageous. These cause a reliable return of the Radkranzsektoren in a rest position outside the alignment plane when the associated Verschubelement assumes its first position.
The Radkranzsektoren can be associated with guide elements, for example in the form of guide pins and / or tilt stops. These determine the essentially axial movement of the wheel rim sectors due to the force effect by the respective associated displacement elements and thus ensure a defined path of the Radkranzsektoren when moving between an "active position". in the cursory plane and a "resting position," outside the escape plane. In particular, these guide elements prevent unwanted rotational movement of the wheel rims about the rotating axis. These guide elements usually set a dislocation of the Radkranzsektoren in the sense of a lateral displacement (i.e., in the axial direction), possibly with a small additional radial component, which are kept parallel to the alignment plane.
However, the Radkranzsektoren can also be adjusted by a tilting movement. Such wheel rim sectors which can be tilted with respect to the alignment plane can then be fastened to the shaft (indirectly or directly) by means of a spring which exerts a force on the wheel rim sectors to move out of the alignment plane.
To maintain a switchable hold in the " active position " To facilitate, the Radkranzsektoren (at least axially fixed guide projections have, which engage an associated guide web when the wheel rim sector in question is in the alignment plane, the guide bar is mounted decoupled from a rotational movement of the wheelset.
In general, the wheel blades will have different circumferential radii, wherein that wheel blade having the smallest circumference radius may preferably be undivided. In this case, the smallest, undivided wheel blade is advantageously immovably mounted in the axial direction on the wheelset.
In addition, the undivided wheel blade may have at least one opening, namely in its inner region within its crown region (sprocket). Through these openings), at least one Verschubelement and / or at least one associated therewith connecting element, which ensures the connection of the Verschubelements with the respective Radkranzsektor run.
In addition, in each case in a same angular range lying Radsektoren be summarized in a sector block, wherein the respectively belonging Radsektoren are preferably rotatably mounted to each other.
The invention together with further details and advantages will be explained in more detail below with reference to preferred, non-limiting embodiments of the invention, which are illustrated in the attached drawings. These show:
Fig. 1 shows a wheel set in perspective view with sectored wheel blades according to the prior art;
Fig. 2 is an end view of a transmission according to a first embodiment;
Fig. 3 is a rear view of the transmission of Figure 2 in partial section along line A-A in Fig. 2.
FIG. 4 shows the transmission of FIGS. 2 and 3 with the second gear engaged;
FIG. 5 shows the transmission of FIGS. 2 and 3 with the first gear engaged;
FIG. 6 shows the transmission of FIG. 4 with a sprocket sector associated with the second gear not yet engaged in the dumbbell of the chain; FIG.
FIG. 7 shows the transmission of FIG. 5 with a sprocket sector associated with the first gear not yet engaged in the dumbbell of the chain; FIG. P12I77 * * · · ·· · «* ·
Fig. 8 shows the transmission of a second embodiment in a front view on a bicycle (the bicycle is shown from the side);
FIG. 9 shows the transmission of FIG. 8 in a rear view; FIG.
FIG. 10 is a front view of the mechanism of the transmission of FIGS. 8 and 9; FIG.
Fig. 11 is a simplified end view of the mechanism for illustrating the shifting of a gear, in Fig. 11, the gear is turned off;
FIG. 12 shows a representation corresponding to FIG. 11, but with the gear engaged; FIG.
FIG. 13 shows the transmission of FIGS. 8 to 10 as a switching unit located on a bicycle in an end view; FIG.
14 shows a further embodiment of an actuating mechanism in an end view, wherein the mechanism is connected in the path of the innermost gear;
FIG. 15 shows the setting mechanism of FIG. 14 in the gear of the middle gear; FIG.
FIG. 16 shows the setting mechanism of FIG. 14 in the path of the outermost gear; FIG.
Fig. 17 is a rear view of the transmission with the mechanism of Fig. 14 to 16;
Fig. 18 is an embodiment of an actuating mechanism in which the sectors are triggered by a template;
FIG. 19 shows the setting mechanism of FIG. 18 with the sector switched on; FIG.
FIG. 20 shows another embodiment with a nested holder of sector sector blocks in an external side view; FIG.
Fig. 21 is a sectional view of the mechanism taken along line A-A of Fig. 20;
22 shows another embodiment in an end view in partial section along a radial plane with a circuit via an axially displaceable pin,
FIG. 23 is a side view from the inside of the mechanism of FIG. 22; FIG. and
24 is a sectional plan view of the mechanism according to the section line AA of FIG. 22. P12177 P12177 * * * * * * # # # # # # # # # · I * Μ * »· · · · * ♦ · 1 ·· * *» ·· **
A first aspect of the invention largely avoids contact between stationary and rotating units, namely in that the mechanism which causes the displacement of the scktor, split or broken sprockets is rotationally coupled in perpetual engagement with the rotating unit. This torsionally coupled switching mechanism is inventively made possible by the fact that the stationary part of the mechanism is designed to be rotationally coupled to the rotating part by means of double bearing. This type of operation overcomes the disadvantage of known solutions with recurrent contact between the rotating and the relative standing part.
This will be explained below with reference to an example which is shown in FIGS. 2 to 7 and shows an embodiment of a simplified three-speed transmission according to the invention and the associated actuating mechanism 800.
Fig. 2 shows an end view of the transmission, i. with viewing direction perpendicular to the axis of rotation of the transmission; the upper part is shown as a sectional view, w'obei the cutting plane passes through the axis of rotation. Here, in Fig. 2, the (inwardly facing) back of the arrangement is left. Fig. 3 shows a rear view of the transmission, i. along the axis of rotation of the transmission from the inside in partial section (Line A-A in Fig. 2); In addition, an area is opened in the upper left quadrant (carrier plate removed), so that the tooth sectors are visible.
On a support plate 801 three gear blades, namely an innermost gear 810 and two concentric to the innermost wheel sprockets 820, 830 are provided. A first and a second gear are realized by the sprockets 820 and 830, while the third gear is the smallest wheel 810, which is here axially immovable and undivided. In Fig. 2, the chain 812 is shown running on the wheel 810. To the outside, an edge disk 811 serves as a guide disk for guiding the chain 811 and as an abutment for axial forces exerted on the chain.
The sprockets 820, 830 are each realized by a number of toothed sectors, in the example shown each four quadrant tooth sectors 802 and 803. The teeth sectors 802, 803 are guided in the illustrated embodiment by means of stepped guide pins 804, 805, as described in more detail below. The guide pins 804, 805 can advantageously be embodied as bolts sealed against dirt by means of a seal 814, which are guided with a clearance fit in guide sleeves 815, which are pressed into the carrier plate 801. In this way, a high power can be taken from the leadership.
An actuating plate 806 is arranged axially movable parallel to the carrier plate. For this purpose, it is mounted on the guide pin 805 (namely on the longer guide pin) with the interposition of leaf springs 813. The guide pins 804, 805 associated leaf springs 813 can be seen in the rear view of FIG. Above the actuating plate, a mounted, dreudkoppelter switching ring 807 is arranged; a traction cable 808 carried out there is fixed to the armature plate 800 likewise mounted. By means of the switching ring 807, a tension can be introduced via the traction cable 808, when this is tensioned and thus causes a close contact of the switching ring 807 toward the armature plate 809, which leads to the actuating plate 806 the guide pins 804, 805 and thus the tooth sectors 802, 803 leads to the escape of the chain. The switching ring thus acts as a control component for actuating the mechanism and the guide pins as the tooth sectors associated Verschub elements. This is done in the illustrated preferred three-speed version in two steps, as shown in Fig. 4 to 7 (each end views of the type of Fig. 2).
Fig. 4 shows the transmission in a state in which the second gear is switched. Therein, the tooth sectors 803 of the center sprocket 830 (i.e., the smaller of the two sectored sprockets) are fed axially in the non-looped region of the chain 812.
Fig. 5 shows the transmission in a state in which the first gear is switched. Therein, the sector gears 802 of the large sectored ring gear 820 are fed axially in the non-looped region of the chain 812.
Fig. 6 shows a state of the tooth sectors 803, wherein they can not run in the alignment of the chain due to the fact that they are switched in the looped region of the chain. Such a condition occurs on a regular basis when switching between gears on a transitional basis. Here, the tooth sector 803 collides with the chain 812. Since the actuator plate 806 is imperatively moved axially, open the leaf springs 813 of the guide pin 805. The leaf springs 813 serve as a force and Wegbegrenzung. The tooth sector 803 thus inevitably stops and only moves into the alignment of the chain when it comes into the non-looped area of the chain and is thus released. In a P12177 -as -: alternative approach, when considering the rotating part as the reference system, the chain moves away from the smaller sprocket sector, thereby clearing the path for the tooth sector to escape the chain.
Fig. 7 shows the collision of the large sprocket sectors 802 with the chain 812, For the release applies analogous to the discussion above with reference to FIG. 6 for the sprocket sectors 803, in which case the leaf springs 813 of the guide pins 804 open.
The advantage of the above-discussed solution is that even during the switching process itself no contact of the moving parts (chain 812, gears 810, 820, 830) with the actual axial displacement causing switching mechanism takes place. This minimizes friction and noise. Another advantage is that a well closed against dirt intrusion system can be realized that surrounds the switching mechanism. This ensures the function of the described mechanism even with heavy dirt.
Another advantage is that even with very strong vibrations no unwanted movements of the individual sectors 802, 803 can take place, since these are fixed by a spring 813 and the actuating plate 806.
In addition, the lack of a fixed unit, which in other systems carries the mechanics of the circuit, allows better standardization. The space required and the weight of such a running mechanism are lower than those in conventionally known systems.
Another aspect of the invention relates to a solution for centrally applying a force to a stud (such as the guide pins 804, 805 of FIG. 3) so as to accomplish a fixed position of the sectored, split or broken sprockets. The movement of the sectors is effected by switching cam located on the rotating unit with locking function, which are triggered in the switching point by a single short contact with a relative to the moving switching unit fixed carriage. Π 2177 ................
• * * * * * I '· t · · ft * · · I · ·
This principle of the control is illustrated below in FIGS. 8 to 13 with reference to an embodiment shown there, in which the arrangement realizes three switchable gear ratios.
The chain transmission 200 shown in Fig. 8 of this embodiment is located on the shaft of a pedal crank 201 of a bicycle. Three switchable ratios are achieved by changing the chain position between a small fixedly mounted on the crankshaft sprocket 202 as well as two further, each by three parts 203, 204 sectored sprockets 220 and 230. To secure the axial position of the chain to the outside, a guide plate 205 is provided. The region not wrapped by the chain 206 (indicated by the double-headed bow A) may be defined by at least one guide roller 207, which retains the chain after e.g. deflects down, in addition to be enlarged.
FIG. 9 shows a rear view of the chain-gear mechanism 200 mounted on the bicycle. The toothed sectors 203 and 204 are axially guided on the carrier plate 208 by means of a respective pair of bolts 209. Also visible are a chain tensioner 210, the retaining plate 211 of the shift carriage 212 with this associated Bowden cable 219. In Fig. 8 and 9, the chain is shown looped on the chainring 220 of the middle gear.
Fig. 10 shows the mechanism for changing the gear ratio for the wheelset of Figures 9 and 8. the direction of rotation of the wheelset (when moving forward) is counterclockwise in Fig. 10 (arrow W). Each two guide pins 209 are provided per tooth sector 203, 204 and connected by a respective web 214. In the middle region of each web there is a switching cam 215 and an erector 216. On each of the (in this case, six) webs 214 sit two leaf springs 217 which hold down the web in the direction of the carrier plate 208. In this way, the associated composite of tooth sector, bolt and web is pressed into the alignment of the chain. If the gear in question is not engaged, the movement in the escape of the chain is prevented by the established Schaltnocke. This arrangement of the components applies equally to all toothed sectors 203, 204.
10A is an enlarged detail view in partial sectional view showing the switching cam 215 and the erector 216, which are guided by a common axis 218 fixedly connected to each other in the web 214. A recess in the support plate 208 allows further rotation of the erector 216, since the latter would otherwise collide due to its length with the support plate.
Figures 11 and 12 illustrate the shifting of the aisle in the form of simplified end views (corresponding to end views taken along the line AA of Figure 10), in which for the sake of clarity only a tooth sector 203, web 214, cam 215 and erector 216, as well as the fixed one Switching carriage 212 is shown in its support plate 211. The arrow W indicates the direction of movement of the rotating unit. In Fig. 11, the dental sector 203 is in the retracted position, ie outside the escape of the chain (symbolized by the broken line 220). The gear is thus not switched. The switching cam 215 is. Fig. 12 shows the switched gear. The shift cam 215 has been knocked over by the shift carriage 212 having passed. By repelling the switch cam 215, the erector 216 is set up, pushing the tooth sector into the alignment 220 of the chain. When the shift carriage 212 is driven back again, it will re-establish the shift cam 215 on the same shaft by contact with the erector 216, thereby moving the sprocket sector back out of alignment with the chain.
Through this central introduction of force by the switching cam 215, which serves to move the sector, can prevent tilting of the guide pins. The spring force of the leaf springs 217 causes the restoration of the tooth sectors in the starting position with folded switching cam. The leaf springs 217 hold down the web 14; when the switching cam 215 is activated, this sets the bridge against the force of the springs 217.
The use of switching cam with snap-in ensures that between the rotating unit and the fixed carriage only a single touch to the actual switching time arises, namely upon contact of the switch carriage 212 with the switching cam 215 and the erector 216. There is therefore no operating noise through abrasive parts. In addition, the dental sectors are always in a fixed predicament.
Fig. 13 shows the above-described preferred arrangement as a gear unit on a bicycle in a front view from above. Shown is also the crank 201 and a part of the pedal on the left side (in Fig. 13 below) of the wheel; the right side of the crank is not shown for the sake of simplicity.
A third aspect of the invention relates to the leadership of the wheel sectors by Schaltr ollen, namely at least in the non-looped region of the chain (or of the force-transmitting medium). In particular, the sectors / components of the drive / driven wheels in the non-looped region of the chain (or of the belt) can be held by continuously contacting shift or guide rollers.
This principle of the guide is illustrated below with reference to a further, shown in Fig. 14 to 17 embodiment of an actuating mechanism 300 according to the invention. FIGS. 14 to 16 show end views, each with a different switched gear; Fig. 17 shows a rear view in partial sectional view along the line A-A in Fig. 16. In this embodiment, toothed sectors 301 and 302 are hingedly or flexibly mounted on four rocker arms 303 each mounted on the support plate 308 about a fulcrum. These rocker arms 303 realize a tilting bracket of the associated tooth sectors, which allows a parallel guidance of the tooth sectors in the axial direction. FIG. 15 shows a position with toothed sectors 301 of the middle sprocket 320 brought into alignment with the chain, while in FIG. 16 the sectors 302 of the large sprocket 330 are activated. In Fig. 14, all sprockets are out of alignment of the chain 309 so that it runs on the innermost gear 310. As can be seen, the sprocket sectors 301, 302 are forcedly displaced via guide rails 306 by a guide roller 304 mounted within the wheel assembly. This guide roller 304 moves on a stationary (i.e., non-rotating) axis extending in the radial direction and can be displaced by means of a Bowden cable 305 relative to the center of the rotating unit. Depending on the position of the guide roller 304 (adjusting component) W'ird about the respective operated guide rail 306 (Verschubelement) a corresponding sprocket sector moved into alignment with the chain. Again, an edge disc 311 is provided, which serves as a guide and limit for the chain 309.
It may also be provided a plurality of guide wheels, and depending on the number of sectors in a ring gear, the number of guide wheels can vary. In this case, it is not necessary to provide guide wheels for those sector areas which are looped around by the chain, since in these areas the sprocket sectors involved are held in position by the chain itself. Therefore, only one guide roller is necessary in the embodiment of FIGS. 13 to 17, since this is sufficient for positioning the sectors in the non-looped region. Are the sprocket sectors due to the rotational movement outside the leadership by the leadership role, they are held by the chain itself in position. The self-holding function arises here in that the toothed sectors are moved in addition to the axial displacement in the direction of the center to get into the alignment of the chain; this is a consequence of the lateral tilting movement of the rocker arms 303. An automatic reset of the sprocket sectors 301, 302 is thus prevented by the chain itself, as this does not allow the extension of the tooth sectors away from the center due to the wrap.
The provision of the sectors is performed by the sprocket sectors 301, 302 associated leaf springs 307. For each sprocket sector, for example, two leaf springs 307 are provided, which is located between the support plate 308 and guide rails 306.
The advantage of this embodiment of the mechanism for changing gears lies in their constructive simplicity. The individual sectors need not be mechanically locked or held in the non-looped area of the chain, whereby the mechanics of the operation itself is easier. The solution of the movable on an axis scarf roller is a structurally very simple and therefore economical solution.
A further advantage of this aspect of the invention is that the system is less susceptible to contamination, since the tooth sectors are not guided on bolts but are displaced by components pivoted about a pivot point. Sliding bolts tend to become sluggish due to dirt getting between the sliding surfaces. In general, it can be said that the guidance of the tooth sectors according to this embodiment prevents the jamming of the individual sectors. Another advantage of this design is that the sectors are fed in and out parallel to the escape of the chain, which additionally reduces the space required.
Another aspect of the invention allows for rapid deployment through a template. This is illustrated in Figs. 18 and 19, which show end views of an embodiment of a two-speed circuit 500, wherein in Fig. 18 a gear is connected to an axially fixed small sprocket 510 and in Fig. 19 the further gear is connected to a Sprocket 520 of a plurality of sectors 501. In this embodiment, all the sectors 501 are simultaneously relaxed via a rotationally coupled mechanism formed of a fixed ring 504a and a part 504b co-rotating with the sectors 501; In this case, the ring 504a of the adjusting component and the part 504a corresponds to a Verschub element according to the invention. The sector block 501 made across the middle is fixed to the support plate 502 by a leaf spring 508. However, the movement of the sector blocks 501 is prevented by a template 505 having annular ridges 506 on which guide projections in the form of projecting feet 507 of the sectors 501 are supported. This happens up to a switching point, since at a location of the template 505, the webs 506 are interrupted. In the switching point itself, the respective affected sector is released in the axial direction, and then there is a rapid change of the prestressed by the spring 503 sector block 501. The leaf spring 508 pushes the sector 501 to the initial situation shown in Figure 18; by the introduction of the switching force by the torsionally coupled Bowden cable 504 of the sector block is gradually deflected and the sectors fed into the alignment of the chain 512. The representation of the position in progress with activated sector 501 is shown in FIG. 19. In addition, a guide disk 511 may be provided which, in this embodiment, for example towards the rear side, limits a possible deflection of the chain 512 towards the side facing away from the sectors 501.
Fig. 20 shows a further embodiment 600 of this aspect of the invention in a side view. Therein, in an overlapping support arrangement 604, the sectors of the central sprocket 620 and the large sprocket 630 are mounted on a support plate 640 on a common leaf spring 601, for example screwed, thus again forming sector blocks. This leaf spring 601 is in turn, in order to keep the variety of parts low, mounted on the bolt 602 of the smallest, undivided ring gear 610.
Fig. 21 shows a sectional view of the embodiment of Fig. 20 along the line A-A. It can be seen how the sectors 621, 631 of the sprockets 620, 630 are fastened at different angles to the carrier plate 640 thereon. Also visible is the shaft 605 and crank 603 (not shown in FIG. 20 for clarity) and the chain 606.
Due to the nested arrangement 604 of the support plates 640, which each have a bridge or molding 641, it is possible to store the tooth sectors very far outside the diameter. This in turn improves the rigidity of the system. Also, the space within the smallest sprocket is kept free by this constructive measure, in order to realize a switching mechanism, which is arranged through the ♦ * «« φ 4 »· ····· * smallest sprocket, such a comprehensive switching mechanism was above described with reference to FIGS. 18 and 19.
A particular advantage of this embodiment lies in the storage of the sprocket sectors by means of resilient elements. As can be seen, the sectors combined into a block are flexibly supported by means of the leaf springs 601, so that they can be moved as needed into and out of the chain. This solution of storage, the system is largely dirt-resistant. In addition, there is a simplified construction, since the restoring force is also already provided by the spring element in one-sided operation, which eliminates a return spring.
In yet a further aspect of the invention according to FIGS. 22 to 24, the introduction of the switching force takes place over a longer angular distance by emergence of the sprocket sector on a ramp which is held axially resilient. At the same time a rapid triggering by selective unlocking from the spring-biased position is possible.
In this embodiment of a circuit 700, the sectors 711, 712 belonging to the same angular range of the different sprockets (with the exception of the smallest sprocket) can be rigidly fixed to one another on a sector block 720. This axially movable block 720 of the sprocket sectors is moved axially by a force on a pin 701, which is fixed for example by means of a resilient support 705 on the sector block 720 and projects in the radial direction towards the center. A switching slide 730 is provided close to the axis, which is arranged axially displaceably on a cylindrical surface 733 and designed as a ramp, preferably as a double ramp. When switching operation of the shift carriage 730 is moved axially via the actuator by means of a spring-loaded in both directions Bowden cable 703. By the emergence of the pin 701 (in the course of the rotational movement of the sector block 720, to which the pin 701 belongs) on the lateral guide rails 731 of the switching carriage, this is tensioned against the springs. The shift carriage 730 has at the end a radial ramp or elevation 732, which lifts the bolt radially and thus unlocks the catch 702. As a result, the pin 701 quickly jumps into another opening of the catch 702. The catch 702 thus defines a limited number of forced positions for the pin 701, each corresponding to a gear. P12177
This design makes it possible to keep the switching process very short, so that the available, free area of the chain 706 is sufficient to perform the switching operation during the rotation of the unit. There are no further pulleys needed in this way to increase the free area.
A particular advantage of this design is that the switching force is built up over a relatively long path in the rotary motion and is released at a defined point by unlocking the biased unit. This allows an advantageous, short switching operation.
Also in this embodiment, the engagement of the central switching mechanism is realized by the small, undivided ring gear 710 on the sector blocks 720 by a penetration within the ring gear 710. The sector blocks 720, which in this embodiment each comprise a base plate 721, a central sprocket sector 711 and a large sprocket sector 712, are mounted axially on two bolts 704 each. This allows a very compact and highly standardized design and high compatibility.
In particular, the construction according to the invention allows the arrangement of the chain (more precisely, the alignment level of the chain) in a standard distance to the frame of the bicycle of 50 mm.
It will be understood that the aspects and embodiments of the invention shown and described herein and the details thereof may be combined with each other. Also, the number of sectors or sections, each associated with a wheel ring (in particular gear rim), may vary and, depending on the embodiment, may assume a suitable value, for example two, three, four, five, six, eight or more.
Vienna, July 27, 2011

权利要求:
Claims (13)
[1]
PI 2177

43l -: Claims 1. An adjusting mechanism (200, 300, 500, 600, 700, 800) for setting a transmission ratio between a traction means (206, 309, 512, 606, 706, 812) and a wheelset rotatable about a wheel axle, which two or more wheel blades (202, 220, 230, 310, 320, 330, 510, 520, 610, 620, 630, 710, 711, 712, 810, 820, 830), which are optionally wrapped by the traction means, wherein at least one of the wheel blades is composed of a plurality of wheel rim sectors (203, 204, 301, 302, 501, 621, 621, 711, 712, 802, 803) which can be set independently of each other, wherein the adjusting mechanism changes the wheel rim sectors with respect to a fixed plane (FIG. "Flüstbene"), in which the traction device wraps around the wheel, is effected in a direction substantially transverse to the alignment plane, characterized by - at least one of a rotational movement of the wheel set decoupled mounted adjusting component (212; 304; 504a, 505; 730; 807), - several mitdre hende Verschubelemente (216; 306; 504b; 701; 804), wherein each Radkranzsektor a Verschubelement is assigned and each Radkranzsektor with the respective associated Verschubelement in rotation with respect to the rotation about the wheel axis is connected, wherein by means of at least one adjusting component, the Verschubelemente via each rotationally free couplings in at least axial direction between a first and a second position are displaceable, wherein the first position of a Verschubelementes corresponds to the position of a belonging Radkranzsektors outside the alignment plane, whereas a befindliches in the second position Verschubelement on the wheel rim sector in question, at least as long as this is outside the Fluchtbcne, a force for dislocation of the wheel rim sector in question in the alignment plane exerts.
[2]
2. adjusting mechanism according to claim 1, characterized in that the Verschubelemente are connected by a respective resilient connection (303, 503, 813), which allows a game in a direction transverse to the alignment plane with the associated Radkranzsektoren and / or the actuating component. P12177

[3]
3. adjusting mechanism according to claim 1 or 2, characterized by a guide plate (205, 311, 511, 811), which runs parallel to the alignment plane and is mounted mitdrchend with the wheelset.
[4]
4. adjusting mechanism according to one of claims 1 to 3, characterized by additional, preferably designed as leaf springs spring elements (217, 307, 601, 508) for resetting the Radkranzsektoren in a rest position outside the alignment plane when the associated Verschubelement assumes its first position.
[5]
5. adjusting mechanism according to one of the preceding claims, characterized by the Radkranzsektoren (203, 204,301,302, 802,803) associated guide elements in the form of guide pins (209, 804, 805) and / or tilting brackets (303), by which substantially axial movement of the Radkranzsektoren due the force is determined by the respective associated Verschubelemente.
[6]
6. adjusting mechanism according to one of the preceding claims, characterized in that the Radkranzsektoren (501, 640) relative to the Fluchtbcne tiltable and by means of a spring (508, 601) are fixed, which exerts a force on the Radkranzsektoren to move out of the alignment plane.
[7]
7. adjusting mechanism according to one of the preceding claims, characterized in that the Radkranzsektoren (501) at least in the axial direction firmly connected guide projections (507) which engage an associated guide web (506) when the wheel rim sector in question is in the alignment plane, said Guide web (506) is decoupled from a rotational movement of the wheelset is stored.
[8]
8. adjusting mechanism according to one of the preceding claims, characterized in that the wheel blades auf'eisen different circumferential radii, wherein a wheel blade (202, 310, 510, 610, 710, 810) has a smallest circumferential radius and is undivided.
[9]
9. adjusting mechanism according to claim 8, characterized in that the undivided wheel blade is immovably mounted in the axial direction on the wheelset. PI 2177
[10]
10. adjusting mechanism according to claim 8, characterized in that the undivided wheel blade has at least one opening through which at least one Verschubelement (504b, 701) and / or at least one Verschubelement associated connecting element (503, 702) of the connection of the Verschubelements with the relevant Radkranzsektor (501, 721) runs.
[11]
11. adjusting mechanism according to one of the preceding claims, characterized in that each lying in a same angular range wheel sectors are combined in a sector block.
[12]
12. adjusting mechanism according to one of the preceding claims, characterized in that the wheel blades are gears and the Radkranzsektoren sprocket sectors, wherein the traction means with a teeth of the gears or sprocket sectors advantageously form-fitting together acting chain.
[13]
13. gear shift with a mounted on a gear adjusting mechanism according to one of the preceding claims. Vienna, July 7, 2011

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同族专利:

公开号 | 公开日

PT2744700T|2016-12-06|

EP2744700B1|2016-08-24|

WO2013013256A1|2013-01-31|

US20140248982A1|2014-09-04|

ES2604941T3|2017-03-10|

AT510717B1|2012-06-15|

US9499233B2|2016-11-22|

EP2744700A1|2014-06-25|

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法律状态:
2013-12-15| PC| Change of the owner|Owner name: VYRO COMPONENTS GMBH, AT Effective date: 20131111 |

2021-04-15| PC| Change of the owner|Owner name: PRAXIS WORKS LLC, US Effective date: 20210302 |

优先权:

申请号 | 申请日 | 专利标题

ATA1100/2011A|AT510717B1|2011-07-27|2011-07-27|MECHANICS FOR TRANSMITTING A TURNING MOVEMENT WITH A CHANGED TRANSLATION|ATA1100/2011A| AT510717B1|2011-07-27|2011-07-27|MECHANICS FOR TRANSMITTING A TURNING MOVEMENT WITH A CHANGED TRANSLATION|

EP12743641.8A| EP2744700B1|2011-07-27|2012-07-18|Mechanism for transmitting a rotary movement with variable transmission ratio|

ES12743641.8T| ES2604941T3|2011-07-27|2012-07-18|Mechanism for transmitting a rotating movement with variable transmission rate|

PCT/AT2012/050109| WO2013013256A1|2011-07-27|2012-07-18|Mechanism for transmitting a rotary movement with variable transmission ratio|

PT127436418T| PT2744700T|2011-07-27|2012-07-18|Mechanism for transmitting a rotary movement with variable transmission ratio|

US14/235,359| US9499233B2|2011-07-27|2012-07-18|Mechanism for transmitting a rotary movement with variable transmission ratio|

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