• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Bicycle transmission with a cam 36 which converts the rotation of an input shaft 1 in oscillating strokes of pendulum arms 2, on which adjustable sliding parts 3 are, whereby variable stroke lengths are generated to the freewheels 4, which produce a corresponding number of revolutions of the output shaft 5 analogous to the respective stroke length , wherein the freewheel core 6 is mounted with its axis of rotation coaxially on the rear wheel axle 7 and is positively connected to the rear hub 8 and the rear hub 8 can also consist of an electric motor 9 which is coaxially connected to the wheel rim 10. Method for the alternative application of the transmission 50 for electric bicycles with central motor 35, wherein the cam disc 36 coaxially positively mounted directly on the shaft 37 of the central motor 35.
    公开号:AT510760A2
    申请号:T1378/2011
    申请日:2011-09-23
    公开日:2012-06-15
    发明作者:Edmund F Nagel
    申请人:Edmund F Nagel；
    IPC主号:
    专利说明:

    • I ················································ I
    Bicycle continuously variable transmission with ttfnterVadmontage
    The invention relates to a transmission, in particular bicycle transmission, with a variable ratio between an input shaft and an output shaft and the mounting on the rear wheel of the bicycle and an alternative application as a method for mounting the transmission to the center motor. The invention relates to a means of transportation with a frame and at least two wheels, in particular bicycle.
    For switching of bicycle transmission circuits chain and hub gears are known in particular to be able to occur regardless of route conditions and driving speed in a favorable force range and favorable pedaling frequency. In the derailleurs, the ratio between the pedal crank and the rear wheel is changed by the shiftable chain transmission - usually a vome at the pedal and a rear wheel - when switching. In hub gears, a mechanical gear transmission is used which is encapsulated in the rear hub. Bicycle transmissions are now known, which allow a continuous transmission between the shaft of the crank and a drive shaft. Of course, these have very low gear ratios and work lossy as Reiberadgetriebe. These are limited for private use replaceable, but not for professional sports, mountain bikes, etc. The transmission according to the invention should be almost lossless unrestricted suitable for each wheel.
    An essential criterion for bicycles is their weight. The less weight of the bicycle transmission, the cheaper the driving characteristics are overall and the greater the willingness of the parties involved to buy the vehicle or the individual transmission. Therefore, in the center of the transmission development for bicycles, to keep the weight of the bicycle transmission as low as possible. A disadvantage of the previous developments is that the weight could only ever be reduced gradually.
    Conventional derailleurs have a weight of 2 to 2.5 kg. Hub gears usually have an even higher weight and the known continuously variable transmissions have a weight of almost 5 kg.
    The rapidly growing market for electric bicycles would require in particular an electronically automatically switching continuously variable transmission, since the pedaling power of the driver with the power assisted by the electric motor is adequately managed. These are dependent on the driver's dependent assistance * * ' The easiest way to use a motor is to use the mid-engine because it is directly connected to the crankshaft. The hub motor on the rear wheel has the opposite the disadvantage that between pedal crankshaft and hub motor usually still a chain drive is located, which of course distorts the torque entered by the driver - in low gear it is excessive, in the high gear shown too small.
    The object of the invention is to provide a transmission of the type mentioned above. It is the size and weight of the transmission to be further minimized and the transmission and associated components in particular in a compact single unit can be combined and mounted on any standard wheel frame or standard rear wheel without conversions or custom-made frame and wheel , For this purpose, the transmission should be mounted on the wheel axle at the point where usually the conventional rear wheel freewheel and the conventional sprocket cassette sat.
    A wheel change or disassembly of the rear wheel should - as usual today in modern derailleurs - be completely executable without tools. For this purpose, the Bowden cable to the transmission must be separated in any case with a known quick release tool-free from the gearbox.
    The forces transmitted by the chain must not be higher than in conventional chain transmissions because on the one hand the bicycle chains have load limits, but of course the standard frame to the rear wheel is designed / limited to these loads. In other words: The ratios of the front sprocket to the rear must be in standard size.
    However, it should be improved by old the shifting comfort. In the conventional circuits were usually up to four levers on the handlebars of the bike required to switch up and down the circuit on the front element and the rear element. The number of controls should be reduced to a single miniaturized element or be left in a variant of the invention entirely a computer with its servomotor.
    To use a computer as a control of the circuit may be required for the switching no interruption of pedaling by the driver. The driver could hardly timely follow this "desire" of the computer to switch each time. Ergo must be possible to switch under any load at any time and without any Lastun-break. 2 «9 ·······················································································································································································································. 9 · # · · · ··· «« · · 9 «· ··
    The gearbox should fulfill all power transmissions in a clean form fit and in no way represent a friction gear transmission. This is the only way to ensure that the gear according to the invention achieves efficiencies such as a chain drive. As a rule, these efficiencies are generally over 95%.
    Through the use of the switching computer in particular a high ergonomic efficiency is to be achieved by the driver of the wheel, regardless of the route, always under the same load and the same number of revolutions of the pedal is held. By this measure, a driver achieves an up to 25% improved track result {distance covered in relation to its defined power input) compared to a driver who is traveling with a manually switched conventional circuit.
    The subject invention gear should also be suitable for use in e-bicycles, but do not need frame conversions and fit on any wheel as both hub motor, but also as a mid-engine. In this case, of course, the electric motor in relation to the force introduced by the driver to be driven, which can be made possible via the already existing electronics of the transmission control.
    The gear should be easy to clean and dirt-resistant by being fully enclosed. It should achieve a correspondingly long service life due to these properties and run largely maintenance-free.
    The variety of tasks is solved with a transmission, which has the features of claim 1.
    Preferred and advantageous embodiments of the invention are subject of the dependent claims.
    According to the invention it is provided that the Freilaufkem is mounted with its axis of rotation coaxially on the rear wheel axle and is positively connected to the rear hub. It acts the rotation of the freewheel core without any intermediate member directly on the hub and the entire gear sits on the rear wheel at the point at which the sprocket set (sprocket cassette) is in chain transmissions. 3 ··· · ··· ······
    This rear hub can consist in a'erfTndungsgemäßeh variant of the armature of an electric motor, which is mechanically connected to the stator to the wheel rim, that receives the spokes of the rear wheel. The fact that the transmission is also electronically controllable, it is of course possible for the computer of the transmission to control the hub motor according to the instantaneous translation analogous to the introduced treading strength and the desired percent support of the cyclist.
    The relatively large front sprocket advantageously forms the relatively small rear sprocket a transmission gear, which is upstream of the transmission according to the invention. This saves you further translations within the transmission capsule of the transmission according to the invention. It is very advantageous if this ratio of the number of revolutions of the crank to the cam with their three cams, as well as in derailleurs usually in the ratio 1: 4 to 1: 5 is increased. As a result, without the transmission inside more translations are required for the benefit of the size of the transmission, the required number of cycles of the pendulum arms made.
    The sliding part and the pendulum arm have on the surfaces acted upon with the workload on a sufficiently technical roughness, which dynamic dynamic ensures the positive fixing of the sliding part to the pendulum during the power stroke. A coefficient of static friction of approx. 0.4 must be achieved so that the sliding part does not slip off the pendulum arm under load.
    Alternatively, the sliding part and the pendulum arm have a technically small possible toothing on the flanks acted upon with workload. On the one hand, such a toothing reliably and easily provides the required amount of static friction! of 0.4, on the other hand, but compared to a simple technical roughness has the disadvantage that pendulum and slide must be dug relatively far from each other to solve the positive engagement of the interlocking teeth.
    According to the previous claim, it is essential to limit the teeth of the sliding part and the Pendeiarmes to a tooth height of one millimeter. If this value is exceeded, a clear clatter in the operation audible, because the ways of unhooking and suspending the tooth closure are so long that, consequently, the two flanks audibly collide with each stroke. In addition, larger toothings have the disadvantage that a noticeable gradation in the adjustment arises - the transmission is therefore no longer perceived by the user as a continuously variable transmission. 4 9 99 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 999 9 9 9 9 9 9 9
    The toothed surface of the slide-side lid 11 is facing the toothed surface opposite the pendulum arm, whereby the toothing automatically seeks a positive fit in the respective opposite toothing in each working cycle.
    The force vectors direction of the return spring and the cable are directed to the sliding part, which pull them apart in the idle stroke of the reset clock the positive engagement between the teeth of the slider and teeth of the pendulum arm. In this case, a positive connection by means of roughness of the surfaces with respect to a toothing is more advantageous, since the separation of the mold is done in a shorter way and thus largely silent when closing is going on.
    The flexible cable sheaths between the sliding part and Seilzugsauslass are elastic designed so that they can compress temporarily resilient during the power stroke blockage of a sliding member. With the loosening, after the short-term power stroke blockage, the compressed way is rebound again. Only this function makes it possible to shift the gearbox even under load.
    The flanks of the rear sprocket are flattened for the wheels of the bicycle chain in the load direction of a resignation. Due to the shallow angle of these flanks, the chain is skipped over the tips of the sprocket during withdrawal. This device is used, for example, at an intersection to bring the crank by resigning in a favorable horizontal stiffness to restart.
    The adjustment of the gear ratio can alternatively be done by manual adjustment by means of electric servomotor, which is controlled by the computer. This receives values via sensors such. For example, the actual pedaling frequency or the actual load on the pedal and automatically adjusts dynamically to previously set values. Of course, the electronics of the transmission to be transmitted in a secondary function, the control of the electric motor, so this, adequately supported by the driver pedaling, supports the pedaling power of the driver in the desired percentage.
    Both cables of the sliding parts are collected at a common cable collection clamp outside the transmission. There they are connected with a known per se tool-free to be separated quick release on the Bowden cable to the translation selector switch or electric servomotor. 5 • · ** ·· * ··· I ··· * · · · I φ «φ« · I «« * · I φ φ · T «· ·
    The abutment for the two ropes of the sliding parts and the abutment of the individual Bowden cable, with the intermediate separable cable collection clamp, are mounted on the rigid gear housing.
    The pendulum is forcibly reset in the restoring cycle by a guide in the cam axially embedded guide by a pin is inserted at the end of the sensing arm of the pendulum, which is guided in this guide. This guide pin is drilled in the head of the probe arm and forces the probe to follow the contour of the cam, in particular in the reset cycle. The sensing arm with the sliding head, which slides on the cam disc, so can stand at any moment from the sliding surface on the cam disc, regardless of their speed. Avoiding this lifting is extremely important so that no noise in the transmission arises.
    There is further described a method of alternative application of the bicycle transmission for electric bicycles with a mid-engine. This relates in particular to the application of the transmission in connection with the center motor, wherein the cam disc of the transmission, coaxial directly on the shaft of the electric motor, is mounted form-fitting.
    Advantageously, the middle motor built in between the drive member of the treadle shaft and the transmission drive shaft forms, with at least the transmission, an encapsulated unit. This ensures that a center motor, together with the gearbox directly to the bottom bracket of any bicycle as a finished unit and as an encapsulated unit grow. There are no special constructions of wheel frames required.
    The mid-engine is preceded by a transmission gear to increase the input speed, whereby the electric motor in the volume can be built smaller in accordance with smaller. The higher the speed of an electric motor, the smaller it can be specific to its performance.
    Also in this case, the adjustment of the gear ratio can be done by means of electric servomotor, which is controlled by the computer, the values via sensors such. For example, the actual pedaling frequency or the actual load on the pedal is determined and automatically readjusted to previously set values. Of course, here too the electronics of the transmission in a secondary function, the control of the electric motor should be transmitted so that this, adequately the pedaling introduced by the driver, the driver in the desired percentage supported. 6 * ♦ * * * t ·· * · «· · · · I t« · IM · * «*» ··· # ·· · · · · · * * * ♦ «« * · 9 · «· ♦ *
    Further advantages and details of the invention are explained below with reference to the embodiments of the invention shown in the drawings. These show:
    Fig. 1 shows a section along the line A-A through the transmission with the representation of the connection of the transmission to the wheel hub and the hub electric motor.
    Fig. 2 shows a section along the line B-B through the transmission. In this way, all relevant components and functional sequences can be viewed. To clarify the function of. Guide grooves in the cam disk is a not visible in itself guide pin shown in a also not visible per se Tastarmkopf.
    Fig. 3 shows a schematic side view with the transmission according to the invention at the rear wheel and the upstream chain transmission by a large front chainring and a small rear chainring.
    Fig. 4 shows the schematically enlarged longitudinal section through the pendulum arm and the sliding part with their technical roughness.
    Fig. 5 also shows a longitudinal section through the pendulum and the slider with a toothing on the two parts.
    Fig. 6 shows a view of the rear chainring with its specially bevelled return edges.
    Fig. 7 shows a schematic section along the line C-C of the mid-engined bicycle and the installation position of the transmission and said electric motor.
    Fig. 8 shows a schematic left side view of the bicycle with a central motor with the representation of the upstream transmission gear (gear transmission).
    In Fig. 1 shows the section along the line AA through the transmission, the connection of the transmission 50 to the rear hub 8 and the hub electric motor 9. Here, the freewheel core 6 is mounted with its axis of rotation coaxially on the rear wheel axle 7 and positively with the Rear hub 8 connected. This connection is a positive connection of the freewheel core 6 on the standard hub 8 of the rear wheel. This connection thus dissolves with the disassembly of the transmission 50 without further need for tools and is also reassemble. 7 * «···» f «« »·« «· · · · · * * * * * * · * * * ·
    It is shown that the pendulum arm 2 is forcibly reset in the restoring cycle by a guide groove 46 axially embedded in the cam disc 36, in that at the end of the sensing arm 48 of the pendulum arm 2 a pin 47 is inserted, which is guided in this guide groove 46. It is only important to ensure that these guide 46 are structurally very precise, otherwise it comes to rattling of said parts.
    The force vector direction 19 of the tensile force of the return spring 40 and the cable 29 are directed to the slider 3, that the positive connection between the teeth of the slider 17 and the teeth of the pendulum arm 16 is pushed apart in the return stroke. The serrations 16 to 17 lose contact and the sliding member 3 is freely displaceable on the pendulum arm 2 back and forth. As soon as a load occurs, the serrations 16 and 17 are pushed back into one another and the sliding member 3 sits immovably on the pendulum arm 2 during the working cycle.
    The flexible cable casing 20 between the sliding part 3 and Seilzugsauslass 21 is elastic to a certain extent. It compresses during the power stroke-blockage of a sliding part 3 temporarily resiliently slightly together when the driver tries to switch under load. With the release of this very short-term working clock-blockage, the elastic cable sheath 20 returns the spring-loaded path 22 by rebounding. In principle, however, an elastic cable would be conceivable, which takes over the task of kurzeitigen resilient buffers a switching movement during the power stroke blocking of the slider 3.
    In this drawing, it can also be seen that the sliding part 3 and the pendulum arm 2 at the acted upon by the load flanks 13 and 14 have a technically small possible toothing 16 and 17. This must be carried out technically as possible to achieve a de facto infinite stepless transmission ratio adjustment. If a certain amount of tooth size were exceeded, a grading would be subjectively and objectively perceptible or measurable.
    It is shown that the cables of both slide members 29 are collected on a common cable collection clamp 30 outside of the transmission interior, which is connected to a known per se tool-free to be separated quick release 30 with the Bowden cable 31 to the translation selector switch 42 or electric actuator 26.
    In addition, it is shown that on the one hand the abutments for the two cables of the sliding parts 32 and on the other hand the abutment of the individual Bowden cable 33, with the intermediate 8 ···· * · · · ** • I ····· · * · · ··· ·· ···
    It is shown that the PendelarrfT2 iftf RiHkst & lltaWauWh in the cam 36 axially recessed guide groove 46 is forcibly reset by the end of the sensing arm 46 of the pendulum arm 2, a pin 47 is inserted, which is guided in this guide groove 46. It is only important to ensure that these guide 46 are structurally very precise, otherwise it comes to rattling of said parts.
    The force vector direction 19 of the tensile force of the return spring 40 and the cable 29 are directed to the sliding member 3, that the positive connection between the teeth of the sliding member 17 and the toothing of the pendulum arm 16 is pushed apart in the Rückstetlhub. The serrations 16 to 17 lose contact and the sliding member 3 is freely displaceable on the pendulum arm 2 back and forth. As soon as a load occurs, the serrations 16 and 17 are pushed back into one another and the sliding member 3 sits immovably on the pendulum arm 2 during the working cycle.
    The flexible cable casing 20 between the sliding part 3 and Seilzugsauslass 21 is elastic to a certain extent. It temporarily compresses itself slightly elastically during the working stroke blocking of a sliding part 3, when the driver tries to switch over under load. With the release of this very short-term working stroke blocking, the elastic cable sheath 20 returns the spring-loaded path 22 by rebounding. In principle, however, an elastic cable would be conceivable, which takes over the task of kurzeitigen resilient buffers a Schaitbewegung during the power stroke blocking of the slider 3.
    In this drawing, it can also be seen that the sliding part 3 and the pendulum arm 2 at the acted upon by the load flanks 13 and 14 have a technically small possible toothing 16 and 17. This must be carried out technically as small as possible in order to achieve a de facto continuously variable transmission gear ratio adjustment. If a certain amount of tooth size were exceeded, a grading would be subjectively and objectively perceptible or measurable.
    It is shown that the cables of both slide members 29 are collected on a common cable collection clamp 30 outside of the gear inside, which is connected to a known per se tool-free to be separated quick release 30 with the Bowden cable 31 to ÜbersetzungsWahlschalter 42 or electric servomotor 26.
    In addition, it is shown that on the one hand the abutment for the two cables of the sliding parts 32 and on the other hand, the abutment of the individual Bowden cable 33, with the intermediate 8 ··················································· * ····· · • · · * * »» f I • «· ·» * m ··
    To equip industrial diamonds. Too soft patches slipped one after another in the operation of each other disadvantageously automatically, so that they could no longer carry out their function of the Fomnschlusses.
    5 also shows a longitudinal section through the pendulum arm 2 and the sliding member 3 with a toothing on the two parts. In this alternative case, the sliding part 3 and the pendulum arm 2 have a technically small possible toothing 16 and 17 on the flanks 13 and 14 which are acted upon by the workload. It also applies here the fact that short closing a noise, which would be audible outside of the transmission 50 is to be avoided. It is therefore necessary to attach the technically smallest possible teeth on the pendulum arm 2 and the slider 3.
    The toothing of the sliding member 17 and the pendulum arm 16 Darfeine tooth height 18 of one millimeter do not exceed, otherwise under certain circumstances, the closing operation outside of the transmission 50 is audible.
    The toothed surface of the sliding member 17 is opposite to a counter-toothed surface on the pendulum arm 16. With each closing operation, the two gears 16 and 17 automatically seek a tooth lock to the respective opposite. The teeth must therefore be very sharp for this purpose, also the tips of the teeth must be hardened.
    Fig. 6 shows a view of the rear chainring 12 with its specially bevelled return edges. The flanks of the rear sprocket 23 are flattened for the roles of the bicycle chain 24 in the load direction of a resignation in the pitch to the resignation skip the chain 41 on the tooth tips 25 of the sprocket 12 to obtain. This construction saves a separate freewheel and in fact provides the same function as such. This Rücktrrttfunktion is required when the driver is, for example, at an intersection and the pedal returns to a convenient location for starting off.
    Fig. 7 shows a schematic section along the line CC of the bicycle 49 with central motor 35 and the installation position of the gear 50 and said mid-motor 35. The cam plate 36 of the gear 50 is in this alternative application coaxially directly on the shaft 37 of the center motor 35 form-fitting grown.
    The built between the drive member of the treadle shaft 43 and the transmission drive shaft 1 centering motor 35 forms with at least the gearbox structurally an encapsulated unit 38. This has the advantage that this encapsulated unit 38 without any wheel frame special 10th
    Construction fits on each wheel frame. It * kanfi so z 'B. (Fas conventional bottom bracket on a wheel frame as the only abutment for the entire gearbox 50 including mid-motor 35. This saves against all emorm manufacturing costs and makes the system low maintenance, universally applicable and easy to assemble the encapsulated unit 38 by this design dirt-resistant, durable and almost maintenance-free.
    Also in this case, similar to the wheel hub motor 9, the adjustment of the gear ratio by means of electric servomotor 26, which is controlled by the computer 27. The computer 27 receives via sensors 28 values such. B. the actual pedaling frequency or the actual load on the pedal pedal and automatically adjusted via the servo motor 26 to previously set values dynamically.
    Fig. 8 shows a schematic left side view of the bicycle 49 with central motor 35 with the representation of the upstream transmission gear 39. The middle of the motor 35 upstream transmission gear 39 is used to increase the input speed. A higher speed reduces the specific size of the central motor 35. This upstream transmission gear 39 consists of a simple toothed connection of two gears, of which the large sits on the treadle shaft 1 and the small gear on the shaft of the center motor 37. 11 • ··
    Legend 1. Input shaft 2. Pendulum arm 3. Slide part 4. Freewheel gearbox 5. Output shaft 6. Freewheel core 7. Rear wheel axle 8. Rear hub 9. Hub electric motor 10. Wheel rim 11. Front sprocket 12. Rear sprocket 13. Workload-loaded flank on slider 14. Workload-loaded Flank on the pendulum arm 15. Technical roughness of a surface 16. Technically smallest possible toothing on the pendulum arm 17. Technically smallest possible toothing on the sliding part 18. Tooth height 19. Force vector direction on cable pull and return spring 20. Flexible cable casing (capillary hose) 21. Cable pull outlet from the gear housing 22. Spring-loaded path the elastic cable casing 21 23. flattened flanks for the bicycle chain on the rear sprocket 12 24. rollers in the bicycle chain 25. tooth tips of the rear sprocket 26. electric servomotor * · ♦ 27. wheel computer 28. sensors 29. cables of the sliding parts 30. quick release / Rope collection clamp 31. Bowden cable to transfer 32. Abutment for the Gleitteilzüge outside on the housing 33. Abutment for the Bowden cable outside the housing 34. Gear housing 35. Mitimotor 36. cam 37th shaft of the middle engine 38th Encapsulated unit for 35 + 50 and 39 39th 41. Bicycle chain 42. Translation selector switch 43. Drive member on the treadle (pedal crank) 44. Clamping body freewheel 45. Freewheel rings 46. Guide groove in the cam plate 47. Guide pin in the sensing arm 48. Tastarm am Pendulum arm 49. Bicycle 50th transmission / according to the invention 51. Bicycle spokes 52nd connecting rod 53. Pendelarmachse 54. Bottom bracket
    权利要求:
    Claims (18)
    [1]
    99 ·· * Ir ··· ♦ • ftft «· · · ·» 9 ft «ft • * ♦« # # 9 ft ft ♦ * * »·» e * • * * · • · · • 9 1. Bicycle transmission with a cam disc (36), which rotates an input shaft (1) into oscillating strokes of pendulum arms (2). converts on which are adjustable sliding parts (3), whereby variable stroke lengths are generated to the freewheels (4), which analogous to the respective stroke lengths produce a corresponding number of revolutions of the output shaft (5), characterized in that the freewheel core (6) with its axis of rotation coaxially mounted on the rear wheel axle (7) and is positively connected to the rear hub (8).
    [2]
    2. Bicycle transmission according to claim 1, characterized in that the rear hub (8) consists of an electric motor (9) to which the wheel rim (10) is connected coaxially.
    [3]
    3. Bicycle transmission according to claims 1 and 2, characterized in that the relatively large front sprocket (11) for relatively small rear sprocket (12) forms an upstream transmission gear (39) for transmission according to the invention (50).
    [4]
    4. bicycle transmission according to claims 1 to 3, characterized in that the sliding part (3) and the pendulum arm (2) on the acted upon by the workload surfaces (13 and 14) has a sufficiently technical roughness (15), which dynamic load the form-fitting Fixing the sliding part (3) to the pendulum arm (2) ensured during the power stroke.
    [5]
    5. Bicycle transmission according to claim 4, characterized in that the sliding part (3) and the pendulum arm (2) on the acted upon with the workload flanks (13 and 14) has a technically small possible toothing (16 and 17).
    [6]
    6. bicycle transmission according to claim 5, characterized in that the toothing of the sliding part (17) and the pendulum arm (16) does not exceed a tooth height (18) of one millimeter.
    [7]
    7. bicycle transmission according to claims 5 and 6, characterized in that the toothed surface of the slide member (17) opposite a counter-toothed surface on the pendulum arm (16). · * ·· " 2 ·····································································································. · · ··· M
    [8]
    8. bicycle transmission according to claims 1 to 7, characterized in that the force vectors direction (19) of the return spring (40) and the cable (29) for sliding part (3) the positive connection between the teeth of the slide member (17) and the pendulum arm (16 ) pushes apart in the return stroke.
    [9]
    9. bicycle transmission according to claims 1 to 8, characterized in that the flexible cable outer sheaths (20) between the sliding part (3) and Seilzugsauslass (21) are designed to be elastic and can compress them during the power stroke-blocking a sliding member (3) temporarily resilient with the release of the power stroke blocking the spring-loaded path (22) again auszufedern.
    [10]
    10. bicycle transmission according to claims 1 to 9, characterized in that the flanks of the rear sprocket (23) for the rollers of the bicycle chain (24) are flattened in the load direction of a resignation in the pitch to the resignation skipping the chain (41) over the Tooth tips (25) of the chain disc (12) to obtain.
    [11]
    11. Bicycle transmission according to claims 1 to 10, characterized in that the adjustment of the gear ratio by means of electric servomotor (26), which is controlled by the computer (27), the values via sensors (28) such. For example, the actual pedaling frequency or the actual load on the foot pedal is determined and automatically readjusted to previously set target values.
    [12]
    12. Bicycle transmission according to claims 1 to 11, characterized in that the cables of both sliding parts (29) are collected on a common cable collection clamp (30) outside of the gearbox interior, with a known per se tool-free to be separated quick release (30) with the Bowden cable (31) to the translation selector switch (42) or electric servomotor (26) is connected.
    [13]
    13. bicycle transmission according to claim 12, characterized in that on the one hand, the abutment for the two ropes of the slide parts (32) and on the other hand, the abutment of the individual Bowden cable (33) with the intermediate tool-free separable cable collection clamp (30) on the transmission housing (34) outside of the gearbox interior are cultivated · · · · ·· c ···························································································· ··· ·· ·
    [14]
    14. Bicycle transmission according to claims 1 to 13, characterized in that the pendulum arm (2) in the restoring cycle by a in the cam (36) axially recessed guide groove (46) is forcibly reset by at the end of the sensing arm (48) of the pendulum arm (2 ) a pin (47) is inserted, which is guided in this guide groove (46).
    [15]
    15. A method for alternative application of the bicycle transmission for electric bicycles with a central motor (35), characterized in that the cam disc (36) coaxially directly on the shaft (37) of the central motor (35) is mounted form-fitting manner.
    [16]
    16. A method for alternative application of the bicycle transmission for electric bicycles with central motor (35) according to claim 15, characterized in that between the drive member of the pedal shaft (43) and the transmission drive shaft (1) built-in central motor (35) with at least the transmission structurally an encapsulated unit (38) forms.
    [17]
    17. A method for alternative application of the bicycle transmission for electric bicycles with central motor (35) according to claims 15 and 16, characterized in that the central motor (35) is a transmission gear (39) upstream of increasing the input speed.
    [18]
    18. A method for alternative use of the bicycle transmission for electric bicycles with central motor (35) according to claims 15 to 17, characterized in that the adjustment of the gear ratio by means of electric servomotor (26), which is controlled by the computer (27), via sensors (28) Values such as For example, the actual pedaling frequency or the actual load on the foot pedal is determined and automatically regulated to previously set target values.
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    同族专利:
    公开号 | 公开日
    AT509479B1|2011-09-15|
    AT510760A3|2013-01-15|
    WO2011137473A1|2011-11-10|
    AT509479A4|2011-09-15|
    AT509945A1|2011-12-15|
    AT509945B1|2012-03-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR847283A|1938-12-09|1939-10-05|Device for the elimination of neutral point in rotational movements|
    DE2758795A1|1977-12-29|1979-07-12|Lawrence G Brown|Cycle with pedal crank device producing constant force - has rollers mounted on cranks to engage slots in L-shaped cam plates mounting transmission ratio control links|
    FR2633996A1|1988-07-07|1990-01-12|Filleul Paul|Device for reducing rotation between a driving shaft and a driven shaft|
    US5059158A|1990-05-08|1991-10-22|E.B.T., Inc.|Electronic transmission control system for a bicycle|
    US5048358A|1990-06-04|1991-09-17|Thurston, Inc.|Rotary phased radial thrust variable drive transmission|
    US5295916A|1991-12-12|1994-03-22|Chattin Jessie R|Automatic transmission for multispeed bicycle|
    US5833257A|1994-03-17|1998-11-10|Kohlheb; Robert|Alternating drive for wheeled vehicles|
    US5632702A|1995-07-05|1997-05-27|Speed Control, Inc.|Continuously variable transmission|
    US6761657B2|1996-12-19|2004-07-13|Cloyes Gear And Products, Inc.|Roller chain sprocket with added chordal pitch reduction|
    FR2866624A1|2004-02-20|2005-08-26|Jacques Rene Boone|Mechanical transmission device for bicycle, has lever arm equipped with rotating roller placed at its end and moveable slider that is moved and positioned on arm by drive cable actuated by cyclist|
    AT507482B1|2008-03-21|2010-08-15|Nagel Edmund|TRANSMISSION WITH CHANGES OF CHANGED TRANSLATION BETWEEN AN INPUT SHAFT AND AN INITIAL SHAFT|
    AT509479B1|2010-05-03|2011-09-15|Nagel Edmund F|CAPSULE BICYCLE GEARBOX|AT509479B1|2010-05-03|2011-09-15|Nagel Edmund F|CAPSULE BICYCLE GEARBOX|
    AT513098A1|2012-09-14|2014-01-15|Nagel|Improved continuously variable transmission for bicycles with minimized number of components|
    CN112628374B|2020-12-16|2021-12-21|西南大学|Self-adaptive automatic speed changing system for longitudinal driving transmission sensing of electric automobile|
    法律状态:
    2016-05-15| REJ| Rejection|Effective date: 20160515 |
    优先权:
    申请号 | 申请日 | 专利标题
    AT0074110A|AT509479B1|2010-05-03|2010-05-03|CAPSULE BICYCLE GEARBOX|
    AT0200510A|AT509945B1|2010-05-03|2010-12-02|CAPSULE BICYCLE GEARBOX|
    ATA1378/2011A|AT510760A3|2010-05-03|2011-09-23|BICYCLE TRANSMISSION WITH REAR WHEEL ASSEMBLY|ATA1378/2011A| AT510760A3|2010-05-03|2011-09-23|BICYCLE TRANSMISSION WITH REAR WHEEL ASSEMBLY|
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