• 专利附录
  • 专利说明
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    • 专利摘要:
    Transmitting system for bicycles, of the type comprising rods (1) that cause the rotation of at least one plate (4) that transmits the movement by an internal chain (54) to at least one pinion (20), within a structure main (200) next to the rods (1) for its subsequent transmission to the motor wheel by means of a chain (61). It also comprises several pinions (20) and a single plate (4), the plate (4) and the pinions (20) being mobile to each other in a direction parallel to their axes because the plate (4) or the pinions (20) are mounted on a carrier body (40) movable axially on its corresponding axis but locked in rotation with respect thereto, and the shift fork (36) being mounted with free rotation capability on the carrier body (40) and locked in rotation. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2684528A1
    申请号:ES201700505
    申请日:2017-03-30
    公开日:2018-10-03
    发明作者:César ROJO VIDAL
    申请人:César ROJO VIDAL；
    IPC主号:
    专利说明:

    DESCRIPTION

    Transmission system for bicycle.

    Technical sector 5

    The present invention relates to a transmission system for bicycles or other similar vehicles, which comprises a gear change that does not require the operation of the pedals.
     10
    State of the art

    Bicycles are used for various purposes, including recreational, sports, professional and amateur competition. The typical gearshift system is operated from a handlebar device that moves the chain using the diverter located on the rear axle 15 between the different sprockets to make a gear change. There are different numbers of sprockets and ratios depending on the number and diameter of the sprockets, or the type of bicycle.

    One of the biggest drawbacks of this type of system that affects current bicycles 20 is the need to pedal in order to change gears. Nowadays, in order to change gears, the connecting rods must be activated while the handlebar control is operated. When this is done, the chain travels between the sprockets, changing gears and changing the movement ratio between the connecting rods and the wheel. If in the middle of a gearshift you stop pedaling, the gearshift is not carried out, that causes the chain 25 to be engaged in two sprockets at once, or even more sprockets depending on the change that is made, doing so that the transmission can be blocked, the chain will break, or that when wanting to pedal again the gear does not engage by pedaling in a vacuum and thus unbalancing the cyclist who may have an accident.
     30
    In these types of systems, one of the biggest drawbacks is the fact that the chain never works in an aligned way to the plate and sprockets, so that its operation is not optimal, inducing this to great losses of performance and reliability and being one of the main causes of wear on the chain, plate and sprockets.
     35
    Another of the great disadvantages of these systems is that when they are mounted on the rear wheel they receive the impacts directly. Although the system can mount a rear suspension, the rear derailleur continues to receive all impacts directly, thus reducing precision and performance to the transmission, thereby worsening its durability. These impacts also make the change tensioner need about 40 springs capable of very high forces to prevent the chain from swaying excessively. Another disadvantage related to the fact that the derailleur is mounted on the rear wheel together with the pinions is the reduction in the efficiency of the suspension due to the greater mass suspended in that wheel.
     Four. Five
    When the rear derailleur is exposed, another of its great disadvantages is being exposed to the impact of stones, falls and also to mud and other external agents that can damage it, increase wear and prevent its proper functioning, reducing performance and transmission effectiveness, even causing it to stop working completely. fifty

    Another drawback related to the impossibility of changing without pedaling is that the systems are not designed to withstand the maximum load during the gear change and the load on the pedals or connecting rods during them must be reduced. Otherwise you can
    there is a premature wear of the components, that the jump skips, or chain breaks, very common in these systems and one of the most common breakdowns in modern bicycles because as the number of gears has increased the size of the chain doing that generate greater mechanical failures.
     5
    Another drawback from the fact of not being able to make a gear change without stopping pedaling is that there are many situations where it is not possible to operate the pedals due to the irregularity of the terrain to cite an example. This makes it impossible to change gears to anticipate the obstacle that may approach, making it difficult to overcome the obstacle, in competition this represents a loss of time and performance for not being able to use the most efficient gear / speed.

    Another drawback of the rear derailleur itself is the large number of parts that compose it, a modern derailleur can be composed of more than 100 pieces, which makes it an extremely complex part to manufacture and repair. At the same time it generates more than 15 possibilities of failure due to the greater number of pieces that can lead to a defect.

    It is apparent that the current system has many limitations, being the inability to change gears without the need to operate the cranks or pedal most of them with the complexity of the system. This invention focuses on solving these inconveniences among 20 others.

    Partial solutions to these problems are known in the state of the art in US7258637 or US7520831, which are not as effective as would be desirable.
     25
    Brief Explanation of the Invention

    The invention consists of a transmission system for bicycles, or other similar vehicles, according to the claims.
     30
    One of the objectives of this invention is to provide a transmission with which to be able to make gear changes without the need to pedal or apply pressure on the pedals.

    Another objective of this invention is to improve the efficiency of the transmission by making the chain always aligned between the driven plate and pinion. 35

    Another objective is to provide protection for transmission against falls, dirt and thereby reduce wear and increase system reliability.

    Another objective of this invention is to simplify the current exchange system. 40

    The invention has two main versions, a main version where it is the pinions that move in a carrier body and a second variation where the plate is the one that moves in its corresponding carrier body. The base operation is the same in both, simply that the gear change mechanism drives the sprockets or the plate 45 depending on the version. In both cases, the internal chain is always perfectly aligned with the plate.

    The internal chain, once the gear change is finished, is always aligned with the plate and with the pinion due to the type of gear system used. The displacement of the 50 sprockets or the plate is carried out by means of a change fork mounted in solidarity with the carrier body that moves. An electronic cable or actuator displaces the fork axially, displacing the fork and the carrier body, thus making the gear change extremely precise.
    The carrier body is mounted by means of a sliding system that allows axial movement on the corresponding axis. This slider uses both balls, needles, or any type of mechanism that can do this, to be able to transmit a rotational torque, but leave freedom of axial movement.
     5
    Unlike the usual rear hubs, with significant complexity due to the need to turn free thanks to a ratchet, the hub needed for this change is much simpler and lighter thus reducing the suspended mass and improving the performance of the bicycle. The rear hub can share a design almost identical to the front, simplifying another system with this invention. The rigidity of the wheel 10 itself is also improved because the removal of the rear wheel sprockets leaves more space for the spokes to have a larger cross, making this the rigidity of the wheel improves without penalizing the weight of the In this way, the weight of the wheel structure can be optimized and reduced.
     fifteen
    This leads to a much lighter rear axle that reduces the mass suspended on the rear wheel improving the effectiveness of the suspension system since the weight reduction can be up to more than 1kg in this area. The fact of moving from a bushing system in which up to 12 sprockets can be placed, with the freewheel mechanism, to one of a single sprocket without a freewheel mechanism, makes the spokes in the bushing to have greater 20 opening improving the rigidity of the wheel. The removal of the rear derailleur also brings simplicity to the bicycle since the rear derailleur is one of the most complex parts with more than 100 components.

    Another aspect of improvement of the invention is the fact of reducing the width of the rear axle 25 of the bicycle due to the use of a single sprocket, instead of the current system where they are mounted up to 12, it makes more space between the bicycle and the irregularities of the land. The rear derailleur still leaves more space against irregularities / obstacles, making a much safer system since it is much more difficult to get caught with some irregularity or that the derailleur itself can break into some impact against some external object, 30 leading to a breakage of the change.

    One of the aspects of improvement of this invention on the current derailleurs is that of being able to make gear changes without the need to operate the cranks / pedals by the subject, in this way the gear change is optimized when the subject wants and not when 35 it is possible to operate the connecting rods / pedals. There are many occasions when it is not possible due to irregularities of the terrain where the pedals would impact the ground, during braking, to mention some leading to the use of a non-optimal gear while reducing the cyclist's effectiveness. With the system of the invention, the subject can change gears whenever he wishes without having to act on the pedals / cranks, representing a great improvement over current systems.

    Another aspect of improving this transmission with respect to other transmissions is the efficiency in the transmission of the forces, because when the connecting rods are operated the chain is always aligned between the plate and the pinions, without lateral forces. Four. Five

    On the other hand, being encapsulated tightly ensures lubrication and prevents contact with water, dirt and dirt in general, which detracts from the system. In extreme mud situations, the rear derailleur can cause the gears to jump and considerably increases the wear of all the transmission components while at the same time exponentially decreasing the effectiveness of the system when filling the pinions of mud. The efficiency is reduced in a greater way the greater the crossing of the chain.

    Another aspect of improvement of the invention is the improvement in the distribution of weights of the bicycle, centering the mass around the center of the bicycle, in this way the center of gravity moves towards the central part, which is transmitted in an improvement in the handling of the bicycle due to its centered position.
     5
    Another aspect of improvement of this invention is the fact of not having to abort the change of a gear when it has already started, which is quite common in montana if an obstacle is approaching, with this system, even if you stop pedaling the Speed change is executed. It also avoids the fact of having to anticipate a gear change due to possible obstacles that are approaching, so that the system allows a more relaxed driving and 10 where it is possible to improvise safely.

    Another aspect of improvement in the face of a current integrated change is the fact of being able to change gears by applying load on the pedals. These current changes allow changing without giving pedals, but at the same time limit. If a load is applied on the pedals or connecting rods, it is not possible to change gears / speeds due to friction.

    Another aspect of improvement before a current integrated change is the reduction of friction, because in a current change all the pinions of all speeds / gears are in contact and cause a lot of friction to be generated. Thus, the system is not very efficient, which rules it out in competition. This type of system is more popular on ride or electric bicycles because the weight and friction is not so important.

    Specifically, the invention is a transmission system for bicycles, of the type comprising a main structure, close to the connecting rods where at least one plate and at least one 25 pinion is included. When the cranks cause the plate to rotate, it transmits the movement through an internal chain to the pinion or sprockets. The pinion axis is transmitted by a chain (this time outside) to the driving wheel, which is usually the rear. In addition, it is characterized in that it comprises several sprockets and a single plate, moving together in a direction parallel to its axes. For this, the plate or the pinions are mounted on an axially moving mobile body 30 on its corresponding axis but locked in rotation with respect to it. In addition, the transmission fork of the transmission system is mounted with free turning capacity on the carrier body and locked in rotation. In this way, the rotation of the shaft and the carrier body is not transmitted to the shift fork.
     35
    In a first variant, it is the pinions that are located in the carrier body, and are preferably separated from the change fork by a spacer.

    Preferably, the shift fork is also crossed by an auxiliary axle fixed to the main structure or to the frame of the bicycle that locks it in rotation. This auxiliary shaft can be used as a support for a re-sending of the cable that carries out the movement of the carrier body and gear fork assembly. This forwarding ensures that the orientation of the tension direction of the cable is optimal, in addition to allowing distance of the cable path from other elements, facilitating maintenance. As is common in cable change systems, a return spring or spring will be available against the cable pulling movement. Four. Five

    It is convenient that the internal chain has its own tensioning system. The preferred one comprises two wheels (toothed or smooth) between which the internal chain circulates forming an "S". The wheels are supported by two axles coupled to a tensioner structure, in turn fixed to the main structure or to the frame. The tensioner structure comprises a spring or tension spring that ensures the internal chain tension.

    For cases of breakage or exit of the internal chain, it is convenient that the tensioner structure has a limitation in the angle of rotation produced by the thrust of the spring. For example, by means of a protuberance that affects a point of the main structure.

    In a second version it is the plate that moves in the carrier body, having the same operating base. The main difference is that the tensioning system travels in parallel with the fork of change, for example by being fixed to it, since the internal chain will also move to keep aligned with the plate. This alternative, despite displacing the internal chain, still has the advantage that the internal chain is always optimally aligned. 10

    Description of the drawings

    For a better understanding of the invention, the following figures are included.
     fifteen
    FIG. 1 It is a simplified side view of the bicycle represented with one of the versions of the present invention, with the box covered.

    FIG. 2 It is a side view of the bicycle illustrated in FIG. 1 with the transmission system open to see inside. twenty

    FIG. 3 It is a partial view of the handlebar and the drive device that operates the gearshift, this can be operated by cable, hydraulic or electronically.

    FIG. 4 It is an exploded view of the change in one of the variants described in the patent. 25

    FIG. 5 It is a sectional view of one of the variations of the exchange system described in the patent. The section refers to the main drive shaft.

    FIG. 6 It is a sectional view of one of the variations of the exchange system described in the patent. The section refers to the secondary axis and the shift fork.

    FIG. 7 It is a sectional view of one of the variations of the exchange system described in the patent. The section refers to the shift tensioner that holds the two sprockets.
     35
    FIG. 8 It is a view of the transmission system in its longest running position.

    FIG. 9 It is a view of the transmission system in its intermediate gear position.

    FIG. 10 It is a view of the transmission system in its shortest gear position. 40

    FIG. 11 It is a detailed view of the internal chain tension system shown in FIG. 7.

    FIG. 12 It is a perspective view of the second version of the change in which the plate 45 is displaced with the change fork.

    FIG. 13 It is an exploded view of the second version of the change.

    FIG. 14 It is a sectional view of the main shaft area and the plate of the second variation 50 of the change.

    FIG. 15 It is a sectional view of the center of the transmission where the displacement system of the plate axis can be seen in the second variation of the change.
    FIG. 16 It is a detail view of an example of pinions applicable to the invention.

    Embodiments of the invention

    Next, an embodiment of the invention is briefly described, 5 as an illustrative and non-limiting example thereof.

    The bicycle of FIGs. 1 and 2 consists of a frame (100) that has a front fork (101) attached which in turn has a wheel (102) that can rotate freely with respect to the fork. It also comprises a rear swingarm (103) coupled to the frame (100) and on which 10 a suspension system may or may not be found. In the swingarm (103), a rear wheel (104) is attached which rotates, in a standard bicycle, because it is connected to a rear sprocket system. As these parts of the bicycle are well known they will not be described in detail. It is also possible to use other bicycle parts that are in a standard way without modifying them. fifteen

    It is also possible to apply the invention to other types of bicycles or vehicles with similar chain transmission (61).

    The support structure consists of two parts, the main structure (200) which is the one that supports the entire mechanism and may or may not be part of the main frame (100) of the bicycle and a cover (201) that acts as protection of the system while closing and protecting it. This support structure can be integrated into the frame (100) of the bicycle itself, or it can be self-supporting and can be attached to the frame (100) detachably. The main structure (200) can be made of different materials commonly used in the industry and 25 can be modified to adapt to different types of bicycle frames (100), such as rigid frames, electrically assisted frames and those of double suspension

    Performance Summary
     30
    The system is composed, inside the main structure (200), of a primary or primary cogwheel, also known as plate (4), which rotates by means of the force applied on the connecting rods (1). These cranks (1) are the ones that are usually coupled with pedals on which the cyclist exerts strength with his feet. The plate (4) is connected by an internal chain (54) to a secondary shaft (37) that is composed of a set of cogwheels, known as pinions (20). With the pinions (20) the different transmission changes are achieved by displacing them on the secondary axis (37). The secondary shaft (37), or output, is supported by the main structure (200) and the cover (201) thereof. The change of gears, or speeds, is executed by means of a shift fork (36) which is the mechanism by which the pinions (20) move. For this, the order is given from a drive device (300) located on the handlebar (FIG. 3). The secondary axle (37) has a cogwheel (38) that, by means of the chain (61), transmits the force generated by the cyclist on the connecting rods (1) to the hub (105) of the rear wheel.

    Detailed description of the system 45

    As can be seen in figures 3, 4 and 5, the system consists of a primary shaft (41) to which the connecting rods (1) are connected to which the force is transmitted from the cyclist's pedals and legs to the transmission system. The primary shaft (41) is supported by bearings (49), or friction bushings optionally on both sides of the primary shaft (41) and subject to the main structure (200). The main structure (200) can be both integrated into the bicycle and be part of the frame itself (100), or be a housing where the entire system is included so that it can be more easily adapted to different frame typologies. The primary shaft (41) has its axial movement limited by a bearing in one of the
    ends, it could also be blocked by bearings at both ends, if necessary.

    The primary shaft (41) consists of a toothed section with which the torsional force of the shaft is transmitted to the plate (4) through a gear system (42) and (50). The first gear (42) to which the torsional force is transmitted is mounted on the primary shaft (41) 5. This first gear (42) has an axial displacement on the primary shaft (41) to allow separation from the second gear (50). It also allows free rotation with respect to the plate (4), or the structure of the plate (4), when not pedaling and prevents the connecting rods (1) from being in constant motion or that it is necessary to mount a freewheel system on the rear hub 10 as in conventional systems.

    The first gear (42) is engaged with the second gear (50) coupled on the plate structure (4). The toothed ramp of both gears (42) and (50) will be optimized to obtain the best ratio between torque transmission and friction reduction when they rotate freely between them. Elio guarantees the correct functioning of the system. To allow free rotation of the plate (4) on the main shaft (41), the first gear (42) has an axially coupled spring (17) that preloads the first gear (42) against the second gear (50) that is located coupled to the plate (4). The spring (17) is responsible for maintaining a continuous pressure with the gear system (42) and (50), this spring (17) can be held in several ways, for example directly against the primary shaft (41) as shown in the drawing, or by means of a safety ring and a clamping washer with which to keep the spring centered (17). The gear allows only the relative movement of the plate (4) with respect to the primary axis (41) in one of the directions; the direction of transmission of the pair from the connecting rods (1). Thus, it is possible that the entire system continues to rotate without any interference even if the primary axis (41) is not moving, but causing the system to work in solidarity in the opposite direction, thus transmitting the forces of the connecting rods (1) to the rear wheel (104). The direction of transmission will be the advance of the bicycle.

    The plate (4) is mounted on the main shaft (41) by means of a bearing (51) or friction bushing so that both can rotate independently. For example when the main shaft does not rotate, or when it does so more slowly than the plate (4) due to the gear system (42) and (50). The bearing (51) is attached to the plate (4) by means of a safety ring (52) to prevent it from leaving its housing. For its part, the bearing (51) is fixed to the main shaft (41) by means of a flange on one of the inner ends of the bearing on the primary shaft itself (41) and a nut (52) on the other end of the bearing, on the primary axis (41). In this way the assembly comprising the plate (53) is axially fixed to the main shaft (41) but free in rotation. The nut (58) ensures that there is no axial clearance, as could be the case in an optional assembly without a nut (58), using a safety ring. 40

    The force generated in the connecting rods (1) is transmitted through the primary axis (41) to the secondary axis (37) by means of an internal chain (54), which can be both metallic and conventional as a belt. The internal chain (54) has a tensioner system assembly (55), which consists of two sprockets (2A and 2B) that are in contact with the internal chain (54), these sprockets (2A and 2B) they are supported by the tensioner structure (35) which, by means of screws (18), is attached to this structure (35), the structure is anchored to the bicycle by means of a screw (15) that has a bearing (46) attached to make The tensioning system (55) can move freely. The spring (44) ensures that the chain (54) keeps the tension constantly, even if the ground is bumpy 50 during operation. Otherwise, passing a pinion (20) of smaller diameter would lose tension and vice versa. The tensioning system assembly (55) also prevents the internal chain (54) from being able to get out due to lack of tension by accidentally changing the pinion (20). The tensioning system is composed of two wheels (2A) and (2B), which can have teeth as in
    the illustration, or not having teeth and being skates. These wheels (2A) and (2B) are supported by bearings (46). These bearings are mounted on screws (18) that act as shafts and are coupled to the tensioner structure (35). The tensioner structure (35) is in turn coupled to the main structure (200) or to the frame (100), by means of a bearing (45), or friction bushing. The tensioner structure (35) receives the necessary angular force 5 to provide sufficient tension to the internal chain (54) by means of a spring or spring (44). This spring (44) can be of the torsional type like the one in the image, or a linear spring could also be mounted on one of the ends performing the same function that would be to generate a moment in the tensioning system (55). The spring (44) has several optional positions on the main structure (200) so that its preload can be changed. 10

    The tensioner structure (35) has a protuberance (62) to prevent the chain (54) from being dismantled, when leaving, or in case of breakage, the tensioner may come into contact with the sprockets (20), or with the plate (4). That is, the protuberance (62) causes a limitation in the angle of rotation produced by the thrust of the spring (44) so that none of the wheels (2A) and 15 (2B) can reach the pinions (20).

    The internal chain (54) transmits the force generated in the connecting rods (1) through the plate (4) to rotate the secondary shaft assembly (37). The internal chain (54) is always aligned with the pinions (20) and with the plate (4) during operation. The secondary axis 20 (37) has 3 channels, in this example, but this is not intended to limit the use of a greater or lesser number, in which some balls (6) are mounted on which the carrier body (40) of the pinions (20) can move freely axially. The balls (6) cause the secondary shaft (37) and the carrier body (40) of the pinions (20) to rotate simultaneously. A washer (26), fixed by a safety ring (12), prevents the balls (6) from leaving their housing inside the carrier body (40) of the pinions (20). The secondary axle (37) is mounted on two bearings (47) on the main structure (200) or the bicycle assembly. One of the bearings (47) blocks the axial movement of the secondary shaft (37).

    The internal chain (54) is coupled to the pinions (20). These sprockets (20) can have 30 different teeth and therefore diameters, in a range from 5T teeth to 60T teeth, the pitch can vary depending on the type of internal chain (54) that is mounted. The range goes from the one with the largest diameter, which transfers the lowest speed, to the lowest in diameter, which transmits the highest final speed. The pinions (20) are mounted concentric to the secondary axis (37). The number of pinions (20) can vary, being most common between 2 and 15, or 35 even between 6 and 14, depending on the number of gears that you want to obtain in the transmission, not having a theoretical minimum or maximum limit of the number of pine nuts (20).

    In the embodiment shown, the movement between the pinions (20) and their carrier body (40) is blocked by pins or couplings at the ends thereof. Any other system used in conventional bicycle sprockets can also be used. The pinions (20) are interchangeable and at each moment different ranges can be mounted to vary the rate of changes, because it is a flexible system.

    To change gears, the carrier body (40) moves axially on the secondary shaft 45 (37) thanks to the balls (6). The axial displacement required for the correct operation of the gearshift system is carried out by means of the shift fork (36). The shift fork (36) has a bearing (49) mounted so that the carrier body (40) can rotate freely on the shift fork (36). The bearing (49) is fastened to the carrier body (40) by means of a nut (29). fifty

    To prevent the change fork (36) from coming into contact with the internal chain (54) when it is in the pinion (20) of smaller diameter, a spacer (28) is used between the pinions (20) and the fork of exchange (36). The nut (29) that secures the
    Shift fork (36) and the carrier body (40), are threaded to the carrier body (40) making both structures sympathetic and can be moved axially with the greatest precision because the nut (29) eliminates any slack between pieces

    The shift fork (36) moves axially next to the carrier body (40) in order to make the change between the different gears. The internal chain (54) is fixed (without lateral displacement) in its optimal alignment with the plate (4), surrounding the change fork (36). Therefore, the movement of the carrier body (40) causes the change of pinion (20).
     10
    For the correct functioning of the shift fork (36) it must only be able to move axially, without the possibility of rotation, on the secondary axis (37). To avoid the rotation movement of the shift fork (36) on the secondary shaft (37), it has a friction bushing (13) that allows the fork (36) to slide on an auxiliary shaft (34) attached to the main casing or structure (200) of the change or frame (100) of the bicycle. The shift fork (36) moves axially by means of a cable, but it can also be moved by an electronic actuator or hydraulic system not shown.

    In the case of cable operation, a spring or spring (19) acts in the opposite direction to the cable for automatic return. The cable is operated by a standard external drive (300) device. The cable is fastened to the shift fork (36) by means of a captive screw (16) with which the cable is locked against the shift fork (36). The auxiliary shaft (34) has a stop to prevent the change fork (36) from leaving the auxiliary shaft (34) by impulse of the spring (19) in case of cable breakage. By the union between the change fork (36) and the carrier body (40), that stop also prevents the carrier body (40) from exceeding the desired point and the internal chain (54) is removed, colliding with the rest of the the structure and blocking the transmission.

    In the case of the system with change by means of a cable, a forwarding (27) of the cable is placed on the auxiliary shaft (34) to provide the cable with a 90 ° rotation and make assembly and replacement easier. The forwarding (27) is mounted on the auxiliary shaft (34) with an eccentric system that prevents the forwarding (27) from rotating on the auxiliary shaft (34). This ensures that it is always centered with the shift fork (36). The forwarding (27) is attached to the auxiliary shaft (34) by means of a screw (60) that fixes the movement. When mounting the transmission (27) on the auxiliary shaft (34), fixed to the main structure (200) or to the frame (100), it is possible to disassemble the cover (201) without affecting the transmission system. As this remains 100% functional, its adjustment, assembly and maintenance are facilitated.

    The shift cable is powered by a standard bicycle control system, known to anyone knowledgeable about bicycle technology. This can also be electronic or hydraulic.

    The secondary axle (37) is connected to a cogwheel (38) that transmits its movement to the chain (61) that brings the power to the rear wheel of the bicycle. In the rear wheel, it will be necessary to install a rear hub with a single pinion or cogwheel, which does not need to be described. If desired, it can be differential.

    In the second version of the invention (FIGs. 12 to 15) the connecting rods (1) drive the primary shaft (41) which in this case has recesses in which two or more linear bearing tracks (69) are mounted, such as substitutes for the balls (6) of the previous version, without these 50 being limited in number, in this case four. These bearing tracks (69) allow the carrier body (40) that holds the plate (4) to transmit a pair, but in turn can move axially on the primary shaft (41) as in the previous version. These bearing tracks (69) can be replaced by any other system that allows transmission
    of a pair and at the same time axial displacement, such as balls (6), a friction bushing or others. The carrier body (40) has the plate (4) coupled by means of a socket, screws and other type of joint that allows both to move in a solidary manner. The plate (4) could even be a single piece with the carrier body (40). This carrier body (40) is coupled by means of a bearing (49) and a nut (29) to the change fork (36) which is responsible for performing the 5 change movements. The shift fork (36) is crossed by an auxiliary shaft (34) whose utility is to prevent the shift fork (36) from rotating. This auxiliary shaft (34) has a return spring (19) attached to it, which is responsible for maintaining the preloaded gear cable. The shift fork (36) has a friction bushing (13) attached to make the axial movement as smooth as possible. The change fork (36) in this case also has the support (76) for the change cable and the tensioning system (55) of the internal chain (54). The tensioning system (55) shown is the one consisting of the sprockets (2A) and (2B), the screws (18) that support the sprockets (2A) and (2B) and a protective cover (75) for prevent the internal chain (54) from getting out with the movements. The structure of the tensioner (35) is coupled to the change fork (36) by means of a bearing 15 (45) and by means of a spring (44) a torque is generated that preloads the internal chain (54) to prevent it from coming out and to ensure that you maintain a correct operating voltage at all times.

    The pinions (20) in this case become fixed and simply have a movement of 20 rotation with respect to the secondary axis (37) on which they are mounted. The secondary shaft (37) is fixed on the main structure (100) and rotates on two bearings (47). The sprockets (20) are driven by the internal chain (54) and transmit their movement 10 out of the output gear (38) which in turn transmits it by means of a chain (61) to the rear wheel (104). 25

    A detail of one way of making the pinions (20) is shown in FIG 16 so that the change is made without the need of a diverter, since the internal chain (54) is always aligned. It can be seen how the pinions (20) have steps (21) that engage the internal chain (54) in the changes to pinions (20) of greater diameter and allow it to be placed at the height 30 of the corresponding pinion (20). These steps (21) are known in the art.

    The reverse change, to pinion (20) of smaller size, is simple and does not require added elements.
    35
    权利要求:
    Claims (10)
    [1]

    1. Transmission system for bicycles, of the type comprising connecting rods (1) that cause the rotation of at least one plate (4) that transmits the movement through an internal chain (54) to at least one sprocket (20), within a main structure (200) close to the connecting rods (1) for its subsequent transmission to the driving wheel by means of a chain (61), characterized in that it comprises several sprockets (20) and a single plate (4), the plate being ( 4) and the pinions (20) movable with each other in a direction parallel to their axes because the plate (4) or the pinions (20) are mounted on a carrier body (40) axially movable on its corresponding axis but locked in rotation with respect to of this, and the shift fork (36) being mounted with 10 free turning capacity on the carrier body (40) and locked in rotation.

    [2]
    2. A transmitter system according to claim 1, whose pinions (20) are located in the carrier body (40).
     fifteen
    [3]
    3. A transmitter system according to claim 2, whose pinions (20) are separated from the shift fork (36) by a spacer (28).

    [4]
    4. A transmitter system according to claim 1, whose shift fork (36) is also crossed by an auxiliary axle (34) fixed to the main structure (200) or frame (100) of the bicycle that locks it in rotation.

    [5]
    5. Transmitter system according to claim 4, whose shift fork (36) and carrier body (40) are movable by means of a cable against a return spring or spring (19), and by which the auxiliary shaft (34) has a forwarding (27) of the cable to orient the tension direction of the cable.

    [6]
    6. A transmitter system according to claim 1, whose internal chain (54) has a tensioning system assembly (55) composed of two wheels (2A) and (2B) between which the internal chain (54) circulates, supported by two axes coupled to a tensioner structure (35) fixed to the main structure (200) and comprising a spring or spring (44) tensioner against rotation.

    [7]
    7. A transmitter system according to claim 6, whose tensioner structure (35) has a limitation in the angle of rotation produced by the thrust of the spring (44).
     35
    [8]
    8. A transmitter system according to claim 2, whose plate (4) is connected to the primary shaft (41) of the connecting rods (1) in a single direction of rotation.

    [9]
    9. A transmitter system according to claim 1, whose plate (4) is mounted on the carrier body (40) and comprising a tensioning system (55) integral with the change fork (36). 40

    [10]
    10. A transmitter system according to claim 9, whose tensioning system (55) has a cover (75) to prevent the internal chain (54) from exiting it.
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    同族专利:
    公开号 | 公开日
    ES2684528B1|2019-07-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4129198A1|1991-09-03|1993-03-04|Heinz Mueller|Derailleur gearchange for bicycle - has sprockets on rear block moved to change gear, instead of chain|
    WO2002008050A1|2000-07-21|2002-01-31|Van Der Linde Freddy|Gear for a bicycle|
    EP1418120A2|2002-11-05|2004-05-12|HONDA MOTOR CO., Ltd.|Bicycle|
    EP1580114A2|2004-03-24|2005-09-28|Shimano Inc.|Bicycle transmission|
    WO2007121690A1|2006-04-21|2007-11-01|Race Bike S.R.O.|Gear system|
    法律状态:
    2018-10-03| BA2A| Patent application published|Ref document number: 2684528 Country of ref document: ES Kind code of ref document: A1 Effective date: 20181003 |
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201700505A|ES2684528B1|2017-03-30|2017-03-30|Bicycle transmission system|ES201700505A| ES2684528B1|2017-03-30|2017-03-30|Bicycle transmission system|
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