Bicycle hub with internal gear

 

The invention relates to a lever device for switching is built into the hub of a bike wheel of the planetary transmission. Cycling sleeve (10) with internal gear contains the axis (21) for securing the transmission to the frame of the bike. The leading element (22) associated with the asterisk (32), and the output element (23) associated with the flanges (37) wheels mounted for rotation about an axis (21) of the sleeve. The planetary mechanism (24) is installed between the leading element (22) and the output element (23) for transmitting the rotating force from a driving element (22) to the output element (23) through the many paths of power transmission. The drive mechanism (25) is designed to move along the axis of the sleeve to select one of the many paths of power transmission and placed at least partially inside the axis (21) of the sleeve. The elements of the actuator (26) is mounted on a bearing bracket, which is mounted on a shaft (21) of the sleeve between the rear stop (2A) of the frame of the Bicycle and the Bush without a possibility of rotation and displacement along the axis (21) of the sleeve. The proposed solution is aimed at preventing damage to the actuator while maintaining a simple lever design is e relates to a Bicycle hub with an internal gear, and in particular, to the sleeve with an internal gear, which can be mounted on the Bicycle frame and transmits power from the input element to the output element with a certain selected gear ratio of the gearing.

The state of the art Bikes, and especially exercise bikes, which is also called the city, inexpensive and very easy to control, and therefore they are widely used for trips to work, school, shopping. In the rental of this type on the rear wheel is sometimes used bike hub with internal gear to drive at high speed on level ground or walking up the slope with a minimum of effort.

Bicycle hub with an internal gear usually includes fixed on the Bicycle frame, the axis of the sleeve, the outer casing of the planetary gear mechanism (planetary gear), the drive mechanism and the actuator (see , for example, the patent of the Russian Federation 2019467, publ. 15.04.94, IPC 62 11/16). This design is the most loved and adopted as a prototype. The outer casing can rotate around the axis of the sleeve and has on its outer surface holes for the spokes of the wheel. The leading element osteporosis in the internal body cavity of the sleeve and has a Central gear, placed on the axis of the sleeve, a number of satellites included in mesh with the Central gear, a ring gear (ring or apical), which is engaged with the satellites, and drove on which you installed the satellite axes and which can rotate around the axis of the sleeve. For three-speed bike this mechanism, the planetary gear set has three path power transmission: direct transmission, which does not pass through the planetary gear, gears, in which the ferrule is driven into rotation through satellites, and reduced transmission, in which the satellites are driven through the clip mechanism of the planetary gear. The actuator has a control rod located inside the axis of the sleeve can move along the axis, and a clutch that moves with the movement of the control rod; this coupling is used to select one of the many paths of the power transmission mechanism is a planetary gear set.

There are two types of mechanisms for displacement of the drive mechanism in the axial direction of the crank type with a crank lever or direct pull from the rope or chain (see, for example, the patent of the Russian Federation 2043242, publ. 10.09.95, IPC 62 M 25/04). The knee-lever mechanism fluconazolee link. One shoulder of the swivel link is made with emphasis in the shift cable, the other end is connected with the lever. The other shoulder of the swivel link is connected through impact with the control rod, which protrudes from the end of the axis of the sleeve, and the switching is performed by pushing the control rod to the swivel link. Forward thrust is made in the form of a cable or chain connected to the remote end of the control rod. Each rope or chain set protruding from the end of the axis of the sleeve, and then bent with a turn and is connected to the shift cable, and switching is performed by the transmission rod traction.

Bicycle hub with an internal gear of this type when the actuating lever, so that the control cable is pulled or released, the control rod is shifted, and the transmission path capacity (the path of power transmission) switch clutch.

Forward thrust is compared with a knee-lever mechanism simpler construction and lower cost. However, the mechanism of direct thrust provides a direct displacement of the control rod by means of traction, so that it is effective is Oronogo link. Efficiency here refers to the ratio of the resulting force displacement to the applied force. Furthermore, since the forward thrust provided by the connection of the control rod with a chain or rope inside the axis of the sleeve, Assembly, replacement of the control rod, etc. is more difficult than in the knee-lever mechanism. Accordingly, the Executive knee-lever mechanism is more commonly used in Cycling sleeves with internal gear, and especially in three-speed hubs.

In addition, regardless of the type of the actuator due to the fact that the actuator protrudes from the end of the axis of the sleeve, it is prone to damage if dropped bike. In some cases, these injuries can make it impossible to shift gears. There is also the danger that during the drive acting actuator can strike a foreign object or to peel off about it.

Summary of the invention the Problem to be solved by the present invention is directed, is to prevent damage to the switching mechanism and its protection from shock and Stripping during contact with foreign objects.

Cycling tolcarne bike and transmitting power from the input element to the output element with a certain selected gear ratio, this sleeve includes an axle sleeve, the leading element, a tubular driven member, a power transmission mechanism, the drive mechanism and the actuator. The axis of the sleeve is fixed on the frame of the bike. The leading element is mounted for rotation around the axis of the sleeve and is connected with the input element. Slave tubular element is designed with an internal cavity, is mounted for rotation around the axis of the sleeve and is connected with the output element. The power transmission mechanism is placed in the inner cavity of the slave element, has many paths of power transmission and transmits power from the driving element to the slave through a path selected from a specified set of paths of power transmission. The drive mechanism is located inside the axis of the sleeve, with the possibility of displacement in the axial direction and selects through this displacement of one of the many paths of power transmission. The actuator is mounted on the axis of the sleeve with the introduction of the inside face of the free end of the axis of the sleeve in the position in which it is installed on the frame, and serves to move the drive mechanism in the axial direction.

With such design, the sleeve with the internal gear when the actuator p is m direction, choose one of the paths of power transmission, and power is transmitted from the input element to the output element via the drive element and then through the slave. Due to the fact that the actuator is mounted offset inward from the end of the axle sleeve, he does not act out for an axis that protects it from damage and creates less likely shock and Stripping during contact with foreign objects.

Bicycle hub with an internal gear related to the second version of the invention, is identical to that described in the first performance, including power clamping element, clamping the outer surface of the drive mechanism in the axial direction, in which the actuating mechanism is arranged to bias the outer surface of the other way in the axial direction. In this case, the actuator must push the drive mechanism in one direction only, which simplifies the design of the drive mechanism.

In accordance with a third implementation of the invention in a Bicycle hub with an internal gear, as described in the first or second execution, the actuator pushes and moves the actuator through its PGO mechanism in a narrower space. In addition, the application of this principle allows to displace the drive mechanism with less effort.

In accordance with the fourth version of the invention in a Bicycle hub with an internal gear, as described in the third implementation, the actuator is made in the form of a bearing element mounted on the axis of the bushing is offset inward from its end and swivel established its middle part on the host element link, the end of which is made with stop control cable switch, and its remote end is designed to transfer impact efforts to the drive mechanism. In this case, due to the fact that the link performs a rotary movement from the inner side from the end of the axis of the sleeve, it also does not extend past the end of the axis in the state Assembly when the bearing element is mounted on a shaft and the cable control switch is connected to the link.

In accordance with the fifth embodiment of the drive mechanism housed at least partially within the axis of the sleeve, and the elements of the actuator mounted on the bearing bracket, which is mounted on the axis of the sleeve between the rear stop of the frame of the Bicycle and the Bush without a possibility of rotation and offset of the internal gear, as described in the fourth implementation, a supporting member mounted on the axis of the sleeve with the inner side of the frame. In this case, due to the fact that the carrier element is displaced inward farther from the end of the axis, the bearing element and the link is protected by a frame, which more reliably prevents the actuator from damage.

In accordance with the sixth version of the invention in a Bicycle hub with an internal gear, as described in the fourth or fifth version, the cable switching control is executed in the form of the inner cable and the outer cable (outer shell) so that the inner cable is connected with the link, and the outer shell associated with a supporting element. In this case, the movement of the inner cable relative to the outer shell causes the rotation link and the movement of the drive mechanism in the axial direction.

In accordance with the seventh version of the invention in a Bicycle hub with an internal gear, as described in any of the performances from the fourth to the sixth, in the axis of the sleeve is made the cutout for access to the end of the drive mechanism and the remote end of the link is installed with the possibility of transfer drums efforts on the drive mechanism inside the slits. In this case vypolnennogo element offset inward from the end of the axis of the sleeve.

In accordance with the eighth version of the invention in a Bicycle hub with an internal gear, as described in any of the performances from the first to the seventh, the drive mechanism provided inside the axis of the sleeve element in the form of a rod, and a clutch that switches the path of power transmission during your move together with the rod. In this case, when the transmission of shock from the actuator rod clutch is shifted in the axial direction and reliably switches the transmission path capacity.

List of figures Fig. 1 shows a side view of a Bicycle that uses a sample implementation of the invention; Fig.2 shows the design of a sleeve with an internal gear in vertical cross section; Fig. 3 shows the increasing view of the sleeve with the internal gear in the position to include climbing gear; Fig.4 shows a view in isometric of the drive mechanism of Fig. 5 schematically shows the relative position of the switch and the Cam surface; Fig.6 shows a longitudinal cross section of the push rod;
In Fig.7 shows a schematic depiction of a bent lever;
In Fig.8 - crank lever in a transverse lateral incision is transferring;
In Fig. 10 schematically shows the sleeve with the internal gear, as in Fig.3, in the position of high transmission.

Information confirming the possibility of carrying out the invention
The overall layout
The bike, which applied the invention shown in Fig.1 in the form of an exercise Bicycle that includes a frame 1 comprising a frame 2 of the two elements and the front fork 3, a steering unit 4, the drive unit 5, a front wheel 6, a rear wheel 7 on which is mounted three-speed sleeve 10 with the internal gear, front brake device 8 and unit 9 of the shift control for easy manual control sleeve with an internal switch.

On the frame 1 are mounted the various components, including the seat 11, the steering node 4, the front wheel 6 and the rear wheel 7.

The steering unit 4 has a rack 14, mounted in the upper part of the front fork 3, and the steering cross member 15 fixed to the rack 14. The brake lever 16, which is part of the front brake device 8, the handle 17 and the device 9 of the shift control mounted on the right end of the steering cross member 15. The device 9, the control gear is mounted on the brake lever 16 with achenium, consisting of the inner cable and the outer shell. The device 9 of the shift control has the usual construction, comprising a lever winder for winding the inner cable and release lever, which releases the wound made by winding lever, and releases the inner wire; the device as such is not described in detail here.

The drive unit 5 includes a gear lever (asterisk) 18 with pedals mounted in the lower part of the frame 2 frame, the chain 19, which encircles the sprocket with pedals, and the sleeve 10 with the internal gear.

The design of the sleeve with the internal gear
The sleeve 10 with an internal gear is provided with a brake inertial movement of the sleeve with a three-stage transmission, including paths of power transmission to low gear, direct drive and high transmission. As shown in Fig.2, the sleeve 10 with the internal gear has an axle sleeve 21 fixed to the rear fence 2A of the frame 2 of the Bicycle frame, the lead element 22 covering the outer surface at one end of the axis 21 of the sleeve body 23 of the sleeve covering the outer surface of the axis 21 of the sleeve and the leading element 22, the mechanism 24 plan of the lever 26 for actuation of the drive mechanism 25 and the brake 27 inertial motion.

As shown in Fig.2 and 3, the axis 21 of the sleeve is an element in the form of a round rod having a larger diameter in the middle part and two ends of the smaller diameter coated with the thread. In the axis 21 of the sleeve internal axial channel 21A, which runs from its right end to the middle, as shown in Fig.2. The first through slot 21b, which passes through the axis along its entire length, is made in the right end portion of the axis 21 of the ferrule to the inner part of the rear stop 2A, when it is installed on the frame 2 frame. On both sides of the first through the slot 21b in the part where it is formed on the outer surface of the axis formed by two opposite the flats is used for installation of a cranked lever 26 (see Fig.7). The second through slot 21d, which passes through the axis, is made near the high end of the inner working channel 21A. The second through slot 21d passes through the axis 21 of the sleeve inclinedto its axis (see Fig. 5) and is made in a spiral with the spiral course in the direction opposite to the forward rotation direction, i.e. from right to left in Fig.5. This second through slot 21d is accomplished by the use of a drill of a certain diameter for the light is but the turning axis 21 of the sleeve in the forward direction of rotation. In the second through slot 21d has the form of a continuous spiral, in which overlapping at both ends of the through hole is gradually rotated as the offset in the axial direction. Angletilt slots must lie in the range from 10 to 50o.

One end of a driving rotary element 22 is mounted on a shaft sleeve 21 by means of the balls 30 and the inner cone 31 of the bushing and the sprocket sleeve 32 mounted on one end of a driving element. At the other end of the lead element 22 on its inner surface made many passes in the axial direction of the inner coupling teeth 22A.

The housing 23 of the sleeve is made in the form of a tubular element, and in its internal cavity 23a posted by leading element 22 and the planetary mechanism 24. The housing sleeve 23 is mounted for rotation around the axis 21 of the sleeve supported on the balls 33 and 34 and the inner cone 35. The flanges 36 and 37 for fastening spokes 7a (see Fig.1) mounted near both ends of the outer surface of the shell 23 of the sleeve.

The design of the planetary mechanism
Planetary gear 24 has a Central (sun) gear 40, which is made integral with the axis 21 of the sleeve coaxial with her, drove 41, ustanovlenytakie with the Central gear 40, and the yoke 43.

Led 41 is a tubular element mounted for rotation on the axis of the sleeve 21. In a drive rod 41 is made of three slots 41A located on the circumference and on the fingers 44 mounted for rotation satellites 42. At one end of the carrier 41 on its inner surface an internal sawtooth teeth 41b, and at the other end on the outer surface of the completed exterior of the sawtooth teeth 41p (see Fig. 2).

Ferrule (apical) 43 is cylindrical in shape and are placed from the satellites 42 to the outer surface of the leading element 22. Internal teeth 43b is made on the inner surface of the casing at its end remote from the driving element 22. Satellites 42 engages with the Central gear 40, as already mentioned, as well as with internal teeth 43b clip 43.

At one end of the holder 43 is made socket 43A, and in this slot 43A on the finger 54 is installed pivoting pawl 53 which forms part of the first one-way clutch 50, as shown in Fig.4. The dog 53 is pressed in the raised position by the spiral spring 55. The first one-way clutch 50 transmits a driving force of rotation from the planetary gear 24 on the housing 23 of the sleeve only when direct Napoli housing 23 of the sleeve only when the planetary gear 24 rotates in the forward direction. Even in the position of the drive force transmission, in which the planetary gear 24 rotates in the forward direction, the first one-way clutch 50 can be switched out of the circuit of the transmission, in which the dog 53 is entered in the teeth 23b of the ratchet, in the trip position of the transmission diverting from the teeth 23b ratchet by moving the clutch, as will be described later.

The second one-way clutch 51, which transmits a driving force of rotation from the driving element 22 on the planetary gear 24 only in the forward direction of rotation is established between the leading element 22 and the planetary gear 24. The third one-way clutch 52, which transmits the driving force of rotation from the carrier 41 on the housing 23 of the sleeve only in the forward direction of rotation, is located between the planet carrier 41 and the housing 23 of the sleeve. The third one-way clutch 52 comprises a tubular covering the housing 56 with an internal sawtooth teeth 56a located on the inner surface at one end. These internal sawtooth teeth 56a engages with the outer serrated teeth 41p on the driver 41, and covers the body 56 of the clutch scaleddecimal clutch 50, can't switch to the position circuit transmission (transmission of drive force).

The design of the drive mechanism
The drive mechanism 25 is used to select the power transmission path and includes a coupling 45 and clutch element 46 of the control grip.

The clutch 45 clutch switch lead element 22 and led 41 in the position of engagement and disengagement, and switches the first one-way clutch 50 in position of power transmission and disconnection of the transmission path capacity. The coupling 45 of the clutch installed on the outer surface of the axis of the sleeve 21 for rotation and displacement in the axial direction. As shown in Fig.4, the clutch 45 clutch is made in the form of a tubular element having at one end the outer serrated teeth 45A, which can engage with the internal sawtooth teeth 22A. At the other end of the coupling 45 switch is made part 45b of enlarged diameter with external coupling teeth 45C on the outer surface. External coupling teeth 45C have the ability to log in engagement with the inner coupling teeth 41b on the driver 41. At one end part 45b of enlarged diameter provided with a tapered surface 45d. This tapered surface 45d con and power) it is shown in Fig.4 solid lines, outside of the position of the drain (the position of the gap of the transmission path capacity), shown dash-dotted line. When the clutch 45, the clutch is shifted from left to right in the low gear position, the dog 53 should conical surface 45d up on the part 45b of enlarged diameter and is omitted (unfold) in non-working position.

As shown in Fig.3, on the inner surface of the coupling 45 clutch made two ledge e and 45f, separated from each other in the axial direction. As shown in Fig.4, on the left ledge 45f made several Cam surfaces 47, spaced around the circumference. As shown in Fig.5, the Cam surface 47 has a flat surface 47A, dropping on one end, a curved surface 47b, reaching down towards And away from the flat surface 47A, and an inclined surface 47s coming up (on a flat surface 47A in the same direction). Anglethe inclination of the inclined surface 47s to the axis ranges from 20 to 70oand must be greater than the angletilt the second end-to-end slits 21d.

The element 46 control shifts the sleeve 45 of the clutch along the axis 21 of the sleeve and communicates with the clutch 45 clutch converted to the rod 48, which is displaced in the working channel 21A along its axis, and the switch 49, which is pressed by the pushing rod 48 to the side of the carrier 41, as shown in Fig.3.

As shown in Fig.6, the push rod 48 has a control element 65 of a certain length, the actuating element 66 mounted on the remote end of the control element 65 so that it can be displaced in the axial direction, and the first coil spring 60 between the control element 65 and the Executive element 66. The control element 65 includes a rod 68 and the plunger 69 mounted using the screw connections on the rod 68. The threaded shank 68A formed on the primary end of the rod 68 and at the other end is made the head 68b of enlarged diameter. The threaded shank 68A screwed into the plunger 69. Head 68b posted by slidable in the guide groove 66A inside element 66. Guide groove 66A is made with a reduced diameter at the end of element 66, which prevents it from slipping. The first coil spring 60 is installed under tension between the end surfaces of the element 66 and the plunger 69 and moves away from each other Executive lamprene pressed against the end of the carrier 41.

As shown in Fig.4, the switch 49 is made in the form of a rod of triangular cross-section. When he passed the force, he moved through the second through slot 21d with simultaneous rotation in the circumferential direction, that is, with a twist. Movement of the switch 49 to the outside is limited to the internal cavity of the coupling 45 of the clutch with the thrust ring 63 mounted on the inner surface of the other end of the coupling 45 of the clutch. Accordingly, the switch 49 may not come out of the clutches 45 clutch, as shown in Fig.4. As a result, the switch 49 under the action of the push rod 48 moves the sleeve 45 of the clutch to the left in Fig.3.

The switch 49 may also rest against a Cam surface 47 on the inside of the coupling 45 of the clutch. When the clutch 45, the clutch rotates in the forward direction at the position at which the switch 49 rests against a flat surface 47A of the Cam surface 47, the switch 49 is pressed inclined surface 47s Cam surface 47 to the guide surface of the flats is from the second through the slits 21d, and its movement to the left in the axial direction is restricted, causing the displacement of the coupling 45 of the clutch to the right in the axial direction is sushestvennee control switch.

At both ends of the switch 49 is made grooves 49A to stop the second coil spring 61, which is the other end rests on the axis 21 of the sleeve. This second coil spring 61 constantly presses the switch 49 to the side of the clutch 45 clutch. The third coil spring 62 is placed between the switch 49 and the sleeve 45 of the clutch. The third coil spring 62 is limited to a certain length and compression removes the switch 49 and the clutch 45 clutch from each other before the first hit the second. Due to this, the clutch 45, the clutch remains at a constant distance from the switch 49 during the move and has the exact positional installation.

In this example, the efforts of the coil springs 60, 61 and 62 from the first to the third is not equal and decrease in the order listed. It should be emphasized that the efforts of the springs are reduced in this order. Thus, if the force of the first coil spring 60 is less than the force of the second coil spring 61, even if the switch 49 is transmitted to the force of the push rod 48, the first coil spring 60 will bend and the switch 49 will not be shifted. If the force of the second coil spring 61 is less than the efforts of the third coil spring 62, even if the switch 49 will be pre can be done.

The first coil spring 60 is placed in a relatively large space between the control element 65 and the Executive element 66 within the working channel 21A, so that you can increase the number of turns of the spring and thus reduce the force and the stiffness of the spring. Accordingly, the force and the stiffness of the second and third coil springs 61 and 62 may be sequentially reduced, which will reduce the pressure on the push rod 48 in time management, that is, the operating force on the lever winding device 9 of the shift control. As a result, the tension of the inner cable will be less, and it is less likely to tear.

The design of the cranked lever
The crank lever 26 is installed on the inside of the rear stop 2A in the position in which the axis of the sleeve 21 mounted on the frame 2 frame, as shown in Fig.3, 7 and 8. The crank lever 26 includes a supporting bracket 70 mounted on the attened s, and the link 71, mounted on a support bracket 70 can be rotated. Bearing bracket 70 includes an installation portion 70A, which covers the flats s, the abutment portion 70b, which supports to rotate the link 71 in the middle, and the axial portion 70 C, which rests external Obolo thus, that it cannot be rotated and displaced along the axis due to the fact that it covers the axis 21 of the sleeve of his installation part 70A, and due to the mounting strip 72, fixed by one end on the mounting portion 70A. On the supporting portion 70b has a rod 74 for installation with the possibility of rotation of the link 71 (Fig.8). The stubborn part 70C is installed with the outer thread of the thrust nut 76 as a stop for the outer shell 73a; nut 76 allows you to adjust the adjusting the rotary position of the link 71.

The link 71 is made of sheet element, bent with the formation of the transverse profile in the form of a bracket, and has a base 71A Executive shoulder 71b, which departs from one end of the base 71 to the axis of the sleeve 21 (Fig.9), and the thrust shoulder is due to internal cable, which departs from the other end of the base 71 in the inner side along the axis of the sleeve 21 in the direction perpendicular to the direction of the Executive shoulder 71b. The rod 74 installation link placed along the base 71 and is mounted on the supporting part 70b of the bearing bracket 70 through a passage through the base Executive shoulder 71b and hard shoulder s connection with the internal cable. On the remote end of the Executive shoulder 71b made Sacra s swing set rope suspension 75. Internal cable 73b cable 73 switching control is limited in this suspension 75, and when the internal 73b pulled by the device 9 of shift control link 71 is rotated and is shifting.

Brake design inertial movement
The brake 27 inertial motion is mounted on the housing 56 (see Fig.2). The brake 27 inertial movement has mounted on the housing 56 of the brake roller 57, the outer Cam surface 41d on the other end of the carrier 41 and the brake pad 58, which transmits the braking on the inner surface at the other end of the housing sleeve 23. The design is such that during the rotation of a driving element 22 in the reverse direction, the brake roller 57 is displaced radially outward Cam surface 41d. As a result of this displacement of the brake pad 58 is pressed against the inner surface of the housing sleeve 23 and applies the brakes.

When tightening the brake 27 inertial motion occurs tends to be jamming. This phenomenon is caused by the fact that, when the first one-way clutch 50 is in the position of power transmission and cyclist pedalling backwards to brake, the driving force will be transmitted to the La prevention of this phenomenon for the first one-way clutch 50 is mounted to the housing 59 for dogs.

The housing 59 for dogs provides the creation of a particular corner of the free play between the teeth 23b ratchet on the housing sleeve 23 and the pawl 53 of the first one-way clutch 50 and allows you to release the brake until the yoke 43 is rotated by this angle free running. In particular, the housing 59 of the dog or prevents the lifting pawl 53 for rotation by a specific angle, or even if it rises, allows her rise to a position where it cannot lock the teeth 23b ratchet for rotation at a certain angle, and when the initial power-on of the drive provides a time delay until the dog 53 will rest against the teeth 23b ratchet at the initial moment of the drive.

Shifting
Due to the presence of the planetary mechanism 24 and one-way clutches 50, 51 and 52 Biking sleeve 10 with the internal gear has:
a tract of low power transmission, including a leading element 22, the yoke 43, the planetary gear mechanism 24, the led 41 and the housing 23 of the sleeve;
the direct path of power transmission, including a leading element 22, the yoke 43 and the housing 23 of the sleeve; and
the tract of high power transmission, including a leading element 22, the clutch 45 clutch, drove 41, planetary gear 24, the ferrule 43 and collene switching through the crank arm 26.

Shifting from low to high transmission
In this position, shown in Fig.3, when the push rod 48 is not moved inside, the clutch 45, the clutch is in the right end position low gear, and the rotation is transmitted from the driving element 22 on the housing 23 of the sleeve after lowering speed through a tract of low power transmission. In particular, applied to the leading element 22, the rotation is transmitted to the holder 43 through the second one-way clutch 51. To do this, the dog 53 first one-way clutch 50 is rotated by the sleeve 45 of the clutch in the non-operating position shown in Fig.4, the dash-dotted line, and the first one-way clutch 50 is in a disconnected state. Accordingly transmitted to the yoke 43, the rotation is transmitted to the casing 23 of the sleeve through the planetary gear mechanism 24, the led 41 and the third one-way clutch 52. In this case, the input rotation speed is reduced in accordance with the gear ratio, which is determined by the number of teeth of the Central gear, satellites 42 and the shell 43.

When actuates the lever winding device 9 controls the switching element 71 of the crank arm 26 rotates and pushes the push rod 48 by one step (step). As a result, it is esteem pushing force from the link 71 through the push rod 48 is directed into the second through slot 21d and shifts to the left, as shown in Fig. 3, while turning around the axis of the sleeve, and the sleeve 45 of the clutch also is displaced under the action of the pushing force through the thrust ring 63. As soon as the clutch 45, the clutch will be in the position of direct transmission, shown in Fig.9, the pawl 53 of the first one-way clutch 50, which was taken off the conical surface 45d, the return helical spring 55 in the raised position, shown in Fig.4 solid lines. In this state, the first one-way clutch 50 is capable of transmitting rotation from the carrier 43 on the housing 23 of the sleeve only in the forward direction. Thus, the rotation from the driving element 22 is transmitted to the casing 23 of the sleeve on the direct path of power transmission. In particular, transmitted to the leading element 22, the rotation is transmitted to the holder 43 through the second one-way clutch 51, and then on the housing 23 of the sleeve through the first one-way clutch 50, that is, the rotation of a driving element 22 is directly transmitted to the housing 23 of the sleeve over the ferrule 43. When this rotation from the carrier 43 is also transmitted and drove 41 through the planetary gear 24, and the carrier 41 rotates at a reduced speed, but due to the fact that the housing 23 of the sleeve rotates faster than the carrier 41, the transmission of rotation from the designed effect of the position of the direct transmission and the push rod 48 moves on, the switch 49 is moved farther to the left and the clutch 45 clutch respectively translated to a position of increased transmission. In this position, shown in Fig.10, external serrated teeth 45C coupling 45 of the clutch are engaged with the internal sawtooth teeth 41b carrier 41. In the process of translation coupling 45 of the clutch in the position of high transmission, when the outer teeth 45C and the internal teeth 41b are in such relative position that can engage, the clutch 45 is moved directly to the position of high transmission left after this coupling 45 is hitting the cage 41. However, if these teeth are in such a position that they could not engage, when the contact of the coupling 45 of the clutch with the planet carrier 41, the switch 49 and the clutch 45 clutch temporarily stop its movement to the left when the clutch 45 is hitting the cage 41. When this occurs, the actuating element 66 of the push rod 48 moves backwards, compressing the first coil spring 60 and transmitting the pressure switch 49. After the clutch 45 will be rotated to the position when the teeth 45C and 41b can engage, the compressive force of the first coil spring 60 through switch 49 pushes the clutch 45 is on, and the teeth 45c and 41b ulki on the path of increased power transmission. In particular, it is transmitted from the driving element 22 through the sleeve 45 of the clutch on the carrier 41 and forth from him on the body 23 of the sleeve through the planetary gear mechanism 24, the ferrule 43 and the first one-way clutch 50. In this case, the input rotation speed increases output in accordance with the gear ratio, which is determined by the number of teeth of the Central gear 40, satellites 42 and the shell 43. There is an attempt to transmit rotation from the driving element 22 on the holder 43 through the second one-way clutch 51, however, the clip 43 is rotated faster than the leading element 22, through the second one-way clutch 51, the rotation is not transmitted.

Because in the process of switching from a lower to a higher gear rotation is transmitted directly from the driving element 22 on the holder 43, it is best to provide the offset coupling 45 of the clutch, which is in an unstressed state. Accordingly, the force of the first coil spring 60, the clamping sleeve 45 of the clutch can be reduced, and can be reached switch with little effort.

The gear change from high to low with ancillary effects
When the release lever of the control device 9 is actuated in the position above the representatives of the switch 49, causing the withdrawal of the push rod 48 by one step (step) to the right. When this switch 49 transmits the pressure to the clutch 45 through a third clutch coil spring 62 and is trying to shift the sleeve 45 of the clutch in the position of direct transmission. If the cyclist does not push on the pedal and the driving force is not transmitted, the clutch 45 is separated from the led 41 and shifts in the position of direct transmission. However, if the rider works the pedals, because of the transfer drive force from the clutch 45 clutch on the carrier 41 of the friction force may be left in engagement with the sawtooth internal teeth 41b and the outer teeth 45C. In this case, one of the efforts of the second coil spring 61 is not enough to shift the clutch 45 to the right in Fig.10. In this state, when the switch 49 rests against a flat surface 47A of the Cam surface 47 of the coupling 45 of the clutch, as shown in Fig.5, the switch 49 is pressed against the walls of the second through-slot 21d along the entire length included in this slot portion and held by the friction force from the output in the axial direction. As a result, when the switch 49 it up on the inclined surface 47s, the clutch 45 is moved to the right. After sawtooth internal teeth 41b and the outer teeth 45C will iesa in the position of direct transmission. Thus, the contact between the Cam surface 47 of the coupling 45 of the clutch and switch 49 contributes to the switch by converting the rotational motion of the coupling 45 of the clutch in the shift along the axis.

Thus, as mentioned, the switch 49 cannot easily deviate to the left in the axial direction, as he pressed the second coil spring 61, and the second through slot 21d tilted and held in a spiral about the axis. Therefore, the switch 49 will not depart along the axis under the condition that the driving force will be smaller than the pressing force of the second coil spring 61 and the friction between the switch 49 and the guide surface s. However, in the case where the driving force is higher than the above-mentioned power switch 49 can overcome the clamping force of the second coil spring 61 and the frictional force of contact with the rail surface s and to move to the left in the axial direction without displacement of the coupling 45 of the clutch. Mentioned frictional force is defined here by the anglethe inclination of the slot. If this angle isset too high, the switch 49 will be difficult to move to the left under the pressure of the push rod 48. If angletilt slots must lie in the range from 10 to 50o. The ultimate driving force, when the switch 49 is rejected during the specified auxiliary exposure can be adjusted by selection of the angletilt slotted anglethe inclination of the inclined surface 47s Cam surface 47 and the efforts of the three coil springs 60, 61 and 62.

Further, even when the driving force is greater than the set limit and the switch 49 moves in the axial direction without displacement of the coupling 45 of the clutch, as soon as the sprocket 18 with the pedal reaches the upper or lower dead point and the driving force decreases, the coupling 45 of the clutch is pressed auxiliary impact from the switch 49 will be shifted to the right. Thus, the switching will not occur in the transmission of excessively high drive force, for example, on a steep incline, which reduces shock loads when switching and helps to prevent breakage of the power transmission elements, such as sawtooth teeth and one-way clutches.

When the clutch 45, the clutch is moved, pereklyuchatele, there will be no noise from contact with the switch 49, even if the coupling 45 of the clutch rotates. In the position of direct transmission, shown in Fig.9, the rotation is transmitted from the driving element 22 on the housing 23 of the bushing through the power of the direct path transmission in the manner described above.

Upon actuation of the release lever device 9 controls the switch in position direct transmission clutch 45 clutch push rod 48 moves further and switch 49 transmits the pressure to the clutch 45 clutch. When this tapered surface 45d of the clutch 45 is in contact with the dog 53 first one-way clutch 50 and tends to lower the dog from the raised working position in the designated outside. However, because the dog 53 transmits the force from the carrier 43 on the housing 23 of the sleeve, it is not so easy to drop into the non-working position by one force of the second coil spring 61. And here at shock switch contact 49 with the Cam surface 47 of the clutch 45, the clutch is created helper impact, as described above, so that the clutch 45, the clutch is moved in the axial direction, and the pawl 53 may be omitted.

It should be noted that, since the rotation is transmitted directly to the yoke 43 without the participation of the clutch 45 clutch, Tralee, because the torque force of the clutch 45, the clutch has a supporting effect by converting to an offset in the axial direction when switching from a position of increased transmission in a low gear position, the rider can shift gears with little effort, pedal, even to a higher gear.

In addition, since the crank arm 26 is installed with offset inward from the end of the axis of the sleeve, the lever 26 is not acting outward from the axis and less prone to damage from shock and Stripping in contact with other objects.

The design of the crank arm 26 is not limited to the above implementation, variations in its implementation may be different.

Accommodation crank lever 26 is not limited to the above example; in that case, when the crank lever 26 without affecting the cable management holds the position corresponding to the increased speed, he should be placed to the left in Fig.2.

The mechanism for transmitting rotation is not limited to implementation in the form of a planetary gear set and may be the mechanism of the transmission gear, belt, roller, or other type or have many other embodiments. Also there could be different in the different rows, located near the right and left, and the one-way clutch can be placed between them.


Claims

1. Internal transfer sleeve Cycling, including the axis (21) of the sleeve for securing the transmission to the frame of the bike, the leading element (22) mounted for rotation about an axis (21) of the sleeve, an output element (23) mounted for rotation about an axis (21) of the sleeve, a power transmission mechanism disposed between the leading element (22) and the output element (23) for transmitting the rotating force from a driving element (22) to the output element (23) through the many paths of power transmission, a drive mechanism (25), designed to move in the axial direction along the axis of the sleeve to select one of the many paths of power transmission, and an actuator for moving the drive mechanism (25) in the axial direction of the axis of the sleeve, characterized in that the drive mechanism (25) is placed at least partially inside the axis (21) of the sleeve, and the elements of the actuator mounted on the bearing bracket (70) mounted on the axis (21) of the sleeve between the rear stop (2A) of the frame (2) the Bicycle frame and the nut without turning itemnum element of the clamp drive mechanism (25) in one axial direction along the axis of the sleeve, while the actuating mechanism is arranged to bias the drive mechanism in the opposite axial direction along the axis of the sleeve.

3. Internal transfer sleeve under item 1 or 2, characterized in that the axis (21) of the sleeve is made with a slot (21b) for partial access to the drive mechanism (25), and the actuator is entered in the specified slot.

4. Internal transfer sleeve under item 3, characterized in that the slot (21b) is placed completely inside between the free ends of the axis (21) of the sleeve.

5. Internal transfer sleeve under item 1, characterized in that the actuator contains a link (71) mounted to rotate on a bearing bracket (70) through its middle part.

6. Internal transfer sleeve under item 5, characterized in that the element (71) is made in the form of the first shoulder (s), extending from the middle part of the connection cable (73) control, and the second arm (71b), extending from the middle part for contact with a drive mechanism.

7. Internal transfer sleeve under item 5 or 6, characterized in that it is provided with the connecting rod (74) for installation with the possibility of turning the middle part of the link (71) on the bearing bracket (70).

8. Internal transfer sleeve on one of the PP. 5 is a (73) management.

9. Internal transfer sleeve on one of the PP. 5-8, characterized in that the bearing bracket (70) provided with a hole for mounting therein the free end of the axis (21)of the sleeve.

10. Internal transfer sleeve under item 9, characterized in that the axis (21) of the sleeve is installed through the bearing bracket (70).

11. Internal transfer sleeve on one of the PP. 5-10, characterized in that the axis (21) of the sleeve is made with a slot (21b) for partial access to the drive mechanism, and a link (71) inserted in the specified slot.

12. Internal transfer sleeve on one of the PP. 6-11, characterized in that it is equipped with the clamping element (60) for clamping of the drive mechanism in one axial direction along the axis of the sleeve, and said second shoulder (71b) is installed with the possibility of displacement of the drive mechanism in the opposite axial direction along the axis of the sleeve.

13. Internal transmission sleeve according to one of the preceding paragraphs, characterized in that the drive mechanism is equipped with an elongated rod (48) of the control.

14. Internal transfer sleeve on p. 13, characterized in that it includes a switch (49) mounted slidable within the second slot (21d), made in the axis (21) of the sleeve, in accordance with the movement of the rod

 

Same patents:

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FIELD: transport.

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FIELD: transport.

SUBSTANCE: invention relates to gearshift actuators in planetary transmissions in wheel hub. Pair of sun gears has fixing projections (23b) for engagement with axle (10) via pawls (12b, 13b). Sun gears disengagement from axle (10) is provided by pawl control ring. This ring has casing (16) with hold-down elements (18) in the form of rollers. Splined grooves (27b) are created on inner circumference of carrier (20) or on separate body (29) capable to slip relative to carrier (20). Carrier (20) rotation provides gradual pushing out of hold-down elements (18) from deep section of splined grooves (27b) with corresponding holding down pawls (12b) and their disengagement from fixing projections (23b) of one of sun gears.

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FIELD: transport engineering: bicycles.

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FIELD: transport.

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3 dwg

FIELD: transport.

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3 cl, 4 dwg

FIELD: transport.

SUBSTANCE: invention relates to automatic speed control of bicycle with the help of centrifugal force of rolling loads with following assisting force connection from spinning wheel plug for operation of back speed switch. Control link (9) is brought into rotation with plug (8) of front wheel and connected by means of a rope to centrifugal weights (12) the action of which on link (9) is balanced with spring (20). When centrifugal force increases, link (9) joins threaded half-coupling (11) movable in threaded section of axis (7). Further displacement of threaded half-coupling (11) along axis (7) through rope (6) controls the back switch in order to switch the chain from bigger sprocket to smaller one. When centrifugal force decreases, link (9) joins reverse half-coupling (10) which through satellites in the form of balls (14) rotates threaded half-coupling (11) in opposite direction. As a result of reverse displacement along axis (7) threaded half-coupling (11) controls the back switch through rope (6) in order to switch the chain from smaller sprocket to bigger one. Fork (18) is fixed relative to axis (7) of fork of the front wheel and includes longitudinal slots (19) throughout the width of balls (14). Locking and spring-loaded rings (16), (17) form a gap-free link rail for balls (14).

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2 dwg

FIELD: transport.

SUBSTANCE: invention refers to control facilities for automatic gearshift on bicycle when fluid pressure changes which operates when angular velocity changes with subsequent connecting auxiliary force from bushing of rotating wheel for rear gear selector operation. Spring-loaded control link (9) is rotated by bushing (8) of front wheel and is connected with device for shifting control link (9) depending on increase or decrease of bicycle speed. The device for shifting control link (9) contains circular screw (21) which is fixed relative to axis of the front wheel and circular channel (22) which is attached to control link (9). Circular screw (21) enters with gap into circular channel (22) with high-viscosity substance (23). Equilibrium of the link (9) between butt ends of half couplings (10, 11) is provided by spring and pressure of high-viscosity substance (23) which is charged by circular screw (21). When motion speed increases the pressure of charged substance (23) also increases, and the link (9) joins with threaded half clutch (11) movable on threaded axis section (7). Subsequent displacement of threaded half clutch (11) along axis (7) via cable (6) controls rear selector to switch chain from large sprocket to smaller sprocket. When motion speed decreases the pressure of charged substance (23) also decreases and the link (9) joins with reverse half clutch (10) which rotates threaded half clutch (11) in reverse direction via ball-type satellites (14). As a result of reverse displacement along axis (7), threaded half clutch (11) via cable (6) controls rear selector to switch chain from smaller sprocket to larger sprocket.

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2 dwg

FIELD: transport.

SUBSTANCE: spring-loaded control link (9) is revolved by front wheel hub (8) and linked with control link displacement drive to respond to bicycle speed increase or decrease. Control link displacement drive (9) comprises a set of bundles (15), Newton fluid (16) and journal of fixed shaft (7). Bundles (15) are regularly arranged around the ring of control link (9), one end of every bundle being fitted in said control link while another end can stays in permanent contact with aforesaid journal of fixed shaft (7) via Newton fluid (16). Balanced state of link (9) between faces of half-couplings (10, 11) is provided by spring and viscous friction between bundles (15) of revolving link (9) and journal of fixed shaft (7). Increasing speed causes an increase in viscous friction, makes ends of bundles (15) sitting on main part of journal sector and link (9) engaging with threaded half-coupling (11) that moves on threaded part of fixed shaft (7). Further displacement of threaded half-coupling (11) on shaft (7) controls via cord (6) the rear gear shift lever to shift drive chain from larger sprocket to smaller one. Decrease in speed causes the decrease in viscous friction and makes link (9) coupled with reversing half-coupling (10) which drives, via balls (13), threaded half-coupling (11) in opposite direction. Further displacement of threaded half-coupling (11) on shaft (7) controls via cord (6) the rear gear shift lever to shift drive chain from smaller sprocket to larger one.

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2 dwg

FIELD: transport.

SUBSTANCE: invention relates to devices designed to control bicycle automatic gearshift at viscous friction variation that operate in response to change of angular speed with subsequent coupling of extra force from revolving wheel hub to make rear gearshift device operate. Spring-loaded control link is driven by front wheel hub and coupled with control link shifter operating depending upon bicycle speed variation. Said control link shifter comprises flexible links 16, antifriction ring 17, cylindrical cap 18, support element 19, constricting split sleeves 20, guide ring 21 and Newton fluid 22. Cylindrical cap 18 is fixed on axle to interact, via Newton fluid 22, with support element 19 for the latter to receive front wheel hub rotation. Support element 19 represents a washer with inner circular neck accommodating flexible links 16 connected to control element. Flexible links 16 belt guide ring 21 mounted in front wheel hub together with constricting split sleeves 20 fitted on opposite sides of control link to constrict maximum travel of control link so that to ensure operation of the rear gearshift device. Control spring rests via antifriction ring 17 on cylindrical cap 18.

EFFECT: simplified design, reduced sizes, higher accuracy and reliability.

3 dwg

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