EP0000278B1 - Multi-speed bicycle transmission - Google Patents

Multi-speed bicycle transmission Download PDF

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Publication number
EP0000278B1
EP0000278B1 EP78300091A EP78300091A EP0000278B1 EP 0000278 B1 EP0000278 B1 EP 0000278B1 EP 78300091 A EP78300091 A EP 78300091A EP 78300091 A EP78300091 A EP 78300091A EP 0000278 B1 EP0000278 B1 EP 0000278B1
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EP
European Patent Office
Prior art keywords
drive shaft
drive
speed transmission
set forth
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP78300091A
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German (de)
English (en)
French (fr)
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EP0000278A1 (en
Inventor
Fernand Stephen Lapeyre
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0000278A1 publication Critical patent/EP0000278A1/en
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Publication of EP0000278B1 publication Critical patent/EP0000278B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
    • B62M25/02—Actuators for gearing speed-change mechanisms specially adapted for cycles with mechanical transmitting systems, e.g. cables, levers
    • B62M25/06—Actuators for gearing speed-change mechanisms specially adapted for cycles with mechanical transmitting systems, e.g. cables, levers foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism
    • Y10T74/19279—Cam operated
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19414—Single clutch shaft
    • Y10T74/19419—Progressive
    • Y10T74/19442—Single key
    • Y10T74/19451—Spur gears
    • Y10T74/1946—Sliding clutch carrier
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19414—Single clutch shaft
    • Y10T74/19419—Progressive
    • Y10T74/19442—Single key
    • Y10T74/19451—Spur gears
    • Y10T74/19465—Sliding clutch operator

Definitions

  • This invention relates to multi-speed bicycles transmissions and more particularly to an improved, pedal hub located and drive pedal responsive multi-speed bicycle transmission system.
  • rear wheel hub transmission systems include reverse drive pedal actuable epicyclic gear systems as disclosed in U.S. Patents Nos. 3,351,165, 3,433,097, 3,803,947 and 3,726,156 and manually selectable rear wheel hub transmissions as embodied in U.S. Patents Nos. 3,653,273 and 3,886,811.
  • Rear wheel hub multi-speed transmission systems and particularly those that are coaster brake compatible, are of relatively complicated construction with diminutively sized components dictated by the limited available space. As such and because of the wheel diameter lever arm inherent in rear wheel hub located multi-speed transmissions, such are unduly subject to damage through normal, much less abusive, use and the repair thereof is usually both relatively difficult and expensive. Even the simpler rear wheel hub multi-speed transmission systems that are widely employed in hand brakeable bicycles, such as the Sturmey-Archer three speed and "derailleur" type multi- speed transmissions, are subject to hub component and gear shift cable damage that necessitate relatively expensive repairs as well as requiring diversion of the rider's attention when manual shifting is to be effected.
  • the present invention consists in a multi-speed transmission for bicycles of the type having a drive wheel, a tubular frame incorporating a generally cylindrical pedal drive shaft hub and a drive shaft adapted in use to be rotatably displaced within said hub in response to concurrent displacement by the bicycle rider of a pair of pedal members connected by crank members thereto, said transmission serving to effect a selected power transmitting inter connection between said drive shaft and the drive wheel of the bicycle, characterized in that there are provided collar means mounted on said drive shaft for rotation in conjunction therewith and permitted longitudinal displacement therealong; means engageable with said collar means and responsive to a predetermined arc of reverse rotative displacement of said drive shaft at a pair of diametrically disposed angular positions thereof for bidirectionally displacing said collar means longitudinally thereof; and means responsive to the longitudinal disposition of said collar means on said drive shaft for effecting said selected power transmitting interconnection between the drive shaft and the drive wheel of said bicycle.
  • the transmission further includes a plurality of drive gears rotatably mounted on said drive shaft, means for connecting each of said drive gears into selective driving engagement with said drive shaft, and means responsive to the positional location of said collar means longitudinally of said drive shaft for effecting the selected connection of each of said drive gears into driving engagement with said drive shaft.
  • said means connecting each of said drive gears into driving engagement with said drive shaft comprises pawl means effectively subject to stress only during forward rotational displacement of said drive shaft
  • said stress is compressive.
  • an improved multi-speed bicycle transmission that may be used alone with hand brakeable bicycles in accord with the desires and dictates of the rider and which may be compatibly employed in association with existing hand brakeable, gear shift operated and coaster brake incompatible multi-speed rear wheel hub transmissions, such as the widely employed Sturmey-Archer three speed transmissions, to conveniently provide an expanded number of available transmission ratios.
  • Further advantages include the provision of a transmission locatable at the drive pedal hub, wherein the stress magnitudes on the shifting and drive components are relatively small, wherein the gears may be preselected to provide any desired gear ratios and which gear may be readily interchanged to modify the gear ratios whenever required.
  • Another advantage of the preferred form of the invention includes the general provision of a multi-speed transmission wherein the critically stressed drive system components, such as the interconnection of the drive gear with the drive shaft, are subjected only to compressive stresses when drivingly engaged.
  • Other advantages include the ability to provide a factory assembled and sealed type of multispeed transmission for bicycles of rugged and durable character that affords a long operating life and singular freedom from maintenance and repair.
  • a drive pedal actuatable gear shifting mechanism that dispenses with control cables, does not require the rider to remove his hands from the handle bars or divert his attention from the path of bicycle travel during the shifting operation and which is operable by simple, facile and rapid drive pedal manipulation within limited arcs of reverse pedal displacement at readily locatable positions in their path of rotation all to the end of readily permitting rapid gear shifting in times of emergency or the like.
  • Still other advantages of preferred forms of the invention includes the provision of an improved multispeed bicycle transmission where shifting can be effected independent of the speed of the bicycle including while at rest, wherein all components are automatically disposed in an effectively stress free condition when shifting is being effected and wherein one set of gears, even during the shifting operation, is always drivingly engaged.
  • a still further advantage is the permitted avoidance of all hand manipulative operations for shifting purposes, which not only permits continued manual control of steering and braking at all times but which also dispenses with any necessity for visual diversion from the path of the travel with increased safety for the bicycle rider
  • Still further advantages of the subject invention include the provision of a reliable and economic in-line type of multi- speed transmission for bicycles that is effectively immune to damage arising from any pedal manipulation.
  • a bicycle having a front steer able wheel 10 and a rear driving wheel 12 mounted on a frame, generally designated 14.
  • the frame 14 is of conventional tubular construction and generally includes a substantially vertical seat post member 16, a horizontal upper member 18, an angularly disposed lower member 20, a bifurcated front wheel support 22, a bifurcated rear wheel support 24 and a pair of rearwardly extending lower members 26.
  • the seat post member 16, lower member 20 and rearwardly extending lower members 26 commonly terminate at a transverse cylindrical pedal drive shaft hub, generally designated 30, which, as will hereinafter be described, forms a portion of the housing for the improved multi- speed transmission system incorporating the principles of this invention.
  • Such bicycle also includes a transversely disposed drive pedal shaft 32 journalled in the hub 30 having conventional opposed right and left pedal cranks 34 and 36 terminally mounted thereon.
  • Rotatably mounted at the terminal ends of the cranks 34 and 36 are independently rotatable drive pedals 38 and 40 respectively.
  • the rear or drive wheel 12 includes a hub 46 and sprocket 48 drivingly connected by a chain 50 to the main drive sprocket 52 mounted on the right side of hub 30.
  • the sprocket 52 is positively driven, through the hereinafter described transmission, by rotation of the pedal cranks 34 and 36 in the clockwise direction as viewed from the right.
  • Hand levers 54 are mounted on the handle bars for actuation of conventional wheel rim brake pads.
  • a generally rectangular gear housing 62 disposed between the main drive sprocket 52 and the right hand terminal end 32 R of the drive pedal shaft 32.
  • the gear housing 62 may be positioned by a U shaped bracket 60 engaging one of the rearwardly extending lower members 26 and is conveniently formed of casing halves 64 and 66 secured together by screws 68.
  • Disposed within the gear housing 62 is a multi-element in-line transmission of the general type disclosed in U.S. Patent No. 3,812,735.
  • the specifically illustrated transmission is a three speed transmission and as will be apparent to those skilled in the art, any speed multiple can be accommodated within the orbit of the disclosed invention.
  • the casing halves 64 and 66 are internally shaped to provide a pair of inwardly directed stub axles 70, 72 that support a stationary bearing sleeve 74.
  • a freely rotatable bearing sleeve 76 having secured thereto the cylindrical hub 78 of a first spur change gear 80.
  • Mounted on the hub 78 of the first spur change gear 80 and splined thereto, as at 82, for concurrent rotation therewith are any desired number of additional spur change gears, for example, the second and third spur change gears 84 and 86 for the illustrated three speed transmission.
  • the three spur change gears 80, 84 and 86 and the bearing sleeve 76 are journalled for free but concurrent rotation about the stationary bearing sleeve 74.
  • the drive gears 92, 94 and 96 are journalled for independent and individually free rotation about a diametrically enlarged hub portion 106 of the pedal drive shaft 32 and, as will be described hereinafter, are adapted to be disposed in individual selected driving engagement therewith.
  • the innermost drive gear 92 is shaped to include an axially extending cylindrical flange or skirt portion 100 that is sized to extend through a suitable bore 102 in the left casing half 64 and has the main drive sprocket 52 mounted in keyed engagement thereon for rotation in conjunction therewith.
  • the bores 128 of the drive gears 92, 94 and 96 are sized to be rotatably supported by the enlarged hub portion 106 of the pedal drive shaft 32 and each such bore 128 includes a plurality of generally rectangular pawl engageable recesses 108 therein.
  • the enlarged hub portion 106 of the pedal drive shaft 32 includes an elongate longitudinal pawl containing outer recess 110 overlying the outwardly facing end of an inner and smaller elongate longitudinal channel 112 sized to extend along the pedal drive shaft 32 and adapted to contain therewithin an elongate displaceable leaf spring type actuating member 114.
  • an angularly shaped cam surface 124 Disposed at the terminal end of the elongate leaf spring type actuating member 114 operatively related to the drive gears 92, 94 and 96 is an angularly shaped cam surface 124 that is normally biased radially outwardly from the axis of the pedal shaft 32 and upwardly toward and into the outer recess 110. Disposed within the outer longitudinal recess 110 are a plurality of discrete and selectively shaped drive pawl members 116, one for each of the drive gears 92, 94 and 96.
  • Each of the pawl members 116 is normally biased downwardly within the recess 110 and out of driving engagement with the respective pawl engageable recesses 108 in the bores 128 of the drive gears 92, 94 and 96 by the action of the ring type biasing springs 118 contained within the circumferential recesses 120 in the enlarged hub portion 106.
  • each pawl 116 includes a front portion 126 having a flat undersurface 250 sized to rest upon and be supported by the shoulder 252 forming the bottom of the recess 110.
  • the front wall portion 254 includes a recess 256 and an inclined wall 130.
  • the upper surface of the front of the pawl includes two oppositely inclined surfaces 258 and 260 having a crest 262 at their apex.
  • a transverse slot or recess 264 Disposed at the rear of the inclined surface 260 is a transverse slot or recess 264 having a spring wire receiving bore 266 in the centre thereof. Intersecting the transverse slot 264 at the bore 266 is a longitudinal channel 268 sized to accommodate the end of the ring type biasing spring 118.
  • the undersurface of the pawl 116 includes an intermediate recess 270 defining a bearing surface 272 and a rearward heel portion 274 terminating in a pivot 140 adapted to be seated at the junction of the bottom and side defining walls of the recess 110. Extending upwardly from the pivot 140 is an inclined wall portion 134.
  • front and rear inclined walls 130 and 134 comprise the load bearing surfaces of the pawl members 116 and disposed in substantially parallel relation to each other.
  • the above described pawl configuration serves to permit the ring type biasing springs 118 to normally bias the pawls 116 into seating engagement with the shoulder 252 forming the floor of the recess 110 and in bridging position over the inner channel 112.
  • Such springs 118 also serve to maintain the pivot 140 at the apex 142 of the angle formed by the vertical wall 136 and shoulder 252 of the recess 110 and to thus permit selective pivotal and radially outward displacement of the front end portion of the pawls 116 while maintaining said pivot fixed in position.
  • each of the drive gears 92, 94 and 96 is freely rotatable on the enlarged hub portion 106 of the pedal drive shaft 32 and each of the pawls 116 is normally biased downwardly within the longitudinal recess 110 by the action of its respective ring type biasing spring 118.
  • a pawl 116 when a pawl 116 is so biased, it is out of engagement with its drive gear and there is no driving engagement between the enlarged hub portion 106 of the pedal drive shaft 32 and the drive gear associated with said pawl.
  • Elevation of the front end 126 of a selected pawl 116 upwardly and out of the recess 110 is effected by longitudinal displacement and disposition of the elongate leaf spring type actuating member 114 within the elongate recess 112 in the pedal drive shaft 32.
  • the selective engagement of the angularly shaped terminal end 124 thereof, due to the biasing action of said leaf spring actuating member 114, with the underside of a pawl 116, as shown in Figs. 4 and 7B, overcomes the action of its ring type biasing spring 118 and pivotally elevates the front end 126 of the pawl 116 radially outwardly of the recess 110.
  • a pawl is rotated about its heel 140 in the corner 142 of recess 110.
  • Such pivotal pawl displacement places the crest 262 on the top of the pawl 116 into compressive engagement with defining surface of the bore 128 of the selected drive gear. Since the pedal drive 32 will normally be rotating in the direction of the arrow in Fig.
  • a direct driving connection is thus established between the forwardly rotating enlarged hub portion 106 of the pedal drive shaft 32 and a selected drive gear, as for example gear 92, and such driving connection will be effectively maintained, and/or readily re-establishable, until the elongate leaf spring type actuating member 114 is longitudinally displaced within the channel 112 out of engagement with the drive pawl 116 for such gear 92.
  • the sloped upper surface 260 of the drive pawl 116 permits ready advance of the engaged drive gear relative to the drive shaft 32 as would occur when the forward rotative advance of the drive shaft 32 is halted or even reversed.
  • Such halting of advance or reverse rotation of the pedal drive shaft 32 effects automatic disengagement of a drivingly engaged pawl from the recess 108 in the gear bore 128 and its reintroduction into the recess 110 in the hub without otherwise affecting the continued upward biasing of such pawl 116 by the action of the angularly shaped end 124 of the elongate leaf spring type actuating member 114.
  • Such disengaging and retraction action permits the bike rider to coast with a temporary disengagement of all driving connection between the pedal drive shaft 32 and the main drive sprocket 52.
  • the above described driving connection between an outwardly biased pawl 116 and a recess 108 in the bore 128 of the drive gear will automatically be re-established when pedal drive shaft 32 rotation in the bicycle advancing direction is resumed by the rider.
  • the pawls 116 are selectively shaped to provide for parallel interfacial engagement between pawl surface 130 and sidewall 132 of recess 108 and also between pawl surface 134 and sidewall 136 of recess 110 to assure that the pawls are in compression at all times when a driving engagement exists between a drive gear and the pedal drive shaft 32.
  • the specifically illustrated and described set of drive and change gears is adapted to provide for three separate speed ratios for the main drive sprocket 52.
  • the leaf spring actuating member 114 has been positioned within the longitudinal recess 112 in the pedal shaft 32 so that its cam shaped terminal end 124 elevates the pawl 116 into driving engagement with a pawl engagable recess 108 in the bore 128 of drive gear 92
  • the drive gear 92 will be directly driven by the rotation of the pedal drive shaft 32.
  • the main drive sprocket 52 will be directly driven by gear 92 through its hub 100 and will be advanced at a 1 to 1 ratio with the rotation of the pedal drive shaft 32.
  • gear 92 will also directly drive companion gear 80 which in turn will rotate change gears 84 and 86 in conjunction therewith.
  • Change gears 84 and 86 will directly drive the freely rotatable drive gears 94 and 96, which are now unconnected to the enlarged hub 106 of pedal drive shaft 32, at speeds determined by the various gear ratios involved.
  • the drive gear 92 will be disengaged from driving engagement with the pedal drive shaft 32 by retraction of the drive pawl 116 therefore into the recess 110 and the pawl 116 underlying gear 94 will be elevated into driving engagement with the pawl engageable recess 108 in the bore 128 of the drive gear 94. Under such conditions, the gear 94 will be directly driven by the rotation of the pedal drive shaft 32.
  • drive gear 94 will directly drive companion gear 84 at a speed W, rpm, determined by the gear ratios therebetween.
  • Companion gear 84 will drive change gear 86 and 80 at the same speed W, rpm.
  • Change gear 80 will now drive the now freely rotatable drive gear 92 at a speed W 2 rpm determined by the gear ratio therebetween and, of course, will thus drive the main drive sprocket 52 at the same speed W 2 rpm.
  • change gear 86 will also drive the freely rotatable drive gear 96 at a speed determined by the gear ratio therebetween.
  • similar operation will be effected if the gear 96 is drivingly engaged with the pedal shaft 32.
  • the specific gear ratios for the drive and change gears may be suitably preselected to accommodate the preferences of the bicycle manufacturer.
  • At least one drive gear will always be drivingly engaged or biased for driving engagement with the pedal drive shaft 32. That is, the angularly shaped end 124 of the leaf spring actuating member 114 will always be in operative biasing engagement with at least one of the drive pawls 116.
  • Controlled longitudinal displacement of the elongate leaf spring actuating member 114 within the elongate channel 112 in the pedal drive shaft 32 to effect the selective driving engagement of the drive gears 92, 94 and 96 to the pedal drive shaft 32 through the above described selective elevation of the pawls 116, is effected by a drive pedal responsive shifting mechanism disposed within the pedal hub 30 that conventionally forms an integral part of the standard bicycle frame 14.
  • the pedal drive shaft 32 is journalled within the generally cylindrical shell 148 of the pedal hub 30 by spaced ball bearings 150, 152. Disposed between the ball bearings 150, 152 and within the shell 148 is a fixed cylindrical sleeve 154.
  • the interior surface of the sleeve 154 is of continuous character except for a rectangularly shaped aperture 146 therein. Disposed within the aperture 146 is a selectively displaceable rectangularly shaped sector-like member 156.
  • the sector-like member 156 is pivotally mounted, as at 158, and serves as a hinged shift control member.
  • Such control member 156 is normally biased, as by a ring type biasing spring 160, into its advanced or closed position as shown at 162 in Fig. 5. When so normally biased, its inner surface is disposed substantially flush with the remainder of the inner surface of the fixed sleeve 154.
  • the control member 156 generally comprises an arcuate and pivotally displaceable flap like member having a pair of spaced inwardly directed and spaced pin members 166 and 168 (for the illustrated three drive gear transmission) mounted on the free end 164 thereof.
  • the pins 166 and 168 are spaced apart a distance substantially equal to the spacing of the center lines of the drive gears 92, 94 and 96.
  • the thickness of the control member 156 is progressively decreased from its pivotal mounting 158 to its free end 164 in order to permit radially outward pivotal displacement of said free end 164 against the restraining action of the biasing spring 160, as will be hereinafter described.
  • the portion of the pedal drive shaft disposed within the fixed sleeve 154 is flatted as at 176, 178.
  • a longitudinally displaceable shift collar member 180 having a cylindrical external surface is mounted on the flatted portion of the pedal drive shaft so as to be slidably displaceable therealong and conjointly rotatably displaceable therewith.
  • the collar member 180 overlies the terminal end of the longitudinal channel 112 containing the elongate leaf spring actuating member 114.
  • the leaf spring actuating member 114 suitably comprises an elongate strip of spring steel or the like having one terminal end 184 thereof secured to the collar member 180 and an intermediate body portion 186 disposed within the channel 112 that is of a length adapted to place the anularly shaped terminal end portion 124 thereof in selective operative biasing engagement with the underside of the pawls 116 for the drive gears 92, 94 and 96 in accord with the selective positioning of the collar member 180 longitudinally of the flatted surfaces 176, 178 of the pedal drive shaft 32. As shown in Fig.
  • a pair of angularly disposed camming ridges 206 and 208 are mounted in diametrically opposed relation on the exterior cylindrical surface of the slidable shift collar 180.
  • Each of the camming ridges includes one perpendicular cam surface 210 and one slanted or inclined cam surface 212.
  • Such are operatively related to the pins 166 and 168 on the pivotally mounted shift control member 156 so that engagement of the perpendicular cam surfaces 210 with such pin members 166 and 168 will effect axial displacement of the collar member 180 relative to the pedal drive shaft 32 as the latter is rotated in reverse direction and that engagement of the inclined cam surfaces 212 with the pin members 166 and 168 will effect an outward pivotal displacement of control member 156 and no displacement of the collar 180 relative to the pedal drive shaft 32 when the latter is being rotated in the forward direction.
  • each such engagement causes the engaged pin member 166 or 168 to ride up the inclined cam surface 212 and outwardly displace the free end 164 of the hinged control member 156 into a retracted position against the inward biasing action of the spring member 160, which functions to return the hinged control member 156 into its advanced position in coplanar relation with the interior surface of the sleeve 154 once the camming ridge has been advanced past the pins 166, 168.
  • the collar member 180 rotates in conjunction therewith without any lineal or axial displacement of the collar 180 axially of the drive shaft 32.
  • Figs. 11 A through 11 D is an unfolded plan view of the cylindrical surface of the shift collar 180, the upshifting and downshifting action effected through interengagement of the perpendicular cam surfaces 210 and the pins 166 and 168 on the control member 156 will be described.
  • the perpendicular surface 210 of the camming ridge 206 is disposed in abutting engagement with the pin 166 as would be obtained, for example, by location of the left pedal crank 36 and left drive pedal 40 at a first predetermined point in their path of rotation.
  • the leaf spring actuating member 114 When so positioned, the leaf spring actuating member 114 will be at its limiting advanced position in engagement with the drive pawl 116 for the outermost drive gear 96 and with such gear disposed in driving engagement with the pedal drive shaft 32.
  • continued reverse rotational displacement of the collar member 180 as indicated by the arrow 214 through a limited arc, as determined by the length and pitch of the camming ridge 206, will effect a concommitant lineal displacement of the collar 180 axially of the pedal drive shaft 32 as indicated by the arrow 218 and to the positioning illustrated in Fig. 11 B as the camming ridge 206 is displaced past the pin 166.
  • the described collar displacement will selectively locate the perpendicular surface 210 of the camming ridge 206 in position to operatively engage the second pin 168 on the control member 156 whenever the left pedal crank 36 and left drive pedal 40 are again disposed at the above noted first predetermined point in their path of rotation, as illustrated in Fig. 11 C.
  • such displacement of the collar 180 has selectively located the diametrically disposed second camming ridge 208 so that its perpendicular surface 210 is positioned to operatively engage the second pin 168 (shown dotted) whenever the left pedal crank 36 and left drive pedal 40 are disposed at a second predetermined point, 180° removed from the above described first point, in their path of rotation.
  • shifting is limited to collar displacement intermediate the above described advance and retracted positions.
  • the diametrically separated location and opposed positioning of the camming ridges 206 and 208 effectively locates two predeterminable positions for the right and left pedals 38 and 40, at which reverse rotation through a small arc as determined by the length and pitch of the camming ridges 206 and 208 will effect "upshifting" or "downshifting" of the transmission.
  • upshifting may be conveniently effected by limited reverse rotation, for example, through about 30° of reverse movement of the right pedal 38 when such pedal is in its lowermost position and downshifting effected by similar limited reverse rotation of the left pedal 40 when such pedal is in its lowermost position.
  • a predetermined minimum amount of reverse rotative displacement of the pedal drive shaft 32 is required, at either of the two defined locations to effect a shifting of the gears.
  • the action of the spring loaded indent ball 190 will complete the displacement of the collar 180 necessary to effect the desired gear shift through transfer of the indent ball 190 to the adjacent locking recess.
  • axial displacement of the collar 180 in response to reverse rotation of the drive pedal shaft could be similarly effected by mounting the camming ridges on the sleeve 154 and locating the pins 166 and 168 on the collar 180.
  • a pair of shift control members disposed 180° apart could have the camming ridges mounted thereon and with the pin members 166 and 168 mounted on the collar.
  • the camming ridges could be integral with the sleeve 154 and the pins 166 and 168 mounted on a pivotally displaceable control member forming a part of the collar 180.
  • the foregoing pedal responsive multi-speed transmission provides enhanced safety for the bicycle rider in that it does not require release of the handle bars by the operator or diversion of vision from the path of travel during shifting operations entirely apart from a rapidity of operation that minimizes the time required to change speeds.
  • the described system is also essentially fail-safe in that if any pawl member biasing spring fails and permits its pawl 116 to become drivingly engaged with its related drive gear, then such gear will operatively drive the bicycle unless another and deliberately engaged drive gear happens to be one that would drive the bicycle at a higher speed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)
  • Transmission Devices (AREA)
EP78300091A 1977-06-27 1978-06-27 Multi-speed bicycle transmission Expired EP0000278B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US810112 1977-06-27
US05/810,112 US4283969A (en) 1977-06-27 1977-06-27 Bicycle transmission

Publications (2)

Publication Number Publication Date
EP0000278A1 EP0000278A1 (en) 1979-01-10
EP0000278B1 true EP0000278B1 (en) 1981-10-28

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP78300091A Expired EP0000278B1 (en) 1977-06-27 1978-06-27 Multi-speed bicycle transmission

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US (1) US4283969A (enrdf_load_stackoverflow)
EP (1) EP0000278B1 (enrdf_load_stackoverflow)
JP (1) JPS5438040A (enrdf_load_stackoverflow)
BR (1) BR7804061A (enrdf_load_stackoverflow)
CA (1) CA1098733A (enrdf_load_stackoverflow)
DE (1) DE2861258D1 (enrdf_load_stackoverflow)
DK (1) DK154056C (enrdf_load_stackoverflow)
ES (1) ES471195A1 (enrdf_load_stackoverflow)
IL (1) IL54958A (enrdf_load_stackoverflow)
IT (1) IT1105382B (enrdf_load_stackoverflow)
MX (1) MX147183A (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4007865A1 (de) * 1990-03-13 1991-09-19 Karl Dr Koltai Das mehrfunktionsfahrradpedal

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4419905A (en) * 1977-06-27 1983-12-13 Lapeyre Fernand S Bicycle transmission
US4305312A (en) * 1977-06-27 1981-12-15 Lapeyre Fernand S Bicycle transmission
US4644828A (en) * 1984-04-10 1987-02-24 Bridgestone Cycle Co., Ltd. Stepless speed change device for bicycle
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JP5184942B2 (ja) * 2008-03-31 2013-04-17 本田技研工業株式会社 多段変速機
JP5036613B2 (ja) * 2008-03-31 2012-09-26 本田技研工業株式会社 多段変速機
JP5142789B2 (ja) * 2008-03-31 2013-02-13 本田技研工業株式会社 多段変速機
JP5386100B2 (ja) * 2008-03-31 2014-01-15 本田技研工業株式会社 多段変速機
JP5086956B2 (ja) * 2008-09-25 2012-11-28 本田技研工業株式会社 多段変速機
JP5086957B2 (ja) * 2008-09-25 2012-11-28 本田技研工業株式会社 多段変速機
JP5049237B2 (ja) * 2008-09-25 2012-10-17 本田技研工業株式会社 多段変速機
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US10207772B2 (en) 2011-01-28 2019-02-19 Paha Designs, Llc Gear transmission and derailleur system
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Also Published As

Publication number Publication date
DK154056C (da) 1989-02-27
EP0000278A1 (en) 1979-01-10
MX147183A (es) 1982-10-20
JPS6328838B2 (enrdf_load_stackoverflow) 1988-06-09
IT1105382B (it) 1985-10-28
DK154056B (da) 1988-10-10
DK289478A (da) 1978-12-28
DE2861258D1 (en) 1982-01-07
IT7850032A0 (it) 1978-06-27
CA1098733A (en) 1981-04-07
JPS5438040A (en) 1979-03-22
ES471195A1 (es) 1979-01-16
US4283969A (en) 1981-08-18
BR7804061A (pt) 1979-01-09
IL54958A (en) 1982-03-31

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