EP0101516A1 - Transmission automatique - Google Patents

Transmission automatique

Info

Publication number
EP0101516A1
EP0101516A1 EP19830902632 EP83902632A EP0101516A1 EP 0101516 A1 EP0101516 A1 EP 0101516A1 EP 19830902632 EP19830902632 EP 19830902632 EP 83902632 A EP83902632 A EP 83902632A EP 0101516 A1 EP0101516 A1 EP 0101516A1
Authority
EP
European Patent Office
Prior art keywords
chain
wheel
segments
sprocket
link
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.)
Withdrawn
Application number
EP19830902632
Other languages
German (de)
English (en)
Inventor
Gilmore Harley Chappell
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0101516A1 publication Critical patent/EP0101516A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B62M9/08—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving eccentrically- mounted or elliptically-shaped driving or driven wheel; with expansible driving or driven wheel

Definitions

  • the present invention relates generally to the field of mechanical transmissions of the chain drive type, and more particularly, relates to an automatic transmission suitable for use with bicyles, motor gear industrial drives and the like wherein the gear ratio can be automatically varied in response to the power requirements.
  • Bicycle transmissions wherein the gear ratio can be automatically varied through a contractible and expandable sprocket wheel construction in response to the effort exerted upon the pedals by the cyclists are known, as exemplified by U.S. Patent No. 3,995,508.
  • the effective diameter of the sprocket wheel assembly is varied by changing the radial positions of a plurality of cooperating sprocket gears.
  • the determination of the radial positions of the sprocket gears is a function of the input torque so that by increasing the torque, the effective diameter of the sprocket wheel components will be decreased.
  • a continuously acting spring functions to automatically increase the effective diameter of the sprocket wheel components.
  • the present invention relates generally to the field of automatic bicycle transmissions, and more particularly, is directed to an improved expanding sprocket assembly featuring sprocket which are capable of automatic chain engagement without clatter and which are arranged for automatic locking within any predetermined gear ratio.
  • the present invention when applied to a bicycle, includes a reference wheel of fixed diameter which is arranged for rotation upon a hub which is carried on the pedal shaft and is rotated when the associated pedal arm is rotated.
  • the reference wheel includes a pair of radial slots in substantially axial alignment with the pedal arm and a second pair of radial slots which extend at substantially right angles to the pedal arm.
  • a plurality of separate links or a unitary small link star is coaxially connected for rotative movement relative to the reference wheel and is arranged for automatic rotation in response to torque requirements.
  • a plurality of four pivotally connected links interconnect the outer extremities of the small link star or the separate links and the reference wheel at slide blocks positioned in the respective slots.
  • One or more adjustable compression springs are carried upon the pedal arm to radially outwardly bias one of the slide blocks to rotate the link star in a direction to continuously urge the plurality of links to tend to push the drive sprocket segments and chain slide segments to their outermost or largest diameter positions.
  • the plurality of drive sprockets and chain slides tend to automatically collapse to override the bias of the spring and to change the gear ratio as may be necessary to most efficiently proceed under the particular local road conditions.
  • the aligned and right angled orientation of the radially collapsing and expanding drive sprockets and chain slides relative to the reference wheel allows conscious, automatic locking of the drive sprockets and chain slides in any torque adjusted radial position and prevents the unintentional expansion of the effective drive wheel diameterupon release of torque on the pedal arm, until such time as the expansion is desired by the cyclist.
  • the operator can rotate the pedals to an expansion permitting orientation whereat the compression springs will be free to bias the drive sprockets and chain slides to their respective, expanded positions. In this manner, collapsing and expanding of the effective drive diameter of the drive sprockets assembly can be completely controlled by adjusting the angular orientation of the pedal arms.
  • the timing of the drive sprockets is advanced by connecting the respective slide blocks to the drive sprockets and chain slide forwardly of their respective centers. In this manner, more o the sprocket segment teeth will be engaged in the chain in the locked and drive positions, thereby to obviate any tendancy of the chain to slip off the sprocket segments.
  • It is another of object of. the present invention to provide a novel automatic bicycle transmission including a reference wheel, a plurality of radially movable and rotatable arcuate drive sprockets, a plurality of radially movable and rotatable arcuate chain slides, means to reduce the diametrical distances between the respective drive sprockets and respective chain slides in response to the application of torque, means to continuously bias the drive sprockets and the chain slides to their radially expanded positions.
  • Fig. 1 is a side elevational view of an automatic bicycle transmission in accordance with the present invention, partially broken away to expose interior construction details.
  • Fig. 2. is a partial, cross-sectional view taken along line 2-2 on Fig. 1, showing particularly the pedal arm construction, with the power compensating link partially broken away for purposes of clarity.
  • Fig. 3 is a schematic representation of the position of the drive sprockets and chain slide segments at the beginning o°f an expanded, locked condition.
  • Fig. 4 is a view similar to Fig. 3, showing the drive sprockets still in locked condition when rotated through forty-five degrees from the position of Fig. 3.
  • Fig. 5 is a schematic representation, showing the position of the drive sprockets and chain slide segments in a contracted, unlocked condition, and rotated through ninety degrees from the position of Fig. 4.
  • Fig. 6 is view similar to Fig. 5, showing the position of the drive sprockets and chain slide segments at the beginning of a locked condition, and rotated through forty-five degrees from the position of Fig. 5.
  • Fig. 7 is a view similar to Fig. 3, showing the position of the drive sprockets and chain slide segments at the
  • Fig. 8 is an enlarged, partial, diagrammatic view showing the position of initial drive chain engagement on a drive sprocket.
  • Fig. 9 is view similar to Fig. 8 showing a second possible position of initial drive chain engagement on a drive sprocket.
  • Fig. 10 is an exploded, perspective view of the automatic bicycle transmission of the present invention.
  • Fig. 11 is a side elevational view similar to Fig. 1 showing a modified embodiment of the invention.
  • Fig. 11A is a view similar to Fig. 11 showing the segments in collapsed position.
  • Fig. 12 is a rear elevational view of the embodiment of Fig. 11.
  • Fig. 13 is a partly exploded, cross sectional view looking from line 13-13 on Fig. 11, looking in a direction of the arrows.
  • Fig. 14 is an enlarged, partial, perspective exploded view showing a segment and slide block connection detail.
  • FIG. 1 and 2 there is illustrated in Figs. 1 and 2 an automatic bicycle transmission generally designated 10 comprising a drive pedal arm 12 which is affixed in known manner to rotate the pedal crank 14 for chain drive purposes.
  • a central hub 15 is securely affixed to the crank 14 for simultaneous rotation when the crank is rotated in known manner, for example, by employing a suitable bolt 23 and nut 25.
  • a link means or link wheel 18 is freely rotatable about the central hub 15 at the bearing 20 to apply link imposed, radially inwardly directed and radially outwardly directed forces upon the drive sprockets 78, 80 and the chain slides 84, 86 in the manner hereinafter more fully set forth.
  • a sprocket adjusting wheel or reference wheel 22 is secured to the central hub 15 by the threaded nut 16 whereby the sprocket adjusting wheel 22 is rotated as the central hub 15 is rotated by the pedal arm 12 for chain drive purposes.
  • the sprocket adjusting wheel 22 comprises a first pair of radially oriented slots 24, 26 in longitudinal alignment with the pedal arm 12 and second pair of radially oriented slots 28, 30, which slots are positioned at ninety degrees from the axis of the pedal arm 12.
  • a plurality of openings 32 may be provided in the sprocket adjusting wheel 22 for weight reducing purposes, in known manner.
  • a plurality of pivotal links or arms 36, 28, 40, 42 interconnect the link wheel 18 with the sprocket adjusting wheel 22 for automatic gear ratio adjustment purposes, as hereinafter more fully set forth.
  • Each link or arm 36, 38, 40, 42 has its inner end pivotally connected to the link wheel 18 in a respective pivotal connection 44, 46, 48, 50 whereby each of the links is freely pivotal relative to the link wheel 18.
  • Each of the links or arms 36, 38, 40, 42 has its other end or outer end indirectly, pivotally connnected by a respective outer pivot pin 52, 54, 56, 58 to the sprocket adjusting wheel 22.
  • Each of the outer pivot pins 52, 54, 56, 58 respectively is affixed to one of four slide blocks 60, which blocks are preferably rectangular in configuration for linear sliding engagment within one of the longitudinally aligned slots 24, 26 or one of the perpendicularly aligned slots 28, 30. Accordingly, as the sprocket adjusting wheel 22 is rotatively urged relative to the link wheel 18 upon rotation of the hub 15 by the pedal arm 12, the rotative relative movement will be compensated at the slots 24, 26, 28, 30 by equal radial movement of the plurality of slide blocks 60 within the plurality of radially oriented slots.
  • the pedal arm 12 is equipped with a coil spring 62 which preferably surrounds the pedal arm and biases between an adjusting collar 64 and an L-shaped actuator lug 66.
  • the adjusting collar 64 is threadedly engaged upon the exteriorly threaded section 68 at the base of the pedal arm 12 for threaded adjustable movement thereupon.
  • a plurality of adjusting openings 70 may be provided in the periphery of the collar in known manner to facilitate rotation of the collar 64 upon the threads 68 when it is desired to adjust spring tension.
  • the spring 62 functions to continually bias the actuator lug 66 toward its outermost position away from the crank 14 along the pedal arm 12.
  • the actuator lug 66 pivotally connects to one end of a power compensating link 72 at the pivot pin 97.
  • OMPI insert 99 cooperates with the end of the pedal arm 12 to prevent rotation of the actuator lug 66 relative to the pedal arm.
  • the other end of the power compensating link 72 is pivotally interconnected with the link wheel 18 by the pivot pin 76.
  • the pivot pin 76 is circularly offset from radial alignment with the outer pivot pin 97 by approximately five degrees to ten degrees whereby the bias of the spring 62, working through the lug 66 , continously tends to pull the link wheel 18 in a clockwise direction about the pedal crank 14.
  • the bearing 20 functions to facilitate rotative movement of the link wheel 18 about the pedal crank 14 and relative to the sprocket adjusting wheel 22.
  • a pair of diametrically opposed, arcuate, sprocket segments 78, 80 radially reciprocate on their respective slide blocks 60 in diametrically opposed, longitudinal alignment with the pedal arm 12.
  • Circularly intermediate the sprocket segments 78, 80 are positioned a pair of diametrically opposed, radially adjustable chain slide segments 84, 86.
  • the chain slide segments 84, 86 are similarly secured to slide blocks 60, which blocks are radially reciprocal within the perpendicularly aligned slots 28, 30.
  • pairs of sprocket segments 78, 80 and chain slide segments 84, 86 are movable in automatic response to the torque applied at the pedal 88 within their respective radial slots to an infinite number of radially oriented positions between a first, large diameter, low power circle 98 (Figs. 3, 4 and 7) and a collapsed, small diameter, high power circle 100, as shown in Figs. 5 and 6.
  • Figs. 3-7 wherein schematic views illustrate the interaction of the parts.
  • the sprocket segments 78, 80 and chain slides 84, 86 are shown in their expanded or low power circle 98 orientation with theleading tooth 102 of the sprocket segment 78 engaged in a link of the drive chain 82.
  • the leading tooth 112 of the diametrically opposed sprocket segment 80 also engages a link of the chain 82.
  • the engagement of the teeth o the diametrically opposed sprocket segments 78, 80 with spaced links of the drive chain 82 locks the system against further radial expansion or contraction.
  • sprockets 78, 80 are illustrated in low power circle orientation, it will be appreciated that the same locked condition between the sprocke segments 78, 80 and the chain 82 will apply for all gear ratio radial adjusted positions of the sprockets, from the full expanded orientation of Fig. 3 to the complete collapsed, high power cycle position 100 of Fig. 5.
  • the coil spring could not urge the slide block 60 in the radial outward direction indicated by the arrow 106 because of the locking action of the respective sprocket segment leading teeth 102, 112 with respective spaced links of the drive chain 82. See Fig. 6.
  • the system will be locked against radially outward expansion or radially inward contraction whenever the teeth of both sprocket segments 78, 80 are engaged upon portions of the chain 82 as illustrated in Figs. 3, 4, 6 and 7. Collapsing of the plurality of sprocket segments 78, 80 and chain slide segments 82, 84 can only occur when radially inwardly directed forces of sufficient magnitude to overcome the bias of the spring 62, as the pedal arm 12 is moved from the position illustrated in Fig. 4 towards the position of the parts illustrated in Fig. 6 are applied.
  • any required compensation in the length of chain 82 will be automatically adjusted by a spring biased derailleur (not shown) in the well known, usual manner.
  • OMPI Referring now to Figs. 8 and 9, the timing of the chain 82 automatically to a sprocket segment 78 is illustrated. As shown, it will be appreciated that the distance between the central axes of adjacent chain rollers 118, 118' will be exactly equal to the distance between adjacent segment teeth 120, 122 measured along approximately the pitch circle of the sprocket segment 78 to facilitate full engagement of the sprocket teeth with the chain rollers in well known manner. It will therefore be appreciated that the distance between the centers of adjacent chain rollers 118, 118* will be less than the circular distance between the centers of adjacent segment teeth 120, 122 measured at the respective outer faces 128 thereof.
  • FIG. 9 One possible initial engagement between the leading sprocket tooth 102 and a chain roller 118 or 118' is illustrated in Fig. 9 wherein initial contact is made upon the outer face 128 of the tooth 122 by the middle of a chain roller 118, 118'. Because the distance between centers of adjacent chain rollers 118, 118' will be less than the distance between the faces of adjacent segment teeth 120, 122 measured at the face circle 128, as above set forth, then the next trailing chain roller 118' will position slightly forwardly of the rearwardly adjacent sprocket tooth 102'. Similarly, the next trailing roller 118" of the chain 82 will engage the next rearwardly adjacent tooth 102" partially upon the forward face
  • the rollers 118, 118', 118" will automatically be pulled downwardly into the respective grooves 124 between adjacent segment teeth in an automatic, smooth manner.
  • the sprocket segments 78, 80 are fabricated as portions of a circle and the respective differences in the diameter between the pitch circle of a sprocket and the face circle of the sprocket functions automatically to cause the chain rollers 118, 118', 118" to fall into the sprocket grooves 124 for smooth chain engagement.
  • the initial contact between the leading sprocket tooth 102 and the chain roller 118 is on the forward surface or leading face 130 of the face of the tooth 102 as illustrated. Accordingly, the next trailing roller 118' will engage the forward face of the rearwardly adjacent sprocket tooth 122' inasmuch as the distance between the adjacent rollers 118, 118' is less than the distance between the adjacent teeth 102, 122' when measured at the face circle 128.
  • next reawardly spaced roller 118" will be caused to engage the next rearwardly adjacent tooth 102" more forwardly and closer to the root of the groove 124 between adjacent teeth whereby all of the rollers 118, 118* , 118" will automatically and freely seat directly within respectively adjacent sprocket teeth grooves 124.
  • the teeth 102, 120', 122 of a sprocket segment 78 engage adjacent rollers 118, 118', 118" of the chain 82 smoothly and automatically and the rollers automatically fall into the sprocket grooves 124 without chatter regardless of the orientation of the initial contact between a chain roller and the leading sprocket segment 102.
  • a pedal arm 12' is secured to the pedal crank 14' through a square shank 91 and nut 132 in known manner.
  • the pedal arm terminates in an integral central hub 15', which hub is machined or otherwise treated to provide an attaching flange 134 and an external threaded section 136.
  • a nut 138 having internal threads 140 engages the hub threads 136 and securely clamps the pedal arms 12 to the sprocket adjusting wheel 22'. Accordingly, the pedal arm 12', the pedal crank 14' and the sprocket adjusting wheel 22* will rotate in unison.
  • the sprocket adjusting wheel 22' is provided with a pair of longitudinally aligned slots 24', 26 in longitudinal alignment with the pedal arm 12 and a pair of aligned slots 28', 30' which are disposed perpendicular to the pedal arm 12.
  • the side edges of the slots 24', 26' , 28' 30' may be protected with shoes or shields 146 to prevent wear if so desired.
  • a link star 148 comprising four points 150, 152, 154, 156 is concentric with the sprocket adjusting wheel 22' and is provided with a central opening 158.
  • the central opening is formed of sufficient size to be freely rotatable on the cylindrical hub 160, which hub forms the inner terminus of the nut 138. It is important to note that the hub 160 is defined from the remainder of the nut 138 by a radially outwardly extending flange 162 and that the thickness of the hub is slightly greater than the thickness of the link star 148.
  • an inward, annular channel 164 is defined between the nut flange 162 and the sprocket adjusting wheel 22'.
  • the link star 148 is retained within and is freely rotatable within the said annular channel 164.
  • a plurality of links or arms 36', 38', 40', 42" have one end respectively thereof pivotally interconnected with a point 156, 150, 152, 154 of the link star 148 by utilizing suitable pivotal connectors 44*, 46', 48', 50'. The other ends
  • O PI of the links 36', 38', 40', 42! are pivotally respectively connected to a plurality of slide blocks 60' by employing suitable pivot pins 52', 54', 56' , 58'.
  • the blocks 60' are all similarly formed and are arranged for radial reciprocation within the slots 24', 26', 28', 30'.
  • each block 60' is a sliding fit within its respective slot 24', 26', 28', 30', and each block 60' is radially moved whenever the link star 148 is rotated relative to the sprocket adjusting-wheel 22'.
  • hardened steel or other suitable material shoes or shields 146 are provided along the long edges of the slots to protect against wear of the sprocket adjusting wheel 22' after prolonged periods of use. In the event of wear, only the shoes 146 need now be replaced, rather than the entire wheel 22* .
  • a pair of arcuate, sprocket drive segments 78', 80', and a pair of chain slide segments 84', 86 are individually affixed to the plurality of slide blocks 60' by employing the pivot pin connectors 52', 54', 56', 58'. Accordingly, the segments 78', 80', 84', 86* will reciprocate along the slots 24', 26', 28', 30' as the blocks 60' are reciprocated upon relative rotation of the link star 148.
  • the slide blocks 60' can be provided with raised tongues 166 of size to snugly fit within corresponding openings 168 provided in the segments to assure trouble free interconnections under all conditions of use.
  • each block 60' is connected respectively
  • radially outwardly extending keepers 170, 172 can be provided and can be secured in known manner by employing the existing pivot pin connectors 52*, 56*.
  • a dual, balanced spring system 174 is illustrated in diametrical position to normally bias the segments 78', 80', 84', 86' to their outermost reciprocal positions as illustrated.
  • the spring system 174 comprises a pair of arms 176, 178 of length to extend substantially diametrically across the sprocket adjusting wheel 22'.
  • Each arm includes a bent connection 180, 182 which can be threaded to threadedly engage in a threaded socket 184, 186 that is provided near the outer extremety of the pedal arm 12'.
  • the arms are provided with threaded upper shanks 188, 190 to threadedly receive the spring adjusting nuts 192, 194.
  • the arms 176, 178 terminate in plain ends 196, 198, which ends are a sliding fit within openings 200, 202 provided in the spring block 204.
  • a pair of easily changeable coil springs 206, 208 overfit the arms 176, 178 and bias between the adjusting nuts 192, 194 and the spring block. Accordingly, the springs 206, 208 continuously bias the spring block 204 radially outward.
  • the spring block 204 includes a connecting leg 210 which is undercut or otherwise configured to engage upon a spring stop or stud 212.
  • the stud 212 extends from the pivot pin connection 58' sufficiently to provide a convenient attachment or stop for the srping block
  • the springs 206, 208 are readily replaceable to accommodate stronger or weaker operators. For example, if the automatic transmission 10 were applied to a bicycle (not shown) , it can well be appreciated that an adult male rider will require stronger and heavier springs than a female rider or perhaps younger children. In order to allow the springs 206, 208 to be readily interchanged for easy adjustment to the strength of the rider, all that need to be done is to push the spring block 204 radially inwardly, thereby depressing the springs 20-6, 208 sufficiently to disengage the spring block from the extending stud 214.
  • the arms 176, 178 include threaded shanks 188, 190 and adjusting nuts 192, 194 threadedly
  • the automatic transmissions, 10, 10' of the present invention can be easily applied or "retrofitted” to most types of 5-speed or 10-speed bicycle constructions that are popularly in use not only in this country, but throughout the world.
  • all that is required is to remove the existing sprocket and the first and second large gears.
  • the existing chain, deralleur, one of the pedal arms and one of the small rear gears, (without need to remove the other small gears) are reused.
  • the assembly 10, 10' is retrofitted upon the same pedal crank ⁇ and is tightened in place.
  • the existing chain is trained about the sprocket segments and the chain slide segments and adjustments as necessary can then be made to adapt the new transmission 10, 10' to the existing bicycle construction.
  • OMPI in similar, radially aligned, forward and rearward ends 214, 216.
  • the segments When the segments are completely collapsed, as in Figs. 5 and 6, the respective radial ends 214, 216 of adjacent segments 78, 80, 78', 80' meet to form a solid wheel. Accordingly, when the segments are fully contracted, the end to end juxtaposition and contacts of the segments provides maximum strength and gives most support at precisely the time when such added strength is most needed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Gears, Cams (AREA)

Abstract

Une transmission automatique permet de changer automatiquement la démultiplication en réponse aux changements du couple appliqué à un bras. Une roue de référence ou d'ajustement de dents (22) est mue en rotation par une manivelle (14) reliée à un bras et comprend une paire de premières et secondes fentes radiales (24, 26, 28, 30) qui sont orientées respectivement en alignement et à angle droit par rapport au bras (12). Une paire de segments dentés d'entraînement de chaîne (78, 80) ont un mouvement de va-et-vient radial dans les fentes alignées et une paire de segments de coulissement de chaîne (84, 86) ont un mouvement de va-et-vient radial dans les fentes à angle droit pour actionner une chaîne d'entraînement (82). Une roue ou étoile de liaison (148) est rotative sur la manivelle (14) et est interconnectée à la roue de référence (22) par une pluralité de liaisons (36, 28, 40, 42), une liaison étant prévue pour chaque segment denté d'entraînement de chaîne (78, 80) et pour chaque segment de coulissement de chaîne (84, 86). Une liaison de compensation de puissance (24) est interconnectée de manière pivotante entre le bras (12) et la roue de liaison (148) de sorte que la rotation du bras de la pédale fait exercer des forces rotatives sur la roue de liaison. Un ressort réglable (62, 206, 208) est associé au bras (12) pour solliciter en permanence une extrémité d'une liaison de compensation de puissance (72) radialement vers l'extérieur pour solliciter de manière continue la roue de liaison (148) dans une direction de rotation pour tendre à allonger les segments dentés d'entraînement (78, 80) et les segments de glissement de la chaîne (84, 86). L'application du couple sur le bras (12) tend à affaisser les dents d'entraînement et les glissières de chaîne en vainquant la force de rappel du rappel (62, 206, 208) pour régler automatiquement le rapport de démultiplication. L'orientation des fentes (24, 26, 28, 30) et l'engagement des segments d'entraînement de la chaîne (78, 80) avec la chaîne d'entraînement (82)
EP19830902632 1982-02-18 1983-02-15 Transmission automatique Withdrawn EP0101516A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US35010882A 1982-02-18 1982-02-18
US350108 1982-02-18

Publications (1)

Publication Number Publication Date
EP0101516A1 true EP0101516A1 (fr) 1984-02-29

Family

ID=23375277

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19830902632 Withdrawn EP0101516A1 (fr) 1982-02-18 1983-02-15 Transmission automatique

Country Status (2)

Country Link
EP (1) EP0101516A1 (fr)
WO (1) WO1983002925A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4836046A (en) * 1987-05-04 1989-06-06 Chappel Gilmore H Automatic bicycle transmission
GB9312194D0 (en) * 1993-06-14 1993-07-28 Gardiner Michael J A velociped
US20040097307A1 (en) 2000-12-12 2004-05-20 Graeme Stafford Murray Drive transmission apparatus
FR2818952B1 (fr) * 2000-12-29 2003-04-25 Mavic Sa Plateau d'entrainement extensible pour l'ensemble de transmission d'une bicyclette
GB0205710D0 (en) * 2002-03-12 2002-04-24 Bernard Alain Hydraulic transmission
ES2356432B1 (es) * 2008-03-31 2012-03-15 Joaqu�?N De Marimón Culell Mecanismo de transmisión autom�?tico para veh�?culos.
WO2010067329A1 (fr) 2008-12-11 2010-06-17 I.Q.Wind Ltd. Appareil comportant une séquence de dents destiné à être utilisé dans une transmission variable
TW201420427A (zh) * 2012-11-23 2014-06-01 jin-he Qiu 自行車傳動結構改良
KR101636961B1 (ko) * 2014-09-01 2016-07-07 김종근 자전거용 무단 변속 장치
KR101659222B1 (ko) * 2015-03-31 2016-09-22 김종근 자전거용 무단변속장치

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Publication number Priority date Publication date Assignee Title
US2827797A (en) * 1954-07-22 1958-03-25 American Mach & Foundry Bicycle drive
DE1061210B (de) * 1957-01-26 1959-07-09 Oscar Stettler Tretkurbelgetriebe an Fahrraedern
US3850045A (en) * 1973-07-18 1974-11-26 D Hagen Expansible sprocket for bicycles
US3913410A (en) * 1973-11-16 1975-10-21 Leonard Stanley Ackerman Variable speed gearing
US3969948A (en) * 1975-08-25 1976-07-20 Pipenhagen Jr Charles A Automatic bicycle transmission
US4129044A (en) * 1977-05-19 1978-12-12 Erickson Marlo W V Variable gear ratio chain drive system for bicycles
NL7902814A (nl) * 1979-04-10 1980-10-14 Haagsche Smederij En Construct Kettingwiel-samenstel voor een kettingoverbrenging in het bijzonder voor een fiets.
US4260386A (en) * 1979-05-16 1981-04-07 Frohardt Steven P Variable speed drive
US4373926A (en) * 1980-07-21 1983-02-15 Fullerton Robert L Automatic transmission having a continuously variable drive ratio

Non-Patent Citations (1)

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Title
See references of WO8302925A1 *

Also Published As

Publication number Publication date
WO1983002925A1 (fr) 1983-09-01

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