EP1626892A1

EP1626892A1 - Bicycle for cycling, and wheel for using on one such bicycle

Info

Publication number: EP1626892A1
Application number: EP04767190A
Authority: EP
Inventors: Jean-Pierre Mercat; Jean-Marc Hillairet
Original assignee: Salomon SAS
Current assignee: Salomon SAS
Priority date: 2003-05-28
Filing date: 2004-05-27
Publication date: 2006-02-22
Also published as: FR2855456B1; US20060108858A1; FR2855456A1; WO2004108515A1

Abstract

The invention relates to a bicycle provided with a frame (5) defining a central general plane, two wheels, front and rear (2, 3), and a transmission unit (4). According to the invention, said frame (5) has a front fork (18) and a single-pronged rear fork (12, 13, 22) for detachably mounting the front and rear wheels, each wheel having a wheel rim (63) and a central hub (64) by which means it is connected to the frame. The invention is characterised in that the two front and rear wheels each have a wheel rim (63) connected to the hub (64) by at least one element (65) that is rigid when subjected to bending and compression and is asymmetric in relation to the central radial plane defined by the wheel rim, in such a way that the hub (64) of the wheel is shifted according to an axial direction perpendicular to said plane, whereas the central radial plane of the wheel rims merges with the central general plane of the frame. The invention also relates to a wheel.

Description

Bicycle intended for cycling and wheel to be used on such a bicycle

The invention relates to a bicycle intended for the practice of cycling. The invention also relates to a wheel for use on such a bicycle.

In known manner, such a bicycle has a frame, two wheels, a transmission assembly, a steering assembly and usually a braking assembly.

There are currently certain standards that manufacturers refer to when making their bikes.

A first standard concerns the diameter of the wheels. These standards follow the ETRTO and JIS standards which define the diameter of the tire resting sites, i.e. the diameter of the rim in the tire bead area. So we know 20 inch wheels for BMX bikes, 26 inches for mountain bikes, and 700 millimeters for road bikes.

The versatile bikes that are currently on the market have wheels that most often meet the "road" standard or the "all terrain" standard.

The 700 millimeter diameter for road bikes dates from the beginning of the century, it was determined based on the condition of the roads that existed at the time and has not been seriously questioned since.

However, a large diameter wheel does not offer the best compromise for a versatile bike. Indeed it has a relatively large weight and inertia.

Another construction standard relates to the attachment of the wheels to the frame. Usually the hubs are 100 millimeters wide at the front, 130 millimeters at the rear for a road bike, and 100 and 135 millimeters for a mountain bike.

In this width we include the hub, the brake disc if it is present and the pinion cassette for the rear wheel. The rotary part of the hub therefore tends to decrease in length, which is not favorable for the rigidity of the wheel by the reduction of the wheel umbrella.

A problem that also arises for a bicycle is its transport and storage. More and more bicycles are transported in the trunk of a car or because its user goes by car to the starting point of his route or without wanting to be able to use his bike as soon as an opportunity arises . Similarly, the user may wish to travel by train or plane with his bicycle. The problem also arises for storing the bicycle in a small volume. To reduce the size of the bike, you must be able to easily disassemble and reassemble the wheels. However current bikes with the mounting of the hub on the fork, the installation of the chain and the braking system are not practical to assemble and disassemble.

This problem of mounting and dismounting the wheel also arises in the event of a puncture. When the tire has to be removed, the wheel must first be removed. There are bikes whose front and rear forks have a single arm that carries the wheel overhang. On the one hand the mounting and dismounting of the wheel are facilitated, since the wheel is placed in the axial direction of the hub. In addition with this assembly it is possible to leave on the frame the pinion cassette and the drum or the brake disc. Single-arm forks are known for a bicycle, in particular according to the publications US 4 170 369, FR 2 611 641, US 2497 121, and more recently EP 1 153 827 and EP 1 147 976. However in these various publications, the wheels are fitted with spokes, which requires a hub body or a bell of sufficient axial dimension to have an acceptable umbrella angle of the two spoke plies.

There are many stick wheels or monobloc wheels which have a smaller footprint at the base of the sticks. Such a wheel is described in patent application EP 1 083 063. For these wheels, the hub is centered or substantially centered on the radial median plane of the rim. Under these conditions they could not be used with forks with single arms, the overhang would indeed be excessive.

In addition, these stick wheels have a mass and inertia which increase with the diameter, and conversely a rigidity which deteriorates with the increase in diameter. Under these conditions a 700 mm stick wheel would not be satisfactory in terms of weight and stiffness.

An object of the invention is to provide a bicycle of a new type which offers a better compromise between performance and versatility, and which is more convenient to use than a traditional bicycle.

Other objects and advantages of the invention will emerge during the description which follows.

The bicycle according to the invention comprises a frame defining a general median plane, two front and rear wheels, a transmission assembly, the frame having a front fork and a rear fork with a single arm for the removable mounting of the front and rear wheels, each wheels having a rim and a central hub by which it is connected to the frame.

It is characterized by the fact that the two front and rear wheels each have a rim connected to the hub by at least one rigid element in flexion and in compression, this element being asymmetrical with respect to the median radial plane defined by the rim so that the wheel hub is offset in an axial direction perpendicular to this plane while the median radial plane of the rims coincides with the general median plane of the frame.

According to another characteristic of the invention, the diameter of a wheel is between 480 and 560 millimeters.

According to another characteristic, the two front and rear wheels are identical and therefore interchangeable.

According to another characteristic, the transmission assembly which includes a crankset, a cassette of pinions associated with the rear wheel and a transmission chain is permanently mounted on the frame. The wheel according to the invention is characterized in that at least one rigid element in flexion and in compression connects the rim and the hub, that the rigid element is asymmetrical with respect to the median radial plane defined by the rim so that the wheel hub is offset in an axial direction perpendicular to this plane while the median radial plane of the rims coincides with the general median plane of the frame.

Other characteristics of the invention will appear in the description below and the attached drawings which are attached to it.

Figure 1 shows a side view of a bicycle according to the invention.

Figure 2 is a partial sectional view of the frame at the rear wheel support shaft.

Figure 3 is a partial sectional view of the frame at the front wheel support shaft.

FIG. 4 shows in perspective a wheel provided for the bicycle of FIG. 1.

FIG. 5 shows the rear wheel and the rear part of the frame seen in the direction V-V identified in FIG. 1.

Figure 6 shows in the same way the front wheel and the front fork in the direction VI-VI.

The bicycle shown in FIG. 1 has a frame 1, two wheels 2 and 3, a transmission assembly 4.

The frame has a basic structure 5 formed of tubes or sections assembled together by any suitable means, in particular by gluing or welding. The profiles or tubes are metallic, for example steel or aluminum alloy. The structure could also be made of composite material such as carbon fibers embedded in a resin matrix.

The structure 5 comprises, in known manner, a seat tube 6 for supporting the saddle 7 and its seat post 8, and a down tube 9.

On the rear, the structure 5 has a wheel support fork with a single arm. This fork here comprises a stay 12 and a base 13 which converge towards the center of the rear wheel, on only one side thereof.

Conventionally, the base 13 is connected to the down tube at a bottom bracket which carries the axis 15 of rotation of the bottom bracket.

On the front, the structure 5 has a steering tube 20 in which is engaged a fork 18 which carries the front wheel.

The fork 18 has only one arm 22 which passes on one side only of the front wheel 3 extended upwards by an axis which crosses the steering tube 20. then by a bracket 24 which carries the handlebar 25. From In known manner, the handlebars carry braking and speed change control levers. These levers and the devices for connecting to the braking and speed-changing members are of a known type, they have not been shown in the figures. The frame 1 which has just been described is not limiting, and other modes of construction could also be suitable. In particular, the front fork could be suspended at the level of the arm 22 or at the level of the connection between the axis of the fork and the steering tube. Similarly for the rear, the base and the stay could be connected to the rest of the structure by a suspension system.

The important thing is that the frame supports the front and rear wheels on one side of their hub. The wheels are therefore mounted cantilevered.

The transmission assembly 4 comprises, in a known manner, a crankset 28, the axis 15 of which is housed in the bottom bracket, a transmission chain 29 and on the rear a sprocket cassette 30.

The crankset shown only includes a single chainring, but this is not limiting, we could also have several chainrings with a derailleur to move the chain from one chainring to the other or any other gear transmission device variable such as that which is for example described in patent application FR 2 818 952.

The pinion cassette 30 comprises in known manner a plurality of pinions mounted on a freewheel body, possibly with an intermediate cage. These elements will be described in more detail later. However, it should be noted that a particularity of the pinion cassette is that it is mounted on the outside of the frame on the other side of the fork arm which carries the wheel.

The position of the chain on the sprockets is controlled by a rear derailleur 32. This derailleur is of any suitable type. In the illustrated embodiment, the derailleur is of the type described in patent application EP 513 394. Such a derailleur is assembled to a lug secured to the base 13 of the frame and located in front of the axis of the rear wheel. It is well suited for mounting the gables on the outside of the frame.

Other derailleurs could also be suitable with other methods of connection to the frame. Instead of the sprocket cassette and the derailleur or in addition to these, one could also use a gear change integrated in the wheel hub or in the crankset.

Referring to Figure 2, the pinion cassette 30 is engaged on a freewheel body 35 which is itself mounted on one end of the rear wheel shaft 36. A freewheel mechanism and bearings are placed between the shaft 36 and the freewheel body 35 according to a traditional assembly.

The shaft 36 is fitted into the internal cage of a bearing 38. The bearing is housed in a housing 40 of suitable size located at the end of the base 13. According to the illustrated embodiment, the bearing is retained on the 'shaft by a circlip 39 and in its housing by a ring 41 assembled at the base. Any other appropriate means may also be suitable. Preferably, the bearing used is axially compact to reduce the offset and the size, it must also withstand radial loads and significant tilting moments and behave rigidly with respect to these stresses. The turnover is therefore preferably with two rows of pre-stressed oblique contact balls, it could also be a row of balls and four contact points, which is even more compact and light. One could also use two independent bearings juxtaposed.

On the side opposite the pinions, the shaft 36 has a circular flange 42 which provides a shouldered seat for a braking disc 43 and a toothed ring 45 for connection with the wheel.

According to the illustrated embodiment, the teeth of the crown are distributed in a circular fashion around the axis of the tree, and they have a triangular section and are oriented in an axial direction towards the outside of the tree. The teeth of the crown are produced in the mass of the shaft 36. The crown provides a rotational connection between the wheel which will be described later and the shaft 36.

The disc is fixed to the flange 42 of the shaft by any suitable means, in particular by screws, it cooperates with a braking caliper 44 of any suitable type which is mounted on a lug secured to the shroud 12.

This is not limiting, the ring gear could be attached to the shaft, other means of connection between the wheel and the shaft could also be suitable, for example a connection by a frustoconical and grooved contact surface as is described in patent application EP 1 153 827. Similarly, the brake caliper could be mounted in a different way. Instead of a disc one could also have a drum braking system, or any other suitable braking system.

In the center of the crown, the shaft 36 is extended outward by a tip 46 in the form of a mushroom which is provided for attaching the wheel.

As can be seen from FIG. 2, the pinion cassette, the freewheel mechanism and the disc remain permanently on the frame, in particular when the wheel is removed. Thus it is possible to mount and dismount the rear wheel without touching the chain or the brake disc.

FIG. 3 shows the structure of the front shaft and its connection to the arm 22.

This structure is similar to that of the rear wheel which has just been described, it is however simplified due to the absence of the pinions and the free wheel.

As in the previous case, the shaft 52 is mounted in a bearing 53 which is housed in a housing 54 located at the lower end of the arm 22 of the fork 18. A hollow screw 51 ensures the assembly of the shaft with the internal bearing cage. Other assembly means could also be suitable.

On one of the sides the shaft has a flange 54 similar to the flange 42 of FIG. 2, with a shouldered seat for a braking disc 55 and a toothed crown 56 for connection with the wheel. In the center of the flange, the shaft carries an end piece 58 in the shape of a mushroom for assembling the wheel.

In FIGS. 2 and 3, the trace of the median plane defined by the frame is shown diagrammatically respectively by the mixed line 50 and 60. The toothed rings 45, 56, and the end pieces 46, 58 are identical so that the same wheel can be mounted on each of them as will now be described.

Figure 4 shows in perspective a wheel 62 comprising a rim 63, a central hub 64 and connecting sticks connecting the rim and the hub.

The rim 63 has a profile with an annular channel open to the outside which is designed to receive a suitable tire, with or without an inner tube. In the case of a tubeless assembly, the profile of the channel is preferably in accordance with what is described in patent application EP 893 280. The rim is full in section and according to the illustrated embodiment, it has no a single bridge which is pierced with a hole 68 for the passage of the inflation valve.

The connecting rods between the rim and the hub are rigid elements in bending and compression. In the illustrated embodiment, they have a section in the shape of an "L" and they are seven in number, but this is not limiting. Any other suitable section and number of sticks are also suitable.

The hub has a ring gear 70 which is designed to cooperate with one or the other of the crowns 45 and 56, a central barrel 71 closing an automatic clamping mechanism of the hub on one or the other of the end pieces 46, 58. This mechanism is intended to cooperate with the end pieces. It will not be described in detail. It is for example of the same type as that described in application EP 1 153 827 already cited. It is operated using a lever 74. The crown 70 is attached to the hub, it could also be in one piece with it.

The arrangement of the teeth which are oriented axially ensures good centering of the wheel on its shaft.

The wheel is made of any suitable material by injection into a mold. For example, it can be made of a plastic material possibly reinforced with fibers, aluminum alloy, magnesium or any other suitable material.

According to the illustrated embodiment, the wheel is in one piece, apart from the crown and the clamping mechanism which are attached. This is not limiting, and the different elements of the wheel could be manufactured separately and then assembled by screws, rivets or by welding or gluing.

A special feature of the wheel is that the hub is offset in an axial direction to be located entirely on one side only of the median radial plane defined by the rim. The axial offset of the hub is produced in relation to the construction of the front and rear shafts and their associated elements so that the median plane of the rims is coincident with the median plane of the frame. The trace of this plane in the plane of Figures 2 and 3 is shown schematically by the dashed line 50, 60.

As can be seen in FIG. 4, the sticks 65 have an asymmetrical configuration with respect to the median radian plane of the rim, they are formed of three portions, a distal portion 65a of radial orientation, an intermediate portion 65b inclined parallel to the generator of a truncated cone centered on the axis of the wheel, and a portion proximal 65 c with radial orientation. This is not limiting, and the sticks could have another shape provided that they have a portion not parallel to the median radial plane of the rim, so as to bring a lateral offset of the hub relative to the rim in an axial direction. . The fact of having rigid sticks working in compression and not spokes working in traction allows the lateral offset of the hub to be produced in a small axial size. In the present case, the sticks are all offset on the same side of the median radial plane of the rim. With spokes it would be necessary to maintain two plies located on either side of the median plane to maintain the balance of forces at the rim.

According to a characteristic of the invention, the wheels of the bicycle have an outside diameter of between 480 and 560 millimeters, and preferably close to 520 millimeters. This represents a diameter of approximately 507 millimeters at the tire rest sites.

It has been found that such a diameter offers a good compromise between the different qualities required of a wheel.

Tests have shown that in this diameter range, a wheel has good rolling performance and obstacle clearance qualities. Furthermore, as the diameter of the wheel is relatively small, the weight of the wheel and therefore its inertia are relatively low in consideration of its rigidity.

According to another characteristic of the invention, the front and rear wheels are identical, and interchangeable. In this case the automatic clamping mechanisms at the front and at the rear are identical.

It should be noted that the wheels themselves have no axis or element movable in rotation outside the clamping mechanism. All moving rotating parts are indeed permanently mounted on the frame.

FIG. 5 schematically shows the wheel 62 mounted on the rear shaft. On the frame side, we recognize the pinion cassette 30, the braking disc 43, and the shroud 12.

The side of the wheel 62 shows the rim 63 with a tire 78 and sticks 65.

The assembly between the wheel and the frame is done by mutual engagement of the teeth of the two crowns 45 and 70 which ensure a rotational coupling and by the clamping device which ensure the axial coupling.

As can be seen in the figure, preferably, the guy is bent outward in a first portion 12a to bypass the tire of the wheel, then it is bent inward on a second portion 12b. A third portion 12c of the shroud, that which carries the bearing of the shaft is parallel to the median plane of the frame and the rim. The base 13 is bent in the same way, to bypass the tire and return to the general median plane of the frame.

Figure 6 similarly shows the wheel 62 mounted at the front on the fork. We see in this figure that the single arm 22 of the fork is bent to bypass the tire and then returns to the general median plane of the frame. Rotational coupling is done using toothed rings 56 and 70, and the axial clamping using the clamping device carried by the wheel.

The arrangement of these front and rear assemblies with respect to the general median plane defined by the frame is determined as follows.

Firstly, the axial position of the sprocket cassette is determined in order to respect the chain line, that is to say an average alignment of the chain with all the sprockets. Overall, the plane defined by the ring gear of the plate passes towards the middle of the cassette. Then we take into account the size of the bearing 38 and its housing in the base 13. Finally we take into account the size of the disc and its brake caliper.

The base and the shroud are therefore bent so that the sprocket cassette is centered on the chain line defined by the plate. The brake disc and the bearing are in these conditions very close to the general median plane of the frame, on either side of the latter.

At the front, the disc 55, the ring gear 56 and the end piece 58 are located at the same distance from this plane as these same elements of the rear part. Figure 1 shows that the rear base 13 and the front fork arm 22 are located on either side of the wheels. Under these conditions the elements mentioned above are located on either side of the median plane in a configuration symmetrical with respect to this plane.

Naturally, this description is given for information only and other implementations of the invention could be adopted without departing from the scope thereof.

In particular, wheels of different diameters could be used at the front and rear. Instead of a connection of the rim and the hub by sticks, one could have a connection by a disc or portions of disc or any other rigid element in bending and in compression.

Claims

1- Bicycle comprising a frame (5) defining a general median plane, two front and rear wheels (2, 3), a transmission assembly (4); the frame (5) having a front fork (18) and a single-arm rear fork (12, 13, 22) for the removable mounting of the front and rear wheels, each of the wheels having a rim (63) and a central hub ( 64) by which it is connected to the frame, characterized in that the two front and rear wheels each have a rim (63) connected to the hub (64) by at least one element (65) rigid in flexion and in compression and asymmetrical relative to the median radial plane defined by the rim so that the wheel hub (64) is offset in an axial direction perpendicular to this plane while the median radial plane of the rims coincides with the general median plane of the frame.

2- bike according to claim 1, characterized in that the front and rear wheels (2, 3), have a rim (63) whose outer diameter is between 480 and 560 millimeters.

3- bike according to claim 2, characterized in that the rim (63) of the wheels (2, 3) has a diameter of 520 millimeters.

4- bike according to claim 1, characterized in that the rim (63) and the hub

(64) are connected by rigid sticks (65) of which at least a portion (65b) is not parallel to the median plane defined by the rim.

5- bike according to claim 1, characterized in that the front and rear wheels are identical and interchangeable.

6- bike according to claim 1, characterized in that the front and rear forks have a housing (40, 54) in which is housed a bearing (38, 53) for the shaft (37, 52) for supporting the wheels front and rear.

7- Bicycle wheel comprising a rim (63), a hub (64) and at least one rigid element (65) connecting between the rim and the hub, characterized in that the rigid element

(65) is asymmetrical with respect to the median radial plane defined by the rim so that the hub (64) of the wheel is offset in an axial direction perpendicular to this plane while the median radial plane of the rims is coincident with the general plane middle of the frame.

8- Wheel according to claim 7, characterized in that the front and rear wheels (2, 3), have a rim (63) whose outer diameter is between 480 and 560 millimeters.

9- Wheel according to claim 8, characterized in that the rim (63) of the wheels (2, 3) has a diameter of 520 millimeters.

10- Wheel according to claim 7, characterized in that the rim (63) and the hub (64) are connected by rigid sticks (65) at least a portion (65b) of which is not parallel to the median plane defined by the rim.

11- Wheel according to claim 10, characterized in that it has seven sticks (65).

12- Wheel according to claim 7, characterized in that it is in one piece. 13- Wheel according to claim 12, characterized in that it is made of an aluminum or magnesium alloy.

14- Wheel according to claim 1, characterized in that the rim (23) has a profile provided for mounting the tire without an inner tube.

15- Wheel according to claim 1, characterized in that it has a rotational coupling device (70) and an axial clamping device.