GB2166502A - Multi-speed change speed gear hub for bicycles - Google Patents
Multi-speed change speed gear hub for bicycles Download PDFInfo
- Publication number
- GB2166502A GB2166502A GB08526983A GB8526983A GB2166502A GB 2166502 A GB2166502 A GB 2166502A GB 08526983 A GB08526983 A GB 08526983A GB 8526983 A GB8526983 A GB 8526983A GB 2166502 A GB2166502 A GB 2166502A
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- United Kingdom
- Prior art keywords
- sleeve
- driver
- hub
- axially
- hub shaft
- Prior art date
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Classifications
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- 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
- B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
- B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
A planet carrier (3) is axially fixed on a hub shaft (6). A sun wheel (6) and an internal ring gear (13) can displace axially between first and second positions under the action of a driver sleeve (11) moved by the rider. There are four ratchet clutches (1a,4), (16,14), (116,19) and (11a,15) controlling the engagement of the planet carrier (3) on the ring gear (13) with the wheel hub sleeve (1) and of the driver sleeve (11) with the ring gear (13) or planet carrier (3). The gearing shown has three ratios. In another embodiment (Fig. 5 (not shown)) there are five ratios, the gearing having stepped planet gears, a single ring gear and two suns. Means are provided in both embodiments for back pedal braking. <IMAGE>
Description
SPECIFICATION
Multi-speed hub for bicycles or the like
The invention relates to a multi-speed hub for
bicycles or the like according to the preamble to Patent Claim 1.
Already known is a multi-speed hub for bi
cycles or the like wherein a gear change is
brought about by means of a shift member which is axially displaceable on the hub shaft and which is brought into engagement with axially oppositely disposed coupling dogs on the driver and on the planet carrier. This arrangement requires a relatively considerable axial switching patch and the overall size of the hub is relatively large.
The object of the present invention is inter alia to provide a multi-speed hub wherein on the one hand the axial switching path is particularly short while on the other the cost of constructing the gear elements can be kept comparatively low in proportion to the number of shiftable gear steps.
The solution to this problem is indicated in the characterising part of Claim 1. With such an embodiment, a multi-speed hub becomes availale which in comparison with the shiftable number of gears offers a very compact construction with a relatively low manufacturing cost and one which also boasts facilitated gear shifting.
Further advantageous features of the multispeed hub according to the invention are the object of the Sub-Claims.
The invention is explained in greater detail hereinafter with reference to a plurality of examples of embodiment shown in the accompanying drawings, in which:
Figure 1 shows a three-speed back-pedalling brake hub constructed according to the invention, in partial longitudinal section and in the "climbing gear" position;
Figure 2 shows a cross-section taken on the line Il-Il through the three-speed hub shown in
Fig. 1;
Figure 3 shows the three-speed hub according to Fig. 1 in the "normal gear" position;
Figure 4 shows the multi-speed hub according to Fig. 3, now in the "fast" position;
Figure 5 shows an embodiment of the multispeed back-pedalling brake hub as a fivespeed hub in partial longitudinal section and in the position "1st climbing gear";
Figure 6 shows a section taken on the line
VI-VI in Fig. 5;;
Figure 7 shows the five-speed hub according to the invention in the position "2nd climbing gear";
Figure 8 shows the sun wheel of the fivespeed hub according to Figs. 5 to 7 in elevation;
Figure 9 shows the sun wheel according to
Fig. 8 in a sectional side view;
Figure 10 shows a further embodiment of a five-speed back-pedalling brake hub in the position "2nd climbing gear" (1st gear), in partial longitudinal section;
Figure ii shows the five-speed hub according to Fig. 10 in the 1st climbing gear (2nd gear), in partial longitudinal section;
Figure 12 shows the sun wheel of the fivespeed hub according to Figs. 10 and 11 in side elevation;
Figure 13 shows the sun wheel according to
Fig. 12 in longitudinal section;;
Figure 14 shows a gear-shift sleeve from the five-speed hub according to Figs. 10 and
11 in longitudinal section, and
Figure 15 shows the gear-shift sleeve according to Fig. 14 in side elevation.
In Figs. 1 to 4 which, as an embodiment of a multi-speed hub according to the invention, show a three-speed hub with a back-pedalling brake, reference numeral 1 denotes a hub sleeve equipped at both ends with spoke flanges. Axially beside the multi-speed transmission of the hub and inside the hub sleeve there is a back-pedalling brake device which has a brake cone 2 located on the shank of the planet carrier 3 which belongs to the hub transmission, the associated brake casing 32 which is constructed in more than one part, is held together by an encircling spring ring 32b and which co-operates with a lever cone 31 on the hub shaft 6. The brake casing 32 is held in rotationally rigid fashion by outwardly bent lugs 32a on the lever cone 31 which is provided with corresponding grooves 31a.Actuation of the aforementioned brake cone 32 takes place by virtue of the left-hand arbor of the planet carrier 3 which is provided with a steep screwthread 36, the planet carrier 3 being mounted directly on the hub shaft 6. At the same time, when the hub is in the running position, the brake cone 2 serves as a drive element, in that the brake cone 2 is also constructed as a carrier for a set of ratchet detents 4 which, under the action of a spring tension ring 25, constantly engage locking internal teeth 1a in the hub sleeve 1.
Mounted on studs on the aforementioned planet carrier 3 are planet wheels 5 which mesh on the one hand with the sun wheel 6a on the hub shaft 6 and on the other with the internally cut teeth 13a in the internal gear 13.
In the case of this embodiment of multi-speed hub for three gears, the planet carrier 3 is fixed on the hub shaft 6 axially by a locking ring 7 provided at the left-hand end and by bearing on the shaft-rigid sun wheel 6a which is axially at the right-hand end. The associated internal gear 13 having internally cut teeth 13a is axially provided at the right-hand end with a coaxial projection which is constructed as a detent carrier. On the one hand, this projection carries radially outwardly directed ratchet detents 14 while on the other radially inwardly directed spring loaded ratchet detents 15 are provided on the projection part of the internal gear 13.The internal gear 13 is constructed for axial displacement; Fig. 1 shows the axially left-hand extreme position in which the ratchet detents 14, bearing on a lift-out slope ic in the hub sleeve 1, cannot as yet engage an internal locking arrangement 1 b in the hub sleeve. In constrast, the radially inwardly directed detents 15 are engaged with an outer locking mechanism 11 a which is disposed on a driver sleeve 11. The driver sleeve 11 is axially displaceable on the hub shaft 6 and its aforementioned teeth 11 a which occupy virtually the entire axial length of the driver sleeve, engage internally cut teeth 1 2b in the driver
12.The driver 12 is substantially bell-shaped and has distributed around it radially disposed receiving slots 1 2a for the rotationally rigid disposition of a chain wheel 1 2d which is axially secured by a snap ring.
In its inner zone, at the axially right-hand end, the driver 12 has a system of rising teeth 1 2b which can co-operate with the driver sleeve 11 in a manner as yet to be described.
Apart from the externally cut teeth 1 1a, the drive sleeve 11 has both for coupling to the drive 12 and also to a set of ratchet detents disposed on the internal gear projection and constantly in engagement, also internally cut teeth 11 b oppositely a set of radially outwardly directed ratchet detents 19, the carrier of which is constituted by the axially righthand stem part of the plant carrier 3. If, in contrast to the view in Fig. 1, the driver sleeve 11 is in the axially right-hand position, then the ratchet detents 19 engage in a manner which is still to be described.The driver sleeve 11 is thereby subject to the contant action of a thrust spring 17 disposed coaxially on the hub shaft 6 being braced at one end on the fixed sun wheel 6a and at the other against a radially inwardly drawn flange of the driver sleeve 11, as Fig. 1 shows. In this flange zone, the driver sleeve 11 has an angled-over inner ring which serves on the one hand to provide a plain bearing on the hub shaft 6 and on the other serves as an abutment for the thrust spring 17.
The axial displacement of the driver sleeve 11 which can be brought about by the action of the thrust spring 17 is controlled by a pusher block 16 which is axially movable in a transverse slot in the hub shaft 6, being thereby capable of being actuated in conventional manner by means of a screwed-in shift rod 10 which for its part is guided in the hoilow-bored hub shaft 6 and which communicates with a corresponding shift member engaging the end of the hub shaft and which, in the same way as the gear shift disposed within easy reach of the bicycle user, is not shown here.
The previously described three-speed hub with back-pedalling brake is shown in the "climbing gear" position in Figs. 1 and 2.
For mounting of the aforementioned hub sleeve 1, there is on the one hand a ball race 34 on the lever cone 31 and on the other a ball race 9 on the driver 12 which is in turn mounted via a ball race 28 on the fixed cone 30 which is secured axially on the hub shaft 6 by means of a nut 18; in the same way, the lever cone 31 is held on the hub shaft 6 by nuts 18 which secure the associated brake lever 35.
Fig. 2 shows a cross-section ll-ll in Fig. 1 and in particular the aforementioned sets of ratchet detents. The drawing shows the constantly engaged brake detents 1 5a and also the disengaged detents 14 and also the detents 19, with their spring tension ring 27, and which cannot engage in this "climbing gear" position. The detents 4 with detent spring 25 which are capable of transmitting the driving torque to the hub sleeve 1 in this gear position cannot be shown in this crosssection.
In the case of the multi-speed hub in the gear position according to Fig. 1 or Fig. 2, the flow of torque from the driver 12 passes through the coupling teeth 12a and 1 1a to the driver sleeve 11. The coupling tooth system 1 1a is thereby at the same time a double locking tooth system for the driving and braking detents 15, 15a. Thus the driving moment arrives at the internal gear 13, via the planet wheels 5 which mesh with it and to studs 3' and to the planet carrier 3 itself and thence through a steep screwthread 36 to the brake cone 2 which then passes the stepped-down drive speed through ratchet detents 4 to the internally cut teeth 1a of the hub sleeve 1 which is being driven in "climbing gear".
Where this shift position is concerned, the driver sleeve 11 is held axially in the aforementioned position via the thrust block 16 and the shift rod 10 in the hub shaft 6, against the tension of the thrust springs 17 and 20. The thrust spring 17 is disposed directly on the hub shaft 6 and is braced at one end on the sun wheel 6a and acts on the internally cut rim of the driver sleeve 11. The thrust spring 20 is also disposed in the region of the internal gear 13, as Fig. 1 clearly shows, and in fact the spring 20 is at one end biased on a disc-shaped component 8 which is axially rigidly disposed on the shank of the planet carrier 3 axially to the left of the planet wheels 5, and acts on the other on the portion of teeth 13a of the internal gear 13.
The planet carrier 3 lies directly on the lefthand edge of the drive sleeve 11, the latter being held in an axial position by the push block 16. The drive ratchet detents 14 and 19 are in each case disengaged by the shoulder 1c in the hub sleeve 1 or by the shoulder 1 1c in the driver sleeve 11 and consequently have no effect.
In the case of a braking operation which occurs by turning the driver 12 backwards, only the oppositely acting brake detents 15a are effective and are always engaged, as Fig.
2 shows. With this arrangement, the braking process can take place without hindrance as can also release of the back-pedalling brake and the pushing-back of the bicycle, all of which can be carried out perfectly without problem because the ratchet detents 14 are rendered inoperative by the shoulder 1c and because this means adequate clearance is available in a peripheral direction.
In the "normal speed" position shown in
Fig. 3, the pusher block 16 is pulled back into an axial midway position by the central rod 10 which is subject to the action of the spring 29 and into an axial midway position, so that also the driver sleeve 11 and the internal gear 13 move back axially under the action of the spring 20. In this working position, the ratchet detents 14 can remain engaged with the hub sleeve locking teeth 1 b, the ratchet detents
15 and 1 5a engaged with the double locking teeth 1 lea of the driver sleeve 11 (see Fig. 2) because the internal gear 13 and the driver sleeve 11-as mentioned-have executed the same axial movement.The ratchet detents 19 remain, on the other hand, disengaged because the driver sleeve 11, in the corresponding axial position, will have engaged over the ratchet detents 19 with the disengaging shoulder 1 1c and will thus have moved them out of engagement.
In this "normal gear" position, the torque flow is as follows: driver 12-driver sleeve 11 -detents 15 on the internal gear 1 3-de- tents 14 on the internal gear 13-locking mechanism 1b inside hub. The rtchet detents 4 disposed on the brake cone 2 are driven via the slowly running planet carriers 3 and are therefore taken over by the more rapidly revolving hub sleeve 1, which means that the detents 4 remain inoperative.
Also in this "normal gear" position, braking is readily possible, just as it is also possible for push the bicycle backwards. The construction of the detent 14 is conducive to this insofar as they are displaceable on the periphery of the ratchet carrier so ensuring a certain delay in engagement.
In the "high speed" setting-see Fig.
4-the axial shift rod 10 is completely freed, the thrust block 16 assumes with the shift rod 10 and thus also the driver sleeve 11 what is the extreme right-hand axial position. The internal gear 13 had already reached its extreme right-hand axial position in the "normal gear" position-the ratchet detents 19 slide off the shulder 1 1c of the driver sleeve 11 and engage the locking teeth 1 1b of the driver sleeve 11. When this happens, the driver detents 15 like the brake detents 15 are disengaged by the shoulder 1 1d of the driver sleeve 11. Readiness for braking is nevertheless retained, as will be explained hereinafter.
The torque flow is now as follows-driver 12-driver sleeve 11-locking teeth 11 b-ratchet detents 19-planet carrier 3-planet wheels 5 on the sun wheel 6a-in- ternal gear 13-ratchet detents 14-hub sleeve teeth 1 hub sleeve 1.
In this "high speed" gear setting, it is also easily possible to apply the brakes or push the bicycle backwards by virtue of the ratchet detents 14 which are constructed as sliding detents. During the braking process, the driver sleeve 11 is first displaced axially leftwardly by the rising teeth 12b which are provided at the end of the inner coupling teeth 12a, before the coupling teeth 1 2a engage in formlocking manner with the locking teeth 11 a on the driver sleeve 11. But then the detents 15 and 1 5a again engage the double locking teeth 1 lea on the driver sleeve 11 so that a braking operation can take place.If the friction between drive sleeve collar 11 c and locking detents 9 is not sufficient to displace the driver sleeve 11 leftwards when braking in top gear, then between the shank part of the planet carrier 3 and the driver sleeve 11 or between the driver sleeve 11 and the axle 6 (or thrust block 16) a unilaterally functioning friction spring may also be incorporated. Intead of the rising teeth 12b, it is also possible to use a similarly toothed sheet metal disc at the base of the dogs of the coupling tooth system 12a.
If, after a preceding braking operation, the weight is again applied to the pedals, the driver sleeve 11 is withdrawn again and, as described above, the top or fast gear is again engaged. In the case of the embodiment of multi-speed hub according to Figs. 1 to 4, the back-pedalling brake comes into engagement with constant effect under any conditions and in fact in the "climbing gear" position, its operation to step the transmission down to slow is intensified. A particular advantage of the ratchet shift system described in the foregoing and shown in Figs. 1 to 4 also resides in the fact that the gears can be changed at any time without having to use any preselector spring which may possibly make gear changing an arduous operation.It is also possible, for example by means of a clamping joint, to connect the shift rod 10 shown in Figs. 1, 3 and 4, to the head 10b on the free end in the hub without any screwthread in the thrust block 16.
In the case of the previously described three-speed hub with back-pedalling brake, it is also possible to be able to operate the back-pedalling brake in that, instead of the rising teeth 12b in the driver 12, a further set of brake detents are provided which are directed in opposition to the ratchet detents 19 on the planet carrier 3 and which are then shifted together with the drive detents and via corresponding shoulders.
As arises from the foregoing description of the embodiment of three-speed hub with a
back-pedalling brake, the transmission with
ratchet detent control which is used occupies only minimal space. The planetary transmission is disposed in an axially immovable manner. This technical circumstance is favourable for the back-pedalling brake provided in the hub. This can without difficulty be accommodated in the hub sleeve because-as already stated-the transmission only occupies minimal space in the axial direction. Furthermore, it its evident from the description that for gear changing only the internal gear 13 and a very compactly constructed driver sleeve 11 need to be displaced.
Figs. 5 to 9 show a further embodiment of multi-speed hub with a back-pedalling brake.
The development according to the invention of the previously described three-speed hub with back-pedalling brake retains to the greatest possible degree the transmission elements and provides a back-pedalling brake hub with five selectable gear speeds. As the drawings show, the new five-speeci hub is of the same diameter as the previously described threespeed back-pedalling brake hub and is only minimally broader, but no broader then conventional brake hubs with only three speeds.
In Figs. 5 to 7, reference numeral 1 denotes the sleeve of a multi-speed gear with backpedalling brake mounted on a hub shaft 6 through bilateral mountings 27, 28, 33. This hub shaft 6 directly carries the axially left-hand bearing shank 3b of a planet carrier 3 which carries on studs planet wheels 5 constructed in each case as a stepped wheel 5a, 5b. The sun wheel associated with the planetary transmission and disposed on the hub shaft 6 is axially divided as will be explained in greater detail hereinafter, and has a larger diameter wheel 24 which co-operates with the planetary stepped wheels 5a, while the smaller diameter sun wheel 23 co-operates with the larger planetary stepped wheels 5b.The two sun wheels 23, 24 which differ in diameter and therefore also in the number of teeth they carry are in each case capable of being connected to the hub shaft 6 in rotationally rigid manner. Both sun wheels-23 and 24-can be displaced on the hub shaft 6 by a thrust block 21 jointly by a coaxial sleeve 8 and against the tension of a spring 26.
The sun wheel 23, on the left-hand side in the embodiment shown in Fig. 5 or Fig. 7, has axially rightwardly directed dogs 23a which have roof-shaped deflector surfaces 23b, as can be seen in detail particularly in
Figs. 8 and 9. The axially adjacently disposed sun wheel 24 has radially directed coupling dogs 24a in the manner of spline shaft key ways for rotationally rigid connection to corresponding radially directed dogs 6a on the hub shaft 6, as will be described in detail later.
Where the dimensioning of the sun wheels is concerned, the outside diameter of the axial dogs 23a on the sun wheel 23 is greater than the root circle diameter of the dogs 24a on the sun wheel 24, so guaranteeing axial entraining of both axially adjacently disposed sun wheels 23 and 24. Engagement of the appropriate sunwheel in the relevant gear position will be described later.
The internal gear 13 associated with the planetary transmission is in constant engagement with the smaller diameter planet wheel 5a which on the other hand co-operates with the sun wheel 24 while in contrast the larger diameter planet wheel 5b of the planetary stepped wheel 5 only engages the sun wheel 23. The internal gear 13 carries ratchet detents 14 which, under the action of a clamping spring ring, can move radially outwardly for engagement with an internal locking mechanism 1 b in the hub sleeve 1. Furthermore, the internal gear 13 is constructed as a carrier for ratchet detents 15 and 1 5a which are radially inwardly directed and which can be brought alternately into engagement with coupling teeth 11 a on a coaxial driver sleeve
11.In this respect, see Fig. 6 which shows a cross-section on the line VI-VI through the hub shown in Fig. 5, in which the "1st climbing gear" is engaged. This "1st climbing gear" is a further greater reduction of the "climbing gear" which can be engaged with the aforedescribed three-speed hub.
The ratchet detents 15 which can be seen in Fig. 6 serve to transmit the driving moment while the radially inwardly directed ratchet detents 15a, pointing rearwards, can transmit the braking torque, as will be described later.
The externally cut teeth 1 1a on the driver sleeve 11 engage the corresponding internally cut teeth 12a on the driver 12 which is here shown without a sprocket wheel. The driver
12 which, by means of a ball race 27, serves to mount the hub sleeve 1 at the right-hand end, is in turn braced by a ball race 33 on a fixed cone 30 on the hub shaft 6.
The driver sleeve 11 which engages into the bell-shaped driver 12, has internal teeth 1 1b into which a set of ratchet detents 19 can engage disposed on the shank part 3a of the planet carrier 3. The driver sleeve 11 is axially displaceable on the hub shaft 6 and the axially right-hand end of the driver sleeve 11 carries a radial flange which is braced on the hub shaft 6 through an interposed bush 42. Acting on this flange and seeking to move it is a coaxialy thrust spring 17 which is braced on a locking ring 25 disposed on the hub shaft 6.
As an abutment for the driver sleeve 11 which is pretensioned in an axially rightwards direction by the thrust spring 17, there is a thrust block 16 which can be moved by a shift sleeve 22 guided in the hub bore 6b.
This shift sleeve 22 extends out of the bored end of the hub shaft 6 and is actuated by a switch not shown here. This shift sleeve 22 furthermore serves to guide a coaxial shift rod 10 which is connected to a thrust block 21 provided inside the hub and which acts on the sun wheels 24, 23 in a manner as yet to be described.
The aforementioned sun wheel 23 on the hub shaft 6 is subject to the action of a thrust spring 26 which seeks to move the sun wheel 23 axially rightwards, this latter sun wheel being provided with axially directed dogs 23a having roof-shaped sloping faces 23b which bear. against the left-hand edge of the sun wheel 24 which in turn bears on a coaxial sleeve 8 which is subject to the action of a thrust block 21 connected to the shift rod 10.
In the axial position of the sun wheels as shown in Fig. 5, the sun wheel 24 is coupled in rotationally rigid manner to the hub shaft 6 in that the radial grooves 24a engage over the radial dogs 6a on the hub shaft 6. The axially adjacently disposed sun wheel 23 is rotatable on the hub shaft 6 when the gears are in the position shown. The rotationally rigid disposition of the sun wheel 23 on the hub shaft 6 can be seen in Fig. 7 which shows the fivespeed back-pedalling brake hub according to the invention when the "2nd climbing gear" has been selected. In this position of the gears, it can be clearly seen how the axially directed dogs 23a of the sun wheel 23 are in rotationally rigid connection with the radial dogs 6a of the hub shaft 6 by axial engagement.The axial displacement of the sun wheel 23 under the tension of the thrust spring 26 can, in this gear position, occur in that the thrust block 21 has been moved axially rightwards via the shift rod 10 so that the sun wheel 24 as an axial abutment for the sun wheel 23 can be moved sufficiently axially rightwards that it is now loose on the hub shaft 6 while the sun wheel 23 has entered into the aforementioned rotationally rigid connection with the hub shaft 6.
In the "1st climbing gear" position shown in Fig. 5, the torque flow is as follows: driver 12-teeth 1 2a-driver sleeve 11-external teeth 11 a-ratchet detents 15-internal gear 13-stepped planet wheel Sa-sun wheel 24-planet carrier 3, 3b-brake cone 2-ratchet detents 4-internal locking mechanism 1a in the hub sleeve 1.
Figs 7 shows the aforedescribed five-speed back-pedalling brake hub in the "2nd climbing gear" position. This gear position is brought about in that the shift rod 10 and with it the thrust bock 21 is moved out axially so that the thrust spring 26 can then push the two sun wheels 23 and 24 axially rightwards, the axial coupling dogs 23a of the sun wheel 23 enter into rotationally rigid engagement with the dogs 6a on the hub shaft 6 while the sun wheel 24 is now disengaged and is free to idle.The torque flow is now a follows: driver 12-teeth 1 2a-driver sleeve 11 with teeth 11 a-ratchet detents 15-internal gear 13-planet wheel Sa-planet wheel Sb-sun wheel 23-planet carrier 3/3 b-brake cone 2-ratchet detent 4-internally cut teeth 1 a on the hub sleeve 1.
Following on from the two previously mentioned gear positions"1st and 2nd climbing gears"-is the "normal gear" position in which the shift rod 10 remains disengaged; instead, the shift sleeve 22 concentric with the shift rod 10 is freed. Under the action of the thrust spring 17, the driver sleeve 11 can now be pushed axially rightwards so that on the one hand the ratchet detents 15 are lifted out of engagement by the disengaging bead 1 1d on the driver sleeve 11 while on the other, the ratchet detents 19 engage the teeth 1 1b on the driver sleeve 11 after the driver sleeve 11 has been moved axially rightwards with the previously effective lift-out slope 11c.
The torque flow is now as follows: driver 12-internally cut teeth 1 2a-externally cut teeth 1 1a on the driver sleeve 11-internally cut teeth 11 b-ratchet detents 19 on the shank part 3a of the planet carrier shank part 3b with brake cone 2-ratchet detents 2-internally cut teeth 1a on the hub sleeve 1.
For onwards changing to "1st fast gear", with the shift rod 10 disengaged, the driver sleeve 11 is moved axially rightwardly via the disengaged shift sleeve 22, in fact so that as previously described the ratchet detents 15 can be disengaged but the ratchet detents 19, on the other hand, in contrast can be engaged. The shift rod 10 with the thrust block 21 is disengaged, i.e. the sun wheels 23 and 24 are displaced axially rightwards under the effect of the spring 26, the sun wheel 23 becoming rotationally rigidly connected to the axle dogs 6a via the dogs 23a. On the other hand, the sun wheel 24 is disengaged and is now mounted in freely rotatable manner on the hub shaft 6, although it continues to engage the planet wheel 5a.
The torque flow is as follows: driver 12-internally cut teeth 12a--externaily cut teeth 1 la-driver sleeve 11-internally cut teeth 11 b-ratchet detents 19-shank part 3a of the planet carrier 3-planetary stepped wheel 5b on the sun wheel 23-planet wheel Sa-internal gear 13-ratchet detents 14-in- ternally cut teeth 1 b of the hub sleeve 1.
Where the previously described multi-speed hub is concerned, the last gear position which can be selected is the "2nd fast speed". For this prupose, the shift sleeve 22 is left in the disengaged position, the ratchet detents 19 are engaged, the shift rod 10 with the thrust block 21 disposed on it is now engaged, the sun wheels 23 and 24 are moved axially leftwards and now the sun wheel 23 is freely rotatable while the sun wheel 24 is rotationally rigidly connected to the axle dogs 6a via the internal dogs 24a.
In the "2nd fast speed" gear position, the torque flow is as follows: driver 1 2-internally cut teeth 1 2a-externally cut teeth 11 a-dri- ver sleeve 11-internally cut teeth 1 1b-ratchet detents 19 on shank part 3a of the planet carrier 3-planet wheel 5a on sun wheel 24-internal gear 13-ratchet detents 14-internally cut teeth 1 b in the hub sleeve 1.
The sun wheel disposed on the left-hand end of the hub shaft 6 and provided in the previously described five-speed back-pedalling brake hub is shown in detail in Figs. 8 and 9.
The drawings show the axially rightwardly directed dogs 23a with the roof-shaped sloping surface 23b. This sloping surface is convenient to facilitate the process of engagement into the radial dogs 6a of the hub shaft 6 when, under the action of the thrust spring 26, the sun wheel 23 can be moved axially rightwards-due to an easing-off of the thrust block 21 on the shift rod 10. The outside diameter of the dogs 23a is maintained greater than the root circle diameter for the dogs 24a in the sun wheel 24 not shown in detail but located axially on the right. With a corresponding choice of effective diameter of the dogs 23a, axial entrainment of both directly adjacent sun wheels 23 and 24 can be guaranteed.
A further embodiment of a five-speed backpedalling brake hub is shown in Figs. 10 to 15. Where this embodiment is concerned, the same basic components are used for the transmission but the shifting system is altered in that the concentric shift sleeve 22 has been dispensed with and the gears are now changed by just one singie shifting element, namely just the previously described shift rod 10.
To this end, this five-speed back-pedalling brake hub has a shift sleeve 37 which controls solely the axial movement of the sun wheels 23, 24. On this point, see in particular
Figs. 14 and 15! The new shift sleeve 37 has two fiattened faces 37c which mate with corresponding flatted surfaces 6c on the hub shaft 6, so that the shift sleeve 37 is rotationally rigidly but axially displaceably located on the hub shaft 6. As can be seen particularly in
Figs. 14 and 15, this shift sleeve 37 has at one end a ring of coupling dogs 37a and the axially directed slots distributed around the periphery between these dogs are constructed to receive the axial dogs 23a of the sun wheel 23. The radially directed dogs 37a of the shift sleeve 37 are arranged for rotationally rigid coupling with the coupling grooves 24a in the sun wheel 24.As can be seen particularly in Figs. 10 and 11, the sun wheel 24 is for its part mounted in axially displaceable fashion on the shift sleeve 37 which is furthermore designed as a mounting for a coaxial shift bush 38 which is itself axially displaceable, the shift sleeve 37 having an axially long diametral slot 37b which accommodates the thrust block 21 which in turn cooperates with the surrounding shift bush 38 in manner which will be described hereinafter.
Fig. 10 shows the "1st running gear" position (2nd climbing gear). The shift rod 10 is moved axially leftwards and the flow of torque is as follows: driver 12-internally cut teeth 1 2a-externally cut teeth 11 a on driver sleeve 1-ratchet detents 15-internal gear 13-stepped planet wheel Sa-sun wheel 24, rotationally rigid on shift sleeve 37-planet carrier 3/3b-brake cone 2-ratchet detents 4-internally cut teeth 1 a in the hub sleeve 1.
To obtain the "2nd running gear" (1st climbing gear) position in which the five-speed back-pedalling brake hub according to the invention is shown in Fig. 11, the shift rod 10 which is subject to the tension of the thrust spring 29 is so eased into the shift position 10b that the thrust block 21 which is displaced axially rightwards under the tension of spring 29, engaging radially through the shift sleeve 37, makes it possible for the shift bush 38 likewise to make a corresponding movement in an axial direction. The sun wheel 23 is now able to move by the distance which is cleared axially rightwards and with it the axially immediately adjacent sun wheel 24, in fact under the action of the thrust spring 26 on the sun wheel 23.As a result of this rightwards axial displacement, the sun wheel 24 is displaced axially by the previously operative dogs 37a of the shift sleeve 37, while the axial dogs 23a of the sun wheel 23 now enter into rotationally rigid engagement with the axial slots provided on the shift sleeve 37 between the dogs 37a. The sun wheel 24 is rotatably mounted on the shift sleeve 37 but remains engaged with the planet wheel 5a which has a corresponding axial length of tooth system. In the same way, the sun wheel 23 has at its tooth system an axial length such that in any axial position it is always in engagement with the planet wheel 5b. Also these design details can be clearly seen in
Figs. 10, 11.
The flow of torque in the "2nd running gear" position is now as follows: driver 12-internally cut teeth 1 2a-externally cut teeth 11 a on the driver sleeve 11-ratchet detents 15-internal gear 13-planet wheel Sa-planet wheel 5b on sun wheel 23-planet carrier 3/3 b-brake cone 2-ratchet detents 4-internally cut teeth 1 a on the hub sleeve 1.
The "3rd gear" (normal gear) position-not shown in the drawings-is achieved by axial displacement of the driver sleeve 11 and with that of the internal gear 13 which in itself is subject to the action of thrust spring 20-by means of the shift rod 10 which is itself subject to the action of the strong thrust spring 29 and which is moved to the thrust block 21. This axial displacement both of the driver sleeve 11 and also of the internal gear 13 takes place rightwards by such an amount that the ratchet detents 14 are now cleared from the lift-out slope 1 c on the end of the
internal locking mechanism 1b and can now
engage into the internal locking mechanism 1 b of the hub sleeve 1.Axial displacement of the
driver sleeve 11 is assisted by a thurst spring
50 provided between the axially right-hand end of the planet carrier 3a and the driver
sleeve 11. Upon axial displacement, also the
set of ratchet detents 19 on the axially nondisplaceable planet carrier 3/3a will be clear to engage into the internally cut teeth 11 b of the driver sleeve 11.
The torque flow in the "3rd gear" (normal gear) position is as follows: driver 12-inter
nally cut teeth 1 2a-externally cut teeth 11 a on driver sleeve 11-ratchet detents 15-in- ternal gear 13-ratchet detents 14-internally cut teeth 1 b in the hub sleeve 1. The ratchet detents 19 on the more slowly rotating planet carrier 3 are overtaken by the driver sleeve
11.
The "4th gear" (1st fast gear) position is indicated in Figs. 11 by a dash-dotted line 21a of the thrust block 21 and of the shift rod 10 (10c). The shift sleeve 37 still retains its axial location because the thrust block in the axial slot 37b has only come to bear on the axially right-hand edge. With the axial displacement of the thrust block 21, also the driver sleeve 11 will have been displaced axially and correspondingly so that the ratchet detents 15 will have been disengaged from the teeth 11a under the action of the shoulder 11 d on the driver sleeve 11.The torque flow is now as follows: driver 12-internally cut teeth 1 2a-externally cut teeth 11 a on the driver sleeve 11-internally cut teeth 11 b-ratchet detents 19 on the right-hand planet carrier shank 3a-planet carrier 3 with studs 3'-planet wheel 5a on sun wheel 23-internal gear 13-ratchet detents 14-internally cut teeth 1b on the hub sleeve 1.
In order to achieve the "5th gear" (2nd fast speed) position, the shift rod 10 is moved axially into the position (10d) identified by a broken line and at this extreme axial displacement, the thrust block 21 will now also act on the right-hand edge of the slot 37b and thus on the shift sleeve 37 itself and against the spring 39 it will be moved axially rightwards into an outermost position. Now the previously existing coupling of the dogs 37a of the shift sleeve 37 with the axial dogs 23a of the sun wheel 23 will be cancelled out and instead the coupling dogs 37a will establish a connection with the coupling slots 34a on the sun wheel 24 which is now rotationally rigidly disposed on the hub shaft 6 by reason of the rotationally rigid shift sleeve 37.The torque flow in this "5th gear" position is as follows: driver 12-internally cut teeth 1 2a-externally cut teeth 1 1a on the driver sleeve 11-internally cut teeth 11 b-ratchet detents 19-planet carrier 3-planet wheel stud 3'planet wheel 5b on sun wheel 24-internal gear 13-ratchet detents 14-internally cut teeth 1 b on the hub sleeve 1.
As emerges from the foregoing part of the description, the construction of embodiment of five-speed back-pedalling brake hub according to the invention allows gears to be changed by just one single shift element, i.e.
the shift rod 10 which, in the manner described, is moved into various axial positions by means of a switch not shown here.
The braking readiness of the previously described five-speed hub according to Figs. 10 and 11, as with the embodiment shown in
Figs. 5 to 9, is always present; the control face 12b in the driver 12 and the brake detents 15a which serve the purpose are not stressed in this last-mentioned five-speed back-pedalling brake hub because their construction is entirely identical to that of the embodiment shown in Figs. 5 to 9. The process of braking from all speeds takes place with the enhanced effect of the climbing gear.
To avoid any possible locking when moving the bicycle when the brakes are applied, the ratchet detents 14 are mounted for displacement on the periphery, so that it is always possible to take off the brake before the transmission becomes engaged.
With regard to the structural design of the five-speed hub according to Figs. 5 to 9 and also Figs. 10 and 11, it can be said that the planet carrier 3 is widened-out somewhat by reason of the stepped planet wheels 5a and 5b. The radial windows to accommodate the planet wheels 5 (5a and 5b) are made larger than is absolutely necessary so that if the planet carrier 3 is made in one piece the two sun wheels 23 and 24 can easily be inserted from outside in a radial direction.
The braking process can be initiated from any running gear and even during a gear changing process-without going into neutral.
When the driver 12 is rotated in reverse, the following flow of braking moment takes place-shown with reference to the example of five-speed pack-pedalling brake hub according to Figs. 10 and 11: driver 12-internally cut teeth 12a-externally cut teeth 1 1a on the driver sleeve 11-brake detents 15a on the projecting portion of the internal gear 13-planet stepped wheel 5a with sun wheel 24 or planet wheel 5b with sun wheel 23-planet bearing stud 3'-planet wheel carrier 3 with projection 3b-brake cone 2 on coarse threaded part 36 moved axially leftwards-brake case 32 on lever cone 31 with brake lever 35-hub sleeve 1.
If the brakes are now applied from the 4th or 5th gear positions (1st or 2nd fast speed), the riser teeth 1 2b in the driver 12 firstly move the driver sleeve 11 axially leftwards into a position corresponding to 4th gear (1st fast gear) so that the sliding of the axially displaced driver sleeve 11 off the disengaging collar 11 d means that the running detents 15 and likewise the brake detents 15a mounted on the internal gear 13, are again engaged with the outer teeth 11 a on the driver sleeve 11. Simultaneously with axial displacement of the driver sleeve 11, the coupling of the sun wheel 24 with the shift sleeve 37 which previously existed in 5th gear is cancelled out and instead the thrust block 21 which is jointly entrained by the driver sleeve 11 now clears the shift sleeve 37 so that it can move axially leftwards so that the sun wheel 23 again connects with the coupling dogs 37a, i.e. it is rotationally rigid with the planet wheels 5b and thus also with the planetary stepped wheels 5a which mesh with the internal gear 13.
The braking process then takes place as with any braking process, directly from 4th running gear and with the intensified transmission ratio of 2nd gear (1st climbing gear).
Claims (14)
1. Multi-speed gear hub for a bicycle or the like, comprising a) a hub shaft (6),
b) a driver (12) mounted to rotate on the hub shaft (6),
c) a hub sleeve (1) rotatably mounted on the driver (12) on the one hand and on the other on the hub shaft (6);
d) disposed within the hub sleeve (1), a single planetary transmission of which the planet carrier (3) is axially fixed but rotatable on the hub shaft (6), the planetary transmission further comprising, connected in rotationally rigid fashion to the hub shaft (6), a sun wheel (6a, 23, 24) and an internal gear (13) adapted for axial displacement between a first position and a second position, and a plurality of planet wheels (5) meshing with the sun wheels (6a, 23, 24) and the internal gear (13) and mounted on the planet carrier (3);;
e) a driver sleeve (11) rotationally rigidly coupled to the driver (12) but axially displaceable between a first, a second and a third position and, upon movement between the first and the second position, entraining the internal gear (13) between the first and second positions thereof;
f) a first ratchet locking mechanism (1a, 4) for coupling the planet carrier (3) to the hub sleeve (1),
g) a second ratchet locking mechanism (16, 14) which couples the internal gear (13) in the second position thereof to the hub sleeve (1) and disengaged in its first position,
h) a third ratchet locking mechanism (ill, 19) which couples the driver sleeve (11) in its third position to the planet carrier (3) and disengaged in its first and second positions,
i) a fourth ratchet locking mechanism (1 1a, 15) coupling the driver sleeve (11) in its first and second position to the internal gear (13) and disengaged in the third position of the driver sleeve (11),
k) a control element (10, 22) guided for axial displacement in the hub shaft (6) and coupled to the driver sleeve (11).
2. A multi-speed gear hub according to
Claim 1, characterised in that the internal gear (13) is constructed as a common detent carrier for detents (14, 15) of the second (16, 14) and of the fourth (1 lea, 15) ratchet locking mechanism and in that the hub sleeve (1) and the driver sleeve (11) are provided with annular control edges (1 c, 1 1a) for disengaging the second (16, 14) and fourth (1 1a, 15) ratchet locking mechanism respectively.
3. A multi-speed gear hub according to
Claim 1 or 2, characterised in that the planet carrier (3) is rigidly connected to a detent carrier (3a) for detents (19) of the third ratchet locking mechansm (ill, 19) and in that the driver sleeve (11) is provided with an annular control edge (11c) for disengaging the third ratchet locking mechanism (1 1b, 19).
4. A multi-speed gear hub according to one of Claims 1 to 3, characterised in that the planet wheels (5) are constructed as stepped wheels (5a, 5b) with two different pitch circles and in that rotatably mounted on the hub shaft (6) are two sun wheels (23, 24) each of which meshes with one of the stepped wheels (spa, 5b) and in that a coupling device (6a, 23a, 24a, 37a) is provided for alternate rotationally rigid coupling of the sun wheels (23, 24) to the hub shaft (6).
5. A multi-speed gear hub according to
Claim 4, characterised in that the sun wheels (23, 24) are guided for axial displacement on the hub shaft (6) and can be coupled alternately to at least one radially projecting coupling projection (6a, 37a) connected in rotationally rigid fashion to the hub shaft (6).
6. A multi-speed gear hub according to
Claim 5, characterised in that for coupling to the coupling projection (6a, 37a), one of the sun wheels (24) has radial dogs (24a) while the second sun wheel (23) has axial dogs (23a) projecting towards the first sun wheel (24).
7. A multi-speed gear hub according to
Claim 5 or 6, characterised in that the coupling projection (6a) is rigidly connected to the hub shaft (6) and in that for axial displacement of the sun wheels (23, 24) a second control element (10) is guided in the hub shaft (6) and is displaceable independently of the first-mentioned control element (22) which is coupled to the driver sleeve (11).
8. A multi-speed gear hub according to
Claim 7, characterised in that the first control element (22) has a control tube (22) coupled to the driver sleeve (11) by a driver block (16) emerging radially through a slot in the hub shaft (6), the control tube (22) being guided for axial displacement in the hub shaft (6), and in that the second control element (10) has a control rod (10) guided for axial displacement in the control tube (22) and coupled to the sun wheels (23, 24) by a further driver block (21) emerging radially through a slot in the hub shaft (6).
9. A multi-speed gear hub according to
Claim 5 or 6, characterised in that the coupling projection (37a) is provided on a shift sleeve (37) which is rotationally rigid but axially displaceably guided on the hub shaft (6) and in that the control element (10) carries a driver block (21) which is coupled to the driver sleeve (11) through a slot (37b) in the shift sleeve (37) and in that the axial length of the slot (37b) in the shift sleeve (37) is equal to the control path of the control element (10) which comprises the first, second and third positions of the driver sleeve (11).
10. A multi-speed gear hub according to
Claim 9, characterised in that the sun wheel (24) axially adjacent the shift sleeve (37) is axially displaceably and rotatably mounted on the shift sleeve (37) and in that for controlling the displacement movement of the sun wheels (23, 24) there is axially alongside the sun wheel (23) which is axially adjacent the shift sleeve (37) a shift bush (38) which coaxially encloses the shift sleeve (37) and which is axially displaceable in relation thereto, being coupled to the driver block (21).
11. A multi-speed gear hub according to
Claim 10, characterised in that the driver sleeve (11) has a driver flange projecting radially of the hub shaft (6) and engaging into the path of the driver block (21) and in that the driver block (21) is located axially between the shift bush (38) and the driver flange.
12. A multi-stage gear hub according to one of Claims 1 to 11, characterised in that on the side of the planetary transmission which is axially remote from the driver (12) there is inside the hub sleeve (1) a backpedalling brake device (2, 32) which can be actuated via the planet wheel carrier (3) and in that the fourth ratchet locking mechanism (1 la, 15) has two sets of detents (15, 15a) of which one is operative in the forwards direction of rotation while the second (15a) is operative in the reverse direction of rotation of the driver (12).
13. A multi-speed gear hub according to
Claim 12, characterised in that the driver (12) and/or the driver sleeve (11) have rising teeth (12b) operating axially between the driver (12) and the driver sleeve (11) and which upon reverse rotation of the driver (12) are moved by the driver sleeve (11) axially into a position which releases at least the second set of detents (15a) of the fourth ratchet locking mechanism(11a, 15) for ratchet engagement.
14. A multi-speed gear hub for a bicycle or the like as claimed in claim, substantially as described herein with reference to and as illustrated by any one of the examples shown in the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19843440068 DE3440068C2 (en) | 1984-11-02 | 1984-11-02 | Multi-speed hub for bicycles or the like |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8526983D0 GB8526983D0 (en) | 1985-12-04 |
| GB2166502A true GB2166502A (en) | 1986-05-08 |
| GB2166502B GB2166502B (en) | 1988-12-14 |
Family
ID=6249329
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08526983A Expired GB2166502B (en) | 1984-11-02 | 1985-11-01 | Multi-speed hub for bicycles or the like |
Country Status (2)
| Country | Link |
|---|---|
| DE (2) | DE3440068C2 (en) |
| GB (1) | GB2166502B (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0383350A2 (en) * | 1989-02-17 | 1990-08-22 | Shimano Inc. | Change-speed hub |
| GB2251276A (en) * | 1990-12-28 | 1992-07-01 | Shimano Kk | Planetary change speed bicycle hub gearing |
| EP0554874A1 (en) * | 1992-02-07 | 1993-08-11 | Fichtel & Sachs AG | Multiple ratio drive hub for bicycle |
| EP0623505A1 (en) * | 1993-04-26 | 1994-11-09 | FICHTEL & SACHS AG | Multispeed bicycle hub |
| WO1995012517A1 (en) * | 1993-11-05 | 1995-05-11 | Vladislav Petrovich Aleshin | The 'annushka' bicyle |
| US5445573A (en) * | 1993-03-10 | 1995-08-29 | Fichtel & Sachs Ag | Multi-speed gear hub |
| US6325739B1 (en) * | 1999-12-29 | 2001-12-04 | Shimano, Inc. | Bicycle hub transmission with a mechanism for stopping rotation of one or more sun gears relative to another member |
| WO2017039440A1 (en) * | 2015-08-28 | 2017-03-09 | Advancing Technologies B.V. | Bicycle transmission for use between a chain wheel carrier and a wheel hub of a bicycle, as well as rear axle and rear wheel provided with such a transmission |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB8713238D0 (en) * | 1987-06-05 | 1987-07-08 | Sturmey Archer Ltd | Epicyclic change-speed gear mechanism |
| DE3732977A1 (en) * | 1987-09-30 | 1989-04-20 | Fichtel & Sachs Ag | Multi-speed hub |
| DE3834431A1 (en) * | 1988-10-10 | 1990-04-12 | Fichtel & Sachs Ag | Multi-gear hub |
| JP3044190B2 (en) † | 1996-03-15 | 2000-05-22 | 株式会社シマノ | Interior hub with reverse braking device |
| JP3044192B2 (en) † | 1996-04-22 | 2000-05-22 | 株式会社シマノ | Interior hub |
| DE60101994T3 (en) † | 2001-03-05 | 2009-01-08 | Shimano Inc., Sakai | Bicycle transmission |
| DE10134842A1 (en) * | 2001-07-17 | 2003-02-06 | Sram De Gmbh | Power shift multi-speed hub |
| CN106627975B (en) * | 2017-01-20 | 2021-12-17 | 张家港川梭车业有限公司 | Single-wheel direct-drive transmission is trampled to straight line |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR450964A (en) * | 1911-11-23 | 1913-04-08 | Arthur Alltree | Gear Shift and Clutch Hub for Motorcycles |
| DE814982C (en) * | 1940-04-20 | 1951-09-27 | William Brown | Epicyclic gearbox |
| DE1147860B (en) * | 1960-03-10 | 1963-04-25 | Fichtel & Sachs Ag | Four-speed transmission hub with back pedal brake for bicycles |
| DE1946754C3 (en) * | 1969-09-16 | 1974-05-09 | Fichtel & Sachs Ag, 8720 Schweinfurt | Multi-speed gear hub for bicycles, motorcycles or the like |
| DE2209535C2 (en) * | 1972-02-29 | 1974-01-17 | Fichtel & Sachs Ag, 8720 Schweinfurt | Multi-speed gear hub with coaster brake |
| US4147243A (en) * | 1976-11-27 | 1979-04-03 | Shimano Industrial Company Limited | Multi-speed transmission hub for a bicycle |
| DE3309793A1 (en) * | 1982-11-05 | 1984-09-20 | Helmut 7141 Beilstein Dröschel | Bicycle hub with two free wheels |
| DE3407164C2 (en) * | 1983-03-05 | 1993-11-18 | Fichtel & Sachs Ag | Multi-speed drive hub for bicycles |
-
1984
- 1984-11-02 DE DE19843440068 patent/DE3440068C2/en not_active Expired - Fee Related
- 1984-11-02 DE DE3448489A patent/DE3448489C2/en not_active Expired - Fee Related
-
1985
- 1985-11-01 GB GB08526983A patent/GB2166502B/en not_active Expired
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0383350A2 (en) * | 1989-02-17 | 1990-08-22 | Shimano Inc. | Change-speed hub |
| EP0383350A3 (en) * | 1989-02-17 | 1991-03-13 | Shimano Inc. | Change-speed hub |
| US5078664A (en) * | 1989-02-17 | 1992-01-07 | Shimano Industrial Co., Ltd. | Speed change hub and braking construction |
| EP0549570A2 (en) * | 1989-02-17 | 1993-06-30 | Shimano Industrial Co., Ltd. | Change-speed hub |
| EP0549570A3 (en) * | 1989-02-17 | 1993-08-25 | Shimano Industrial Co., Ltd. | Braking construction |
| GB2251276A (en) * | 1990-12-28 | 1992-07-01 | Shimano Kk | Planetary change speed bicycle hub gearing |
| FR2671045A1 (en) * | 1990-12-28 | 1992-07-03 | Shimano Kk | SELF-CARRIER SPEED CHANGE DEVICE WITH EPICYCLOUIDAL TRAIN, FOR USE ON A BICYCLE. |
| GB2251276B (en) * | 1990-12-28 | 1995-03-22 | Shimano Kk | Self-contained change speed apparatus for use on a bicycle and having a planetary gear mechanism |
| US5273500A (en) * | 1990-12-28 | 1993-12-28 | Shimano, Inc. | Self-contained change speed apparatus for use on a bicycle and having a planetary gear mechanism |
| US5399128A (en) * | 1992-02-07 | 1995-03-21 | Fichtel & Sachs Ag | Multi-speed drive hub with a separate mounting ring for the planetary gearset for bicycles |
| EP0554874A1 (en) * | 1992-02-07 | 1993-08-11 | Fichtel & Sachs AG | Multiple ratio drive hub for bicycle |
| US5445573A (en) * | 1993-03-10 | 1995-08-29 | Fichtel & Sachs Ag | Multi-speed gear hub |
| EP0623505A1 (en) * | 1993-04-26 | 1994-11-09 | FICHTEL & SACHS AG | Multispeed bicycle hub |
| US5443279A (en) * | 1993-04-26 | 1995-08-22 | Fichtel & Sachs Ag | Bicycle and bicycle with multispeed wheel hub |
| WO1995012517A1 (en) * | 1993-11-05 | 1995-05-11 | Vladislav Petrovich Aleshin | The 'annushka' bicyle |
| US6325739B1 (en) * | 1999-12-29 | 2001-12-04 | Shimano, Inc. | Bicycle hub transmission with a mechanism for stopping rotation of one or more sun gears relative to another member |
| EP1112922A3 (en) * | 1999-12-29 | 2005-04-20 | Shimano Inc. | Bicycle hub transmission |
| WO2017039440A1 (en) * | 2015-08-28 | 2017-03-09 | Advancing Technologies B.V. | Bicycle transmission for use between a chain wheel carrier and a wheel hub of a bicycle, as well as rear axle and rear wheel provided with such a transmission |
| JP2018534210A (en) * | 2015-08-28 | 2018-11-22 | アドバンシング テクノロジーズ ビー．ヴィー．Ａｄｖａｎｃｉｎｇ Ｔｅｃｈｎｏｌｏｇｉｅｓ Ｂ．Ｖ． | Transmission used between bicycle chain wheel carrier and wheel hub, and rear axle and rear wheel provided with the transmission |
| US10604213B2 (en) | 2015-08-28 | 2020-03-31 | Advancing Technologies B.V. | Bicycle transmission for use between a chain wheel carrier and a wheel hub of a bicycle, as well as rear axle and rear wheel provided with such a transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8526983D0 (en) | 1985-12-04 |
| DE3448489C2 (en) | 1995-02-02 |
| DE3440068A1 (en) | 1986-05-07 |
| GB2166502B (en) | 1988-12-14 |
| DE3440068C2 (en) | 1993-12-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| 732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20011101 |