JP2001522973A - Automatic transmission system for human powered vehicles - Google Patents

Abstract

(57) [Summary] The shiftable bicycle transmission (30) automatically senses the output power torque of the transmission (30), and automatically converts the sensed output power torque into transmission shift motion, The transmission is automatically shifted by automatically shifting the shiftable transmission (30) with the transmission shift motion. The shiftable bicycle (10) drive power transmission includes a transmission shift element (47, 49), a bicycle output power torque sensor (51), and an output power torque input coupled to the output power torque sensor (51). And an output power torque / transmission shift motion converter (1,2,3) having a transmission shift motion output. Such transmission shift elements (47, 49) are connected to the transmission shift motion output of the converter.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[Technical field of the present invention]

The technical field of the present invention relates to automatic and hybrid transmission systems for bicycles and other powered vehicles, and more particularly for powered vehicles generally referred to herein as "bicycles".

[0002]

【background】

Forty years ago, automatic transmissions for automobiles were, to a large number of people, like early generation electric automatic engine starters. However, although bicycles and the like have been as popular as people in cars, cyclists around the world do not yet have automatic transmissions that actually benefit their powered vehicles.

[0003] Various proposals for automatic bicycle transmissions have not been widely successful.
One recent proposal adds three weights 120 degrees apart to the rear wheel. These weights add increased air resistance and add more than 1 kg to the bicycle. Also,
These weights respond to rear wheel speed by centrifugal or centripetal action and automatically shift the derailing transmission. In practice, shifting a transmission or de-wheel transmission in response to speed has disadvantages. For example, consider a bicycle approaching a slope. In such cases, the cyclist will press harder on the pedal, as his or her reaction will try to maintain that speed. This of course causes the required shift of the transmission to take place until the strongly pedaled cyclist can no longer maintain its speed. By losing such speed, the cyclist must in fact move harder to get over the hill, even after the transmission has shifted. Conversely, going downhill and on flat roads can also be hard braking. This is because such transmissions do not shift back until the speed drops.

Thus, cyclists continue to shift their bicycles manually in response to loads on their legs and toes. This has led to a subsequent increase in the number of gears or transmission shift positions in which bicycle transmissions, especially for mountain riding, are manufactured. Instead, the high number of transmission shift positions requires the bicycle rider's increasing knowledge of how and when to shift, and hesitates the acquisition of advanced racing or mountain bikes with large numbers of people.

[0005] The problem is that the gear ratio or drive change ratio is 22% from the first gear to the second gear,
15% from the 2nd gear to the 3rd gear, 18% from the 3rd gear to the 4th gear, 21% from the 4th gear to the 5th gear, 20% from the 5th gear to the 6th gear, 6th 7th from gear
17% for gears and 22% for seventh to sixth gears can be evaluated from the commercially available 8-speed version. The fact that this problem takes grotesque proportions can be seen from the example of a modern 18-speed derailing type bicycle with a front sprocket control cam follower and a rear sprocket control cam follower that both give the following overdrive ratio change: it can. 22% from 1st to 2nd, 11% from 2nd to 3rd, 3% from 3rd to 4th, 4
18% from 5th to 5th from 0th, 6th and 7th, 10th and 11th, 15th and 16th from 5th to 6th due to the combined action of the front and rear sprocket shifts.
4% for each speed, 9% for 17th and 18th speed, 2% for 8th and 9th speed, 5% for 9th and 10th speed, 11% for 12th speed, 12% for 12th speed Between 7th and 13th, between 14th and 15th, and between 17th and 18th are 7%, between 13th and 14th are only 6%, and 16th and 17th are 13%.

This gives an average gear ratio of 0.07166 / shift for this 18-speed transmission, but the actual values are very unevenly distributed among the 18 shift positions. As a result, a higher degree of knowledge, concentration and judgment is needed to operate the transmission, which the bicycle itself needs to do.

[0007] Known hub type bicycle transmissions operate with one or two planetary gear systems, but are not automatic.

A further problem is that in the manual drive, such as in bicycles, where twice the torque drop occurs, due to the fact that angularly moved pedals must pass through the top and bottom points of their circular movement. Repeated torque fluctuations arise from the fact that torque fluctuations are inevitable. Instead, this has driven efforts to develop automatic bicycle transmissions, primarily for the problem of erroneous shifting due to the periodically repeating drive torque fluctuations described above.

As a result, modern approaches use a microprocessor to shift gears, which reverts to the older Hudson Motor, Circa 1938 transmission power assist manual type. Obviously a new approach is needed, even in the case of electromechanical solutions. The inability to develop a widely accepted prior art automatic bicycle transmission is also disappointing from an environmental and socio-economic point of view. Bicycles cost less and take up less space than cars, put less load on the road, don't pollute the air like cars, are less expensive to drive, and can't be found in any car This is because they put the rider on continuous healthy exercise.

[0010]

[Summary of the present invention]

A primary object of the present invention is to provide an improved bicycle automatic transmission system.

The present invention provides a transmission capable of automatically sensing the output power torque of a transmission, automatically converting the sensed output power torque into a transmission shift motion, and shifting with the transmission shift motion. A method for shifting a shiftable bicycle transmission, comprising a combination of shifting automatically.

The present invention also provides a bicycle output power torque sensor, an output power torque input coupled to the output power torque sensor, and a combination output power torque / transmission shift motion converter having a transmission shift motion output. Transmission shift element, said transmission shift element being in a shiftable bicycle drive power transmission coupled to a transmission shift motion output of said converter.

[0013]

[Embodiment of the present invention]

DETAILED DESCRIPTION OF THE INVENTION The present invention and its various aspects and objects will now be described by way of example with reference to the accompanying drawings, in which like reference numerals designate like or equivalent parts, and wherein: Will be more readily apparent from the detailed description of.

FIG. 1 is a side view of a suitable portion of a bicycle 10 representing a motorcycle, a tricycle, and a manually powered vehicle within the scope of the present invention.

FIG. 1 shows a seat support (not shown) for supporting a seat or saddle (not shown).
Shows a portion of the vehicle frame 12 including a so-called seat tube 13 which is adjustably mounted by a seat handle (not shown). This seat tube 13 is fitted with a rear wheel axle 15 so that the rear wheel
Strengthened by a seat stay 14 which is mounted with the help of 6 and 17 and a pair of wheel mouts 18.

FIG. 1 shows a crank axle 20, a pedal 2, which rotates in a well-known bearing in which a seat tube 13, a down tube 19, and chain stays 16 and 17 are combined.
One of which drives a so-called chain ring 23 and thereby a drive chain 24 which rotates a chain sprocket 25 for propulsion of the bicycle 2
The crank arm 22 is also visible.

FIG. 1 shows a portion of a caliper brake 26 that acts on a rim 27 of a rear wheel 28 and is representative of a manually actuatable braking system for a manually actuatable bicycle or other manually powered vehicle. Can also be seen.

Some rather significant parts not shown in FIG. 1 are the top tube of a well-known men's bicycle or an even crossbar of a women's bicycle extending between the seat tube 13 and the front head tube (not shown). Structure. This crossbar or top tube is used for steering the bicycle by angular movement of a front wheel (not shown) mounted between a pair of fork blades of a so-called fork extending from the lower end of the handlebar stem (not shown). Are combined by the down tube 19 in the mounting of the front head tube to which the head tube is mounted.

FIG. 1 schematically illustrates, at 30, an automatic transmission according to an embodiment of the present invention with reference to the remaining figures and the following description.

Within the scope of the present invention, the bicycle may have front-wheel drive instead of the rear-wheel drive shown in FIG. 1, or may drive both rear wheels, for example in the case of a tricycle.

In the embodiment of FIG. 1, the crank arm 22 has a pedal 21 at its end.
So that the bicycle is driven by a person through the rider's body, including the legs and feet. In this regard, bicycles and other vehicles having a manually driven crank are known and are within the scope of the present invention with respect to the disclosed automatic transmission system.

[0022] A manually operated multi-speed transmission that can be automated according to the present invention is apparent from the following patents, which are incorporated herein by reference.

J., entitled Variable Speed Gear, published October 2, 1906. Archer, U.S. Pat. 832,442; November 1, 1942
Epiccyclic Variable Speed Gearin issued on the 0th
g. U.S. Pat. 2,301,852;

[0024] Three Stage Speed Chan published February 20, 1962
Keizo entitled "Ge Mechanism for a Bicycle"
U.S. Pat. 3,021,728; and

[0025] Swiss Patent No. 1, Hans Schneeberger issued December 15, 1948. 258, 751.

This prior art document includes some of the sun gears, planetary gears and related technologies used in the description of the present disclosure and the accompanying drawings.

Basically, the present invention automatically senses the output power torque of a shiftable bicycle transmission. Thus, the present invention avoids the disadvantages of the speed sensitive bicycle transmission described above as background. Thus, the present invention truly assists the cyclist in automatically shifting the bicycle transmission whenever the required torque is required for smooth driving in uphill, downhill or level terrain riding.

The present invention automatically converts the sensed output power torque to transmission shift motion,
A shiftable transmission by applying such a transmission shift movement to the transmission shift element of a bicycle transmission that can shift without waiting for speed changes and without subjecting the cyclist to undue exertion. Shift automatically.

FIG. 2 schematically shows one embodiment of the present invention to which these principles are applied. 3 and 13 show by way of example two related embodiments of the present invention.

In particular, 30 is an automatic transmission having two planetary systems 31 and 32 with respective sun gears 33 or 34 on or around the rear axle 15 shown in FIGS. 1 and 3 and symbolically also in FIG. Machine. The sun gear 33 is keyed to the shaft 15 as shown at 39 in FIGS. Planetary systems 31 and 32
Has a planetary gear 35 or 36 around and meshing with a corresponding sun gear 33 or 34. Each of these planetary systems also has a ring gear 37 or 38 which meshes with a corresponding planetary gear 35 or 36 on the inside. The ring gear 38 of the second or sensor planetary system 32 carries a wheel hub 40, to which the spokes 41 of the rear wheel 28 are mounted, such as via spoke spider anchors 42. Of course, within the scope of the present invention, component 40 may symbolize other types of driven wheel systems of a manually powered vehicle.

The automatic transmission 30 shown in FIG.
5 includes a first ratchet 43 that connects to the inner ring gear 37 except during free rotation as described below. The transmission 30 also includes a second ratchet 44 interconnecting the planetary gears 35 and 36 of the two planetary systems 31 and 32, except when in free rotation as also described below. The transmission 30 further includes a block position 1 shown in FIG.
, 2, 3 includes a third ratchet 46 that can be disabled by the gear shifting mechanism shown in FIG. The transmission 30 further includes a fourth ratchet 48 that can be disabled by a gear shifting mechanism as shown in the second set 49 of block positions 1, 2, 3 shown in FIG. . If enabled, the third ratchet 46 connects the sprocket 25 to the planet gears 35 of the first planetary system 31. Alternatively or additionally, if enabled, the fourth ratchet 48 connects the sprocket 25 via the first ratchet 43
Alternatively, the ring gear 37 is connected to the second planetary system 32 for various shift positions.

In the embodiment shown in FIGS. 2 and 3, the first and second ratchets 43 and 44 are mechanically interconnected through the inner ring gear 37 of the first planetary system 31. It is a practical mechanical structure in some embodiments, but the ring gear could be, for example, within the common structure of both the first and second ratchets 48. In other words, both the first and fourth ratchets 43 and 48 are configured to move the first planetary system 31
They can also be interconnected directly, as long as they are also connected to the ring gear 37, such as for the transmission of human power via. Again, within the scope of the present invention, a similar structure is possible for the second and third ratchets 44 and 46,
As long as they are also connected to the planet gears of the first planetary system 31, they could be interconnected directly.

As far as the gear shift is concerned, the first and second sets of blocks 47 and 49
Block 1 is shown in solid lines and the second and fourth ratchets 46 and 4
Reference numeral 8 indicates that the automatic transmission is disabled at the first shift position (1). Thus, the manually driven sprocket input 25 passes through the ratchet 43, the ring and planet gears 37 and 35 of the first planetary system 31, and through the ratchet 44, planetary gear 36 and ring gear 38 of the second planetary system 32. To drive the wheel hub 40. This shift position (1) thus serves to provide high torque, low speed driving for a bicycle or other manually powered vehicle.

Block position 2 is the first set 47 of blocks for the third ratchet 46
Is still solid, but in the second set of blocks 49 for the fourth ratchet 48, block 2 is dotted and the third ratchet 46 is still disabled, but the fourth ratchet 48 Indicates that the automatic transmission has been activated or enabled in the second shift position (2) of the automatic transmission. Thus, the manually driven sprocket input 25 can be connected to the first ratchet 43 and directly via the enabled fourth ratchet 48 or to the first planetary system 31.
The wheel hub is driven through a ring gear 37 of the second planetary gear system and through a planet gear 36 and a ring gear 38 of the second planetary system 32. At this point, the ratchet 44 is freely rotating. This shift position (2) may thus serve to provide what can be referred to as straight or direct drive, such as for intermediate speed, intermediate torque driving of a bicycle or other manually driven vehicle.

Conversely, block 3 of the first and second set of blocks 47 and 49 is shown in dashed lines, the second and fourth ratchets 46 and 48 are not disabled and the automatic transmission In the third shift position (3). Thus, the manually driven sprocket input 25 is connected to the ratchet 46 of the first planetary system 31 via the planetary gear 35 and the ring gear 37 and to the ratchet 48 of the second planetary system 32, the planetary gear 36 and the ring gear 38. , The wheel hub 40 is driven. Ratchets 43 and 44 are now free to rotate. This shift position (3) may thus serve to provide high speed, low torque driving for a bicycle or other human powered vehicle.

Both the planetary gear systems 31 and 32 participate in power transfer from the sprocket input 25 driven according to the shift position to the wheels 28 or wheel hub 40 outputs, but in the gear shifting function of the automatic transmission 30. Since the primary role of the second planetary system is to sense the output torque of the transmission for automatic shifting, the second planetary system 32 should be considered as part of a torque sensor system according to a preferred embodiment of the present invention. Can be.

Accordingly, the second planetary system 32 automatically senses and senses the output power torque as shown in the block diagram in connection with the rest of FIG. 2, but indicated by arrow 52. 2. Any automatic conversion of the output power torque to a transmission shift motion in a stage corresponding to the shift position, such as stages 1, 2, 3 of one or more transmission shift elements, as indicated by 47 and 49 in FIG. Connected to a torque sensor 51 that is representative or includes the device.

As further indicated by dotted lines 54 and 56, shiftable transmission 30
Is automatically shifted by automatically shifting the transmission shift element with the converted transmission shift motion in steps such as 1, 2, 3 for a three-speed transmission.

In this regard, separate sets of shift blocks 47 and 49 are shown in FIG. 2 for the ratchets 46 and 48, respectively, but in practice the input actuation is as disclosed in the aforementioned incorporated patent. As is generally the case in certain transmissions, it may be one shift element for the entire transmission.

For example, with reference to FIG. 3, transmission 30 can have an input rotor 60 to which sprockets 25 can be mounted for applying human power to the transmission and thus driven wheels 28. This rotor is connected to a pawl 59 which is a part of the first ratchet 43 together with the biasing spring 61. Alternatively, the second ratchet 44 has a pawl 62 spring-loaded at 63. Such a ratchet may be of the conventional type which allows one-way movement for one-way power transmission and is free to rotate in the opposite direction or rotational sense.

Accordingly, the manually driven input rotor 60 is connected to the planetary gears 35 of the first planetary system 31.
The bicycle 10 is driven via the first and second ratchets 43 and 44 via the first and second ratchets 43 and 44 via the second and third planetary gears 37 and via the planetary gear 36 and the ring gear 38 of the second planetary system 32. This is representative of the shift position (1) described above for high torque, low speed operation.

The torque sensor 51 in the embodiment of FIG. 3 operates via the sun gear 34 of the second planetary system 32 in automatically sensing the output power torque of the transmission 30.
Such a transmission is stationary with respect to the hub 40 and other moving parts,
It has an end cover 66 keyed to the shaft 15 as in 67. At the heart of the torque sensor in the embodiment of FIG. 3 is a torque measuring spring 68 anchored to an end cover 66 by an annular spring housing structure 69. In principle, this spring can be of the type of a clock spring with one or more turns, or indeed a spring consisting of several spirals or another type of spring. The spring or spring system used at 68 can be adapted to the load or system employed for optimal gear shift comfort, or personalized to a particular bicycle owner or user. You can even.

The inner end of the spring 68 is coupled to the sun gear 34 of the second planetary system 32
2 connected to a ring 70 connected. The ring and sun gear are angularly movable with respect to the shaft 15. Thus, the torque generated by the bicycle rider not only drives the bicycle wheel 28 via the ring gear 38, but also pulls the spring 68 via the sun gear of the second planetary system 32, thereby sensing the output power torque. And it stores energy for transmission shift.

The present invention automatically converts shiftable transmissions by automatically converting sensed output power torque to transmission shift movement and automatically applying transmission shift movement to the transmission shift element. Shift to By way of example, the shaft 15 can be at least partially a hollow cylinder, and the transmission shift element can be or include a push rod 72 within the hollow shaft.

The push rod includes and is actuated by a push bar 73 which rests on the face of a cam 74 which may be of the axial working type, for example. A development of a significant part of the cam 74 is seen in FIG. 4 in plan, and a front view of the cam 74 is seen in FIG. 5, depending on the meaning of rotation provided by the sun gear 34 of the second planetary system 32, Alternating flat and inclined sections 75,76,77,78 of increasing or decreasing height in the axial direction
And 79 are indicated. Preferably, a similar set of sections 75-76 is provided on cam 74, as shown in FIG. 5, diametrically opposed to the first set 75-79.

Annulus 70 angularly moves cam 74 as the measured output power torque tensions spring 68 and conversely relaxes. The cam slopes 76 and 78 act on the pusher bar 73 and thus on the push rod 72, for example (1), (2) with respect to FIG.
And shifting the gear between several positions as indicated in (3).

In practice, the automatic shifting mechanism over-reacts with the torque applied by the bicycle rider, effectively shifting the mutually interlocking gears, which is indicative of annoying continuous annoying up and downshifts of the automatic transmission. May be done. Within the scope of the present invention, some form of damping may be employed to mitigate this problem. However, embodiments of the present invention prefer to provide some form of hysteresis to avoid interference in the automatic transmission. In practice, such hysteresis can be realized by the built-in resistance of the automatic transmission to the shift gear.

By way of example, a shift control hub or cam 80 as shown in FIGS. 3 and 5 can be used for such a purpose. Such a cam may cooperate with a roller 81 pivotally supported on a pivot arm 82 or other cam follower, for example, riding on the circumference of the cam 80. Such a pivot arm comprises, for example, a hinge pin 8 anchored in a ring structure 69 shown in FIG. 3 as a spring housing and support.
3 can be supported. Tension spring 85 may act on roller support arm 82 to tension roller 81 into contact with cam 80.

The cam 80 is of a radial acting type in which a pair of cam projections or bumps 87 and 88 cooperate with the rollers 81 to achieve the desired resistance or hysteresis with which the transmission mechanism engages in a meaningless engagement. For example, as shown in FIG. 6, a single cam follower 81 having a pair of cam knobs 87 and 88 can be used within the scope of the present invention. However, FIG. 6 can also be seen as an enlarged view of the outer peripheral area of the cam 80, which includes a similar diametrically outer peripheral area.

FIG. 6 shows a virtual image of the roller or cam follower 81 as the outer peripheral area of the cam 80 moves relative to the follower 81. In the illustrated embodiment, it is this cam that is in angular motion, while the cam follower is still on the outer periphery, and the bumps 87 and 88
Only move radially in response to the FIG. 6 is a polar character, while its associated FIG. 4 is a Cartesian character, which symbolizes the radial extent of the cam 80 and the height of the cam 74 with respect to the angular movement or advance d in h.

In FIGS. 4 and 5, the angle 0 ° is located in an intermediate range corresponding to the shift position (2) as described above with reference to FIG. 2, for example. The bumps 87 and 88 of the cam 80 effectively dominate in this intermediate position by preventing the automatic transmission from stagnating between shift positions and shifting prematurely. In particular, hump 8
7 and 88, the pusher bar 73 is the cam slope 76 or the cam slope 78.
To effectively prevent stagnation in either of the two. The humps 87 and 88 of the cam 80 cooperate in the releasable holding of the busher 77, for example, over plus or minus 7 ° of the second flat portion 77 of the cam 74 representing the shift position (2).

As a further example, the above-described shift position (1) includes the flat portion 75 of the cam 74,
It can correspond to an angular range between 30 ° and 23 ° in the counterclockwise direction of the intermediate range represented by the flat portion 77. The transmission shift mechanism has shift positions (1) and (
The bump 87 must be overcome before shifting between 2) in either direction.

Conversely, the above-described shift position (3) may correspond to an angular range between 30 ° and 23 ° clockwise from an intermediate range represented by the flat portion 79 and the flat portion 77 of the cam 74. it can. Before the transmission shift mechanism can shift from shift position (2) forward to position (3) or from position (3) back to position (2),
The bump 88 must be exceeded.

In this regard, a preferred embodiment of the present invention is, for example, as seen from the graph of FIG. 7 representing the wheel 28 versus the pedal 22 as a function of the torque T of the wheel 28 and as a function of the sensor spring 68. Introduce the desired hysteresis. As can be seen from FIG. 7, there is a hysteresis 190 between the middle and high gears (2) and (3) and another hysteresis 191 between the low and middle gears (1) and (2). The tension spring 85 and other parameters of the system can be adjusted to achieve optimum hysteresis for various given purposes.

Thus, the preferred embodiment of the present invention provides stable and accurate gear shifting for superior comfort and the utilization of human power of a bicycle rider.

Free-rotating ratchets of the first and second types of ratchets 43 and 44 are well known. Ratchet mechanisms that alternately enable and disable are also known and can be used in the automatic transmission 30 with shift elements 72 (push rods) or the like that operate such mechanisms.

In this regard, the manually driven rotor 60 drives both the first ratchet 43 and the shiftable third ratchet 46. In FIG. 3, these ratchets
Pawls 59 and 64 are inner ratchets which are inside the rows of ratchet teeth of these ratchets.

The planet gears 35 of the first planetary system 31 drive a second ratchet 44, which is an outer ratchet with the pawls 62 on the outside of the row of ratchet teeth in FIG. This is in effect the design of the fourth ratchet 48 in the design of the second ratchet 44
House around.

In FIG. 3, the fourth ratchet 48 has an inner row of ratchet teeth driving the pawl 164 as shown by the arrows in FIGS. 8 and 9 but under the control of a ratchet shifter or pawl disabler 91. Ratchet. As seen in FIG. 3, pawl 164 is located in a slot in output rotor 116, which can be a spider for the planet gears of second or torque sensitive planetary system 32.

FIGS. 8 and 9 show, by way of example, a partial cross section of a fourth ratchet 48, which shows that the first and second ratchets 43 and 44 do not have a ratchet shifter or disabling device 90, 91. Except, it is also an illustration of a possible embodiment of the first, second and third ratchets shown in FIG. The structure of the first and second chets 43 and 44 is a mirror image of the fourth ratchet having a pawl driving the ratchet, and the third ratchet is an external ratchet as described above.

FIGS. 8 and 9 show the pawl biasing spring as torque 165 only. At the heart of each shiftable ratchet is a ratchet shifter 90 for the third ratchet 46 and a ratchet shifter 91 for the fourth ratchet 48.
It is. Such elements disable the ratchets 46 or 48 in their axial position as shown in FIG. 9 for the ratchet 48 by pushing the active end of the pawl 164 away from the corresponding ratchet tooth 93. . Third and fourth
Ratchets 46 and 48 are thus disabled to conduct power in those states shown in FIG.

Conversely, in their axial position as shown for ratchet 48 in FIG. 8, ratchet shifters 90 and 91 have ratchet teeth 93 with the active end of pawl 64 or 164 in one rotation direction of ratchet 46 or 48. The ratchets 46 or 146 are enabled by pulling the ends of the pawls 64 or 164 sufficiently apart to permit rotation of these pawls by their spring bias 65, 165 until they are positioned for engagement.

Such a shift is made by the aforementioned cam 74 and, for example, the central shift rod 72
And thereby a pusher bar 73 for shifting the pusher bar 96 for the ratchet shifter 90 and the pusher bar 97 for the ratchet shifter 91.
Can be carried out by a biasing spring 95 acting in the opposite direction. The passive and active states of the ratchets 46 and 48 are indicated by solid and phantom diagrams in FIG. In this regard, reference may be made to shift blocks 47 and 49 of FIG. Within the scope of the present invention, ratchet shifters 90 and 91
Can be of different widths or thicknesses for different shift effects, as indicated, for example, by shift blocks 47 and 49 shown in FIG.

Within the scope of the present invention, different structures or types of pawls can be used for the required ratchet, or a sprag-type or other form of one-way clutch may be employed for the ratchet herein. it can.

According to one embodiment of the present invention, the input power torque applied to the transmission is equalized by connecting each rider's foot to a bicycle pedal. To this end, the foot / pedal connection from each foot of the bicycle rider to each bicycle pedal can be combined with an automatic transmission. An example of such a foot / pedal connection is found at 99 and may be representative of a well-known racing bike or other advanced bicycle toe clip and toe strap or other pedal connection attached to a rider's shoe. Such a foot / pedal connection helps a skilled and attentive rider apply force during the pedal's downward angular movement, as well as other phases including upward movement and angular movement through the top and bottom points of the pedal cycle. . In combination with the automatic transmission according to the invention, this actually helps to prevent false shifts of the automatic transmission.

Additionally or more typically, a preferred embodiment of the present invention adds an internal anti-false shift feature to the automatic transmission that delays the upshift as compared to the corresponding downshift. By way of example, a one-way type clutch as shown in FIG. 10 may be employed in torque sensor 51 to delay transmission upshifts as compared to downshifts.

Such a one-way clutch 100 can be, for example, a second or sensing planetary system 3.
On the second sun gear 34. The clutch can ride on the cylindrical extension of the sun gear, and itself constitutes or has an auxiliary sun gear 101 that rotates on the cylindrical extension as seen in FIGS. Can be included.

The one-way clutch 100 can include a non-directionally biased clutch element or roller 102. In the embodiment of FIG. 10, the clutch has a tapered cavity 103 having an inner surface open parallel to the axis of the gear and at the axial extension of the sun gear 34. Rollers 103 are located in these cavities and are urged against the extensions by springs 104 causing rollers 102 to
And the auxiliary sun gear 101 during the relative movement indicated by the arrow 106. Oppositely biased rollers 102 can disengage from this connection during relative angular movement. In this manner, the non-directional clutch 100 can delay an upshift that occurs during swaying of pedal power or erroneously early in response to spring-mass vibration of the drive structure.

The clutch 100 or its sun gear 101 may be part of a further planetary gear 110 as shown in FIGS. Since the second sun gear 112 covers the first sun gear 101 in FIG. 11, such a first sun gear 10
It is necessary to refer to FIG. 10 in order to see the clutch 100 in one.

[0070] Either even or odd planet gears can be used in any of the planetary systems disclosed herein. For example, FIGS. 3 and 13 show sun gear systems 31, 32 and 110 having an even number of planet gears. On the other hand, FIG. 11 shows an odd numbered planetary gear with the understanding that an even numbered planetary gear could be used instead.

In addition to the first sun gear 101, the gear train 110 can include a second sun gear 112 that can be stationary and keyed relative to the shaft 15. Such a second sun gear 112 is preferably of a larger diameter than the first sun gear 101. Preferably, the small sun gear 101 has a planetary gear 113, and the preferably large sun gear 112 has a further planetary gear 114, each preferably having a smaller diameter than each of the planetary gears 113.

The planet gears 113 and 114 are interconnected to rotate synchronously,
And it is pivotally supported between the planetary gear 36 of the second or torque sensing planetary system 32 and its spider 116. Such a spider can act as an output rotor for the second and fourth ratchets 44 and 48, and can be present without the auxiliary gearing 110 being used in any of the different embodiments of the present invention.

In particular, the planet gears 114 are connected to the spider 116 and the planet gears 36 of the second planetary system 32 so as to rotate therewith synchronously around the stationary sun gear 112. The planetary gears 113 rotate synchronously with them to these planetary gears 114, and connect their sun gears 101 to the rotational direction 106 of the spider 116.
Is connected so as to slowly and angularly move in the opposite direction 107.

In the illustrated example, the pitch linear velocity of the sun gear 101 is
The difference between the radii of 3 and 114 divided by the radius of the planetary gear 113 multiplied by the speed at 106 and in the opposite direction. According to a preferred embodiment of the present invention,
The gear ratio in the auxiliary gearing is such that during each minimum 1/4 turn of each pedal 21 the clutch 100 in the sun gear 101 is driven by the sun gear 34 and thus the coupling 5
2 is selected to constrain the angular movement of cam 80 via 2 and thus ensure that the automatic transmission cannot upshift as a result of such a minimum torque phase.

The embodiments of the present invention shown in FIGS. 3, 10 and 11 delay upshifts without affecting downshifts.

In particular, when the cyclist applies torque via the automatic transmission, the second sun gear 34 torques the sensor spring 68 via the coupling 52 so that the cam 68 and the cam 74 and 80 And the energy reaching the point of downshifting the transmission via element 72. Two such downshifts are indicated in FIG. 7 by downward arrows. Auxiliary planetary gear set 11
0 and its clutch 100, the sensing sun gear 34 is
10, such that the downshift is performed as long as the clutch roller 102 moves out of the locked position at the surface 103 against the bias of the spring 104. Has no effect.

The sensing spring 68 stores energy applied to it by the sensed torque. If the torque applied by the cyclist decreases, such energy previously stored in the sensing spring 68 tends to angularly move the sensing sun gear 34, as seen in FIG. In the absence of clutch 100, this means that whenever the torque applied by the cyclist decreases, cams 74 and 80
Will perform an upshift of the transmission.

However, as long as the bicycle is moving forward, the auxiliary planetary system 110
The sun gear 101 is rotating in the direction of 07. Due to the action of the clutch 100, neither the sensing gear 34 nor its coupling 52 can advance counterclockwise faster than the auxiliary sun gear 101. As a result, the upshift through the cams 74 and 80 is delayed until the energy stored in the sensing spring 68 balances the sensed output torque, at which time the two shift operations are continued by the upward arrow in FIG. Upshift occurs as instructed.

The presently-discussed embodiment of the present invention is in the sense that the spring-mass oscillations occurring in the system are damped if not blocked, and during pedaling through pedal rotation peaks. In the sense that the sensed output torque is automatically converted to transmission shift motion by the sensing spring 68 in the sense that inevitable rocking of the bicycle drive, such as from a reduction in torque, will not cause erroneous shifting or rocking of the automatic transmission. Measure the stored energy.

By way of example, the energy stored in the sensing spring 68 is transmitted to the shiftable transmission 30
And 230 to shift the upshift in the shift. In this regard, the clutch 100 and the auxiliary gearing 110 can be used to meter the rate at which the sensing spring 68 releases its energy, as disclosed above with the aid of FIGS. 3, 10 and 11. In terms of equipment, the bicycle output power sensor 51 can include a sensed output torque energy storage device 68, and the output power torque / transmission shift operation converters 70, 74, 80 include stored energy metering devices 101, 110. In. Such a stored energy metering device can be a non-directional upshift delay device, such as in the form of or including a one-way clutch 100.

According to a further embodiment of the invention, the automatic transmission can be locked in a given shift position. What can be referred to as a manual shift detention device can act on its components, such as the elements of a torque sensor 51 of an automatic transmission.

In this regard, FIG. 12 shows an auxiliary ring 124 acting on the sensor ring 70 via a corresponding connecting element, such as a pin 125 and a corresponding cavity 126. The number of cavities is determined by the shift positions or flat portions 75, 77, 7 shown in FIGS.
May be responsible for 9 numbers.

Such a coupling element can be acted on manually. By way of example, a tension cable 53 used, for example, in a prior art manual transmission may be used to hold the auxiliary ring 124 disengaged from the sensing system ring 70 against the bias of the spring 128. Auxiliary ring 124 can be released, such as by release of tension cable 53, when the bias of spring 128 causes pin 125 to engage cavity 126, so that the sensing sun gear no longer rotates ring 70 with respect to stationary cover 66. Can not do. When it is desired to regain the automatic shifting function of the transmission 30, the pull cable 53 is again actuated to pull the shift detent element 125 away from the sensing ring 70.

[0084] Within the scope of the present invention, the torque can be sensed electrically, and / or
Or the automatic transmission can be operated electromechanically. As an example, FIG.
3 shows such an electrified version. The mechanical parts of such an electromechanical transmission include, for example, a sprocket drive input rotor 60, a first planetary system 31 and ratchets 43, 44, 46, 48 connected to planets and ring gears 35 and 37, respectively, a ratchet shifter. 90 and 91, similar to the output rotor 116 described above, but including an output rotor 216 connected more directly to the bicycle hub 40, and other mechanical components as shown jointly in FIGS. .

The electromechanical transmission has a reference numeral increased by 100 which is similar to those of the embodiments shown in FIGS. 2 to 6, 10 and 11 for faster understanding, for example. Contains electrical components. Of course, this is illustrative and not limiting.

The torque pickup of FIG. 13 includes an electrical gauge, such as a strain gauge 134, that picks up torque from the shaft 15 that is torqued against its detention at both ends of the shaft 15. Such a strain gauge is preferably loaded on both sides of the shaft 15 at 45 degrees to the shaft axis. The bending moment of the shaft is thus canceled and the sun gear 3 of the manually driven planetary system 31
3 can be applied to an electronic torque sensor 151 which can include a strain gauge reference amplifier that converts the sensed human torque into a switching signal indicative of the sensed human torque in a manner known per se in the strain gauge art. it can.

Such an electrical torque signal 171 may be equal to the torque delivered by the ring 70 shown in FIG. Similar to the cam arrangement 80 illustrated in FIGS. 3 and 4-6, the circuit of FIG. 13 includes a conventional type electronic circuit 180 that responds only to peaks in the signal 171 so that only peak torque is recognized. be able to. By way of example, the circuit 180 may include a torque level discriminator that uses a conventional element, such as a Schmitt trigger circuit, to convert the torque signal 171 to a tristable switching signal.

Instability can be avoided by detecting only the peak signal in the sensed output torque, and the counter that counts out the periodically occurring torque fluctuations described above at 151 to prevent false shifts. So that it can be used in circuits.

The processed sensed torque signal 171 through circuit 180 is directed to a switching circuit 174 that performs selective switching of third and fourth ratchets 46 and 48 similar to shift element 72 shown in FIG. Applied via lead 173. To this end, the switching circuit 174 provides a switching signal to the ratchet shifter actuators 196 and 197 by providing a switching signal.
In response to the processed torque signal appearing at. By way of example, such an actuator may include a solenoid driver and the switching circuit 1
74 may include a solenoid driver selector which may be a shift element similar in effect to the shift element 72 in the mechanical version of FIG.

In this regard, solenoid driver 196 alternately excites spaced apart electromagnets 200 and 201 with ratchet shifter 90 for third ratchet 46 disposed therebetween. Similarly, solenoid driver 197 alternately excites spaced electromagnets 202 and 203 having a ratchet shifter 91 for fourth ratchet 48 disposed therebetween. By way of example, the solenoid driver 197 can be a high / low drive that shifts the transmission 130 between high and low gears, and the solenoid drive 196 can be an intermediate solenoid drive that shifts the transmission from / to the intermediate gear. Vessel.

Accordingly, the third ratchet 46 is switched to the disabled state by the excitation of the electromagnet 200 via the driver 196 and is held there. Similarly, the fourth ratchet 48 is switched to its disabled state by the excitation of the electromagnet 202 via the driver 197 and is held there.

Conversely, the third ratchet 46 is switched to its enabled state by the excitation of the electromagnet 201 via the driver 196 and is held there. The fourth ratchet 48 is switched to its enabled state by the excitation of the electromagnet 203 via the driver 197 and held there.

According to one embodiment of the present invention, ratchet shifters 90 and 91 may be or include permanent magnets, so that electromagnets 200, 201, 202,
203 can be excited to attract or repel their corresponding ratchet shifters 90 or 91. Preferably, the solenoids or electromagnets 200-203 have a soft core so that each ratchet shifter 90 or 91 will remain the last electromagnet that attracted it until the opposite electromagnet was excited. In such a case, the excitation of the electromagnet described above is not necessary to keep the switched ratchet in the switched state, since the permanent magnetism of the ratchet shifter 90 or 91 may be over the soft core of the adjacent electromagnet. Can be performed.

In practice, the switching pattern illustrated by switching blocks 47 and 49 is such that solenoid driver selector 174 and solenoid drivers 196 and 19 perform gear shifting in the manner described above with respect to FIG.
7 can be performed. Solenoid driver selector 174 can be programmed for such purpose or any other desired switching pattern.

The opposing ratchet switching action can be provided by the bistable nature of circuit 180 described above. Alternatively or additionally, bending springs 205 and 206 having a shape similar to one of the bumps 87 and 88 shown in FIGS. 4-6 can be provided to enhance the bistable character of each ratchet shift operation. . In this regard, in the mechanical version of FIG. 3, the spring 95 provides a sustained force to move the ratchet shifters 90 and 91 until the ratchet shift operation is completed. In the electromechanical version, similarly extended electric power or E
An MF may be provided and / or terminate the movement of ratchet shifters 90 and 91, respectively, during a short delay when the springs 205 and 206 move the pawls between their positions, for example illustrated in FIGS. Can act to make it work.

Similar to the manual shift detainer 123 as shown in FIG. 12, the embodiment of FIG. 13 includes a shift detainer in the form of a switch 223 between the torque sensor 151 and the solenoid driver selector 174. be able to. Such a switch is normally closed but energized to its closed position where a gear shift occurs in response to a sensed output torque change.

Alternatively, the switch 223 is opened as by the type of pull cable 53 or other manually applied force 153 shown in FIG. In this manner, the supply of the shift signal to the solenoid drive is interrupted, so that the electromechanical transmission is manually detained in any currently dominant shift position. Switch 223 can be released to its closed position, thereby restoring automatic shifting of transmission 130.

[0098] The automatic transmission 130 can be powered by a power generation system of the type used for batteries and / or bicycle lights.

The embodiments of FIGS. 3 and 13 use several balls, needles or other bearings, which may be conventional types.

An integrated transmission of the planetary gear or hub type is shown in detail and is preferred,
The principles of the present invention and the principles of its embodiments, such as FIG. 2, can also be applied to the de-shifting type of shiftable transmission.

By way of example, FIG. 14 shows an automatic transmission 230 in which the first planetary gear system 31 of the gear type transmissions 30 and 130 has been replaced by a de-wheeling type transmission 231.

Dewheeling transmissions are well known and include tension and jockey wheels (not shown) along a chain 24 at a rear wheel 28 and a sprocket wheel 25.
Area includes free wheels and gear groups (not shown). The sprocket input is again shown as 25 as in FIG.

The torque sensing and transmission shifting system including the second planetary system 32 and the torque sensor 51 is now (a) in accordance with a preferred embodiment of the present invention.
To apply the rear wheels or output torque of the de-wheel transmission 231 to the wheel hub 40, and (b) sense such output torque and shift the de-wheeling device, as indicated by the dotted line 154. Is provided.

Within the scope of the present invention, a de-wheeling type transmission system can be powered in the manner disclosed above with respect to FIG. In either case, the derailer is shifted instead of the ratchets 46 and 48.

Within the scope of the present invention, the transmission can be automatic and manual, or hybrid, such as automatic gear type and de-wheel manual.

Although the invention and its various aspects have been disclosed herein with the aid of detailed examples, the invention is clearly not limited to such details or the disclosed embodiments of the invention. Rather, this disclosure and the remainder thereof will demonstrate the broad applicability of the present invention and variability which goes beyond the elements described herein as an aid in gaining an understanding. Accordingly, the exemplary term "like" should be considered to exist for each particular or numerical statement or instruction.

In one aspect, the present invention automatically senses the output power torque of a shiftable transmission, automatically converts the sensed output power torque to transmission shift motion, and provides a shiftable transmission. Is automatically shifted by the transmission shifting motion to shift the shiftable bicycle transmission.

For this reason, the shiftable bicycle drive power transmission 30, 130, 230
, 154 or 174, and has a bicycle output power torque sensor 51, 151 and an output power torque input coupled to an output power torque sensor such as 52 or 171; An output power torque / transmission shift motion converter 68, 74, 180 having a transmission shift motion output 73, 173 is included. Transmission shift element 72,
174 is connected to the transmission shift motion output of the converter.

The output power torque can be sensed mechanically, and the output power torque sensor 51 can be a mechanical output power torque sensor 34, 52, 68. Alternatively, the output power torque can be sensed electrically, such as 151 using a strain gauge. The output power torque is preferably sensed inside the transmission,
And the output power sensors 51, 134, 151 are preferably the transmissions 30, 13
0,230.

[0110] A variation corresponding to the output power torque can be generated in the transmission, and the output power torque is sensed from the variation. Output power torque sensor 51,
151 is a sun gear 34, strain gauge 134 or other means for sensing variations corresponding to output power torque in transmissions 30, 130, 230, and spring 68
, A strain gauge reference amplifier 151, a torque level discriminator 180, or other means for sensing output power torque from variations thereof.

[0111] The planetary gears 32 can be included in the transmission 30 or 230, and the aforementioned variations can be derived from the sun planetary gears. An output power torque sensor 51 can be coupled to this planetary gear as indicated at 52 in FIGS.

The first and second planetary gears 31 and 32 can be variably connected in series in the transmission, and the above-mentioned fluctuations can be applied to these planetary gears as from the second planetary gear 32. Can be derived from one. The transmission may include first and second planetary gears 31 and 32 variably connected in series, and output power torque sensor 51 may output such planetary gears, such as to second planetary gear 32. Linked to one.

The shift of the transmission takes place in one shift position (for example, when the third and fourth ratchets 46 and 48 are not activated) from the ring gear 37 to the planetary gear 35 and conversely in the other shift position. For example, when the third and fourth gears 46 and 48 are activated as a means for reversing the power transfer), such as from these planetary gears 35 to the ring gear 37, the power torque via the first planetary gear Inverting the conduction of

[0114] The aforementioned fluctuations can add strain to the elements in the transmission, and the output power torque can be sensed from that strain. For illustration, an output power torque sensor is shown with a strain gauge 1 on an element in the transmission as shown in FIG.
34 may be included. Such an element can be a shaft 15 to which strain is applied, and a strain gauge 134 can be mounted on this shaft.

Another example of such an element is a sun gear 34 via a coupling 52.
FIG. 3 shows the spring 68 shown in FIG. The output power torque sensor 51 can include a spring 68 coupled to components of the transmission 30.

As shown in FIG. 14, derailers and gear 32 transmissions can be included, and output torque can be sensed from such gears 32. The derailer then
154 in FIG. 14 showing the gear between the derailer and the transmission 230 and the derailer 231.
Can be shifted by the above-described transmission shift movement. Output power torque sensor 51 is connected to these gears, such as 52, and transmission shift element 154 is connected to the derailer. The gears 34, 36, 38 can be located in the planetary system.

The transmission can be shifted upshifts and downshifts, and can impose hysteresis 190,191 in the automatic shift between such upshifts and downshifts, as shown in FIG. . The upshift and downshift shifters can include a cam 74 acting on the shift element 72 and the ratchets 46 and 48, and the means for imposing hysteresis can include a cam 80 having bumps 87, 88, etc.

The energy of the sensed output torque can be stored by spring 68 mechanically or electrically as in circuit 180, and such stored energy can be used to shift the sensed output power torque. It can be weighed in automatic conversion to machine shift movement. Such stored energy is transmitted to the shiftable transmission 3
Especially metered to delay the upshift of 0,130,230. By way of example, such metered energy release can be performed by an auxiliary planetary gearset 110 having a one-way clutch 100 which also imposes a kind of hysteresis. Preferably, upshifts are delayed as compared to downshifts. For illustrative purposes, the upshift is delayed while converting the sensed output power torque to transmission shift motion. The transmissions 30,130 may include upshift and downshift shifters 90,91 and shift delays 87,88,100,180.

According to one preferred embodiment of the present invention, the sensed output power torque is (1)
, (2), (3) are automatically converted to a transmission shift movement of a stage corresponding to the shift position of the transmission, and such shiftable transmission is provided by such a transmission shift movement. Automatically shifting by automatically shifting the transmission to these stages. The transmission output power torque / transmission shift motion converter may include a step effect converter 74, 80, 180 having a stepped transmission shift motion output at 73 or 173.

[0120] Within the scope of the invention or in other aspects, the automatic transmission preferably has unique shift positions such as (1), (2), (3) corresponding to different output power torques, and Such conversion of the output power torque is preferably automatically deferred until the sensed output power torque acquires a value corresponding to a unique shift position of the transmission. The conversion of output power torque is automatically released whenever the sensed output power torque has acquired a value corresponding to the unique shift position of the transmission, and such shiftable transmission is capable of transmission shift motion. Is automatically shifted when the conversion is canceled by applying to the transmission. In this regard, the transmission shift elements 72, 174 have unique shift positions that correspond to the different output power torques applied to the transmission, and the converter determines if the sensed output power torque is in circuit 8
The tooth 87 adapted to hold the output power torque / transmission shift motion conversion and thereby the transmission shift until a value is obtained that corresponds to the unique shift position of the transmission shift element, which can also be implemented by zero. , 88.

The transmission shift element can be a linear transmission shift element 72, and its output power torque input is a rotational output power torque input 34, 52, 70, 74 coupled to output power torque sensors 51, 68. It is. The transmission shift motion output can be a linear transmission shift motion output 73 coupled to its rotational output power torque input. The linear transmission shift element 72 can be connected to this linear transmission shift motion output 73.

The transmission typically has unique low and high shift positions corresponding to different output power torques, and the conversion of the output power torque is such that the sensed output power torque has a value corresponding to the unique shift position. Held automatically until acquired. This conversion of output power torque is automatically released whenever the sensed output power torque has acquired a value corresponding to a unique shift position of the transmission. Preferably, such a conversion of the output power torque is suspended and then released in hysteresis, so that the output power torque is lower for a shift from a low shift position to a high shift position than for a shift from a high shift position to a low shift position. And released at different shift points as shown by way of example in FIG. Shiftable transmissions are automatically shifted at such different points.

Preferably, the shift point for shifting from the low shift position to the high shift position is
For example, as shown in FIG. 7, the output power torque is lower than the shift point from the high shift position to the low shift position. Preferably, transmission shift element 72 has unique low and high shift positions corresponding to different low and high output power torques applied to the transmission, respectively, and converters 74 and 80 provide output power torque / transmission shift motion conversion. And gears 87, 88, 100 adapted to shift the transmission at different shift points for shifting from the low shift position to the high shift position rather than from the high shift position to the low shift position. Have.

The shiftable bicycle transmission 30, 130, 230 can be detained in any shift position. For illustrative purposes, the manual shift position detention device 123,
223 can be connected to a transmission by connecting the device to torque sensors 51, 151, etc.

This extensive disclosure, having numerous embodiments in mechanical and electrical arts, demonstrates the present invention and its broad scope of various aspects and embodiments, and gives those skilled in the art a complete understanding of the spirit and scope of the present invention. Various modifications and alterations are self-evident or suggestive.

[Brief description of the drawings]

FIG. 1 represents motorcycles, tricycles and other manually powered vehicles within the scope of the invention;
1 is a side view of a suitable portion of a bicycle including the appearance of an automatic transmission according to one embodiment of the present invention.

FIG. 2 is an illustration of an automatic transmission according to one embodiment of the present invention.

FIG. 3 is a longitudinal sectional view through an automatic transmission according to one embodiment of the present invention.

FIG. 4 is a graph illustrating a step effect shift function according to one embodiment of the present invention.

5 is a detailed elevational view of the shift mechanism seen in FIG. 3 by looking at the cam 80 and associated components in a right-to-left axial direction.

FIG. 6 is an illustration showing details of FIG. 5 in a dynamic manner, according to one embodiment of the present invention.

FIG. 7 is a graph showing gear shift hysteresis according to one embodiment of the present invention.

FIG. 8 is an elevational view of the ratchet shown in an activated state as seen at 48 in FIG.

FIG. 9 is an elevational view of the ratchet of FIG. 8 shown in a disabled state.

FIG. 10 is a diagram of a one-way clutch according to one embodiment of the present invention shown at 101 in FIG. 3 in a right-to-left axial direction.

FIG. 11 is an elevation view of an auxiliary planetary gear according to one embodiment of the present invention shown at 110 in FIG. 3 in an axial direction from right to left.

12 is a longitudinal sectional view of a shift position detainer according to one embodiment of the present invention as a modification of FIG.

FIG. 13 is a longitudinal section and block diagram of an electromechanical transmission according to a further embodiment of the present invention.

FIG. 14 is an illustration of a wheel-release type automatic transmission according to a further embodiment of the present invention.

──────────────────────────────────────────────────続 き Continuation of front page (81) Designated country EP (AT, BE, CH, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT, SE), OA (BF, BJ, CF, CG, CI, CM, GA, GN, ML, MR, NE, SN, TD, TG), AP (GH, KE, LS, MW, SD, SZ, UG, ZW) , EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY, CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, GB, GE, GH, HU, IL, IS, JP, KE, KG, KP, KR, KZ, LC, LK, LR, LS , LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, UA, UG, US, UZ, VN, YU, ZWF terms (reference) GA19 HC05 HC11 3J552 MA02 MA19 NA00 NB00 PA18 PA19 SB09 SB10 SB22 TB15

Claims (58)

[Claims] 1. A method for shifting a shiftable bicycle transmission, the method comprising: automatically detecting output power torque of the transmission; automatically converting the sensed output power torque into transmission shift motion; And wherein the method comprises a combination of automatically shifting the shiftable transmission with the transmission shift motion. 2. The method of claim 1, wherein said output power torque is sensed mechanically. 3. The method of claim 1, wherein said output power torque is sensed electrically. 4. The method of claim 1, wherein said output torque power torque is sensed inside said transmission. 5. The method of claim 1, 2, 3 or 4, wherein a variation corresponding to said output power torque is generated in said transmission, and said output power torque is sensed from said variation. 6. The method of claim 5, wherein said fluctuation is generated with the aid of a gear element in said transmission. 7. The method of claim 5, wherein a planetary gear is included in the transmission, and the variation is derived from the planetary gear. 8. The method of claim 7, wherein said variation is derived from a sun gear of said planetary gear. 9. The method of claim 5, wherein first and second planetary gears are variably connected in series in said transmission, and said variation is derived from one of said planetary gears. 10. The method of claim 9, wherein said shifting comprises reversing the transmission of power torque through said planet gears. 11. The method of claim 9, wherein said variation is derived from said second planetary gear. 12. The method of claim 5, wherein said variation imposes strain on an element in said transmission, and said output power torque is derived from said strain. 13. The method of claim 12, wherein said element is the strained shaft. 14. The method of claim 12, wherein said element is said strained spring. 15. The derailleur and gears are included in the transmission, the output power torque is derived from the gears, and the derailleur is shifted with the transmission shift motion. , 3 or 4. 16. The method of claim 15, wherein said gear is located in a planetary system. 17. The method of claim 1, 2, 3 or 4, wherein said transmission is shifted upshifts and downshifts and hysteresis is imposed on said automatic shift during said upshifts and downshifts. 18. The energy of the sensed output power torque is stored and the stored energy is metered in converting the sensed output power torque into a transmission shift motion. Or the method of 4. 19. The method of claim 18, wherein said stored energy is metered to delay an upshift in said shiftable transmission shift. 20. The method of claim 1, 2, 3, or 4, wherein the transmission is shifted into an upshift and a downshift, and the upshift is delayed with respect to the downshift. 21. The method of claim 20, wherein said upshift is delayed while converting sensed output power torque to transmission shift motion. 22. The sensed output power torque is automatically converted to the transmission shift motion at a stage corresponding to a shift position of the transmission, and the shiftable transmission changes the transmission to the speed of the transmission. 5. The method of claim 1, 2, 3, or 4 wherein the automatic shifting is performed with the transmission shift motion in step (a). 23. The method of claim 22, wherein the transmission is shifted into an upshift and a downshift, and the upshift is delayed with respect to the downshift. 24. The method of claim 23, wherein said upshift is delayed while converting sensed output power torque into transmission shift motion. 25. The transmission has a unique shift position corresponding to different output power torques, and the conversion of the output power torque is such that the sensed output power torque corresponds to a unique shift position of the transmission. Automatically converting the output power torque to a value that corresponds to a unique shift position of the transmission; and the conversion of the output power torque is automatically released whenever the sensed output power torque obtains a value corresponding to a unique shift position of the transmission. 5. The method of claim 1, 2, 3 or 4, wherein the shiftable transmission is automatically shifted by applying a transmission shifting motion to the transmission upon release of the conversion. 26. The transmission has unique low and high shift positions corresponding to different output power torques, and the conversion of the output power torque is such that the sensed output power torque changes the unique shift position of the transmission. The output power torque conversion is automatically released whenever the sensed output power torque acquires a value corresponding to a unique shift position of the transmission. The conversion of the output power torque is suspended such that the output power torque is released at a different shift point due to the shift from the low shift position to the high shift position than from the shift from the high shift position to the low shift position. And releasing at hysteresis, wherein the shiftable transmission is automatically shifted at the different shift point. , 3 or 4 of the way. 27. The method of claim 26, wherein the shift point for the shift from the low shift position to the high shift position is lower in output power torque than the shift from the high shift position to the low shift position. 28. The method according to claim 1, wherein the shiftable bicycle transmission is held in any shift position. 29. The method of claim 1, 2, 3 or 4, wherein the input power torque applied to the transmission is equalized by connecting each foot of a bicycle rider to a pedal of the bicycle. 30. A shiftable bicycle drive power transmission having a transmission shift element, comprising: a bicycle output power torque sensor; an output power torque input coupled to the output power torque sensor; A transmission comprising an output power torque / transmission shift motion converter having a shift motion output, wherein the transmission shift element is coupled to the transmission shift motion output of the converter. 31. The transmission of claim 30, wherein said output power torque sensor is a mechanical output power torque sensor. 32. The transmission of claim 30, wherein said output power torque sensor is an electromechanical output power torque sensor. 33. The transmission of claim 30, wherein said output power torque sensor is inside said transmission. 34. The output power torque sensor includes means for sensing a variation corresponding to the output power torque in the transmission, and means for sensing the output power torque from the variation. 34. The transmission of claim 30, 31, 32 or 33. 35. The transmission of claim 30, 31, 32, or 33, wherein the output power torque sensor includes a gear element in the transmission. 36. The transmission of claim 30, 31, 32, or 33, wherein said transmission includes a planetary gear, and said output power torque sensor is coupled to said planetary gear. 37. The transmission of claim 36, wherein said output power torque sensor is connected to a sun gear of said planetary gear. 38. The transmission includes first and second planetary gears variably connected in series, and the output power torque sensor is connected to one of the planetary gears.
Transmission. 39. The transmission of claim 38 including means for reversing the transmission of power torque via said first planetary gear coupled to said transmission shift element. 40. The transmission of claim 38, wherein said output power torque sensor is connected to said second planetary gear. 41. The transmission of claim 30, 31, 32, or 33, wherein the output power torque sensor includes a strain gauge on an element in the transmission. 42. The transmission of claim 41, wherein said element is a shaft and said strain gauge is mounted on said shaft. 43. The transmission of claim 30, 31, 32, or 33, wherein said output power torque sensor includes a spring coupled to a portion of said transmission. 44. A derailer, and a gear between the derailer and the output of the transmission, wherein the output power torque sensor is coupled to the derailer. 33
Transmission. 45. The transmission of claim 44, wherein said gear is a planetary system. 46. The transmission of claim 30, 31, 32, or 33, wherein the transmission includes an upshift shifter and a downshift shifter, and means for imposing hysteresis on the upshift and downshift shifters. 47. The bicycle output power torque sensor includes a sensed output torque energy storage device, and the output power torque / transmission shift motion converter includes a stored energy metering device. Transmission. 48. The storage energy metering device is a non-directional upshift delay device.
Transmission. 49. The transmission includes an upshift shifter and a downshift shifter, and a shift delay selectively coupled to the upshift shifter.
31, 32 or 33 transmission. 50. The transmission of claim 30, 31, 32, or 33, wherein said converter is a step effect converter having a stepped transmission shift motion output. 51. The transmission of claim 50, wherein the transmission includes an upshift shifter and a downshift shifter, and means for imposing hysteresis on the upshift and downshift shifters. 52. The transmission of claim 50, wherein the transmission includes an upshift shifter and a downshift shifter, and a shift delay selectively coupled to the upshift shifter. 53. The transmission shift element has a unique shift position corresponding to different output power torques applied to the transmission, and the converter includes an output power torque / transmission shift motion conversion and thereby the speed change. 34. The transmission of claim 30, 31, 32, or 33, having teeth adapted to withhold until the output power torque sensed by the shift of the transmission has acquired a value corresponding to a unique shift position of the transmission shift element. 54. The transmission shift element is a direct-acting transmission shift element, the output power torque input is a rotational output power torque input coupled to the output power torque sensor, and the transmission shift motion output is 34. A linear transmission shift motion output coupled to the rotational output power torque input, wherein the linear transmission shift element is coupled to the linear transmission shift motion output. Transmission. 55. The transmission has unique low and high shift positions respectively corresponding to different low and high output power torques applied to the transmission, and the converter comprises an output power torque / transmission shift motion conversion. 31. and having teeth suitable for delaying the transmission shift at different shift points for shifting from a low shift position to a high shift position than shifting from a high shift position to a low shift position thereby. 31, 32 or 33 transmission. 56. A manual shift position restraint coupled to the transmission.
, 31, 32 or 33 transmission. 57. The transmission of claim 56 including coupling the shift position detainer to the torque sensor. 58. A foot connecting each foot of a bicycle rider to each bicycle pedal associated with said transmission.
34. The transmission of claim 30, 31, 32 or 33, including a pedal coupling.