JP3142250B2 - Bicycle bearings and bicycle rotating parts using the same - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to a bicycle bearing, and more particularly to a bicycle bearing.
The outer periphery of the shaft member and the inner periphery of the cylindrical member can be rotated relatively
The present invention relates to a bicycle bearing for supporting a bicycle. In addition, this self
The present invention relates to a bicycle rotating component using a rolling bearing.

[0002]

2. Description of the Related Art Bicycles often use various hubs such as coaster hubs and internal transmission hubs, and various rotating parts such as bottom brackets and pedals. Bicycle rotating parts are
In general, a shaft-like member, a cylindrical member disposed on the outer peripheral side of the shaft-like member and rotatable relative to the shaft-like member, and a plurality of bearing portions interposed between the shaft-like member and the cylindrical member. Have. The bearings are usually arranged at both ends of the tubular member.

[0003] A plurality of steel balls (an example of a rolling element) constituting a rolling bearing are used in this type of bearing. In the case of an internal transmission hub, for example, a steel ball is formed by a ball push (an example of an inner member) provided on a hub shaft (an example of a shaft member) and a hub bowl (an outer member) provided on a hub shell (an example of a cylindrical member). Are arranged so as to be able to contact both.
The steel balls are held at equal intervals in the circumferential direction by a retainer (an example of a holding body). The retainer is a ring-shaped member, and a steel ball holding piece extends radially inward between steel balls to hold the steel balls.

[0004] In this kind of rotating part, it is necessary to supply a lubricant such as grease or lubricating oil to the internal member in order to make the rotation and internal operation smooth. For example, in the case of an internal transmission hub with a coaster brake, it is necessary to periodically supply grease to a metal brake shoe that contacts a metal hub shell rotatably supported on a hub axle. This is because both the brake shoe and the bub shell are metal members, and if there is no grease between them, the two will wear and the desired braking performance will not be obtained.

When grease is supplied to the brake shoe inside the internal transmission hub, if grease is supplied from the bearing, the steel ball holding piece of the retainer hinders the supply of grease. Therefore, conventionally, the rear wheel is detached from the bicycle, the internal transmission hub is disassembled from the hub shaft end, and grease is directly supplied to the brake shoes.

[0006]

In the above-mentioned conventional configuration,
When the lubricant is supplied to the interior of the internal transmission hub, the rotating parts must be disassembled and the lubricant must be supplied each time, so that it is troublesome and troublesome to supply the lubricant. Therefore, it is conceivable to form an oil supply hole from the outer peripheral surface of the hub shell to the inner peripheral surface toward the brake shoe, and supply the lubricant therefrom. However, if a hole is made in a hub shell that requires strength, there is a problem that the strength of the hub shell decreases. Moreover, when the lubricant is supplied from the hub shell side, the lubricant is supplied along the radial direction. Therefore, even if the lubricant is supplied, if the hub shell rotates, the supplied lubricant is easily removed by centrifugal force.

SUMMARY OF THE INVENTION An object of the present invention is to provide a bicycle bearing in which the strength is hardly reduced, the supplied lubricant is hardly removed, and the lubricant is easily supplied to the inside, and a bicycle rotating component using the same. It is in.

[0008]

A bicycle shaft according to the first aspect of the present invention.
The bearing is the outer periphery of the shaft member of the bicycle and the inner periphery of the cylindrical member.
Bearing for supporting the relative rotation of the
A rolling element and a holding body are provided. Multiple rolling elements are axial
Contact between the outer periphery of the member and the inner periphery of the cylindrical member
It is arranged as possible. Holder is composed of multiple rolling elements in the circumferential direction.
This is for holding the ring at intervals. And hold
The body has a cylindrical peripheral wall extending along the rotation axis and a peripheral wall.
Curved inward from each other and arranged at intervals in the circumferential direction.
A plurality of steel balls holding a moving body and having a lubricant passage formed therein
And a holding piece.

[0009] This Kodewa, is provided with the lubricant passage portion into a plurality of steel ball holding pieces of the holding member, lubricant is supplied to the inside through a lubricant passage portion. Therefore, the lubricant can be easily supplied to the inside without removing the rotating part from the bicycle and disassembling it. Moreover, the lubricant centrifugal force does not remove easily even act because they are supplied along the rotation axis direction via the holding bearing member. Further, since it is not necessary to make a hole in the cylindrical member requiring strength, the strength does not decrease.

[0010]

[0011] The rotating part for a bicycle according to the invention 2 is a bicycle.
Rotating parts for bicycles mounted on the rotating part of
The member is disposed on the outer peripheral side of the shaft member, and is relatively rotated with the shaft member.
A rotatable cylindrical member, and the bicycle bearing according to claim 1.
It has. The bicycle bearing is arranged facing the end face of the cylindrical member, is fixed to one of the shaft-like member and the tubular member so as to cover between the gaps to cover an end surface of the tubular member, and a bicycle And a cover member having a through hole formed so as to be able to supply oil to the bearing . In this case, foreign matter such as muddy water and dust hardly enters the bicycle bearing because bicycle bearing is covered by the cover member, yet capable of supplying lubricant to a bicycle bearing through the cover member.

[0012] The rotating part for a bicycle according to the third aspect of the present invention is the same as the second aspect.
In the above-mentioned component, a lid member detachably attached to the through hole is further provided. In this case, even when the through hole is formed, the lid member is detachably attached to the through hole, so that it is difficult for foreign substances to enter from the through hole, and it is difficult for the lubricant supplied from the through hole to escape from the through hole. Become. The rotating part for a bicycle according to the fourth aspect is the component according to the second or third aspect ,
The bicycle rotating component is a bicycle internal transmission hub that can be mounted on a bicycle frame and transmits power from an input body to an output body at a selected predetermined gear ratio. In this case, it becomes easier to supply the lubricant into the interior transmission hub.

[0013]

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiment 1 [Overall Structure] In FIG. 1, a bicycle adopting an embodiment of the present invention is a light vehicle, and a frame 1 having a double-loop frame 2 and a front fork 3. , A handle portion 4, a drive portion 5, a front wheel 6, a rear wheel 7 on which a three-speed internal transmission hub 10 is mounted, and a front brake device 8.
And a speed change operation unit 9 for operating the internal speed change hub 10 at hand.

The frame 1 is provided with various components including a saddle 11, a handle 4, a front wheel 6, and a rear wheel 7. The handle portion 4 has a handle stem 14 fixed to an upper portion of the front fork 3 and a handle bar 15 fixed to the handle stem 14. At the right end of the handlebar 15, a brake lever 16, a grip 17, and a shift operation section 9 constituting the front brake device 8 are mounted. The speed change operation unit 9 is mounted on the handlebar 15 inside the brake lever 16 and is connected to the internal speed change hub 10 by a speed change operation cable 73 including an inner cable and an inner casing. Shift operation section 9
Is a general configuration having a winding lever for winding the inner cable and a release lever for releasing the winding operation by the winding lever and feeding out the inner cable, and a detailed description thereof will be omitted.

The drive unit 5 includes a gear crank 18 provided at a lower portion (hanger part) of the frame body 2, a chain 19 wrapped around the gear crank 18, and an internal transmission hub 10.
And [Structure of Internal Transmission Hub] The internal transmission hub 10 is a hub with a coaster brake having a total of three stages including a power transmission path for deceleration, direct connection, and acceleration. This internal transmission hub 10
Is a rear nail 2 of the bicycle frame body 2 as shown in FIG.
a, a driving body 22 disposed on the outer periphery of one end of the hub axle 21, a hub axle 21 and a driving body 22
, A planetary gear mechanism 24, and an operation mechanism 2 for selecting a power transmission path.
5 and a bell crank 2 for operating the operating mechanism 25
6 and a coaster brake 27.

As shown in FIGS. 2 and 3, the hub shaft 21 is a rod-shaped member having a large diameter at the center, small diameters at both ends, and screws at both ends. As shown in FIG.
An operation hole 21a is formed from the right end toward the center. In the vicinity of the bottom of the operation hole 21a, a through groove 21b penetrating the shaft core is formed. The through-groove 21b is formed in the hub shaft 2
A predetermined groove inclination angle β with respect to the shaft center
8 (see FIG. 8), and is twisted in the direction opposite to the traveling direction from right to left in FIG. Such a through groove 21b is formed by forming a hole that penetrates the shaft core using an end mill having a predetermined diameter, and then feeding the hub shaft 21 to the center in the axial direction while gently rotating the hub shaft 21 in the traveling direction. . Therefore, such a through groove 21b has a shape in which the through holes intersecting at both ends gradually rotate in accordance with the movement in the axial direction and are spirally continuous. This groove inclination angle β is
A range from 10 degrees to 50 degrees is preferred.

The driving body 22 has an inner periphery at one end rotatably supported by the hub shaft 21 via a bearing 30, and a small gear 32 is fixed to the outer periphery at one end. Further, the driving body 22
A plurality of serration internal teeth 22a are formed along the axial direction on the inner peripheral portion on the other end side of. As shown in FIG. 3, the bearing portion 30 includes a cone 30 a screwed into the hub shaft 21.
And a hub bowl 30b formed on the inner peripheral surface of the driving body 22
And a plurality of steel balls 30c arranged between the ball pusher 30a and the hub bowl 30b so as to be able to come into contact with each other, and a ring-shaped retainer 30d for holding the steel balls 30c at equal intervals in an annular shape. . A bearing 33 is disposed on the outer periphery of the driving body 21 and rotatably supports the hub shell 23.

The hub shell 23 is a cylindrical member, and the driving body 22 and the planetary gear mechanism 2
4 are accommodated. The hub shell 23 is rotatable around the hub shaft 21 via bearings 33 and 34 arranged at both ends. The bearing unit 33 is, like the bearing unit 30, the driving body 2.
2 and the hub shell 2
A hub bowl 33b formed on the inner peripheral surface at the right end of the steel ball 3;
3c and a retainer 33d. Bearing part 30,
33 is covered by waterproof caps 31a and 31b fixed to the ball pusher 30a and the driving body 22, respectively.

As shown in FIG. 4, the bearing portion 34 includes a ball push 34a screwed into the left end of the hub shaft 21, a hub bowl 34b formed on the inner peripheral surface of the left end of the hub shell 23, and a steel ball 34c. And a retainer 34d. Bearing part 3
Reference numeral 4 is covered by a waterproof cap 35 fixed to the pusher 34a. The waterproof cap 35 is a cylindrical member with a bottom, made of metal, and has a star-shaped hole formed at the bottom, and is non-rotatably mounted on the ball pusher 34a at the star-shaped hole. A brake arm 37 whose front end is fixed to the rear portion of the frame body 2 is non-rotatably mounted on the ball pusher 34a. As a result, the ball pusher 34a cannot rotate with respect to the frame body 2.

As shown in FIGS. 5 and 6, the retainer 34d includes a ring-shaped inner flange portion 38a, a pipe-shaped peripheral wall portion 38b that is bent at 90 degrees from the outer peripheral portion of the inner flange portion 38a, and a peripheral wall portion 38b. And a steel ball holding piece 38c curved inwardly in a semicircular shape. Steel ball holding piece 3
A plurality of steel balls 8c are formed at intervals in the circumferential direction, and the steel balls 34c are gently held between them and the inner flange portion 38a so as not to fall off. A semi-arc-shaped notch 39a is formed between the inner flange portion 38a and the portion holding the steel ball 34c as a lubricant passage portion for smoothly supplying oil to the inside of the bearing portion 34. ing. Also,
An oil supply hole 39b as a lubricant passage portion is formed in the steel ball holding piece 38c for the same purpose. Note that the notch 39a and the oil supply hole 39b are not necessarily provided with the steel balls 34c.
It is not necessary to form them all between the holding parts. However, if these are formed all over the portion where the steel ball 34c is held, lubrication can be performed more smoothly.

As shown in FIG. 4, a single grease hole 35a is formed at a diagonally lower rear position (an upper position in FIG. 4) opposite to the bearing portion 34c of the waterproof cap 35.
A cap 35b made of synthetic resin is detachably attached to the grease hole 35a, and the grease hole 35a is normally closed by the cap 35b. Waterproof cap 35
The grease hole 35a formed portion slightly protrudes outward to avoid interference between the retainer 34d and the cap 35b. The grease hole 35a is positioned obliquely downward and rearward because there are few obstructive members such as the rear claw 2a and the stand of the frame body 2 in this portion. This is because when filling is performed, the filling operation is easily performed.

Further, at both ends of the outer peripheral portion of the hub shell 23,
Hub 36 for supporting spokes 7a (see FIG. 1)
a and 36b are fixed. [Configuration of Planetary Gear Mechanism] As shown in FIG. 3, the planetary gear mechanism 24 includes a sun gear 40 concentric with and integrally formed with the hub shaft 21, and a gear frame 4 arranged on the outer periphery of the hub shaft 21.
1, three planetary gears 42 meshing with the sun gear 40 (only one planetary gear is shown in the figure), and a ring gear 43.

The gear frame 41 is a cylindrical member, and the hub shaft 2
1 rotatably supported. The gear frame 41 is formed with three notches 41 a in the circumferential direction, and the planet gears 42 are rotatably supported by the respective notches 41 a by pins 44. Further, serration internal teeth 41b are formed on one inner peripheral portion of the gear frame 41, and serration external teeth 41c (FIG. 1) are formed on the other outer peripheral portion.

The ring gear 43 is formed in a substantially cylindrical shape, and extends from the planetary gear 42 to the outer peripheral side of the driving body 22. The inner teeth 43 b are formed on the inner peripheral portion at the other end of the ring gear 43. The planetary gear 42 meshes with the sun gear 40 as described above, and at the same time, the internal teeth 43 of the ring gear 43.
Also meshes with b. A notch 43a is formed at one end of the ring gear 43, and the notch 43a
7, a clutch claw 53 constituting the first one-way clutch 50 is swingably supported by a pin. The clutch pawl 53 is urged in a rising direction by a torsion coil spring 55. The first one-way clutch 50 transmits only the rotational driving force in the traveling direction from the ring gear 43 to the hub shell 23. Clutch claw 53
Meshes only with the ratchet teeth 23b formed on the inner peripheral surface of the hub shell 23 when the ring gear 43 rotates in the traveling direction. The first one-way clutch 50 is in a power transmitting state in which the clutch claw 53 is engaged with the ratchet teeth 23b due to the movement of the clutch member described later, even when the ring gear 43 is in a transmittable state in which the ring gear 43 rotates in the traveling direction, and retracts from the ratchet teeth 23b. Can be switched to the power cutoff state.

Between the driving body 22 and the ring gear 43,
A second one-way clutch 51 that transmits only rotational driving force in the traveling direction from the driving body 22 to the ring gear 43 is provided. Further, a third one-way clutch 52 that transmits only rotational driving force in the traveling direction from the gear frame 41 to the hub shell 23 is disposed between the gear frame 41 and the hub shell 23. The third one-way clutch 52 has a cylindrical clutch case 56 in which serration internal teeth 56a are formed on one inner peripheral portion. This serration internal tooth 56
a engages with the serration external teeth 41c of the gear frame 41, and the clutch case 56 and the gear frame 41 rotate integrally. Unlike the first one-way clutch 50, these two one-way clutches 51 and 52 cannot be switched in a transmittable state. The second one-way clutch 51 is provided with a pin-type brake clutch (not shown) having a structure similar to that of the first one-way clutch 50. When the driver 22 rotates in the reverse direction, the rotation of the driver 22 is stopped. The power is transmitted to the ring gear 43.

[Structure of Operating Mechanism] The operating mechanism 25 selects a power transmission path, and has a clutch member 45 and a clutch operating section 46. Clutch member 45
Switches the driving body 22 and the gear frame 41 between a connected state and a disengaged state, and switches the first one-way clutch 50 between a power transmission state and a power cutoff state. The clutch member 45 is disposed on the outer periphery of the hub shaft 21 so as to be movable and rotatable in the axial direction.

The clutch member 45 is a cylindrical member as shown in FIG. 7, and has external serrations 45a formed on an outer peripheral portion at one end thereof.
Are slidably engaged with the serration inner teeth 22a. The other end of the clutch member 45 has a large diameter portion 45b.
Are formed on the outer periphery of the outer teeth 45.
c is formed. The serration external teeth 45c can engage with the serration internal teeth 41b formed on the gear frame 41. A tapered surface 45 is provided between the large diameter portion 45b and one end.
d is formed. The tapered surface 45d is provided for tilting the clutch pawl 53 of the first one-way clutch 50 from a standing position (power transmission position) indicated by a solid line to a retracted position (power interruption position) indicated by a two-dot chain line. When the clutch member 45 moves from the left side to the rightmost deceleration position, the clutch pawl 53 rides on the large-diameter portion 45b along the tapered surface 45d and falls into the retracted posture.

As shown in FIG. 3, two step portions 45e and 45f are formed on the inner peripheral surface of the clutch member 45 at intervals in the axial direction. FIG. 7 shows the left step 45f.
As shown in the figure, a plurality of cam surfaces 47 are formed at intervals in the circumferential direction. As shown in FIG. 8, the cam surface 47 has a flat surface 47a that is recessed at one end, a round surface 47b that continues to the downstream side in the traveling direction A of the flat surface 47a, and an inclined surface 47c that continues to the upstream side. ing. The inclination angle α of the inclined surface 47c with respect to the axis is preferably larger than the groove inclination angle β of the through groove 21b and is in a range of 20 to 70 degrees.

The clutch operating section 46 includes a clutch member 45
Is moved in the axial direction of the hub axle 21 and is engaged with the clutch member 45 to convert the rotational driving force of the clutch member 45 into displacement in the axial direction. Clutch operation unit 4
3, has a push rod 48 that moves in the operation hole 21a in the axial direction, and a shift key 49 that is pressed by the push rod 48 toward the gear frame 41.

As shown in FIG. 9, the push rod 48 has an operating body 65 having a predetermined length, an operating body 66 mounted on the distal end of the operating body 65 so as to be movable in the axial direction, and an operating body 65 The first coil spring 6 disposed between the first coil spring 6 and the body 66
0. The operating body 65 has a rod part 68 and a contact part 69 screwed into the rod part 68. A threaded portion 68a is formed at the proximal end of the rod portion 68, and a large diameter portion 68b is formed at the distal end. The screw portion 68a is screwed into the contact portion 69. The large-diameter portion 68b is slidably mounted in a guide hole 66a formed inside the operating body 66. The guide hole 66a has a small diameter on the operation body 65 side so that the operation body 65 does not come off. The first coil spring 60 is interposed between the end surface of the operating body 66 and the end of the contact portion 69 in a compressed state,
When the operating body 66 and the operating body 65 are urged in a direction away from each other, and the operating body 66 presses the shift key 49, the clutch member 4
5 is urged toward the gear frame 41 side.

As shown in FIG. 7, the shift key 49 is a rod-shaped member having a triangular cross section.
It moves in the axial direction while turning inside b, in the direction opposite to the traveling direction, that is, twisting. Through groove 21 of shift key 49
The contact surface 49b contacting the groove b is formed at an angle along the through groove 21b. For example, when the groove inclination angle β of the through groove 21b is 30 degrees, the angle of the contact surface 49b with respect to the hub axis is also approximately 30 degrees. The shift key 49 is provided by a retaining ring 63 mounted on the inner peripheral portion of the other end of the clutch member 45.
The inside of the clutch member 45 is restricted from moving outward. Therefore, the clutch member 45 does not actually jump out of the clutch member 45 as shown in FIG. Thus, the shift key 49 is pressed by the push rod 48 to move the clutch member 45 to the left in FIG.

The shift key 49 is connected to the clutch member 45.
Can be in contact with the cam surface 47 inside. When the clutch member 45 rotates in the traveling direction in a state where the shift key 49 is in contact with the flat portion 47a of the cam surface 47, the shift key 49 is moved by the inclined surface 47c of the cam surface 47 so that the guide surface 21c
The clutch member 45 is pressed to the side to restrict movement to the left in the axial direction, and the clutch member 45 moves to the right in the axial direction. That is, the rotational driving force of the clutch member 45 is converted into a displacement in the axial direction to assist the speed change operation.

Notches 49a are formed at both ends of the shift key 49, and a second coil spring 61 having one end locked to the hub shaft 21 is locked therein. Due to the second coil spring 61, the shift key 49 is always
It is urged to the 5th side. A third coil spring 62 is interposed between the shift key 49 and the clutch member 45. The entire length of the third coil spring 62 is regulated to a predetermined length by a regulating member (not shown). When compressed, the third coil spring 62 urges the shift key 49 in a direction of separating the two before the abutment on the clutch member 45. As a result, the distance between the clutch member 45 and the shift key 49 during movement is constant, and the clutch member 45 is accurately positioned.

Here, the first to third coil springs 60, 6
The urging forces 1, 62 decrease in this order. That is, the spring force decreases in this order. Here, if the spring force of the first coil spring 60 is smaller than the second coil spring 61, even if the shift key 49 is pressed by the push rod 48, the first coil spring 60 bends and the shift key 49 does not move. When the spring force of the second coil spring 61 is smaller than that of the third coil spring 62, the speed change key 4
Even if 9 is pressed, the shift key 49 does not enter the cam surface 47, and the shift operation cannot be assisted.

It should be noted that the first coil spring 60 is
Since it is disposed in a relatively large space between the operating body 65 and the operating body 66 in the area a, it is possible to increase the number of turns and lower the spring constant and the spring force. For this reason, the spring constant and the spring force of the second and third coil springs 61 and 62 can be further reduced, and the force for pushing the push rod 48 at the time of shifting to the speed increasing side, that is, the winding in the shift operation unit 9. The operating force of the lever can be reduced. As a result, the tension of the inner cable is reduced, and the inner cable is less likely to break.

[Configuration of Bell Crank] Bell Crank 26
Is mounted on the shaft end of the hub shaft 21. The bell crank 26 includes a support bracket 70 mounted on the shaft end, and a link member 71 swingably supported by the support bracket 70.
And The outer casing 73a of the speed change operation cable 73 is locked to the support bracket 70, and the inner cable 73b is locked to the link member 71. The distal end of the link member 71 is in contact with the proximal end of the push rod 48. Here, when the inner cable 73b is pulled by the speed change operation unit 9, the link member 71 swings, the push rod 48 is pressed, and the speed change operation to the speed increasing side is performed. Further, by loosening the inner cable, the clutch member 45 is pressed by the second coil spring 61 via the speed change key 49, and the speed change operation toward the reduction side is performed.

[Structure of Coaster Brake] As shown in FIG. 4, the coaster brake 27 is disposed close to the bearing portion 34 and mounted on the brake case 56. The brake case 56 rotates in conjunction with the gear frame 41 in the traveling direction, and does not rotate in the opposite direction. The coaster brake 27 includes a brake roller 57 supported by a brake case 56, a cam surface 41 d formed on the outer periphery of the other end of the gear frame 41, and a brake shoe 58 that acts on the inner surface on the other end side of the hub shell 23. ing. The brake roller 57 is pushed radially outward by the cam surface 41d of the gear frame 41 when the driving body 22 rotates in the direction opposite to the traveling direction. The brake shoe 58 is a metal half-pipe member whose outer diameter is slightly smaller than the inner diameter of the hub shell 23. The brake shoe 58 is mounted on the outer periphery of the brake case 56 so as to be movable in the radial direction, and is non-rotatably connected to the pusher 34a. The brake shoe 58 is urged to the opposite side of the hub shell 23 by an urging member (not shown). As a result, when the driving body 22 rotates in the reverse direction, the ring gear 4
3, the brake roller 57 is pushed radially outward by the cam surface 41d, and the brake shoe 58 contacts the inner surface of the hub shell 23 against the urging force of the urging member to brake. I do.

Grease is applied to the brake shoe 58 in order to smooth the braking action of the brake shoe 58. When the grease runs out, the frictional force between the hub shell 23 and the brake shoe 58 becomes too large, and both are worn, so that a desired braking force cannot be obtained. Therefore, the notch 39a and the oil supply hole 39 are formed in the retainer 34d of the bearing 34.
and grease hole 3 in waterproof cap 35.
5a is provided so that grease can be easily supplied to the brake shoe 58 from the other end of the internal transmission hub 10 without disassembling the internal transmission hub 10.

When the coaster brake 27 is mounted, a brake lock phenomenon is likely to occur. The brake lock phenomenon is a phenomenon in which when the first one-way clutch 50 is in a power transmission state during reverse braking, a driving force is transmitted in a state where the brake is applied, and the brake cannot be released. In order to prevent this phenomenon, in this embodiment, the claw cage 59 is mounted on the first one-way clutch 50.

The pawl cage 59 has a play at a certain angle between the ratchet teeth 23b of the hub shell 23 and the clutch pawl 53 of the first one-way clutch 50, and the brake can be released while the ring gear 43 rotates by the play. Is to do so. That is, the pawl cage 59 prevents the clutch pawl 53 from standing up at a fixed angle, or stands up at a position where the clutch pawl 53 cannot be locked to the ratchet teeth 23b at a fixed angle even if it is standing up. This is to delay the time locked by 23b.

[Shift operation] Such a planetary gear mechanism 24
By means of the one-way clutches 50 to 52, the internal transmission hub 10 is connected to a reduction gear transmission path composed of a driving body 22-a ring gear 43-a planetary gear mechanism 24-a gear frame 41-a hub shell 23; 43-directly connected power transmission path composed of hub shell 23 and driving body 2
2-Clutch member 45-Gear frame 41-Planetary gear mechanism 24
-A ring gear 43-a speed increasing power transmission path constituted by the hub shell 23.

The speed change is performed by operating the push rod 48 with the bell crank 26 via the speed change operation cable 73. [Operation on Deceleration-Increasing Side] In the state shown in FIG. 3 in which the push rod 48 is not pushed in, the clutch member 45 is disposed at the deceleration position on the right end, and rotation from the driving body 22 is transmitted via the deceleration power transmission path. , And is transmitted to the hub shell 23. That is, the rotation input to the driver 22 is
The power is transmitted to the ring gear 43 via the second one-way clutch 51. At this time, the clutch claw 53 of the first one-way clutch 50 is rotated by the clutch member 45 to the retracted posture shown by the two-dot chain line in FIG.
0 is a power cutoff state. Therefore, the rotation transmitted to the ring gear 43 is further transmitted to the hub shell 23 via the planetary gear mechanism 24, the gear frame 41, and the third one-way clutch 52. In this case, the sun gear 40,
The input rotation is reduced and output according to the gear ratio determined by the number of teeth of the planet gears 42 and the ring gear 43.

On the other hand, when the take-up lever of the speed change operation unit 9 is operated, the link member 71 of the bell crank 26 swings and the push rod 48 is pushed in by one stage. As a result, since the spring force of the first coil spring 60 is stronger than the spring force of the second coil spring 61, the speed change key 49 is pushed by the link member 71 via the push rod 48 and is guided to the through groove 21b, and is rotated around the hub axis. Move to the left in Fig. 3 while rotating,
The clutch member 45 is also pushed via the retaining ring 63 and moves to the directly connected position. When the clutch member 45 is disposed at the directly connected position shown in FIG. 10, the clutch claw 53 of the first one-way clutch 50, which has been in the retracted position by the tapered surface 45d, is driven by the spring force of the torsion coil spring 55. 7 returns to the standing posture indicated by the solid line. In this state,
The first one-way clutch 50 can transmit only rotation in the traveling direction from the ring gear 43 to the hub shell 23. Therefore, the rotation from the driver 22 is transmitted to the hub shell 23 as it is via the direct power transmission path. That is, the rotation input to the driving body 22 is transmitted to the ring gear 43 via the second one-way clutch 51 and further transmitted to the hub shell 23 via the first one-way clutch 50, and the rotation of the driving body 22 is transmitted to the ring gear 43. The power is directly transmitted to the hub shell 23 through the hub 43. At this time, the gear frame 41 is transmitted from the ring gear 43 via the planetary gear mechanism 24.
Is transmitted to the gear frame 41 and the gear frame 41 rotates at a reduced speed. However, since the rotation of the hub shell 23 is faster than the gear frame 41, the gear frame 41 is rotated.
From the hub shell 2 through the third one-way clutch 52
No rotation is transmitted to 3.

When the take-up lever is operated from the directly connected state and the push rod 48 is further pushed in, the speed change key 49
Moves further to the left, and the clutch member 45 also moves to the speed increasing position accordingly. When the clutch member 45 is disposed at the speed increasing position shown in FIG.
And the serration inner teeth 41b of the gear frame 41 mesh with each other. When moving to the speed increasing position, the serration external teeth 45c and the serration internal teeth 41b
When the clutch member 45 abuts on the gear frame 41, the clutch member 45 moves to the left speed increasing position. However, when the clutch member 45
The shift key 49 and the clutch member 45 temporarily stop moving to the left at the point in time when the gear contacts the gear frame 41. Then, the operating portion 66 of the push rod 48 retreats, the first coil spring 60 is compressed, and the shift key 49 is pressed. When the clutch member 45 rotates and comes to a position where the two teeth 45c and 41b mesh with each other, the clutch member 45 moves via the speed change key 49 by the spring force of the first coil spring 60, and the two teeth 45c and 41b mesh with each other.

In this state, the rotation transmitted to the driving body 22 is transmitted to the hub shell 23 via the speed increasing transmission path. That is, the rotation transmitted from the driving body 22 to the gear frame 41 via the clutch member 45 and further transmitted to the gear frame 41 is transmitted to the planetary gear mechanism 24, the ring gear 43, and the first gear.
The power is transmitted to the hub shell 23 via the one-way clutch 50. In this case, the input rotation is output at an increased speed at a speed ratio determined by the number of teeth of the sun gear 40, the planetary gear 42, and the ring gear 43. At this time, the driving body 2
The rotation is transmitted from the second gear to the ring gear 43 via the second one-way clutch 51, but the rotation of the ring gear 43 is faster than the driving body 22, so that the rotation is not transmitted from the second one-way clutch 51.

During the shift from the deceleration side to the speed increase side, since the rotation is directly transmitted between the driving body 22 and the ring gear 43, if the clutch member 45 to which no force is applied is moved, Good. Therefore, the spring force of the first coil spring 60 for pressing the clutch member 45 may be small, and the spring force of the second coil spring 61 is smaller than that.

[Assist Operation on Speed-Deceleration Side] FIG.
When the release lever of the speed change operation section 9 is operated at the speed increasing position shown in FIG. 7, the urging force of the first coil spring 60 is lost, and the speed change key 49 is pressed by the second coil spring 61, and the push rod 48 moves rightward by one step. fall back. Then, the shift key 49 is connected to the clutch member 4 via the third coil spring 62.
5 is pressed to move the clutch member 45 to the directly connected position. When the pedal is not depressed and the driving force is not transmitted, the clutch member 45 is disengaged from the gear frame 41,
The clutch member 45 moves to the direct connection position. However, since the driving force is transmitted from the clutch member 45 to the gear frame 41 when the pedal is depressed, the internal serrations 41b and the external serrations 45c may remain engaged with each other due to frictional force. In such a case, the second coil spring 6
The clutch member 45 does not move rightward in FIG. 11 with only one spring force. In this state, as shown in FIG. 11, the speed change key 49 is moved to the flat surface 4 of the cam surface 47 of the clutch member 45.
When the clutch key 45 abuts, the transmission key 49 is pressed against the guide surface 21c by the entire length of the portion inserted into the through groove 21b due to the rotation of the clutch member 45 in the traveling direction A, and it is difficult for the shift key 49 to escape in the axial direction due to frictional force. As a result, when the shift key 49 rides on the inclined surface 47c, the clutch member 45 moves rightward. When the engagement between the serration internal teeth 41b and the serration external teeth 45c is released, the clutch member 45
Is pressed by the second coil spring 61 via the shift key 49 and moves to the directly connected position. That is, the shift key 49
When the clutch member 45 comes into contact with the cam surface 47 of the clutch member 45, the rotational movement of the clutch member 45 is converted into an axial displacement to assist gear shifting.

Here, the shift key 49 is pressed by the second coil spring 61 and the through groove 21b is inclined with respect to the axis and is helically twisted, so that it is difficult for the speed change key 49 to escape to the left in the axial direction as described above. Has become. Therefore, the urging force of the second coil spring 61 and the shift key 49 and the guide surface 21c
The transmission key 49 does not escape in the axial direction when a driving force less than the force corresponding to the frictional force is transmitted. However, when a greater driving force is applied, the clutch key 45 does not move and the shift key 49 overcomes the urging force of the second coil spring 61 and the frictional force with the guide surface 21c, and escapes to the left in the axial direction. There is. Here, the frictional force can be set by the groove inclination angle β. If the groove inclination angle β is too large, when the shift key 49 is pressed with the push rod 48, the shift key 49 becomes difficult to move to the left. If the groove inclination angle β is too small, the resistance at the time of pressing by the push rod 48 decreases, but the frictional force also decreases. Therefore, the groove inclination angle β is preferably in the range of 10 degrees to 50 degrees. Note that the groove inclination angle β and the cam surface 47
The inclination angle α of the inclined surface 47c and the three coil springs 60 to
By adjusting the spring force of 62, it is possible to adjust the limit driving force at which the shift key 49 escapes during assist.

On the other hand, even when a driving force larger than the set driving force acts and the shift key 49 escapes in the axial direction and the clutch member 45 does not move, the gear crank 18 is moved to the vicinity of the top dead center or the bottom dead center. When the driving force reaches and the driving force decreases, the clutch member 45 is pressed by the assisting force of the shift key 49 and moves rightward. For this reason, when a very large driving force is acting on a steep slope or the like, the shift is not performed, and
The shift shock is reduced, and the transmission portion of the driving force such as the serration teeth and the one-way clutch is hardly damaged.

When the clutch member 45 moves, the speed change key 49 is separated from the cam surface 47 by the third coil spring 62. Therefore, even when the clutch member 45 rotates, no abnormal noise occurs due to the contact with the shift key 49. Then, when arranged at the direct connection position shown in FIG. 10, the rotation is transmitted from the driver 22 to the hub shell 23 via the direct connection transmission path as described above.

When the release lever is operated in a state in which the clutch member 45 is disposed at the direct connection position, the push rod 48 further retreats, and the shift key 49 presses the clutch member 45. At this time, the tapered surface 45d of the clutch member 45
Comes into contact with the clutch pawl 53 of the first one-way clutch 50 and tries to move the clutch pawl 53 from the upright posture to the retracted posture. However, since the clutch pawl 53 transmits power from the ring gear 43 to the hub shell 23, it is difficult for the clutch pawl 53 to fall into the retracted position only by the urging force of the second coil spring 61. Also in this case, the shift key 49 is connected to the cam surface 47 of the clutch member 45.
, An assist force is generated in the same manner as described above to move the clutch member 45 in the axial direction, and the clutch claw 53 can be depressed.

In this case, during the speed-up shifting operation from the deceleration side to the speed-up side, the rotation is transmitted directly to the ring gear 43 without the intervention of the clutch member 45, so that the operating force at the time of shifting is reduced. it can. In addition, during the deceleration shifting operation from the speed increasing side to the decelerating side, the rotational force of the clutch member 45 is assisted instead of being displaced in the axial direction. The gear can be shifted with a light operating force.

[Brake refueling procedure] Brake shoe 58
When grease is supplied to the bearing, the cap 35b is removed, the tip of a grease gun is inserted into the grease hole 35a, and the bearing portion 34 is filled with grease. Then, the retainer 34d
The grease seeps into the inside through the notch 39a and the oil supply hole 39b, and is supplied to the brake shoe 58. As described above, since the notch 39a and the oil supply hole 39b are provided in the retainer 34d, the grease is smoothly supplied to the inside without being hindered by the retainer 34d. Therefore, there is no need to disassemble the hub 10, and grease can be easily supplied to the brake shoes 58 inside. Moreover, since it is not necessary to form a hole in the hub shell 23 that requires strength, the hub shell 2
The strength of No. 3 is not reduced. Further, since the supply of grease is performed in the axial direction, the grease is not easily removed even when a centrifugal force acts. At the same time, the bearing portion 34a is also supplied with oil, so that the rotation of the hub shell 23 becomes smooth. [Other Examples] (a) In the above embodiment, the internal transmission hub with the coaster brake was described as an example of the rotating component. However, the present invention is not limited to this, and all bicycles that need to supply lubricant to the inside such as a hub with a roller brake, a bottom bracket for supporting a pedal axle, a head for supporting a handle post, etc. Applicable to rotating parts.

(B) In the above embodiment, the oil supply hole 39b is provided only in the bearing portion 34 on the coaster brake 27 side. However, the oil supply hole may be provided in the holder of the bearing portions 30 and 33. (C) In the above embodiment, is provided with the notches 39a in the inner flange 3 8 a retainer 34d for further facilitating the supply of lubricant may not be provided notch 39a. When the waterproof cap is not attached, the grease hole does not have to be provided.

(D) In the above embodiment, the notch 39a and the oil supply hole 39b are illustrated as the lubricant passage.
The form of the lubricant passage is not limited to these, but may be another form such as a slit.

[0057]

In this onset bright as the foregoing, is provided with the lubricant passage portion in the holding member, lubricant is supplied to the inside through the bearing. Therefore, the lubricant can be easily supplied to the inside without removing the rotating part from the bicycle and disassembling it. Moreover, the lubricant centrifugal force does not remove easily even act because they are supplied along the rotation axis direction via the holding bearing member. Further, since it is not necessary to make a hole in the cylindrical member requiring strength, the strength does not decrease.

[Brief description of the drawings]

FIG. 1 is a side view of a bicycle to which an embodiment of the present invention is applied.

FIG. 2 is a longitudinal sectional configuration diagram of the internal transmission hub.

FIG. 3 is an enlarged partial view of a main part on the right side of the internal transmission hub at a deceleration position.

FIG. 4 is an enlarged partial view of a left main part of the internal transmission hub.

FIG. 5 is a front view of a main part of the retainer.

FIG. 6 is a sectional view taken along line VI-VI of FIG. 5;

FIG. 7 is a perspective view of a main part of an operation mechanism.

FIG. 8 is a schematic diagram showing a relationship between a shift key and a cam surface.

FIG. 9 is a partial sectional side view of the push rod.

FIG. 10 is a view corresponding to FIG. 3 at a position directly connected to the internal transmission hub.

FIG. 11 is a view corresponding to FIG. 3 at a speed increasing position of the internal transmission hub.

DESCRIPTION OF SYMBOLS 10 Internal transmission hub 21 Hub shaft 22 Driver 23 Hub shell 24 Planetary gear mechanism 25 Operation mechanism 32 Small gear 30, 33, 34 Bearing part 30a, 33a, 34a Ball push 30b, 33b, 34b Hub bowl 30c, 33c, 34c Steel balls 30d, 33d, 34d Retainer 35 Waterproof cap 35a Grease hole 35b Cap 39a Notch 39b Oil supply hole

Continuation of front page (56) References JP-A-7-301292 (JP, A) JP-A-53-142741 (JP, A) JP-A-53-138148 (JP, A) JP-A-53-138147 (JP, A) , A) Japanese Utility Model Showa 60-179590 (JP, U) Japanese Utility Model Showa 60-164404 (JP, U) JP-B 43-19698 (JP, B1) JP-B 47-34211 (JP, B1) (58) Field surveyed (Int. Cl. ⁷ , DB name) B62M 11/16

Claims (4)

(57) [Claims] An outer peripheral portion of a bicycle shaft member and a cylindrical member.
A bicycle bearing that supports the circumference and the relative rotation
Between the outer peripheral portion of the shaft member and the inner peripheral portion of the tubular member.
A plurality of rolling elements arranged so as to be capable of contacting the two members, and the plurality of rolling elements being annularly held at equal intervals in a circumferential direction.
A holding body, wherein the holding body has a cylindrical peripheral wall portion extending along a rotation axis,
Curved inward from the peripheral wall and arranged at intervals in the circumferential direction
To hold the plurality of rolling elements and form a lubricant passage portion.
A bicycle bearing having a plurality of steel ball holding pieces formed . 2. A bicycle rotation mounted on a bicycle rotation part.
The component, and the shaft-like member, is disposed on the outer peripheral side of the shaft-like member and the shaft-like member and the relative times
A bicycle member comprising a rotatable cylindrical member and the bicycle bearing according to claim 1, wherein the bicycle bearing is disposed facing an end surface of the cylindrical member, and covers the end surface of the cylindrical member so as to cover the bicycle member. A rotating member for a bicycle, further comprising a cover member fixed to one of the shaft-shaped member and the cylindrical member so as to cover the gap, and having a through hole formed so as to be able to supply oil to the bicycle bearing . 3. The rotating component for a bicycle according to claim 2 , further comprising a lid member detachably attached to said through hole. 4. A rotary component the bicycle can be attached to a bicycle frame, a bicycle hub transmission that transmits the output thereof at a predetermined speed ratio power a selected from the input member, claim 2 or 3 bicycle rotating parts.