JPS59167303A - Unit hub for bicycle - Google Patents

Abstract

PURPOSE:To prevent a ratchet noise during free rotation of a wheel and also prevent a pedal rotation when a vehicular body is backwardly moved, by designing to engage a clutch member with a clutch cone meshed with a sprocket driving member and biased to a free position by means of conical ratchet teeth. CONSTITUTION:When a clutch cone 6 is in its innermost position, a clutch inner surface 19 is kept apart from a clutch outer surface 20, and therefore, a hub 1 is permitted to be freely forwardly rotated relative to a sprocket driving member 4, thereby permitting inertial running and reverse rotation of the driving member 4. When the driving member 4 is forwardly driven by rotation of a pedal, the clutch cone 6 is threadedly moved on a threaded surface 7 of the driving member 4 in a direction as shown by an arrow P, and the inner and outer surfaces 19 and 20 are engaged with each other by means of ratchet teeth. Thereafter, the clutch cone 6 is rotated with the driving member 4 to forwardly run a bicycle. When the pedal is stopped, the clutch cone 6 is rotated with the hub 1 and is moved in a direction as shown by an arrow Q to be disengaged from the driving member. Thus, a ratchet noise and the like during free rotation of a wheel may be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a unit hub, and more particularly, a unidirectional rotation transmission mechanism for making the hub body rotatable in only one direction with respect to a drive body (with a tin rocket wheel); The present invention relates to an improvement in a bicycle hub in which a bearing mechanism for supporting a hub component including a driving body so as to be freely rotatable with respect to a hub axle is integrated into a unit.

Conventional general configurations of such unit hubs are J, I
It is shown in SD 9419. Comparing this with the configuration of a normal hub with a freewheel, which consists of a separately formed freewheel screwed onto the hub body part,
The unit hub has a general structure in which the core hub body of the freewheel in the above-mentioned hub with a freewheel is integrally formed. Although such a unit hub can simplify the mechanism and manufacturing, it is a unidirectional rotation transmission for transmitting the driving force of the drive body equipped with the sprocket to the hub body in only one direction. The mechanism is a so-called ratchet mechanism consisting of ratchet teeth provided on the inner periphery of the drive body and ratchet pawls semi-embedded in the core, and the structure for this is quite complex.

For this reason, various unit hubs have been proposed in which the conventional ratchet mechanism, which is a one-way rotation transmission mechanism, is changed to one that uses a friction clutch.
863, Japanese Utility Model Application Publication No. 51-63156, and Japanese Patent Application Publication No. 51-69847).

These unit hubs have a conical clutch inner surface on the inner circumferential surface of the right end of the hub body, and are screwed onto the threaded shaft part of the inwardly extending part of the drive body equipped with the sprocket so that they can move in the hub axis direction. The clutch cone is roughly constructed by providing a truncated cone-shaped clutch outer surface that can come into close contact with the clutch inner surface on the outer periphery of the clutch cone. A certain amount of frictional resistance is applied to the rotation of the In this configuration, when the drive chain is rotated in the normal direction (clockwise when viewed from the right side of the bicycle, the same applies hereinafter) via the drive chain by depressing the pedal crank, frictional resistance is applied as described above to the hub axle. On the other hand, the clutch cone, which is difficult to rotate, is screwed toward the inner surface of the clutch on the screw shaft of the rotating drive body, and the outer and inner surfaces of the clutch are in close contact with each other, and the rotational force of the drive body is transferred to the hub. On the other hand, when the driving body is rotated in reverse (counterclockwise when viewed from the right side of the bicycle, the same applies hereinafter), the clutch cone twists on the screw shaft in a direction away from the inner surface of the clutch, contrary to the above. The inner surface of the clutch and the outer surface of the clutch are separated from each other. Thus, the outer surface of the clutch on the inner surface of the hub body, the clutch cone that moves in the direction of the hub axis due to the rotation of the drive body,
The clutch device formed on the outer periphery of the clutch device has a one-way rotation transmission function similar to the freewheel radiet mechanism in a conventional hub with a freewheel.

However, the unit hub using the clutch device described above has various problems as follows.

Firstly, in order to reliably transmit the powerful rotational force of the drive body to the hub body, the inclination of the clutch inner and outer surfaces of the clutch is made quite gentle, and a wedge effect is created when both clutch surfaces are connected. It is necessary to increase the surface pressure on both clutch surfaces to obtain sufficient frictional force. However, if the rotational force of the drive body is too strong, the outer surface of the clutch wedges into the inner surface of the clutch and cannot be separated, causing damage to the drive body or...
If the drive body becomes strongly integrated, it may be impossible to reverse the drive body relative to the hub body. In order to prevent this kind of jamming between the inner surface of the latch and the outer surface of the clutch, it is possible to make the taper slope of both clutch surfaces steeper, but this will increase the contact pressure when the two clutch surfaces are connected, and the friction generated by this. Due to insufficient power, the rotational driving force of the drive body cannot be transmitted to the knob body in minutes. In this way, if the latch device as described above transmits sufficient rotational driving force during forward rotation, the clutch disengagement during reverse rotation will be poor, and if the clutch disengagement during reverse rotation is improved, the clutch surface will slip. This has a fundamental drawback in that it becomes impossible to transmit sufficient rotational force during normal rotation. In addition, even if the viscosity of the lubricating oil used is slightly changed, the frictional force generated between the two clutch surfaces will change significantly if the lubricating oil in a given lubricant decreases even slightly. Management and frequent lubrication on the general use sound side,
Another problem is that seasonal maintenance is required.

Second, as mentioned above, as a result of making the taper of the clutch inner surface and the clutch outer surface gentler (C), the axial length of the clutch cone becomes longer, and the rotation of the clutch cone, which has an increased weight, causes frictional force. It is necessary to use a large spring to provide this, which results in an overall increase in the size of the components, making it impossible to make the mechanism more compact, and making it impossible to improve the responsiveness of clutch operation.

Furthermore, this can also be said about conventional unit hubs or hubs with freewheels,
For example, when pushing a bicycle back at a bicycle parking market, the hub body becomes the driving side and reverses, which causes the driving body to reverse, so the pedal crank always reverses. In other words, the ratchet t at the rear hub of the bicycle
- In conventional unidirectional rotation transmission mechanisms such as i-structure,
・Since the hub body is configured so that it can rotate freely in the forward direction relative to the drive body, when pushing the bicycle forward, even if the hub body rotates forward, the sprocket, the chain suspended from it, and the pedal crank will not rotate. Although the hub body is stopped, the hub body is configured so that it cannot rotate relative to the drive body, so when pushing the bicycle back, the hub body may reverse, causing the drive body, sprocket, or pedal crank to rotate. In this way, all bicycles with conventional one-way rotation transmission mechanisms have a problem in that the pedals rotate in the opposite direction when pushing the bicycle body back, which is why many bicycles are parked close together in parallel, for example. When pushing a bicycle backwards from a bicycle parking lot, the rotating pedal cranks collide with adjacent bicycles, making it extremely difficult to remove the bicycle.

The present invention forms a conical clutch inner surface on the inner surface of a hub body, and also provides a clutch outer surface that can be brought into close contact with the outer periphery of a clutch cone that is screwed onto a screw shaft of a drive body and moves in the hub axis direction. In addition to solving the first and second problems in the unit hub formed by
The purpose of the present invention is to provide a unit hub that simultaneously solves Wlk during the reversal of the pedal when pushing back the bicycle body, which is the case with all conventional bicycles equipped with one-way rotation transmission mechanisms.

In order to achieve this purpose, the present invention takes the following technical measures.

That is, the truncated conical clutch inner surface provided on the inner periphery of the hub body or the clutch member integrally connected thereto, and the screw shaft portion provided with the drive body tc equipped with the sprocket are screwed together in the hub axial direction. 7. A screw-feedable clutch cone is provided with engaging portions in the shape of opposite ratchet teeth that can be engaged with each other on both of the inner surface of the clutch and the outer surface of the clutch that can be joined; and the cone is always elastically biased in a direction away from the inner surface of the clutch;
It is. Furthermore, the ratchet tooth-shaped engaging portion is formed so that the inner surface of the clutch is likely to rotate in the normal direction relative to the outer surface of the clutch, but not allowed to rotate in the relative reverse direction.

By doing so, the following effects can be obtained.

When the drive body is driven in forward rotation, the clutch cone screwed onto the screw shaft of the drive body is sent toward the inner surface of the clutch of the hub body, and the outer surface of the clutch joins with the inner surface of the clutch, and the engaging portions provided thereon engage. As a result, the rotational force of the driving body is reliably transmitted to the hub without any slippage occurring between both clutch surfaces. Since the driving force is transmitted by the engagement of the engaging portions of both clutch surfaces, there is no problem even if the angle of inclination of the clutch surfaces of these clutch surfaces is increased. Therefore, unlike in the past, the outer surface of the clutch on the side of the clutch body wedges into the inner surface of the clutch on the side of the clutch body, and the two become integrated and cannot be separated, which is no longer the case, and the clutch becomes disconnected very often. 0 In addition to this, when the driving body reverses relative to /・B body,
In other words, when the inner surface of the clutch rotates in the normal direction relative to the outer surface of the clutch, the slopes of the engaging parts slide together, which acts as a force to separate both clutch surfaces from each other, and the clutch cone is constantly held back by the spring from the inner surface of the clutch. Since the clutch cone is elastically biased in the direction of separation, the clutch outer surface of the clutch cone quickly separates from the clutch inner surface of the hub body, and the hub body is free to rotate normally relative to the drive member. Furthermore, by increasing the inclination angle of the taper of both clutch surfaces, the axial length of the clutch surfaces is shortened,
It is possible to make the drive force transmission mechanism in the unit more compact.

Fortunately, in the present invention, in addition to the above-mentioned effects, the pedals do not reverse when pushing the heavy weight of the bicycle backwards, that is, the driving force is not transmitted from the driving body to the pushing body, but the bicycle When pushing the bicycle body back and forth to drive the hub body, this driving force is not transmitted to the clutch cone or the driving body, so even when pushing the bicycle body backwards, the pedals do not rotate. Although this method has excellent effects, its operation is delicate and complicated, and will be described later in the explanation of the embodiment.

Embodiments of the present invention will be specifically described below with reference to the drawings.

In Figure 1, (1) is a hub body, (2) is a hub body (1
Clutch member fixed by screwing to the inner periphery of the right end widening part (3), (4) a sprocket on the outer part of H (this includes a so-called jingle sprocket consisting of only one sprocket, and a so-called multi-sprocket consisting of a plurality of sprockets with different numbers of teeth arranged in parallel) (5), (6) is a screw formed in the inwardly extending portion of the drive body (5). Each latch cone is shown as being screwed onto the shaft (7) and capable of reciprocating in the hub axis direction by rotation of the driver (4).

The drive body (4) has a wand (8) formed on its outer inner circumference.
By interposing a transferable steel ball [0] between the hub axle (9) and the dowel pusher 00 screwed to the hub axle (9), the hub axle (9) is
9), and the hub body (1) or the clutch member (2) which is integrally connected with the hub body (1) is connected to the hub body (1) with the one (12) provided on the inner periphery of the left end and the hub axle. (
between the cone 13) screwed to 9), and
A ball receiver (1) formed on the outer inner circumference of the clutch member (12)
4) and the inner shoulder of the sprocket (5) of the drive body (4).
116)', it is possible to rotate relative to both the hub shaft (9) K and the drive body (4). However, the unidirectional rotation transmission mechanism 1 described below
18),... body (1) l-1:, driver (4)
It is possible to rotate in the normal direction relative to the other direction, but not in the reverse direction. In other words, the forward rotation driving force of the drive body (4) is generated by the hub body (
1), but the relative reversal force is not transmitted. Therefore, even if the drive body (4) is reversed or stops rotating while the bicycle is running, the hub body (1) will have no effect on this. This means that it is possible to rotate freely in the forward direction.

The one-way rotation transmission mechanism includes a truncated cone-shaped clutch inner surface (1g) and clutch outer surface (a) that fit into each other in a male-female manner on the inner circumferential surface of the clutch member (2) and the outer circumference of the clutch cone (6). Once formed, the clutch cone (2) is generally configured such that it can be reciprocated on the screw shaft (7) of the drive body (4) in the direction of the hub axis. The screw shaft (7) has a right-hand thread, and the driver (4)
) rotates forward relative to the clutch cone (6), the clutch cone (6) is sent in the direction of arrow P in FIG. 1, and the clutch outer surface and the clutch inner surface .theta. plow are brought into contact with each other.

- As the blade drive body (4) rotates in reverse with respect to the clutch cone (6) K, the clutch cone (6) is sent in the direction of the arrow Q in Figure 1, and the clutch outer surface and clutch inner surface (the rule is that they separate from each other).

In the present invention, the clutch inner surface (19) and the clutch outer surface □□□ are provided with engaging portions (12-2) in the shape of racket teeth that engage with each other and are directed in opposite directions. An example of this is shown in Fig. 2a. This will be explained based on FIGS.

As is clear from the figure, the inclination angle of the clutch inner surface (19) and the clutch outer surface glue is considerably larger than that of conventional clutch devices of this type.
This is preferably about 80' or more. In addition,
In the illustrated example, the angle is set to 45°.

As shown in Fig. 4, the inner surface of the clutch (I9) has a fourth
In addition to continuously providing a ratchet tooth-shaped engagement portion 4 that slopes radially inward as it goes in the counterclockwise direction and then gradually steps radially outward, as shown in FIG. In the third embodiment, ratchet-tooth-shaped engaging portions are provided at various places, which are inclined radially outward as the third clockwise direction is turned, and then gradually stepped radially inward.

If FIG. 3 and FIG. 4 are considered superimposed, it will be understood that relative reversal of the clutch member (2) with respect to the clutch cone (6) is not permitted, but relative sub-rotation is permitted. In addition, these engaging parts (2υ(26)) may be provided with engaging parts of the clutch inner surface (19) here and there, contrary to the illustrated example, while engaging parts □□□ of the clutch outer surface 30) may be provided continuously. , both (251 (26j) may also be provided continuously. In addition to the illustrated example, the cross-sectional shape of the engaging portion may be saw-toothed, and the inclined surface, circumferential surface, and stepped portion may be continuous. Various forms are possible, such as an aquiline nose shape.

Furthermore, in the present invention, the clutch cone (6)
is always elastically biased in a direction away from the inner surface of the clutch, that is, in the illustrated example, in the direction of arrow Q in FIG. 1. This can be configured, for example, as follows.

The inner hole (2η) of the screw shaft (7) of the drive body (4) and the hub shaft (9
), and a cylindrical space (28) is provided between this space F2 (to which the compression coil spring 1 is inserted so as to be inserted into the hub shaft (9)). !21) Using the elasticity of item 11 clutch cone (6
) is energized.

The outer end of this compression coil spring f21) is brought into contact with the inner end wall of the conical spring 11, and is slightly reduced in diameter so that it can be elastically wound around the hub shaft (9), while the inner end (21a) ) is a donut disk-shaped friction plate (24) that is fitted into the hub shaft (9) so that it can freely slide and is engaged with the engagement portion of the donut disk-shaped friction plate (24). (The inner wall of the outer peripheral part of 22 is brought into contact with the outer wall of the retaining ring (23) fitted into the inner periphery of the clutch cone (6). Thus, due to the elasticity of the compression coil spring 1), the arrow Q in FIG. The friction plate -, which is constantly pushed in the direction, pushes the retaining ring (?: 3+) in the direction of arrow Q in Figure 1, and as a result, the clutch cone (6) always moves elastically in the direction of arrow Q in Figure 1. At the same time, since the outer end of the compression fill spring (21) is elastically wrapped around the hub axle (9), it does not rotate relative to the hub axle, and the friction plate (
2 is engaged with the compression coil spring (21), so that the friction force also becomes difficult to rotate relative to the hub shaft (9). However, it rotates only slightly within the range allowed by the elasticity of the spring e21. Since this friction plate (2 is in frictional sliding contact with the retaining ring of the clutch cone (6) + 23), a constant frictional resistance is applied to the rotation of the clutch cone (6) with respect to the hub shaft (9). That is, the clutch cone (6) always tries to remain stationary with respect to the shaft (9). When the force trying to rotate the clutch cone (6) exceeds the frictional force between the retaining ring (mu) and the friction plate (2"2), the friction plate (inside the retaining shaft) or the clutch cone (6) (Slides and rotates against 2s VC.

The outer end of the compression coil spring (21) is made to elastically wrap around the hub shaft (9) as shown in the example shown, and also to be engaged with it by providing a suitable engaging part with a cone. You may also do so.

In addition, in the illustrated example 1, by providing a compression coil spring on the right side of the friction plate (4 in FIG. 1), this friction plate (
22 is elastically pushed in the direction of the arrow Q in FIG. It may be pulled elastically in the Q direction.

The mark @ (24) in the figure indicates that the clutch cone (6) should not move too far inward.

However, the friction plate (3) is omitted and the compression coil spring (
21) to the stop shaft (A) of the clutch cone (6).
), and the retaining ring (23) may be brought into elastic contact with the retaining ring (23).

Next, the operation of the illustrated example unit will be explained.

FIG. 6 shows the state in which the clutch cone (6) has moved inwardly. At this time, the clutch inner surface (19) and the clutch outer surface (20) are separated from each other, so the hub body (
1) can rotate freely in the normal direction with respect to the driving body (4).

Therefore, while the bicycle is running, it is possible to coast or run with the drive body (4) stopped, or it is also possible to actively reverse the drive body (4) while the bicycle is running or when the bicycle is stopped. At this time, the clutch cone (6) is prevented from moving in the direction of arrow Q by the stopper (2 shu), so it rotates with the drive body.

When the driver (4) is driven forward by depressing the pedal, a certain amount of resistance is applied to the rotation of the clutch cone (6) with respect to the hub shaft (9) K. (6) It rotates in the normal direction relative to the IC, so the clutch cone (6) is sent forward on the dlR axis (7) of the driver (4) in the direction of arrow P, and the clutch outer surface ff1O)
and the inner surface of the clutch (19) engage (Fig. 1). Clutch outer surface 120) and clutch inner surface! When I9) is multiplied,
Since the clutch cone (6) cannot move any further in the direction of arrow P, it begins to rotate together with the drive body (4), and
Both clutch surfaces (19) t20+ is the engaging part! 2a
(The two clauses mesh together, and the inner surface of the clutch (I9) cannot be reversed relative to the outer surface of the clutch, so
The clutch cone (6) rotating in the normal direction rotates the clutch member (2) or the hub body (1) at the same speed, thereby accelerating the bicycle in the forward direction. The rotational force is transmitted from the clutch outer surface (7) to the clutch inner surface (9) through the engaging portion (
Since it is performed for 21 seconds, it is performed reliably without slipping.

On the other hand, in the drive running state shown in FIG. 1, when stopping the pedal to stop the driving body (4),
) The hub body (1) is in a state of normal rotation relative to K, but the clutch inner surface (19) and clutch outer surface 30) are engaged from the engaging part '25) (26) having a predetermined tooth height. Therefore, the engaging parts (2n (a)) push the slopes (25a) and (26a) of each other, and the clutch cone (6) is forced to rotate slightly with the body (1) in the correct direction. The clutch inner surface (19) and the clutch outer surface 12 are rotated and sent in the direction of arrow Q on the screw shaft (7) of the drive body (4).
0) The clutch is completely disengaged when the engagement of 0) is released.
In this case, since the clutch cone (6) i is constantly pushed in the direction of arrow Q in Figure 1 by the compression coil spring (21), it rotates in the direction of arrow P on the spiral shaft (7) relative to this. Rather than being sent, there is less resistance if the relative normal rotation is made and sent in the direction of arrow Q as described above. therefore,
The above-mentioned co-rotating forward rotation is performed extremely smoothly, and the clutch disengagement is very easy.

Furthermore, in the bicycle pump according to the present invention, once the clutch inner surface (E) and the clutch outer surface (C) are disengaged, the drive body (4) can be moved in a relative position relative to the shaft. Both clutch surfaces will not engage again unless the clutch is rotated. Therefore, when the clutch is disengaged, the drive body or pedal crank does not rotate whether the bicycle body is pushed forward or backward. To completely disengage the clutch, you just need to push the bicycle body slightly forward without turning the pedal crank, which is very convenient when parking the bicycle. Since the clutch is automatically and completely disengaged by pushing forward to fit it into the desired space, the pedal crank will not turn when pushing the car body backwards to pull it out. As a result, the problem of conventional bicycles equipped with a freewheel with a ratchet mechanism where the pedal crank reverses and collides with an adjacent bicycle can be solved at once.

As described above, the unit hub according to the present invention has a simple configuration that eliminates ratchet noise during free rotation, and is a hub that breaks the conventional wisdom that the pedal does not rotate when pushing back the bicycle body. Moreover, the important operation of the clutch is reliable and highly reliable.

Moreover, since the structure is simple, the manufacturing cost is low, and it can be configured easily.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a partial sectional view, FIG. 2a is a partial sectional view of the clutch cone, FIG. 2b is a partial sectional view of the clutch member, and FIG. 2C is a partial sectional view of the drive body. Partial cross-sectional view, Figure 3 is a cross-sectional view taken along the line ■-■ of Figure 2a, Figure 4 is a cross-sectional view of Figure 2b
FIG. 5 is a perspective view showing the components in an exploded state, and FIG. 6 is a partial sectional view showing the state in which the clutch cone is moved to the innermost position. (1)...Body (2)...Clutch member
(4)...Driver (5)...Sprocket
(6)... Clutch cone (7)... Spiral portion (I9)... Clutch inner surface (goods)... Clutch outer surface (251... Engagement part (on the clutch inner surface)
Hanging area (outer surface of two edges) Applicant: Maeda Kogyo Co., Ltd.

Claims (1)

[Claims] (1) A truncated conical clutch inner surface is provided on the inner periphery of the hub body or a clutch member integrally connected thereto, and is screwed into a threaded shaft portion provided on a drive body equipped with a sprocket to feed the screw in the direction of the hub axis. A clutch outer surface that can be connected to the clutch inner surface is provided on the outer periphery of the clutch cone, which can be connected to the clutch, and a ratchet tooth-shaped engaging portion that can be engaged with each other is provided on both the clutch inner surface and the clutch outer surface, and further, the clutch cone is always connected to the clutch. A bicycle unit hub characterized by being elastically biased in a direction away from the inner surface.