RU59986U1 - IMPROVED MULTIFUNCTION BICYCLE WITH PEDAL MECHANISM - Google Patents

Abstract

An improved multifunctional bicycle with a pedal drive, and more specifically, the bicycle transmission mechanism includes a clutch element, which, by manual control, moves between the primary and secondary control units and, optionally, engages with them for various bicycle operation modes, including normal pedal rotation, independent rotation of the crank levers of the pedals, the movement of the crank levers of the pedals in one direction up or down. The transmission mechanism has a simple design with low weight and, therefore, low cost and low risk of failure during a long service life. In addition, various modes of operation can be carried out without the use of a special rear hub.

Description

Prerequisites for creating a utility model

1. The technical field

This utility model relates in general to an improved multifunctional bicycle with pedal drive, and in particular, to a transmission mechanism that is controlled by a clutch device driven by fork-shaped control elements in order to switch to different training modes without the need to use a special hub to switch .

2. Description of the prior art

A bicycle is often equipped with gear shifters designed to change speed. However, known gear shifting devices present very limited possibilities when used in exercise bikes. In Chinese Utility Model No. 91226879.4, this inventor describes a transmission mechanism for a multifunctional bike that allows the bike to be used in modes other than normal pedal rotation, such as lever gear exercises and independent operation of a separate pedal. Using the new methods of transferring the force offered in this Chinese utility model, it is possible to implement new training or driving modes for bicycles, which also applies to exercise bikes, such as a stationary bike.

However, the device described in this Chinese utility model has the following disadvantages: (1) To perform exercises using the lever, a special rear hub is required, the cost of which is high. (2) The rear hub has significant weight, which creates significant problems for most users. (3) The transmission mechanism is prone to breakage and failure.

Given the above disadvantages, this inventor presented an excellent design described in Chinese Utility Model No. 200550101872.6, which shows a bicycle transmission mechanism that can be considered a prototype of this utility model. The bicycle transmission mechanism described in this Chinese

The utility model still needs to be improved, especially with regard to precision control.

Summary of utility model essence

Thus, this utility model aims to improve the bicycle transmission mechanism described above, which allows precise control of switching to various operating modes.

To achieve the above goals, in accordance with this utility model, a bicycle transmission mechanism is proposed, including a clutch device, which, using manual control, moves between the primary and secondary control units and, optionally, engages with one of them to implement various bicycle operating modes including normal pedal rotation, independent rotation of the cranked levers of the pedals, movement of the pedal levers in one direction, up or down. The transmission mechanism has a simple and lightweight construction and, therefore, low cost and low risk of failure with an extended service life. In addition, you can implement several different modes of operation without the use of a special rear hub.

Brief Description of the Drawings

This useful model will be clear to specialists in this field when reading the following description of the preferred embodiment with reference to the accompanying drawings, in which:

Figure 1 is a perspective image with a spatial separation of the parts of the node of the primary axis of the bicycle transmission mechanism, in accordance with this utility model;

Figure 2 is a perspective image with a spatial separation of the components of the secondary axis of the bicycle transmission mechanism, in accordance with this utility model;

Figure 3 is a perspective image with a spatial separation of the details of the mechanism for controlling the transmission of a bicycle, in accordance with this utility model;

Figure 4 is a schematic top view with a partial cutaway showing a bicycle transmission mechanism in accordance with this utility model;

Figure 5 is a vertical side view showing a portion of a bicycle frame to which a control mechanism is attached, as well as an arrangement on the frame of a primary axis assembly and a secondary axis assembly;

6 is a perspective view, also depicting a bicycle frame carrying a control mechanism, as well as the location on the frame of the primary axis assembly and the secondary axis assembly;

Fig. 7 is a vertical side view showing a circuit connecting a secondary chain sprocket of a secondary axis assembly to a secondary control unit;

Fig. 7A is similar to Fig. 7, but it depicts chains connecting another secondary chain sprocket of the secondary axis assembly to another secondary control unit and a bicycle frame;

Fig. 8 is a plan view showing a bicycle transmission mechanism in accordance with this utility model set in training mode;

Figa is an enlarged view of the circled part in Fig;

Fig.9 is a top view showing the position in which the bicycle pedals move in one direction (up or down);

Fig. 9A is a side elevational view corresponding to Fig. 9;

Figure 10 is a top view showing the position in which the bicycle pedals move in opposite directions (up or down);

Fig. 10A is a side elevational view corresponding to Fig. 10;

11 is a top view showing a bicycle transmission mechanism, in accordance with this utility model, mounted in an independent rotation mode;

11A is an enlarged view of the circled portion of FIG. 11;

12 is a plan view showing a state in which each pedal of a bicycle moves independently up or down;

12A is a side elevational view corresponding to FIG. 12;

Fig. 13 is a plan view showing a bicycle transmission mechanism in accordance with this utility model set to normal pedaling mode;

Fig. 13 A is an enlarged view of the circled portion of Fig. 13;

Fig. 14 is a plan view showing a state in which the pedals rotate normally;

Figa - vertical side view corresponding to Fig;

Fig - top view, which shows the transmission mechanism, in accordance with this utility model installed in the rotation mode in the opposite direction;

Figa is an enlarged view of the circled part in Fig.15;

Fig is a perspective view showing the relative spatial arrangement of the secondary unit and the clamping ring.

Detailed Description of Preferred Embodiments

As can be seen, in particular, from FIGS. 4 and 5, the transmission mechanism designed in accordance with this utility model is intended to be mounted on the bicycle frame 10, in particular, on the lower mounting bracket 104 of the frame 10. On the frame 10 there is an axle 201 of crankshafts levers, which will also be called hereinafter the "primary axis", to the opposite ends of which are attached the pedal cranked levers 243a, 243b, each cranked lever 243a, 243b carries a pedal 502 (see Fig. 6), which receives traction from the leg 503 bike, and creates torque on the 2 axis 01 cranked levers (primary axis). The transmission mechanism, in accordance with this utility model, can be controlled in such a way that the pedal rotation modes can be switched, which can be: “normal” mode, in which the bicycle offered in this utility model can be operated with pedals like a regular bicycle, t .e. the cranked levers 243a, 243b of the pedals and pedals 502 continuously rotate forward (or clockwise); an "independent" mode in which the pedal arms 243a, 243b can rotate independently of each other; "training" mode, in which the cranked levers 243a, 243b of the pedals rotate forward and backward. Transmission assembly kits will be described below.

Let us consider in more detail Figure 1 which presents a perspective image of the node of the axis of the pedal of the transmission mechanism proposed in this utility model. The pedal axis assembly, which will hereinafter also be referred to as the “primary axis assembly”, is generally designated 200 and includes a primary axis 201 (crankshaft axis), in which, as previously noted, the opposite ends are connected to crankshafts 243a, 243b pedals, respectively, at

using installed on them one-way bearings 240A, 240b, which are inserted and fixedly mounted in each crank lever 243a, 243b of the pedal. The single-sided bearings 240a, 240b allow you to transmit torque from the pedals 502 through the cranked levers 243a, 243b of the pedals to the primary axis 201 in a given direction of rotation, for example, forward or clockwise, but do not allow you to transmit torque in the opposite direction, for example, back , or counterclockwise, a chain sprocket 215 is fixed on the primary axis 201 so that it rotates with the axis. In the embodiment shown here, the chain sprocket 215 is mounted next to one of the one-way bearings, for example, with the one-way bearing 240b, and is connected operatively to the rear hub 50 (FIG. 4) by means of a chain (not shown here), which allows to transmit torque, attached by the cyclist to the primary axis 201 by means of crank arms 243a, 243b, to the rear hub 50 for driving the bicycle.

Also, when considering FIGS. 2, 4, 7 and 7a, it can be seen that the transmission mechanism proposed in this utility model includes a secondary axis assembly 300 that is mounted on the lower mounting bracket 104 of the frame 10, preferably in a position behind the primary axis assembly 200 ( best seen in FIGS. 5 and 6). The secondary axis assembly 300 includes a secondary axis 301, the opposite ends of which are connected to the secondary chain sprockets 308a, 308b, respectively, while the secondary chain sprockets 308a and 308b rotate together with the secondary axis 301. Each secondary chain sprocket 308a, 308b has mounting holes 3081a , 3081b, for swiveling with mounting plates 312a, 312b to which the ends of chains 501a, 501b are attached. The opposite ends of the circuits 501a, 501b are connected to the secondary control units 229a, 229b, which will be described later. The secondary control unit 229a is furthermore connected to the end of the chain 502, and the opposite end of the chain 502 is attached to the bicycle frame. Chains 502, 501a, and 501b are intended to limit the angle of rotation during forward and reverse rotation, which is performed in the training mode, which will be described later.

When considering Figures 3, 5 and 6, it is also seen that the control mechanism 400 is mounted on a holder 106, which is a protrusion formed on the lower mounting bracket 104 of the bicycle frame 10. The control mechanism 400 includes a fixed base 406, which is attached to the holder 106 of the control mechanism located on the bicycle frame by means of fasteners or other

by known methods, which are not shown in the drawings, and two engagement forks 401a, 401b pivotally connected to the opposite ends of the fixed base 406 via pins 405a, 405b and spaced apart from each other, allowing the engaged forks 401a, 401b to rotate relative to the fixed base 406 ; wherein the engagement forks 401a, 401b can move to the first and second extreme positions that correspond to the “normal” mode and the “training” mode, and to the intermediate position between the extreme positions corresponding to the “independent” mode. Between the two engagement forks 401a, 401b, a tripartite connecting member 407 is mounted which is connected to the engagement forks 401a, 401b using wire rods 4071a, 4071b. The free ends of the wire rods 4071a, 4071b are connected to connecting elements 403a, 403b, which are rotatably mounted to the engaging forks 401a, 401b by a hinge 401a, 401b. The connecting member 407 is also connected to the wire rod 40 through a spring 408 for manually controlling the engaging forks 401a, 401b.

As can be seen, in particular in FIG. 4, the primary axis assembly 200 is mounted on the lower mounting bracket 104 of the bicycle frame 10; the cranked levers 243a, 243b of the pedals are located on opposite sides of the lower mounting bracket 104. To the lower mounting bracket 104 is also attached a control mechanism 400 that is operatively connected to the primary axis assembly 200 to control the operation of the primary axis assembly 200 by the secondary axis assembly 300 and the implementation of, optionally, the mode of "normal" operation, the mode of "training" and the mode of "independent" pedaling.

Before proceeding with further explanations, it should be noted that the primary axis assembly 200 includes clutch rings 224a, 224b connected to each pedal crankshaft 243a, 243b and gear setting rings 226a, 226b, the function of which will be described below. As shown in FIG. 1, the clutch rings 224a, 224b are separated from the alignment gear rings 226a, 226b, and then fastened together. In order to facilitate the manufacture and assembly, as an embodiment, as shown in FIG. 16, the rings 224a, 224b and the alignment gear rings 226a, 226b are integrated and form a single element. To simplify the following description, the illustration is made in relation to the “combined” clutch ring and the mounting gear ring, which will also be called the “clutch ring” and will be denoted by 224a, 224b. Other

in the words of the clutch ring 224a, 224b in all the drawings, with the exception of FIG. 1, are the combination of the clutch ring 224a, 224b and the gear setting ring 226a, 226b of FIG. 1. In this case, as shown in FIG. 16, rings 224a. The clutch 224b includes first and second circumferentially distributed teeth 2243b, 2242b located on opposite sides of the axis and a circumferentially extending groove 2244. Thus, the second teeth 2242b function as a set gear ring 226b.

The clutch ring 224a, 224b has inside teeth 2241a, 2241b that form a movable fit with the gear surfaces 2311a, 2311b of the directional cylinders 231a, 231b that are worn on the pedal crank arms 243a, 243b to form a fixed fit and can rotate with them. This allows the clutch rings 224a, 224b to move along the axis relative to the primary axis 201 and the pedal crank arms 243a, 243b.

On the inside of the primary chain sprocket 215, the drive sleeves 208a, 208b and the drive disks 215a, 215b, which can be moved along the axis along the tubular extensions 214a, 214b, are coaxially mounted on the tubular extensions 214a, 214b. The tubular extension 214b, in turn, is inserted into the hole 2153d of the primary chain sprocket 215. The drive discs 215a, 215b, in turn, are connected to the rings 224a. 224b engagement with axial connecting rods 217a, 217b extending along the axis, only one of which is shown in FIG. One end of the connecting rods 217a, 217b is attached to the fixing ends 216a, 216b, and their opposite ends, which are threaded, pass through the hole 504 made in the drive discs 215a, 215b, and are fastened, for example, using nuts 219a, 219b. The connecting rod 217b, in turn, extends along the axis with the possibility of movement through the corresponding hole 2152d made in the primary chain sprocket 215.

The locking rings 216a, 216b are inserted into circumferential clutch rings 224a, 224b of the grooves 2244, the biasing elements 218a, 218b, preferably made in the form of coil springs enclosing the connecting rods 217a, 217b, are mounted between the locking rings 216a, 216b and the drive disk 215a and the primary chain sprocket 215 in order to create a biasing force between them, which provides the desired relative position of the clutch rings 224a, 224b and the drive disks 215a, 215b, as well as

allows you to change this relative position with sufficient axial load, which will be described below.

The drive sleeves 208a, 208b can be moved along the axis using engagement forks 401a, 401b between the first and second end positions, which will be discussed later. When the drive sleeves 208a, 208b move along the axis, the clutch rings 224a, 224b can also move between the first and second end positions, due to the connection to the drive disk 215a, 215b via the connecting rods 217a, 217b. In the first extreme position, the clutch rings 224a, 224b are engaged with the primary control units 223a, 223b, and in the second extreme position, the clutch rings 224a, 224b are engaged with the secondary control units 229a, 229b. Primary control units 223a, 223b and secondary control units 229a, 229b are located on opposite sides of drive bushings 208a, 208b. The secondary units 229a, 229b are connected to the secondary chain sprockets 308a, 308b of the secondary axis assembly with a chain drive consisting of chains 501a, 501b, respectively.

Figures 5 and 6 show that the lower mounting bracket 104 of the bicycle frame 10 forms a protrusion serving as a holder 106 of the control mechanism to which the fixed base 406 is attached in any known manner, for example, using bolts, rivets or welding, and on it mounted for rotation of the engagement fork 401a, 401b. A manual control device (not shown) is mounted on the bicycle frame 10 and connected to the three-sided connecting element 407 via a wire rod 40, which is connected to the connecting element 407 by means of a spring 408. Thus, the manual control device allows the user to control and manipulate the rollers 401a, 401b meshing through the tripartite connecting element 407, which, as noted above, is connected to the forks 401a, 401b using wire rods 4071a, 4071b and the connecting elements 403a, 403b of the forks 401a, 401b gearing. For example, if you manually pull, or apply a tensile force to the wire rod 40, this will cause the engagement forks 401a, 401b to approach each other, while reducing the tension of the wire rod 40 allows the engagement forks 401a, 401b to move away from each other.

In order to simplify the description, only those parts that have the letter “b” after the item number will be shown, since those parts that are marked

the letter "a" exactly matches them and has the same design or the same functions, and their description may be omitted in the future.

As can be seen in FIG. 6, the pedal crank arms 243a, 243b transmit the force, or torque, from the pedals 502 to the primary axis 201, which in turn rotates the primary chain sprocket 215. The articulated engagement of the forks 401a, 401b with the base 406 of the mechanism 400 The control allows the engagement forks 401a, 401b to move towards each other and away from each other by manually pulling or loosening the wire rod 40. In each engagement fork 401a, 401b there are two elements spaced apart from each other, at the end of each of which to 4011a, 4011b, which engages with the corresponding tooth 506 (see FIG. 1) formed in the drive sleeves 208a, 208b, respectively. This allows the drive sleeves 208a, 208b to move with the engagement forks 401a, 401b when the engagement forks 401a, 401b are driven by the wire rod 40. In other words, if the wire rod 40 is manually pulled or released, then the engagement forks 401a, 401b will move (turning relative to the base 406), and the movement of the engaging forks 401a, 401b will cause the drive bushings 208a, 208b to in turn move along the axis between the first extreme position in which the primary control units 223a, 223b and the second cr ynim position in which are located the secondary blocks 229a, 229b control, through the engagement between the hooks 4011 and, 4011b at the ends of forks 401a, 401b and the engagement of teeth 2082b on the drive sleeves 208a, 208b. Thus, the drive sleeves 208a, 208b can be in the following positions: 1) a first extreme position in which the drive sleeves 208a, 208b are engaged as drive elements with the primary control units 223a, 223b in order to implement a “normal” mode; 2) the second extreme position in which the drive bushings 208a, 208b are engaged as drive elements with secondary control units 229a, 229b for implementing a training regimen; and an intermediate position between the first and second extreme positions, in which the drive bushings 208a, 208b are not engaged with either the primary control units 223a, 223b or the secondary control units 229a, 229b, and in this case an “independent” mode is performed in which the cranked levers 243a, 243b of the pedals can rotate independently of each other.

In preferred embodiments, a deflector 207a, 207b, such as a spring, is mounted between each drive sleeve 208a, 208b and the primary axis 201, and it deflects the drive sleeve 208a, 208b to a second extreme position in which the drive sleeve 208a, 208b is engaged. with a secondary control unit 229a, 229b.

An operation of the transmission mechanism will now be described with reference to FIGS. 8, 8A, 9, 9A, 10, 10A. By manually releasing the wire rod 40, the engagement forks 401a, 401b can be moved away from each other; and due to the deflecting action of the springs 207a, 207b, the clutch rings 224a, 224b engage as leading elements with the secondary control units 229a, 229b, while the teeth 2242b of the clutch rings 224a, 224b are engaged with the teeth protruding along the axis and distributed along the circumference of the teeth 2291b of the secondary control unit 229a, 229b. In this situation, which is a training mode, the force from pedaling, or the torque from the crankshaft 243a, 243b of the pedals, in addition to transmission through the primary axis 201 to the primary chain sprocket 215, is partially transmitted through the clutch rings 224a, 224b and secondary blocks 229a , 229b control on the secondary chain sprockets 308a, 308b of the secondary axis 300 (see Figure 4). Due to the limitation of the angle of rotation of the secondary chain sprockets 308a, 308b imposed by the chains 502, 501a, 501b, and also due to the one-way bearings 240a, the crank arms 243a, 243b of the pedals can only perform forward and backward turns. During a forward rotation (clockwise), the torque from pedaling is transmitted through the primary axis 201 to the primary chain sprocket 215, and then to the rear 50, and during rotation backward (counterclockwise) no torque is transmitted to the primary axis 201 from pedal rotation, due to the presence of a one-way bearing 240a, 240b. Thus, the force from pedaling is alternately transmitted to the primary axis 201 from both pedal cranks 243a, 243b to rotate the rear hub 50. In this training mode, when cranks 243a, 243b are turned in the same direction, independent rotation mode can be implemented, which will described below and in which the pedals 502 located on the crank levers 243a, 243b of the pedals can simultaneously move up or down while the crank levers 243a, 243b simultaneously rotate forward or backward.

As shown in FIGS. 15 and 15A, while turning back in training mode when engaged between the clutch rings 224a, 224b and the secondary blocks 229a, 229b

the control can be reversed due to the fact that the clutch rings 224a, 224b are attached to the pedal crank levers 243a, 243b with the possibility of rotation using the guide cylinders 231a, 231b, and also because the pedal levers 243a, 243b are rotated backwards, the primary axis 201, and therefore the primary chain sprocket 215, do not repeat backward rotation and, in general, remain stationary due to the presence of one-way bearings 240a, 240b. In other words, there is a contradiction between the rotational movement of the secondary control unit 229a, 229b and the primary chain sprocket 215.

As shown in FIG. 16, when the pedal crank arm 243b rotates back and forth, the reverse rotation of the secondary control unit 229b relative to the clutch ring 224b occurs on each half of the pedal cycle of the crank arm 243b, since the one-way bearing 240b prevents the primary axis 201 from reversing rotation and the primary sprocket and thereby leaves the chain sprocket 215 stationary. The force transmitted between the clutch ring 224b and the secondary control unit 229b ultimately receives an additional value in the form of a pushing force acting between each tooth 2242b of the clutch ring 224b and a bevel 2294b made on the tooth 2291b of the secondary control unit 229b engaged with it, this pushing force being directed along the axis and created by the deflecting element 218b mounted between the clutch ring 224b and drive disc 215b. Thus, the clutch ring 224b can move along the axis against the action of the spring 218b and disengages from the secondary control unit 229b to idle the secondary control unit 229b. Obviously, a special rear hub 50 is not required to perform reverse rotation.

As can be seen in FIGS. 8 and 8A, the pedal effort of the pedal toggle levers 243a, 243b is transmitted to the primary axis 201 through one-way bearings 240a, 240b, and then it is transmitted to the primary chain sprocket 215 to drive the rear hub 50. Rings 224a The clutch 224b serves only to set the transmission mechanism to training mode, but not to transmit force from pedaling. In other words, the clutch rings 224a, 224b do not need to have greater strength to withstand the force of the pedals.

Consider FIGS. 11, 11A, 12 and 12A. In order to switch to the independent pedal rotation mode, the drive sleeves 208a, 208b are moved using the wire rod 40 and the engaging forks 401a, 401b so that they are separated from the secondary control units 229a, 229b and are located between the first and second end positions, so that the clutch rings 224a, 224b are not engaged with either the primary control units 223a, 223b or the secondary control units 229a, 229b. Therefore, the pedal cranks 243a, 243b can operate independently of each other, which means that the cranks 243a, 243b can move separately from each other, and the pedal force of each cranks 243a, 243b is transmitted independently to the primary axis 201, and then it is transmitted to the rear hub 50 through the primary chain sprocket 215. The cranked levers 243a, 243b of the pedals can move simultaneously in one direction or in opposite directions, or one cranked lever 243a, 243b of the pedal can move at a time ac other remains stationary. It is possible to carry out several combinations of the movements of the cranked levers 243a, 243b of the pedals, all of which transmit the force from pedaling to the rear hub 50 through the primary axis 201 and the primary chain sprocket 215.

Consider Fig.13, 13A, 14 and 14A. In order to switch to normal operation, it is necessary to pull the wire rod 40 in order to move the drive bushings 208a, 208b, and therefore the clutch rings 224a, 224b so that they engage with the primary blocks 223a, 223b control and stop the pedal levers 243a, 243b relative to the primary axis 201 and thereby would allow continuous forward or backward rotation of the primary axis 201 by the pedals 502. In this mode, it is desirable that the pedal levers 243a, 243b for normal For pedal work, they were oriented in opposite directions, since this creates a force from the pedal rotation on the primary axis 201 and primary chain sprocket 215, which drives the rear hub 50.

In operation, by tensioning or loosening the wire rod 40, the engagement forks 401a, 401b are controlled, which move the drive bushings 208a, 208b along the axis; and the clutch rings 224a, 224b move along the axis and optionally engage with the primary control units 223a, 223b and the secondary control units 229a, 229b, while the cranked levers 243a, 243b of the pedals can make various combinations of individual movements to transmit

driving force, or force from pedaling, to the rear hub 50 through the primary axis 201 and the primary chain sprocket 215.

This utility model has the following advantages:

(1) The advanced multifunctional bicycle with pedal drive, and more specifically, the transmission mechanism proposed in this utility model, has a simple design that allows for many operating modes without using a special rear hub, which reduces manufacturing costs and increases economic benefits.

(2) The advanced multifunctional bicycle with pedal drive, and more specifically, the transmission mechanism proposed in this model, has a small weight, which facilitates its use.

(3) An advanced multifunctional bicycle with pedal drive, and more specifically, the transmission mechanism proposed in this model, has a slight risk of failure or no failure at all and, therefore, a significant service life.

Although this utility model has been described with reference to preferred embodiments and the corresponding drawings, it will be apparent to those skilled in the art that various modifications and changes can be made without departing from the spirit of the utility model as defined in the attached claims.

Claims (8)

1. The transmission mechanism of an improved multifunctional bicycle with a pedal drive, comprising a primary axis assembly mounted rotatably on the frame, a secondary axis assembly mounted on the frame behind the primary axis assembly, the secondary axis assembly comprising a secondary axis, secondary chains are installed at opposite ends thereof sprockets, and the primary axis assembly includes a primary axis, at the opposite ends of which cranked pedals are installed, and in each cranked pedal there is one a thrust bearing designed to be connected to the primary axis, a primary chain sprocket mounted on the primary axis and designed to drive the rear hub, drive bushings and clutch rings mounted axially on the primary axis and controlled by a control mechanism, the control mechanism including a fork meshing engaged as a driving member with each drive sleeve, a connecting member connected to each meshing fork with a wire, and furthermore connected by means of a spring to a manually controlled wire rod, the forks being mounted rotatably on the frame, and the secondary control unit, which is optionally engaged with each clutch ring, due to the action of the biasing force, while in the position when the engagement occurs between the first the tooth of the secondary control unit and the second tooth of the clutch ring and when the secondary control unit is set to reverse rotation, the pushing force acting between the beveled surface located between the first and second teeth separates the secondary control block of the clutch rings, which allows to perform idle rotation of the secondary control unit. 2. The mechanism according to claim 1, including, in addition, a primary control unit that engages with each clutch ring to transmit force from pedaling from the crankshaft to the rear hub. 3. The mechanism according to claim 1, in which the drive sleeve is engaged with the clutch ring and in which the clutch ring is driven by the drive sleeve and moves between the secondary control unit and the primary control unit. 4. The mechanism according to claim 1, in which the connecting element is connected to each engagement fork by a wire, which is attached to the connecting element mounted rotatably on the engagement fork, and in which the engagement forks are rotatably mounted to the base, which is mounted on the frame, while tensioning / loosening the wire rod allows the forks to move towards or away from each other and thereby move the clutch ring between the secondary control unit and the primary control unit Niya. 5. The transmission mechanism of the advanced multifunctional bicycle with pedal drive, including the axis of the cranked levers, which is mounted with the possibility of rotation on the frame of the bike and has two axial ends to which two cranked levers are attached with one-way bearings, which allows the formation of cranked levers between the cranked levers and the axle levers couple with the actuator in a given direction of rotation and open this pair with the actuator when the cranked levers rotate in the opposite direction the phenomenon of rotation, the primary control unit mounted rotatably on the axis of the cranked levers, the secondary control unit mounted rotatably on the axis of the cranked levers and located at a predetermined distance along the axis from the primary control unit, the secondary control unit being connected operatively to an angular limiter, a clutch ring mounted rotatably on the crankshaft and axially moved relative to the axis of the crankshafts between the first and second extreme positions so that it optionally engages with the primary control unit and the secondary control unit for performing the first and second operating modes, respectively, in which in the first operating mode the crank arms are engaged with the axis of the crank arms in the opposite direction of rotation, due to the engagement between the clutch ring and the primary control unit, the cranked levers can perform continuous rotation both in a given direction and in the opposite direction th direction, and wherein in the second mode toggle levers connected angularly to make the rotation stopper forward and backward within the angle range set angle limiter. 6. The mechanism according to claim 5, including a primary control unit and a secondary control unit for each crank lever and an engaging clutch ring that moves along the axis and engages optionally with a primary control unit and a secondary control unit, and in which each ring the clutch can be mounted on the axis in an intermediate position between the extreme positions, and the clutch ring disengages with both the primary and secondary control units, which allows independent crankshaft extension relative to each other. 7. The mechanism according to claim 5, in which the engagement between the secondary control unit and the clutch ring includes teeth from the side of the control unit that are distributed around the circumference, and teeth from the side of the clutch ring that are distributed around the circumference and correspond to the teeth from the side of the control unit in angular position, which provides the possibility of engagement with each other of the teeth on the side of the control unit and the teeth on the side of the clutch ring while the engagement ring is in the second position. 8. The mechanism according to claim 7, in which at least one of the teeth on the side of the clutch ring and on the side of the control unit includes a pushing beveled surface formed at its end and designed to mesh with the other beveled surface on the teeth from the side of the clutch ring and on teeth from the side of the control unit, and in which the clutch ring is biased by a spring to the secondary control unit to form an engagement between the teeth from the side of the control unit and the teeth from the side of the clutch ring, and this engagement can be opened using an external torque acting between the secondary control unit and the clutch ring and creating a force acting along the axis between the secondary control unit and the clutch ring due to the pushing bevelled surface.