WO2016083080A1

WO2016083080A1 - Continuously variable bicycle gear system

Info

Publication number: WO2016083080A1
Application number: PCT/EP2015/075432
Authority: WO
Inventors: Gerhard Kirschey
Original assignee: Gerhard Kirschey
Priority date: 2014-11-24
Filing date: 2015-11-02
Publication date: 2016-06-02
Also published as: EP3224499A1

Abstract

The invention describes and relates to a drive arrangement for the rear wheel of a bicycle, comprising a stationary support shaft (11), a drive sleeve which is mounted to rotate on the support shaft (11), a pinion (14) which is non-rotatably mounted on the drive sleeve and which introduces into the drive arrangement an input rotational movement driving the rear wheel, an adjustable main gear (25), which is held by the support shaft (11) and which translates the rotational movement introduced by the pinion (14) into the drive arrangement, and a gear housing, which is held by the support shaft (11) and surrounds the main gear (25), the gear housing being fixed to the bicycle frame by means of a torque bracket and as a result being non-rotatably arranged, and a preliminary gear (19) being arranged in the gear housing.

Description

STAGE-FREE BICYCLE GEAR

The first invention complex includes pages 2 to 33, as well as the figures 1 to 10. It is the same content with the priority DE 10 2014 1 17 137.3.

The second invention complex includes pages 34 to 65 and Figures 1 1 to 20. It is the same content with the priority DE 10 2014 1 17 140.3, wherein the figures 1 1 to 20 correspond to the figures 1 to 10 of this priority.

The third complex of the invention includes pages 66 to 99 and FIGS. 21 to 30. It has the same content as priority 10 2014 1 17 138.1, with FIGS. 21 to 30 corresponding to FIGS. 1 to 10 of this priority.

First invention complex: Stepless bicycle transmission

The invention relates to a continuously variable bicycle transmission comprising a friction-wheel epicyclic gearbox,

- With a gear housing, which surrounds the transmission components, with a driven inner sun, which is formed by two axially spaced by a circumferential gap inner races and with an outer sun, which is formed by two axially spaced by a circumferential gap outer races and

with planets which are designed as double-bevel gears and whose adjoining conical bases dip into the gap of the inner sun and the gap of the outer sun,

wherein the inner sun forms the drive side of the transmission, a planetary carrier carrying the double bevel gears forms the output side of the transmission, and

the outer sun is designed as a stationary component, and with a first, actively controllable adjusting device, by means of which in each case the gap width between the inner races or the outer races is variable

- With a second, passively adjusting adjusting device, which adjusts the other gap in its width.

From everyday use, transmissions for bicycles, which can be stepped, known in two main types. First, there is the so-called hub gear, in which the transmission components are arranged in the wheel hub of the rear wheel of a bicycle. In addition, there is the so-called derailleur, in which the rear wheel several gears - the so-called pinion - are arranged with different numbers of teeth and different outer circumference. Using a mechanism, the chain can be guided over one of the pinions, depending on the desired gear ratio. With the emergence of bicycles with especially electric auxiliary drive, the so-called pedelecs, continuously variable bicycle transmissions have gained in importance. Such a bicycle transmission is disclosed for example in DE 10 2012 022 953 A1. On a rigid axle, a pinion is arranged, via which the driving force is introduced into the transmission. About a disposed within a transmission housing double-cone ring gear and a friction gear downstream gear planetary gear serving as a hub transmission housing is rotated.

For bicycles in general, even in the subcategory of pedelecs, the space for transmission and auxiliary motors is naturally limited. The bike should have the lowest possible weight, as the user must raise the bike regularly, for example, when traveling by car to the starting point of a cycling route. Therefore, gearboxes as well as auxiliary motors must, if possible, have a low dead weight. However, this is opposed by the physical requirements. The speed acting on the transmission is comparatively low, since the speed of movement of the human legs is limited. This inevitably results in a comparatively high torque load of the components, in particular if the user weight is shared for the drive of the bicycle, as is the case, for example, in the so-called weighing step. An average cyclist generates torques of about 50 Nm, during the stepping, torques of 180 Nm can occur, in competitive sports even higher torques are possible. To withstand such torques, correspondingly stable components must be installed in the transmission, which is contrary to the requirements for space and weight savings. Comparable conflicting requirements are placed on the auxiliary engine. Depending on the arrangement as a hub motor or mid-engine - the center motor acts on the axis of rotation of the crank drive - high torques at a comparatively low engine speed must be provided in particular for starting assistance as well as to assist in headwind and uphill driving, which requires a minimum motor size. However, under the premise of weight and space optimization, small motors would be desirable that support the propulsion of the bicycle with low torque but high speed.

The object of the invention is to provide a novel, continuously variable bicycle transmission, which withstand the torques with a simple structure and can be the basis for a highly integrated drive assembly for a bicycle.

The object of the invention is achieved by a continuously variable bicycle transmission with the features of claim 1.

A comparable transmission is disclosed in DE 106 72 74 for industrial purposes. It is - as the invention has recognized - particularly well suited as an approach to the solution of the object according to the invention, since the gear housing can be held without rotation and therefore can serve as a carrier for various drive components of a bicycle rear wheel.

The transmission of the invention provides in a first embodiment with three planets whose conical surfaces roll on each of the two inner races and the two outer races, 12 transmission positions for the introduced torque. Depending on the design, the number of planets can be increased, with four additional torque-transmitting points added to each additional planet. Particularly preferred is an embodiment with 6 planets, which are designed as a double bevel gears, so that this gear transmits torque to the output at a total of 24 points.

The fixed gear housing is ideal to supplement when using only a few additional components, the bicycle transmission according to the invention by an electric motor. Thus, one possible embodiment of the invention provides for arranging the stator of the electric motor on the outside of the transmission housing, which then serves as a carrier for the stator. A gear hub approximately in a bell-like overlapping hub carries the inner circumference of the rotor. In this way, an electric motor can be realized, which drives the rear wheel directly without interposition of the transmission according to the invention.

However, particularly preferred is an embodiment in which the engine is disposed within the fixed gear housing. For this purpose, the stationary gear housing bears inside the stator, which is associated with a rotor. Here it is provided to couple the rotor with the drive-side transmission input.

Particularly preferred is an embodiment which is characterized in that the drive side of the friction wheel epicyclic a gear epicyclic gear with a fixed ratio i is significantly smaller upstream of 1, which has a central inner wheel and a ring gear surrounding the inner ring, between which arranged gears as planetary gears are.

If the transmission on the drive side in the power flow upstream of a gear epicyclic gearbox of the aforementioned type, can be that Gear ratio i between the chainring of the Kurbelant ebs of the bicycle and the input of the friction-wheel epicyclic gearbox significantly reduce. The low speed of rotation of the chainring with its high torque is converted into a very high rotation at low torques. In this way it is achieved that the input torques of the friction-wheel epicyclic gear are as small as possible. Therefore, less massive components can be used to realize the friction wheel epicyclic gear without function restriction. Regardless of whether the friction gear epicyclic a gear epicyclic gear is connected upstream, a slip clutch can be provided, which is followed in the power flow of the rear sprocket and intercepts torque peaks to protect the bicycle transmission. The friction-wheel epicyclic itself has a variable ratio with a gear ratio i> 1 over the entire adjustment range and thus converts the high input speeds into adequate output speeds to drive the rear wheel of the bicycle. It is envisaged that the output side of the friction wheel epicyclic gear is followed by a freewheel.

It is further provided that a coaster brake is provided, which acts bypassing the friction wheel epicyclic gear and the epicyclic gear on the rear wheel of the bicycle.

The main advantage of this embodiment is that the selected gear ratio in the bicycle transmission has no effect on the braking effect, ie the force introduced into the coaster brake so immediate and possibly constant translates drive delay. In a specific embodiment of the previously mentioned integration of an electric motor is provided that the gear housing carries the stator and the hub is bell-shaped, carries the rotor and surrounds the gear housing.

This embodiment has the significant advantage that due to the fixed gear housing, the integration of such a motor is particularly simple and with the least possible number of components feasible.

As an alternative to the bell shape, the wheel hub carrying the rotor can also form a rotor housing which completely surrounds the gear housing, so that the encapsulation of the motor against foreign substances is realized in this way. Although at first glance, the direct and immediate effect of the engine on the rear wheel, bypassing the bicycle transmission according to the invention may seem disadvantageous, since comparatively high torques must be realized at low speeds, this plays in practice at most a minor role. Since the stator and the rotor surround the outer circumference of the gear housing, a minimum size of the motor is enforced, which ensures the required torques readily.

The already presented at the outset, the second variant of a possible engine integration is characterized in a specific embodiment in that the drive side is preceded by an electric motor, the stator is supported by the transmission housing and disposed within the transmission housing and disposed within the transmission housing rotor at least indirectly to the inner sun Friction wheel epicyclic gear acts.

Since the engine acts on the rear wheel of the bicycle via the friction-wheel epicyclic gearbox, it can be operated at substantially higher speeds and operate low torques, so that it can be accommodated small-sized within the gear housing.

It is conceivable that the electric motor described above does not act directly on the inner sun of the friction-wheel epicyclic gearbox, but rather by means of the gear-type epicyclic gearset which is then connected upstream in force flow.

For a compact design of the bicycle transmission according to the invention it is provided that the output of the gear-epicyclic gear forming central inner wheel is coupled by means of a coupling member with the inner sun of the friction-wheel epicyclic gear.

Further advantages of the invention and a better understanding of the same follow from the following description of exemplary embodiments. Show it:

Fig. A perspective three-quarter section of a first

Embodiment of the invention;

Figure 2 is a longitudinal section of the embodiment of FIG. 1;

FIG. 3 shows the illustration according to FIG. 2; FIG.

4 shows the three-quarter section according to FIG. 1 cross-sectionally along section line A-A in FIG. 3;

5 shows the three-quarter section according to FIG. 1 cross-cut according to section line B-B in FIG. 3;

Fig. 6: the three-quarter section of Figure 1 cross-cut according to section line CC in Fig. 3. FIG. 7 shows the three-quarter section according to FIG. 1 cross-sectionally according to section line DD in FIG. 3; FIG.

FIG. 8: the three-quarter section according to FIG. 1, cross-sectioned according to section line E-E in FIG. 3; FIG.

9 shows a second embodiment of the invention with an external electric motor;

10 shows a third embodiment of the invention with an internal electric motor.

In the figures, an inventive, continuously variable bicycle transmission is generally designated by the reference numeral 10.

The stepless bicycle transmission 10 will be explained in the following with reference to Figures 1 and 2 in its basic structure. In addition, reference will be made to the other figures.

The invention is based on a bicycle, as it is generally known in the form of a bicycle - as a special three-wheeled - known. A frame carries a front wheel and a rear wheel, wherein a crank drive is provided which applies by means of a chain or a toothed belt via a front chainring the driving force to a pinion arranged on the rear wheel. As a rule, the chainring is larger in circumference than the pinion on the rear wheel. Therefore, a first gear ratio arises between the chainring and the pinion. The translation is defined as i = drive. wherein for output and drive either the number of teeth or the effective wheel circumference is set. The transmission ratio between the chainring and the rear sprocket is therefore i <1. A rigid, that is held without rotation in the rear fork axis 1 1 - also called support shaft 1 1 - carries first bearing 12, by means of which a sleeve 13 - also called drive sleeve 13 - is held on the axis 1 1. The sleeve 13 can rotate about the axis 1 1 thanks to the bearings 12. A gear, the so-called pinion 14 is rotatably connected to the drive sleeve 13.

The pinion 14 represents the drive side of the bicycle transmission according to the invention for the following considerations.

At the axially opposite the pinion 14 end of the axis 1 1, the hub 17 is arranged. It is fixed via second bearing 18 rotatably on the axis 1 1, so it can rotate around the axis 1 1 around. In the illustrated embodiment, the brake torque bridge 49 carries the second bearing 18 so that it is the mediating component between the hub 17 and the axis 1 1.

Subordinate to the pinion gear 14 in the power flow is a gear epicyclic geared 19. This comprises - seen in the power flow - first a first planet carrier 20, the planetary gears in the form of gears 21 and rotatably mounted on the sleeve 13 is arranged. As a result, the planet carrier 20 rotates at the same number of revolutions as the sleeve 13. The epicyclic gear 19 further includes an internal gear 22 having external teeth around which the planetary gears 21 - engaging in the teeth - run around. Further, the gear epicyclic gear 19 comprises an outer ring gear 23 with an internal toothing, which surrounds the planetary gears 21. This structure is supplementary in Fig. 4 shown. The inner wheel 22 has a sleeve portion 24, with which it is rotatably mounted on the sleeve 13. As a result, the inner wheel 22 can rotate relative to the sleeve 13. The ring gear 23, however, is arranged rotationally fixed by the housing 41 and does not rotate with respect to the sleeve 13 and the axis 1 1.

The continuously variable bicycle transmission 10 further includes a friction-wheel epicyclic gearbox, indicated generally by reference numeral 25. The friction-wheel epicyclic gear 25 first includes an outer sun 26, which is formed by two outer races 27. The outer races 27 are spaced from each other and form between them a first gap 28. An outer race 27 can be in the longitudinal direction of the axis 1 1 move. The outer races 27 are rotationally fixed to the transmission housing 41 with respect to the axis 1 1. A rotation of the outer races 27 and the outer sun 26 about the axis 1 1 around basically does not take place. An exception is only with an adjustment of the sliding race 27, which is accompanied by a screwing movement. The friction-wheel epicyclic transmission 25 further comprises an inner sun 29. The inner sun 29 is formed by two spaced-apart inner races 30. The inner races 30 form between them a second gap 31 and are slidably mounted with respect to the axis 1 1 in the axial direction. They are also rotatably mounted with respect to the axis 1 1, therefore rotate about the axis 1 1. The inner race 30 are rotatably coupled to each other, for example via pins or a common toothed sleeve. The gap width of the second gap 31 is controlled by a torque coupling 32, which includes, inter alia, a coupling ring 33 which is rotationally fixed to the inner wheel 22, in particular its sleeve portion 24 is connected. A plate spring 67 serves as a biasing element of the torque coupling 32nd The torque clutch 32 holds the inner sun 29, is also rotatably mounted on the sleeve portion 24 of the inner wheel 22 and thus rotates at the same speed as the inner wheel 22. The sleeve portion 24 is like the coupling member between the epicyclic gear and the inner sun of the friction wheel epicyclic gear 25th

Between the inner sun 29 and the outer sun 26 of the friction wheel epicyclic gear 25 double bevel gears 34 are arranged. The Doppelkegelrad 34 is constructed so that the cone bases abut each other and immerse in the first gap 28 between the outer races 27 and the second gap 31 between the inner races 30, so that the Kegelumfangsflächen roll on the outer races 27 and inner races 30. For construction of the friction wheel epicyclic gear 25, reference is made to FIG. 5. Here a radial section through the plane of the conical bases of the double bevel gears 34 is shown.

The Doppelkegelräder 34 are in turn connected to a second planet carrier 35 which holds the Doppelkegelräder 34. The second planetary carrier 35 comprises rockers 36 which, on the one hand, respectively hold an axis 56 of a double-bevel gear 34 and, on the other hand, are fixed to a planet carrier ring 38 via a bolt 57. Reference is made to Fig. 6, which shows the arrangement of the double bevel gears 34 in the rocker 36. The rockers 36 are in a preferred embodiment in one piece and made of a sintered metal, which serves as a bearing for the bolt 57 and the axis 56.

This structure of the second planetary carrier 35 allows a radial movement of the double bevel gears 34 with respect to the axis 1 1. FIG. 7 shows the second planetary carrier 35 in its arrangement in the transmission housing 41. The second planetary carrier 35 rotates about the axis 1 1 and is rotatably connected to an output sleeve 39 via a freewheel 66 in the forward drive direction, that is, that the output sleeve 39 rotates in the drive direction with the same number of revolutions as the planet carrier about the axis 1 1. The output sleeve 39 is also rotatably coupled to the wheel hub 17 so that it rotates about the axis 1 1 with the same number of revolutions as the output sleeve 39. Finally, an adjusting device 40 with which the axial gap width of the first gap 28 can be changed still belongs to the friction wheel planetary gear 25.

A gear housing 41 surrounds the epicyclic gear 19 and the friction gear epicyclic gear 25 and is connected via a torque arm 42 fixed to the frame of the bicycle. As a result, the gear housing 41 is rotationally fixed, so rigidly arranged on the bicycle frame and does not rotate about the axis 1 1. For cooling purposes, which will be described later, aluminum is the preferred housing material due to its good thermal conduction properties. Both the ring gear 23 of the epicyclic gear 19 and the outer sun 26 of the friction wheel epicyclic gear 25 are therefore fixed to the gear housing 41 in a rotationally fixed manner. A third bearing 43 between the gear housing 41 and sleeve 13 allows the relative movement of the sleeve 13 to the transmission housing 41st A fourth bearing 44 allows a relative movement between the rigidly arranged gear housing 41 and the output sleeve 39. A fifth bearing 45 supports the output sleeve 39 via the expansion part 73 of the coaster brake 46 on the support shaft 1 1. Within the output sleeve 39, a coaster brake 46 is arranged, which is designed as a roller brake. In the area of rollers 47 which surround a section of the drive sleeve 13, the drive sleeve 13 radial ramps on. When a movement opposite to the drive movement is imposed on the pinion 14, the ramps push the rollers 47 outwardly against brake shoes 48, which are pressed against the inner circumferential surface of the output sleeve 39. The brake shoes 48 are coupled via a brake torque bridge 49 with a brake torque arm 50, which in turn is rotatably connected to the bicycle frame.

In order to dissipate the heat generated during braking well, the invention proposes an advantageous cooling system. To this cooling system initially belonging in the circumferential direction, the outer circumference exhausted on the output sleeve 39 cooling fins 51 belong. The wheel hub 17 has in its surrounding the output sleeve 39 area air supply openings 52 which are circumferentially spaced from each other. Between the air supply openings 52 17 air blades 53 are arranged on the inside of the wheel hub. The gear housing 41 carries the air blades 53 facing Luftleitrippen 54. This is also shown in Fig. 8. Function of the above-described embodiment:

Via a crank drive, not shown, which has a front chainring, a driving force is transmitted to the rear sprocket 14 via a traction means, such as a chain. As an alternative to a common chain drive, in which the front chainring and the pinion 14 are formed as a gear and connected to each other via a chain, the drive via a toothed belt is conceivable and has significant advantages due to a lower noise and operation without lubricant.

The front chainring is larger than the rear chainring, so that together with the traction means a first translation is formed. These can also be referred to as a traction mechanism. This first translation usually has a gear ratio of i much less than 1. A relatively slow rotation of the front sprocket is thus converted into a faster rotation of the rear sprocket 14 for this purpose. The torque acting on the drive sleeve 13 is reduced accordingly.

The illustrated in the figures, continuously variable transmission 10 is in this embodiment part of the rear wheel, which is clamped by means of the rigid axle 1 1 in the rear fork of the bicycle frame. The driving force to be transmitted via the traction mechanism to the rear wheel is guided into the transmission housing 41 by the drive sleeve 13 connected rotatably to the pinion 14, but rotatably mounted on the axle 11. The gear housing 41 is rotationally fixedly connected to the frame via a torque support 42 and holds the drive sleeve 13 rotationally movable via third bearings 43.

The driving force in the form of a rotational movement is forwarded from the drive sleeve 13 to the epicyclic gear 19, the planet carrier 20 is rotatably arranged on the drive shaft for this purpose. It thus rotates with the drive sleeve 13. The outer ring gear 23 of the epicyclic gear 19 forms the rotationally fixed component, since it is rotationally connected to the gear housing 41. As a result, the rotational movement is transmitted via the planet gears held on the planet carrier 20 to the inner wheel 22, wherein here a further translation with a transmission ratio i <1 is realized. This translation is hereinafter linguistically defined as a third translation and realized by the gear epicyclic gear 19. By the gear ratio i <1 thus the rotational speed relative to the pinion 14th further increased. As a result, there is a further torque reduction with respect to the torque acting on the crank drive.

The inner wheel 22 is rotatably mounted on the drive sleeve 13, it can therefore rotate relative to the drive sleeve 13.

To the inner wheel 22, a coupling member in the form of a one-piece cohesively molded sleeve portion 24 is formed, which also realizes the storage of the inner wheel 22 on the drive sleeve 13 in the present embodiment. About the sleeve portion 24, the driving force is introduced in the form of significantly increased input speed with a corresponding torque reduction in the friction-epicyclic gear 25, which allows a continuous transmission of the introduced into the transmission housing input rotational movement in a wheel driving output rotation movement.

A second component of the friction-wheel epicyclic gear 25 forms the stationary outer sun 26, which is also formed of two rings, namely the outer races 27. These are rotationally fixed to the rotationally held gear housing 41 fixed. The axial displacement of an outer race 27 is possible via an adjusting device 40. Double bevel gears 34 - at least three, preferably 6 in number - run with their conical surfaces on the inner races 30 and outer races 27, which each form a first gap 28 and second gap 31 between them. Since the inner sun 29 rotates and the outer sun 26 is arranged rotationally fixed, the rotational movement of the inner sun 29 is transmitted to the double bevel gears 34, which pass this on their planet carrier 35 so that it also rotates. The translation in the friction-wheel epicyclic gear 25 - linguistically defined as a second gear ratio - has a gear ratio of i> 1, which is ensured over the entire adjustment range of the continuously variable friction gear epicyclic gear 25. In order to change the transmission ratio i of the friction-wheel epicyclic gear 25, the gap width of the first gap 28 is changed via the actively controllable adjusting device 40 - also called the first adjusting device 40. In order to increase the gear ratio, the first gap 28 is widened, so that the double bevel gears 34 dive deeper into the gap 28 and your trajectory around the inner sun 29 receives a greater extent. With a widening of the first gap 28, the torque coupling 32 of the inner sun 29 leads the second gap 31 and narrows it. As a result, the double bevel gears 34 are moved to their new orbit and moved deeper into the extended first gap 28. The torque coupling 32 in this sense forms a second, passive tracking adjusting device. It exerts a force acting proportionally to the drive torque on the left inner race 30. The reaction force acts on the right inner race 30 via the sleeve portion 24.

Of course, in the reversal of the adjustment principle, it is possible to actively influence the gap width of the second gap 31 by an adjusting device and passively track the gap width of the first gap 28.

In order to allow the radial movement of the double bevel gears 34, these are connected via rockers 36 with the planet carrier ring 38. The further inside the double bevel gears 34 run, the smaller the gear ratio in the friction-wheel epicyclic gearbox 25, the further outward the bevel gears 34 run, the greater the gear ratio. However, a basic requirement remains; the gear ratio in the friction-wheel epicyclic gear 25 is always i> 1. So was the speed of rotation, starting from the crank drive to the entrance to the continuously variable friction-epicyclic gear 25 continuously increased to the torque reduce, so took place a translation in the fast, so the friction-wheel epicyclic gear 25 reverses this by increasing the torque and translates into the slow. Due to the massive reduction of the drive torque when increasing the speed, it is possible to create a small-sized transmission, which nevertheless provides sufficient torque on its output side for locomotion of the bicycle.

The second planetary carrier 35 of the friction-wheel epicyclic gear 25 is non-rotatably connected to the output sleeve 39, to which - also rotationally fixed - the bell-shaped here wheel hub 17 is attached. In the present embodiment, the wheel hub 17 is screw-fastened to the output sleeve 39 for this purpose. As a result, the output sleeve 39 and the wheel hub 17 are moved with the output revolution number of the friction-wheel epicyclic gear 25.

The wheel hub 17 surrounds the gear housing 41 like a bell and is open towards the pinion 14. In order to optimize the waste heat of integrated in the output sleeve 39 coaster brake 46, the hub 17 on its side opposite the pinion 14 side air supply openings 52, which are arranged circumferentially distributed. Between the air supply openings 52 air blades 53 are arranged, which point in the direction of the transmission housing 41. Due to the rotational movement of the wheel hub 17 and the shape and arrangement of the air blades 53, an air flow is generated, which forces the air from the bell interior of the wheel hub 17 in the direction of the pinion 14 addition. This air flow is promoted and optimized by Luftleitrippen 54, which on the gear housing 41, the air blades 53 facing arranged. In the air space through which flows the part of the output sleeve 39 is arranged, which includes the coaster brake 46 and optimizes the outer circumference with the heat dissipation Cooling fins 51 is provided. The air flow generated in this way sweeps over the gear housing 41 and thus ensures cooling of the internal components running in an oil bath. The wheel hub 17 has the outer circumference two spaced-apart, circumferential rings 55, which serve as a storage carrier for the rear wheel of the bicycle.

An essential aspect of the present bicycle transmission 10 is the use of the friction-wheel epicyclic gear 25 as a continuously variable transmission unit, which has a transmission ratio of only i> 1. This makes it possible to convert high input speeds with low torques over a compact gearbox in favorable for the bicycle propulsion output speeds. Depending on the size of the bicycle, the third gear ratio is not required by the gear epicyclic gear 19 used here in the example. The first translation of the chainring on the pinion 14 can generate sufficiently high speeds, so that can be dispensed with this third gear ratio. Likewise, the coaster brake 46 forms an optional component of the continuously variable bicycle transmission 10.

The rigid gear housing 41 makes it possible to form the functioning as described Reibrad epicyclic gear and also provides the conditions to integrate the epicyclic gear 19. It also offers the possibility to let act the above-described coaster brake 46 directly and bypassing the transmission components on the rear wheel, so that the braking effect is not affected by the realized via the transmission, varying ratio.

Since the fixed gear housing 41 does not serve as a storage carrier and thus not immediate component of the rotating Hinterradbestandteile is, it is designed with regard to a possible maintenance and repair advantageous. In contrast to gear housings 41, which simultaneously form and rotate the spoke carrier, the wheel hub 17 can be removed from the actual transmission components without the wheel spokes having to be disassembled. After removal of the transmission housing 41, this can be opened and the individual transmission components can be maintained. In this way, the gearbox can be exchanged as an alternative to repair particularly easy and fast.

In the transmission 10, a freewheel 66 is integrated, which finds place in the transmission case 41 and prevents reversal of the flow of power from the rear wheel via the transmission to the crank drive. The friction-wheel epicyclic gearbox 25 allows an adjustment of the gear ratio by 4 to 6 times between its smallest and its largest translation.

For bicycles between 26 and 29 inches in size using the invention, a gear ratio of i = 0.5 to 0.7 is sought through the chainring and pinion 14 or front and rear pulleys. A gear ratio of i = 0.59 is realized, for example, by having the chainring of the crank drive 34 teeth and the pinion 20 teeth.

Furthermore, the invention recommends to use the gear epicyclic gear 19 shown in the exemplary embodiment and here strive for a gear ratio of i about 0.34, so that the total translation of the first gear ratio and third gear ratio by the traction mechanism and the epicyclic gear 19 i about 0, 2 results. The crank speed is increased five times. Alternatively, you can Of course, realize a gear ratio of i 0.2 alone on chainring and pinion 14 and their dimensioning.

The second gear ratio, realized by the friction-wheel epicyclic gearing 25, has gear ratios i> 1 in each case, wherein a gear ratio of i = 1, 5 to i = 6 or more and thus a fourfold adjustment range is desired.

On the number of planet gears, in particular the double bevel gears 34, the torque tolerance, in particular of the friction wheel epicyclic gear 25 can be varied. Each Doppelkegelrad 34 transmits the torque over four points, so that the torque load in the friction-wheel epicyclic gearbox 25 can be considerably reduced via each additionally running Doppelkegelrad 34.

In the preferred embodiment with 6 double bevel gears, the torque is transmitted at a total of 24 positions. In this way, a very robust, yet small-sized transmission is provided The active adjusting device 40 can be actuated by a Bowden cable or electrically influenced by a servo.

Further, modified embodiments will be briefly presented with reference to FIGS. 9 and 10. The basic structure is the same as that of the above-described first embodiment. However, there are additional units integrated as integrated electric motors or generators in the transmission according to the invention.

9 shows a second exemplary embodiment of the invention, in which the bicycle transmission 10 according to the invention has been supplemented by an external electric motor 58. In order to integrate this electric motor, the hub 17 has been increased in diameter, so that between the gear housing 41 and the hub 17, a space for the arrangement of rotor and stator was created.

The stator of the outboard electric motor 58 is designated by the reference numeral 59 and is also referred to as the first stator 59. It is held on the stationary gear housing 41. The rotor 60, however, also referred to as the first rotor 60, is held on the inner circumference of the wheel hub 17 and puts them in use of the electric motor 58 in accordance with rotation.

The externally running electric motor 58 acts directly and directly on the rear wheel of the bicycle. He thus bypasses all disposed within the transmission housing 41 transmission components. A third embodiment of the invention is shown in FIG. There 41 space for an internal electric motor 61 has been created by a slight change of the gear housing. The stator 62, also referred to as the second stator 62, is fixedly arranged on the inner peripheral surface of the transmission case 41. The rotor of the internal electric motor 61 carries the reference numeral 63 and is also referred to as the second rotor 63. It is mounted on a rotor support 64 at least indirectly on the support shaft 1 1 rotatably movable. In Fig. 10, the rotor support 64, which carries the second rotor 63, rotatably connected to the internal gear 22 of the epicyclic gear 19, in the power flow between the epicyclic gear 19 and the friction gear 25 is arranged. The stator 62 discharges its heat to the air-cooled transmission case 41, whereas the rotor 63 discharges its heat to an oil contained in the case 41. This oil undergoes its cooling, in turn, by the air flow surrounding the housing 41. At the inner wheel 22 of the epicyclic gear 19, the power of the crank drive and the internal electric motor 61st zusamnnengeführt. The epicyclic gear 19 thus forms a summing gear.

In any case, in this third embodiment, the electric motor 61 acts indirectly on the wheel hub 17 via the friction-wheel epicyclic gearbox 25, so that a small-sized, high-speed electric motor 61 with low torque can be used, its driving power through the gearbox 10 for the propulsion of the bicycle is suitably converted.

The third embodiment of FIG. 10 also shows, by way of example, that the transmission housing 41 carries a motor control. This is provided with the reference numeral 65 and arranged on ribs of the transmission housing 41. As a result, the above-described, effective cooling can be maintained, since the air flow between the housing of the engine control unit 65 and the transmission housing 41 is maintained.

In addition, the freewheel 66 is shown in this embodiment. This is arranged between the second planetary carrier 35 of the friction-wheel epicyclic gear 25 and the output sleeve 39, so that the planet carrier 35 and the output sleeve 39 are rotatably coupled together to realize the propulsion. Thus, the drive energy introduced via the pinion 14 into the transmission 10 is transmitted through the freewheel 66 to the wheel hub 17. The opposite power flow from the hub 17 through the gear and the pinion 14 to the crank drive of the bicycle while driving forward is interrupted by the freewheel 66, however. When using a coaster brake 46 and this is to be decoupled by a freewheel 75 from the pinion 14.

Ultimately, the use of this freewheel 66 is conceivable and desired in each of the embodiments without further notice. In addition, it is without further possible to arrange a generator 68 on the transmission housing, which supplies, for example, the necessary energy for lighting purposes. Whose stator 69 is in turn arranged on the gear housing 41, the rotor 70 on a suitable rotatably movable component, for example on the output sleeve 39 or the hub 17 (see Fig. 10). In the present example, the generator 68 is arranged on the outside. An arrangement within the transmission housing 41 is also conceivable. It is possible to arrange one or more torque sensors in the gear housing 41 to control auxiliary motors 58 and 61 according to the above description or center motors on the crank drive. In the exemplary embodiment, the ring gear 23 is coupled to the transmission housing 41 via a suitable measuring device, for example via a measuring disk 71. This undergoes a minimal, measurable torsion under load, from which the torque can be derived. Here, the sensor thus measures the incoming via the pinion gear 14 to the epicyclic gear 19 torque. The advantage of this arrangement is that the torque can be detected uncomplicated on the stationary ring gear 19. Furthermore, a speed sensor 72 can be integrated into the transmission arrangement.

Overall, the use of the friction-wheel epicyclic gearbox 25 as the main transmission of the bicycle not only offers the possibility of providing a special, compact, continuously variable bicycle transmission. It also advantageously makes it possible to substantially reduce the input torque by means of the upstream epicyclic epicyclic gearing 19 with fixed transmission, which is thus used as a forward gearing.

The inner sun 29 of the friction-wheel epicyclic gearbox 25 has to align itself once after the assembly of the transmission 10 to the outer sun 26 axially can. To make this possible, a same axial displacement of both inner race 30 and the coupled inner wheel 22 is required. Since the inner sun 29 is mounted axially fixed on the sleeve portion 24 of the inner wheel 22 of the epicyclic gear 19 in the first embodiment, the sleeve portion 24 itself is arranged to slide axially on the drive sleeve 13. In the epicyclic gear 19, the Axialverschieblichkeit between the inner wheel 22 and the planet 21 is inherently immanent, which is why the gear epicyclic gear 19 is preferably selected here as a pre-gear or third gear.

In Fig. 10, reference numeral 74, the brake disc of a disc brake system is shown, which can be used as an alternative or in addition to the coaster brake 46.

The narrow-construction friction gear epicyclic gear 25 with its structurally related fixed gear housing 41 also makes it possible to integrate a whole series of additional drive components, such as electric motor 58, 61, generator, a possible engine control 65, the freewheel 66 and a coaster brake 46.

Since this drive unit can be decoupled from the wheel hub 17 in the power flow beginning at the pinion 14 as far as the output sleeve 39 located in the power flow, it is particularly easy to realize maintenance or a gear exchange without removing the wheel spokes of the bicycle compared to transmissions with a rotating gearbox.

The bicycle transmission according to the invention thus forms a highly integrated drive unit or drive assembly, which is mountable including the hub 17 as a total assembly within the default standard installation width of 135 mm between the rear receiving supports a bicycle frame. Only the definition of the Transmission according to the invention 10 or the drive unit formed by the drive unit 10 necessary support shaft 1 1 has a width exceeding the installation length, which allows attachment to the bicycle frame. This highly integrated assembly in each of the illustrated embodiments is readily retrofittable to any bicycle.

LIST OF REFERENCE NUMBERS

10 bicycle transmissions

1 1 rigid axis

12 first camp

13 sleeve

14 pinions

15 ring

17 wheel hub

18 second camp

19 geared epicyclic gear

20 planet carrier of 19

21 planet gear, gear of 19

22 inner wheel of 19

23 ring gear of 19

24 sleeve section of 22 / coupling link

25 friction-wheel epicyclic gearbox

26 outside sun

27 outer race

28 first gap

29 indoor sun

30 inner race

31 second gap

32 torque coupling

33 coupling ring

34 double bevel gear

35 second planet carrier of 25

36 swingarm

38 Planet carrier ring output socket

Adjustment device of 25

gearbox

Torque arm third bearing

fourth camp

fifth camp

backpedal brake

roll

brake shoes

Braking torque bridge

Braking torque support

Cooling fins of 39

Air supply opening of 17

air blades

Luftleitrippen

Cross / spoke carrier

Axis of 34

Bolt of 38

Electric motor (external rotor) first stator

first rotor

Electric motor (inner rotor) second stator

second rotor

rotor support

motor control

freewheel

Belleville spring

generator

Stator of 68 Rotor of 68

Measuring disk of torque sensor

spreading

brake disc

The preceding description, in conjunction with FIGS. 1 to 10, essentially discloses the following:

1 . Continuously variable bicycle transmission (10) comprising a friction-wheel epicyclic gearing (25),

with a transmission housing (41) surrounding the transmission components,

with a driven inner sun (29) which is formed by two axially spaced by a circumferential gap (31) Innenlaufnngen (30) and

with an outer sun (26), which is formed by two axially by a circumferential gap (28) spaced outer races (27) and

with planets formed as double-bevel gears (34) and their tapered bases abutting each other in the gap (31) of the inner sun (29) and the gap (28) of the outer sun (26), wherein the inner sun (29) the drive side of the transmission forms, the double bevel gears (34) supporting the planet carrier (20) forms the output side of the transmission and

- The outer sun (26) is designed as a stationary component, and

with a first, actively adjustable adjusting device, by means of which in each case the gap width between the Innenlaufnngen (30) or the outer raceways (27) is variable

- With a second, passively adjusting adjusting device (32) which adjusts the respective other gap in its width, wherein the transmission housing (41) is held by a coupling with a frame member of the bicycle without rotation. 2. Stepless Fahrradgethebe (10) according to claim 1, characterized in that the drive side of the friction-wheel epicyclic gear (25) is preceded by a gear-epicyclic gear (19) with fixed transmission ratio i <1, which has a central internal gear (22) and a Inner ring surrounding ring gear (23), between which gears are arranged as planet gears (21).

3. Continuously variable bicycle transmission (10) according to claim 1, characterized in that the output side of the friction-wheel epicyclic gear (25) is followed by a freewheel.

4. Stepless Fahrradget ebe (10) according to claim 1, characterized in that a coaster brake (46) is provided which acts bypassing the Reibrad epicyclic gear (25) and the gear epicyclic gear (19) on the rear wheel of the bicycle.

5. Stepless Fahrradgethebe (10) according to claim 1, characterized in that the output side of an electric motor is connected, which acts bypassing the Reibrad- (25) and the gear epicyclic gear (19) on the rear wheel of the bicycle.

6. Stepless Fahrradgethebe (10) according to claim 5, characterized in that the gear housing (41) carries the stator and the wheel hub (17) is bell-shaped, carries the rotor and the transmission housing (41) surrounds.

7. Stepless Fahrradgethebe (10) according to claim 1, characterized in that the drive side is preceded by an electric motor whose stator is supported by the transmission housing (41) and disposed within the transmission housing (41) and within the transmission housing (41) arranged rotor the inner sun (29) of the friction wheel epicyclic gear (25) acts. 8. Stepless Fahrradgethebe (19) according to claim 1 and 2, characterized in that the output of the gear epicyclic gear (19) forming the central inner wheel (22) by means of a coupling member (24) with the inner sun (29) of the Reibrad epicyclic gear ( 25) is coupled.

9. Stepless Fahrradget ebe (10) according to claim 7 and 8, characterized in that the rotor of the motor acts on the coupling member (24) of the inner wheel (22) and inner sun (29).

Zusamnnenfassung

Described and illustrated is a continuously variable transmission comprising a friction-wheel epicyclic gearbox having a transmission housing surrounding the transmission components, with a driven inner sun which is formed by two axially spaced by a circumferential gap inner races and with an outer sun, of two axially by a circumferential gap spaced outer races is formed and with planets, which are formed as a double bevel gears and their abutting cone bases in the gap of the inner sun and the gap of the outer sun, wherein the inner sun forms the drive side of the transmission, a planetary carrier carrying the Doppelkegelräder the output side of the transmission forms and the outer sun is formed as a stationary component, and with a first, actively controllable adjusting device, by means of which in each case the gap width between the inner races or the outer races is variable, with a second, pass iv tracking adjusting device which adjusts the respective other gap in its width, wherein the gear housing is held by a coupling with a frame member of the bicycle without rotation.

Second Invention Complex: Drive Assembly for a Bicycle

The invention relates to a drive arrangement for a bicycle, with a crank drive, which transmits a driving force from a crank-driven chainring to a rear wheel near pinion by means of an endless circulating traction means, such as chain or timing belt, and a rear wheel of the bicycle for locomotion in rotation, with a first Translation between the chainring and the pinion, which has exclusively a gear ratio of i <1 and with a particular continuously variable main gear, which is arranged on the rear wheel and a translation of the pinion from acting on the rear wheel driving force allows, with a second translation, which is realized exclusively by the main gearbox.

From everyday use, transmissions for bicycles, which can be stepped, known in two main types. First, there is the so-called hub gear, in which the transmission components are arranged in the wheel hub of the rear wheel of a bicycle. In addition, there is the so-called derailleur, in which the rear wheel several gears - the so-called pinion - are arranged with different numbers of teeth and different outer circumference. Using a mechanism, the chain can be guided over one of the pinions, depending on the desired gear ratio.

With the emergence of bicycles with especially electric auxiliary drive, the so-called pedelecs, continuously variable bicycle transmissions have gained in importance. Such a bicycle transmission is disclosed for example in DE 10 2012 022 953 A1. On a rigid axle, a pinion is arranged, via which the driving force is introduced into the transmission. About a within a transmission case arranged double-cone ring gear and this friction gear downstream gear planetary gear is used as the wheel hub serving gear housing in rotation. For bicycles in general, even in the subcategory of pedelecs, the space for transmission and auxiliary motors is naturally limited. The bike should have the lowest possible weight, as the user must raise the bike regularly, for example, when traveling by car to the starting point of a cycling route. Therefore, gearboxes as well as auxiliary motors must, if possible, have a low dead weight.

However, this is opposed by the physical requirements. The speed acting on the transmission is comparatively low, since the speed of movement of the human legs is limited. This inevitably results in a comparatively high torque load of the components, in particular if the user weight is shared for the drive of the bicycle, as is the case, for example, in the so-called weighing step. An average cyclist generates torques of about 50 Nm, during the stepping, torques of 180 Nm can occur, in competitive sports even higher torques are possible. To withstand such torques, correspondingly stable components must be installed in the transmission, which is contrary to the requirements for space and weight savings.

Comparable conflicting requirements are placed on the auxiliary engine. Depending on the arrangement as a hub motor or mid-engine - the center motor acts on the axis of rotation of the crank drive - high torques at a comparatively low engine speed must be provided in particular for Anfahrunterstützung as well as to assist in headwind and uphill driving, which Minimum motor size required. However, under the premise of weight and space optimization, small motors would be desirable that support the propulsion of the bicycle with low torque but high speed.

The object of the invention is to provide a novel, drive arrangement which withstands the torques with a simple construction. The object of the invention is achieved by a continuously variable bicycle transmission with the features of claim 1, in particular with the characterizing features, according to which the second realized exclusively by the main gear ratio exclusively gear ratios of i> 1 realized.

The invention has recognized that a switchable main gearbox whose gear ratios are i> 1, the basic requirement for making high input speeds with low torque on the gearbox to be able to construct the gear itself easily and space-optimized. At the same time as the aforementioned main transmission offers the possibility to provide output speeds and torques, which are favorable for the propulsion of the bicycle. The main transmission according to the invention is therefore the absolute prerequisite for being able to reduce the drive torque by changing the first gear ratio.

Particularly preferred is a main gear, which is designed as a continuously variable friction gear epicyclic gear. A comparable transmission is disclosed in DE 106 72 74 for industrial purposes. It is - as the invention has recognized - as an approach to solving the problem of the invention particularly well suited because the Gear housing can be held without rotation and therefore can serve as a carrier for various drive components of a bicycle rear wheel. The friction gear planetary gear according to the invention provides in a first embodiment with three planets whose conical surfaces roll on each of the two inner races and the two outer races, 12 transmission positions for the introduced torque. Depending on the design, the number of planets can be increased, with four additional torque-transmitting points added to each additional planet. Particularly preferred is an embodiment with 6 planets, which are designed as a double bevel gears, so that this gear transmits torque to the output at a total of 24 points.

However, particularly preferred is an embodiment in which the engine is disposed within the fixed gear housing. For this purpose, the stationary gear housing bears inside the stator, which is associated with a rotor. Here it is provided to couple the rotor with the drive-side transmission input. Particularly preferred is an embodiment which is characterized in that between the first and the second translation, a third translation is arranged, whose transmission ratio is exclusively i significantly less 1, especially when the drive side of the friction-epicyclic gear a planetary gear as a third translation with fixed gear ratio i <1 is upstream, which has a central inner wheel and a ring gear surrounding the inner ring, between which gears are arranged as planetary gears.

If the main transmission on the drive side in the power flow, a third gear, for example, a gear epicyclic gear of the aforementioned type is connected upstream, the ratio i between the chainring of the crank drive of the bicycle and the input of the friction-epicyclic gearbox can be significantly reduced. The low speed of rotation of the chainring with its high torque is converted into a very high rotation at low torques. In this way it is achieved that the input torques of the friction-wheel epicyclic gear are as small as possible. Therefore, less massive components can be used to realize the friction wheel epicyclic gear without function restriction.

Regardless of whether the friction gear epicyclic a gear epicyclic gear is connected upstream, a slip clutch can be provided, which is followed in the power flow of the rear sprocket and intercepts torque peaks to protect the bicycle transmission.

The friction-wheel epicyclic itself has a variable ratio with a gear ratio i> 1 over the entire adjustment range and thus converts the high input speeds into adequate output speeds to drive the rear wheel of the bicycle. It is envisaged that the achievable within the main transmission smallest translation can be increased by four times in particular stepless switching operations. The arrangement in pedelecs is characterized by the fact that the crank drive has a supporting motor acting on the central drive axle.

Alternatively it can be provided that the drive arrangement has a crank drive supporting, acting exclusively on the main transmission engine.

Finally, it is also conceivable that the drive arrangement has a crank drive assisting, acting on the rear wheel of a bicycle bypassing the transmission engine.

It is envisaged that the output side of the friction wheel epicyclic gear is followed by a freewheel. It is further provided that a coaster brake is provided, which acts bypassing the friction-wheel epicyclic gear and the epicyclic gear on the rear wheel of the bicycle.

The main advantage of this embodiment is that the selected gear ratio in the bicycle transmission has no effect on the braking effect, ie the force introduced into the coaster brake so immediate and possibly constant translates drive delay.

In a specific embodiment of the previously mentioned integration of an electric motor is provided that the gear housing carries the stator and the hub is bell-shaped, carries the rotor and surrounds the gear housing. This embodiment has the significant advantage that due to the fixed gear housing, the integration of such a motor is particularly simple and with the least possible number of components feasible.

Since the engine acts on the rear wheel of the bicycle via the friction-wheel epicyclic gearbox, it can be operated at substantially higher speeds and with low torques, so that it can be accommodated in a compact manner inside the gearbox housing. It is conceivable that the electric motor described above does not act directly on the inner sun of the friction-wheel epicyclic gearbox, but rather by means of the gear-type epicyclic gearset which is then connected upstream in force flow.

Further advantages of the invention and a better understanding of the same follow from the following description of exemplary embodiments. In the drawings: Fig. 1 1: a perspective three-quarter section of a first

Embodiment of the invention;

FIG. 12 shows a longitudinal section of the embodiment according to FIG. 11; FIG. FIG. 13 shows the illustration according to FIG. 12; FIG.

FIG. 14: the three-quarter section according to FIG. 1 1 cross-sectioned along section line A-A in Fig. 13; FIG. 15: the three-quarter section according to FIG. 1 1 cross-sectioned along section line B-B in Fig. 13;

FIG. 16: the three-quarter section according to FIG. 1 1 cross-cut according to section line CC in Fig. 13; the three-quarter section of FIG. 1 1 cross-cut according to section line DD in Fig. 13; Fig. 18: the three-quarter section of Figure 1 1 cross-cut according to section line EE in Fig. 13;

FIG. 19 shows a second embodiment of the invention with an external electric motor; FIG.

Fig. 20: a third embodiment of the invention with an internal electric motor.

The continuously variable transmission 10 will be explained in the following with reference to the figures 11 and 12 in its basic structure. In addition, reference will be made to the other figures.

The invention is based on a bicycle, as it is generally known in the form of a bicycle - as a special three-wheeled - known. A frame carries a front wheel and a rear wheel, wherein a crank drive is provided which applies by means of a chain or a toothed belt via a front chainring the driving force to a pinion arranged on the rear wheel. As a rule, the chainring is larger in circumference than the pinion on the rear wheel. Therefore, a first gear ratio arises between the chainring and the pinion. The translation is defined as i = ^ ^! ⁸ ! ³ where for output and drive either the number of

drive

Teeth or the effective wheel circumference is to be set. The transmission ratio between the chainring and the rear sprocket is therefore i <1.

A rigid, that is held without rotation in the rear fork axis 1 1 - also called support shaft 1 1 - carries first bearing 12, by means of which a Sleeve 13 - also called drive sleeve 13 - is held on the axis 1 1. The sleeve 13 can rotate about the axis 1 1 thanks to the bearings 12. A gear, the so-called pinion 14 is rotatably connected to the drive sleeve 13.

Subordinate to the pinion gear 14 in the power flow is a gear epicyclic geared 19. This comprises - seen in the power flow - first a first planet carrier 20, the planetary gears in the form of gears 21 and rotatably mounted on the sleeve 13 is arranged. As a result, the planet carrier 20 rotates at the same speed as the sleeve thirteenth

The epicyclic gear 19 further includes an internal gear 22 having external teeth around which the planetary gears 21 - meshing with the gear teeth - pass. Further, the gear epicyclic gear 19 comprises an outer ring gear 23 with an internal toothing, which surrounds the planetary gears 21. This structure is additionally shown in FIG. 14.

The inner wheel 22 has a sleeve portion 24, with which it is rotatably mounted on the sleeve 13. As a result, the inner wheel 22 can rotate relative to the sleeve 13. The ring gear 23, however, is held rotationally fixed by the housing 41 and does not rotate with respect to the sleeve 13 and the axis 1 1.

The continuously variable bicycle transmission 10 further includes a friction-wheel epicyclic gearbox, indicated generally by reference numeral 25. The friction-wheel epicyclic gear 25 first includes an outer sun 26, which is formed by two outer races 27. The outer races 27 are spaced from each other and form between them a first gap 28. An outer race 27 can be in the longitudinal direction of the axis 1 1 move. The outer races 27 are rotationally fixed to the transmission housing 41 with respect to the axis 1 1. A rotation of the outer races 27 and the outer sun 26 about the axis 1 1 around basically does not take place. An exception is only with an adjustment of the sliding race 27, which is accompanied by a screwing movement.

The friction-wheel epicyclic transmission 25 further comprises an inner sun 29. The inner sun 29 is formed by two spaced-apart inner races 30. The inner races 30 form between them a second gap 31 and are slidably mounted with respect to the axis 1 1 in the axial direction. They are also rotatably mounted with respect to the axis 1 1, therefore rotate about the axis 1 1. The inner race 30 are rotatably coupled to each other, for example via pins or a common toothed sleeve. The gap width of the second gap 31 is controlled by a torque coupling 32, which includes, inter alia, a coupling ring 33 which is rotationally fixed to the inner wheel 22, in particular its sleeve portion 24 is connected. A plate spring 67 serves as a biasing member of the torque coupling 32. The torque coupling 32 holds the inner sun 29, is also rotatably coupled on the sleeve portion 24 of the inner wheel 22 and thus rotates with the same number of revolutions as the internal gear 22. The sleeve portion 24 is as it were the coupling member between the epicyclic gear and the inner sun of the friction-epicyclic gear 25. Between the inner sun 29 and the outer sun 26 of the Reibrad- epicyclic gear 25 double bevel gears 34 are arranged. The Doppelkegelrad 34 is constructed so that the cone bases abut each other and immerse in the first gap 28 between the outer races 27 and the second gap 31 between the inner races 30, so that the Kegelumfangsflächen roll on the outer races 27 and inner races 30. For construction of the friction wheel epicyclic gear 25, reference is made to FIG. 15. Here a radial section through the plane of the conical bases of the double bevel gears 34 is shown.

This structure of the second planetary carrier 35 allows a radial movement of the double bevel gears 34 with respect to the axis 1 1. FIG. 17 shows the second planetary carrier 35 in its arrangement in the transmission housing 41.

The second planetary carrier 35 rotates about the axis 1 1 and is rotationally fixed with an output sleeve 39 via a freewheel 66 in the forward direction connected, that is, that the output sleeve 39 rotates in the drive direction with the same number of revolutions as the planet carrier about the axis 1 1. The output sleeve 39 is also rotatably coupled to the wheel hub 17 so that it rotates about the axis 1 1 with the same number of revolutions as the output sleeve 39.

Finally, an adjusting device 40 with which the axial gap width of the first gap 28 can be changed still belongs to the friction wheel planetary gear 25.

A gear housing 41 surrounds the epicyclic gear 19 and the friction gear epicyclic gear 25 and is connected via a torque arm 42 fixed to the frame of the bicycle. As a result, the gear housing 41 is rotationally fixed, so rigidly arranged on the bicycle frame and does not rotate about the axis 1 1. For cooling purposes, which will be described later, aluminum is the preferred housing material due to its good thermal conduction properties. Both the ring gear 23 of the epicyclic gear 19 and the outer sun 26 of the friction wheel epicyclic gear 25 are therefore fixed to the gear housing 41 in a rotationally fixed manner. A third bearing 43 between the gear housing 41 and sleeve 13 allows the relative movement of the sleeve 13 to the transmission housing 41st A fourth bearing 44 allows a relative movement between the rigidly arranged gear housing 41 and the output sleeve 39. A fifth bearing 45 supports the output sleeve 39 via the expansion part 73 of the coaster brake 46 on the support shaft 1 1.

Within the output sleeve 39, a coaster brake 46 is arranged, which is designed as a roller brake. In the area of rollers 47, which surround a portion of the drive sleeve 13, the drive sleeve 13 has radial ramps. If one of the drive movement imposed on the pinion 14 opposite movement, the ramps press the rollers 47 outwardly against brake shoes 48, which against the Inner peripheral surface of the drive sleeve 13 is pressed. The brake shoes 48 are coupled via a brake torque bridge 49 with a brake torque arm 50, which in turn is rotatably connected to the bicycle frame.

In order to dissipate the heat generated during braking well, the invention proposes an advantageous cooling system. To this cooling system initially belonging in the circumferential direction, the outer circumference exhausted on the output sleeve 39 cooling fins 51 belong. The wheel hub 17 has in its surrounding the output sleeve 39 area air supply openings 52 which are circumferentially spaced from each other. Between the air supply openings 52 17 air blades 53 are arranged on the inside of the wheel hub. The gear housing 41 carries the air blades 53 facing Luftleitrippen 54. This is also shown in Fig. 18.

Function of the above-described embodiment:

The front chainring is larger than the rear chainring, so that together with the traction means a first translation is formed. This can also be referred to as a traction mechanism. This first translation usually has a gear ratio of i much less than 1. A relative slow turn of the front Chainring is thus converted into a faster rotation of the rear sprocket 14 for this purpose. The torque acting on the drive sleeve 13 is reduced accordingly. This first translation is usually not switchable.

The driving force in the form of a rotational movement is forwarded from the drive sleeve 13 to the epicyclic gear 19, the planet carrier 20 is rotatably arranged on the drive shaft for this purpose. It thus rotates with the drive sleeve 13. The outer ring gear 23 of the epicyclic gear 19 forms the rotationally fixed component, since it is rotationally connected to the transmission housing 41. As a result, the rotational movement is transmitted via the planet gears held on the planet carrier 20 to the inner wheel 22, wherein here a further translation with a transmission ratio i <1 is realized. This translation is hereinafter linguistically defined as a third translation and realized by the gear epicyclic gear 19. By the gear ratio i <1 so that the rotational speed relative to the pinion 14 is further increased. As a result, there is a further torque reduction with respect to the torque acting on the crank drive. The third translation is not switchable. The inner wheel 22 is rotatably mounted on the drive sleeve 13, it can therefore rotate relative to the drive sleeve 13. To the inner wheel 22, a coupling member in the form of a one-piece cohesively molded sleeve portion 24 is formed, which also realizes the storage of the inner wheel 22 on the drive sleeve 13 in the present embodiment. About the sleeve portion 24, the driving force is introduced in the form of significantly increased input speed with a corresponding torque reduction in the friction-epicyclic gear 25, which allows a continuous transmission of the introduced into the transmission housing input rotational movement in a wheel driving output rotation movement. A second component of the friction-wheel epicyclic gear 25 forms the stationary outer sun 26, which is also formed of two rings, namely the outer races 27. These are rotationally fixed to the rotationally held gear housing 41 fixed. The axial displacement of an outer race 27 is possible via an adjusting device 40. Double bevel gears 34 - at least three, preferably 6 in number - run with their conical surfaces on the inner races 30 and outer races 27, which each form a first gap 28 and second gap 31 between them. Since the inner sun 29 rotates and the outer sun 26 is arranged rotationally fixed, the rotational movement of the inner sun 29 is transmitted to the double bevel gears 34, which pass this on their planet carrier 35 so that it also rotates. The translation in the friction-wheel epicyclic gear 25 - linguistically defined as a second gear ratio - has a gear ratio of i> 1, which is ensured over the entire adjustment range of the continuously variable friction gear epicyclic gear 25. In order to change the transmission ratio i of the friction-wheel epicyclic gear 25, the gap width of the first gap 28 is changed via the actively controllable adjusting device 40 - also called the first adjusting device 40. In order to increase the gear ratio, the first gap 28 is widened, so that the double bevel gears 34 dive deeper into the gap 28 and your trajectory around the inner sun 29 receives a greater extent. With a widening of the first gap 28, the torque coupling 32 of the inner sun 29 leads the second gap 31 and narrows it. As a result, the double bevel gears 34 are moved to their new orbit and moved deeper into the extended first gap 28. The torque coupling 32 in this sense forms a second, passive tracking adjusting device. It exerts a force acting proportionally to the drive torque on the left inner race 30. The reaction force acts on the right inner race 30 via the sleeve portion 24.

In order to allow the radial movement of the double bevel gears 34, these are connected via rockers 36 with the planet carrier ring 38. The further inside the double bevel gears 34 run, the smaller the gear ratio in the friction-wheel epicyclic gearbox 25, the further outward the bevel gears 34 run, the greater the gear ratio. However, a basic requirement remains; the gear ratio in the friction-wheel epicyclic gear 25 is always i> 1. Thus, if the speed of rotation from the crank drive to the input into the infinitely variable friction-wheel epicyclic gearing 25 has been increased continuously in order to reduce the torque, that is, if a gear ratio has been translated, this is reversed Friction orbit gear 25 this with increasing the torque and translated to slow. Due to the massive reduction of the drive torque when increasing the speed, it is possible to create a small-sized transmission, which nevertheless provides sufficient torque on its output side for locomotion of the bicycle.

The wheel hub 17 surrounds the gear housing 41 like a bell and is open towards the pinion 14. In order to optimize the waste heat of integrated in the output sleeve 39 coaster brake 46, the hub 17 on its side opposite the pinion 14 side air supply openings 52, which are arranged circumferentially distributed. Between the air supply openings 52 air blades 53 are arranged, which point in the direction of the transmission housing 41.

Due to the rotational movement of the wheel hub 17 and the shape and arrangement of the air blades 53, an air flow is generated, which forces the air from the bell interior of the wheel hub 17 in the direction of the pinion 14 addition. This air flow is promoted and optimized by Luftleitrippen 54, which on the gear housing 41, the air blades 53 facing arranged. In the air space through which flows the part of the output sleeve 39 is arranged, which includes the coaster brake 46 and the outer circumference is provided with the heat dissipation optimizing cooling fins 51. The generated air stream sweeps over the Transmission housing 41 and thus provides there for a cooling of the internal, running in an oil bath components.

The wheel hub 17 has the outer circumference two spaced-apart, circumferential rings 55, which serve as a storage carrier for the rear wheel of the bicycle.

The rigid gear housing 41 makes it possible to form the functioning as described Reibrad epicyclic gear and also provides the conditions to integrate the epicyclic gear 19. It also offers the possibility to let act the above-described coaster brake 46 directly and bypassing the transmission components on the rear wheel, so that the braking effect is not affected by the realized via the transmission, varying ratio. Since the fixed gear housing 41 does not serve as a storage carrier and thus is not an immediate component of the rotating Hinterradbestandteile, it is with regard to a possible maintenance and Repair designed advantageous. In contrast to gear housings 41, which simultaneously form and rotate the spoke carrier, the wheel hub 17 can be removed from the actual transmission components without the wheel spokes having to be disassembled. After removal of the transmission housing 41, this can be opened and the individual transmission components can be maintained. In this way, the gearbox can be exchanged as an alternative to repair particularly easy and fast. In the transmission 10, a freewheel 66 is integrated, which finds place in the transmission case 41 and prevents reversal of the flow of power from the rear wheel via the transmission to the crank drive.

The friction-wheel epicyclic gearbox 25 allows an adjustment of the gear ratio by 4 to 6 times between its smallest and its largest translation.

For bicycles between 26 and 29 inches in size using the invention, a gear ratio of i = 0.5 to 0.7 is sought through the chainring and pinion 14 or front and rear pulleys. A gear ratio of i = 0.59 is realized, for example, by having the chainring of the crank drive 34 teeth and the pinion 20 teeth. Furthermore, the invention recommends to use the gear epicyclic gear 19 shown in the exemplary embodiment and here strive for a gear ratio of i about 0.34, so that the total translation of the first gear ratio and third gear ratio by the traction mechanism and the epicyclic gear 19 i about 0, 2 results. The crank speed is increased five times. Alternatively, of course, a gear ratio of i 0.2 can also be realized solely on chainring and pinion 14 and their dimensioning. The second gear ratio, realized by the friction-wheel epicyclic gearing 25, has gear ratios i> 1 in each case, wherein a gear ratio of i = 1, 5 to i = 6 or more and thus a fourfold adjustment range is desired.

In the preferred embodiment with 6 double bevel gears, the torque is transmitted at a total of 24 positions. In this way, a very robust, yet small-sized transmission is provided

The active adjusting device 40 can be actuated by a Bowden cable or electrically influenced by a servo.

Further, modified embodiments will be briefly presented with reference to FIGS. 19 and 20. The basic structure is the same as that of the above-described first embodiment. However, additional units such as integrated electric motors or generators are integrated into the transmission according to the invention.

FIG. 19 shows a second exemplary embodiment of the invention, in which the bicycle transmission 10 according to the invention has been supplemented by an external electric motor 58. In order to integrate this electric motor, the wheel hub 17 has been increased in diameter, so that between the gear housing 41 and the hub 17, a space for the arrangement of rotor and stator was created. The stator of the outboard electric motor 58 is designated by the reference numeral 59 and is also referred to as the first stator 59. It is held on the stationary gear housing 41. The rotor 60, however, also referred to as the first rotor 60, is held on the inner circumference of the wheel hub 17 and puts them in use of the electric motor 58 in accordance with rotation.

The externally running electric motor 58 acts directly and directly on the rear wheel of the bicycle. He thus bypasses all disposed within the transmission housing 41 transmission components.

A third embodiment of the invention is shown in FIG. There 41 space for an internal electric motor 61 has been created by a slight change of the gear housing. The stator 62, also referred to as the second stator 62, is fixedly arranged on the inner peripheral surface of the transmission case 41. The rotor of the internal electric motor 61 carries the reference numeral 63 and is also referred to as the second rotor 63. It is mounted on a rotor support 64 at least indirectly on the support shaft 1 1 rotatably movable. In Fig. 20, the rotor support 64, which carries the second rotor 63, rotatably connected to the internal gear 22 of the epicyclic gear 19, in the power flow between the epicyclic epicyclic gear 19 and the friction wheel epicyclic gear 25 is arranged. The stator 62 discharges its heat to the air-cooled transmission case 41, whereas the rotor 63 discharges its heat to an oil contained in the case 41. This oil undergoes its cooling, in turn, by the air flow surrounding the housing 41. At the inner wheel 22 of the epicyclic gear 19, the power of the crank drive and the internal electric motor 61 is brought together. The epicyclic gear 19 thus forms a summing gear. In any case, in this third embodiment, the electric motor 61 indirectly acts on the wheel hub 17 via the friction gear 25, so that a small-sized, fast-rotating, low-torque electric motor 61 can be used whose driving power through the transmission 10 for driving the bicycle is suitably converted.

The third embodiment of FIG. 20 also shows, by way of example, that the transmission housing 41 carries a motor control. This is provided with the reference numeral 65 and arranged on ribs of the transmission housing 41. As a result, the above-described, effective cooling can be maintained, since the air flow between the housing of the engine control unit 65 and the transmission housing 41 is maintained.

Ultimately, the use of this freewheel 66 is conceivable and desired in each of the embodiments without further notice. Moreover, it is readily possible to arrange a generator 68 on the gear housing, which supplies, for example, the necessary energy for lighting purposes. Whose stator 69 is in turn arranged on the transmission housing 41, the Rotor 70 on a suitable rotatable component, for example on the output sleeve 39 or the hub 17 (see Fig. 20). In the present example, the generator 68 is arranged on the outside. An arrangement within the transmission housing 41 is also conceivable.

It is possible to arrange one or more torque sensors in the gear housing 41 to control auxiliary motors 58 and 61 according to the above description or center motors on the crank drive. In the exemplary embodiment, the ring gear 23 is coupled to the transmission housing 41 via a suitable measuring device, for example via a measuring disk 71. This undergoes a minimal, measurable torsion under load, from which the torque can be derived. Here, the sensor thus measures the incoming via the pinion gear 14 to the epicyclic gear 19 torque. The advantage of this arrangement is that the torque can be detected uncomplicated on the stationary ring gear 19. Furthermore, a speed sensor 72 can be integrated into the transmission arrangement. Overall, the use of the friction-wheel epicyclic gearbox 25 as the main transmission of the bicycle not only offers the possibility of providing a special, compact, continuously variable bicycle transmission. It also advantageously makes it possible to substantially reduce the input torque by means of the upstream epicyclic epicyclic gearing 19 with fixed transmission, which is thus used as a forward gearing.

The inner sun 29 of the friction-wheel epicyclic gearbox 25 must be able to align axially once after the assembly of the transmission 10 to the outer sun 26. To make this possible, a same axial displacement of both inner race 30 and the coupled inner wheel 22 is required. Since the inner sun 29 in the first Embodiment on the sleeve portion 24 of the inner wheel 22 of the epicyclic gear 19 is axially fixed, the sleeve portion 24 itself is arranged axially slidably on the drive sleeve 13. In the epicyclic gear 19, the Axialverschieblichkeit between the inner wheel 22 and the planet 21 is inherent in the system, which is why the gear epicyclic gear 19 is preferably chosen here as a forward gear or third gear.

In Fig. 20 reference numeral 74, the brake disc of a disc brake system is shown, which can be used as an alternative or in addition to the coaster brake 46.

The narrow-construction friction gear epicyclic gear 25 with its structurally related stationary gear housing 41 also makes it possible to integrate a whole series of additional drive components, such as electric motor 58, 61, generator, a possible motor control 65, the freewheel 66 and a coaster brake 46.

Since this drive unit can be decoupled from the wheel hub 17 in the power flow beginning at the pinion 14 as far as the output sleeve 39 located in the power flow, it is particularly easy to realize maintenance or a gear exchange without removing the wheel spokes of the bicycle compared to transmissions with a rotating gearbox. The bicycle transmission according to the invention thus forms a highly integrated drive unit or drive assembly, which is mountable including the hub 17 as a total assembly within the default standard installation width of 135 mm between the rear receiving supports a bicycle frame. Only necessary for determining the transmission 10 according to the invention or the drive unit formed by the drive unit 10 supporting axle 1 1 has a width exceeding the installation length, which is a down to the Bicycle frame allows. This highly integrated assembly in each of the illustrated embodiments is readily retrofittable to any bicycle.

LIST OF REFERENCE NUMBERS

10 bicycle transmissions

1 1 rigid axis

12 first camp

13 sleeve

14 pinions

15 ring

17 wheel hub

18 second camp

19 geared epicyclic gear

20 planet carrier of 19

21 planet gear, gear of 19

22 inner wheel of 19

23 ring gear of 19

24 sleeve section of 22 / coupling link

25 friction-wheel epicyclic gearbox

26 outside sun

27 outer race

28 first gap

29 indoor sun

30 inner race

31 second gap

32 torque coupling

33 coupling ring

34 double bevel gear

35 second planet carrier of 25 36 swingarm

38 Planet carrier ring 39 output sleeve

40 adjusting device of 25

41 gearbox housing

42 torque arm

43 third camp

44 fourth camp

45 fifth camp

46 return brake

47 rolls

48 brake shoes

49 brake torque bridge

50 brake torque arm

51 cooling fins of 39

52 air supply opening of 17

53 air blades

54 air guide ribs

55 cross / spoke carrier

56 axis of 34

57 bolts of 38

58 electric motor (external rotor)

59 first stator

60 first rotor

61 electric motor (inner rotor)

62 second stator

63 second rotor

64 rotor support

65 engine control

66 freewheel

67 plate spring

68 generator

69 Stator of 68

70 rotor of 68 71 Measuring disk of torque sensor

72 speed sensor

73 expansion part

74 brake disc

The preceding description, in conjunction with FIGS. 11 to 20, essentially discloses the following:

1 . Drive arrangement for a bicycle,

with a crank drive, which transmits a driving force from a chain drive close to the crank drive to a pinion (14) of the rear wheel by means of an endlessly circulating traction means, such as chain or toothed belt, and causes a rear wheel of the bicycle to move in rotation,

- With a first translation between the chainring and the pinion (14), which has exclusively a gear ratio of i <1 and

with a particularly continuously variable main gearbox (25), which is arranged on the rear wheel and allows a translation of the pinion (14) from acting on the rear wheel driving force,

with a second translation, which is realized exclusively by the main gear (25), characterized in that the second, exclusively by the main gear (25) realized translation exclusively gear ratios of i> 1 realized.

2. Drive arrangement according to claim 2, characterized in that between the first and the second translation, a third

Translation is arranged, whose gear ratio is exclusively i <1.

3. Drive arrangement according to claim 2, characterized in that within the main transmission (25) feasible smallest translation can be increased by four times in particular stepless switching operations. 4. Drive arrangement according to one of the preceding claims, characterized in that the main gear (25) is a continuously variable friction gear epicyclic gear (25).

5. Drive arrangement according to claim 2, characterized in that the third translation of a gear epicyclic gear (19) is realized with fixed translation. 6. Drive arrangement according to one of the preceding claims, characterized in that the crank drive has a supporting, acting on the central drive axle motor.

7. Drive arrangement according to one of claims 1 to 5, characterized in that the drive arrangement has a crank drive supporting, acting exclusively on the main gear motor (61).

8. Drive arrangement according to one of claims 1 to 5, characterized in that the drive arrangement has a crank drive supporting, bypassing the transmission acting on the rear wheel of a bicycle engine (58).

Zusamnnenfassung

Described and illustrated is a drive assembly for a bicycle, with a crank drive, which transmits a driving force from a crank-driven chainring to a rear wheel near pinion by means of an endless circulating traction means, such as chain or toothed belt, transmits a rear wheel of the bicycle for travel in rotation, with a first Translation between the chainring and the pinion, which has exclusively a gear ratio of i <1 and with a particular continuously variable main gear, which is arranged on the rear wheel and a translation of the pinion from acting on the rear wheel driving force allows, with a second translation, which is realized exclusively by the main gear, the second, realized exclusively by the main gear ratio exclusively gear ratios of i> 1 realized.

Third complex: drive arrangement for the rear wheel of a bicycle

The invention relates to a drive arrangement for the rear wheel of a bicycle,

with a fixed axle,

with a drive sleeve rotatably mounted on the support shaft,

with a rotatably mounted on the drive sleeve pinion, by means of which a rear wheel driving input rotational movement is introduced into the drive assembly, with an axis held by the support shaft, adjustable main gear which translates the rotational movement introduced by the pinion in the drive assembly,

with a gear housing, which is held by the support shaft and surrounds the main transmission.

From everyday use drive assemblies for bicycles are known, which include gear. This transmission can be stepped. First, there is the so-called hub gear, in which the transmission components are arranged in the wheel hub of the rear wheel of a bicycle. In addition, there is the so-called derailleur, in which the rear wheel several gears - the so-called pinion - are arranged with different numbers of teeth and different outer circumference. Using a mechanism, the chain can be guided over one of the pinions, depending on the desired gear ratio.

With the emergence of bicycles with especially electric auxiliary drive, the so-called pedelecs, continuously variable bicycle transmissions have gained in importance. Such a bicycle transmission is disclosed for example in DE 10 2012 022 953 A1. On a rigid axle, a pinion is arranged, via which the driving force in the Transmission is initiated. About a disposed within a transmission housing double-cone ring gear and a friction gear downstream gear planetary gear serving as a hub transmission housing is rotated.

For bicycles in general, even in the subcategory of pedelecs, the space for transmission and auxiliary motors is naturally limited. The bike should have the lowest possible weight, as the user must raise the bike regularly, for example, when traveling by car to the starting point of a cycling route. Therefore, gearboxes as well as auxiliary motors must, if possible, have a low dead weight.

Comparable conflicting requirements are placed on the auxiliary engine. Depending on the arrangement as a hub motor or mid-engine - the center motor acts on the axis of rotation of the crank drive - high torque for comparatively, in particular for starting assistance as well as to support in headwind and mountain driving be provided low engine speed, which requires a minimum motor size. However, under the premise of weight and space optimization, small motors would be desirable that support the propulsion of the bicycle with low torque but high speed.

Additional units, such as hub dynamo (generator), coaster brake and engine control must also find their place. The object of the invention is to provide a novel drive assembly with a continuously variable transmission, which withstand the torques with a simple structure and within a given space - preferably within the standard width of the rear wheel of 135 mm - ensures a high component integration.

The object of the invention is achieved by a drive arrangement with the features of claim 1.

The drive assembly according to the invention has created excellent conditions with the rotationally fixed to the frame arranged gear housing to accommodate a number of components in the drive assembly within the gear housing. Thus, the fixed gear housing is the basic requirement for easy integration of a generator, an electric motor or a simple back-pedal brake. The upstream in the continuously variable transmission pre-transmission with a ratio of i <1 reduces the incoming torque to the main gearbox. In this way, the main gear can be kept small, so that within the gear housing required for the integration of other components space is available. In an extremely preferred embodiment of the invention is a main transmission Friction wheel epicyclic used, which is preceded by a gear epicyclic gear with fixed translation.

Therefore, the invention further characterized by the fact that the pre-gearbox, the main variable transmission is downstream in the power flow and that the main transmission is arranged in the transmission housing.

The drive arrangement according to the invention can be made particularly compact when the main gear in the power flow downstream of a drive sleeve and when the output sleeve is at least indirectly held by the support shaft, wherein within a receiving space of the output sleeve a coaster brake is arranged.

The maintenance of the transmission is considerably simplified if the output sleeve is detachably coupled to a wheel hub. In contrast to transmissions with rotationally mounted gear housing, which serves as a hub and spoke carrier for the drive wheel of the bicycle, a decoupling of the spokes from the gear housing to its opening and maintenance or the gear change in the drive assembly according to the invention is not required.

A first variant of integrating an electric motor is characterized in that the drive arrangement comprises an electric motor whose stator is arranged on the outside of the transmission housing and whose rotor is fastened to a part of the wheel hub surrounding the transmission housing.

However, it is preferred if the drive arrangement comprises an electric motor whose stator is arranged inside circumference in the transmission housing, whose rotor is disposed within the transmission housing, surrounds the support shaft and is at least indirectly coupled to the input of the feed gear or the main transmission. It is further provided that a generator is arranged on the gear housing, the stator is circumferentially held by the gear housing and the rotor is supported by the hub. It is also conceivable to arrange the generator within the transmission housing. In this case, the stator is arranged on the inside of the transmission housing, the rotor coupled, for example with the drive sleeve.

The drive arrangement according to the invention can provide that the control for the electric motor is arranged on the outside of the transmission housing, wherein it is further provided that a freewheel is arranged within the transmission housing between the coaster brake and the drive sleeve. Finally, it is provided that an adjusting device for the main transmission is arranged within the gear housing, wherein it is particularly preferred if the drive assembly in its entirety except the support axis of a defined by a bicycle frame, longitudinal axis of the axle measured installation width of a maximum of 135 millimeters corresponds to or falls below ,

A transmission comparable to the main transmission is disclosed in DE 106 72 74 for industrial purposes. It is - as the invention has recognized - particularly well suited as an approach to the solution of the object according to the invention, since the gear housing can be held without rotation and therefore can serve as a carrier for various drive components of a bicycle rear wheel.

However, particularly preferred is an embodiment in which the engine is disposed within the fixed gear housing. For this purpose, the stationary gear housing bears inside the stator, which is associated with a rotor. Here it is provided to couple the rotor with the drive-side transmission input. Particularly preferred is an embodiment which is characterized in that the drive side of the friction wheel epicyclic a gear epicyclic gear with a fixed ratio i is significantly smaller upstream of 1, which has a central inner wheel and a ring gear surrounding the inner ring, between which arranged gears as planetary gears are. If the transmission on the drive side in the power flow upstream of a gear epicyclic gearbox of the aforementioned type, the transmission ratio i between the chainring of the crank drive of the bicycle and the input of the friction-wheel epicyclic gear can be significantly reduced. The low speed of rotation of the chainring with its high torque is converted into a very high rotation at low torques. In this way it is achieved that the input torques of the friction-wheel epicyclic gear are as small as possible. Therefore, less massive components can be used to realize the friction wheel epicyclic gear without function restriction.

The friction-wheel epicyclic itself has a variable ratio with a gear ratio i> 1 over the entire adjustment range and thus converts the high input speeds into adequate output speeds to drive the rear wheel of the bicycle.

The already presented at the outset, the second variant of a possible engine integration is characterized in a specific embodiment in that the drive side is preceded by an electric motor, the stator is supported by the transmission housing and disposed within the transmission housing and disposed within the transmission housing rotor at least indirectly to the inner sun Friction wheel epicyclic gear acts. Since the engine acts on the rear wheel of the bicycle via the friction-wheel epicyclic gearbox, it can be operated at substantially higher speeds and with low torques, so that it can be accommodated in a compact manner inside the gearbox housing.

Further advantages of the invention and a better understanding of the same follow from the following description of exemplary embodiments. FIG. 21 shows a perspective three-quarter section of a first. FIG

Embodiment of the invention;

FIG. 22 shows a longitudinal section of the embodiment according to FIG. 21; FIG. FIG. 23 shows the illustration according to FIG. 22; FIG.

Fig. 24: the three-quarter section of FIG. 21 cross-sectioned along section line AA in Fig. 23; FIG. 25: the three-quarter section according to FIG. 21 cross-sectioned along section line BB in Fig. 23; FIG. 26: the three-quarter section according to FIG. 21, cross-cut according to section line CC in FIG. 23; FIG.

FIG. 27 shows the three-quarter section according to FIG. 21 cross-sectionally along the section line D-D in FIG. 23; FIG.

FIG. 28: the three-quarter section according to FIG. 21 cross-sectioned according to section line E-E in FIG. 23; FIG. FIG. 29 shows a second embodiment of the invention with an external electric motor; FIG.

Fig. 30: a third embodiment of the invention with an internal electric motor.

In the figures, an inventive, continuously variable transmission is provided as part of a drive assembly with the reference numeral 10.

The stepless bicycle transmission 10 and the coupled with this drive arrangement will be explained below with reference to Figures 21 and 22 in its basic structure. In addition, reference will be made to the other figures.

The invention is based on a bicycle, as it is generally known in the form of a bicycle - as a special three-wheeled - known. A frame carries a front wheel and a rear wheel, wherein a crank drive is provided, which by means of a chain or a toothed belt over a front

Chainring applies the driving force on a arranged on the rear wheel pinion. As a rule, the chainring is larger in circumference than the pinion on the rear wheel. Therefore arises between chainring and

Pinion a first gear ratio. The translation is defined as i =

where for output and drive either the number of

drive Teeth or the effective wheel circumference is to be set. The transmission ratio between the chainring and the rear sprocket is therefore i <1. A rigid, that is held without rotation in the rear fork axis 1 1 - also called support shaft 1 1 - carries first bearing 12, by means of which a sleeve 13 - also called drive sleeve 13 - is held on the axis 1 1. The sleeve 13 can rotate about the axis 1 1 thanks to the bearings 12. A gear, the so-called pinion 14 is rotatably connected to the drive sleeve 13.

The pinion 14 represents for the following considerations, the drive side of the bicycle transmission according to the invention. At the axially opposite the pinion 14 end of the axle 1 1, the hub 17 is arranged. It is fixed via second bearing 18 rotatably on the axis 1 1, so it can rotate around the axis 1 1 around. In the illustrated embodiment, the brake torque bridge 49 carries the second bearing 18 so that it is the mediating component between the hub 17 and the axis 1 1.

The epicyclic gear 19 further includes an internal gear 22 having external teeth around which the planetary gears 21 - meshing with the gear teeth - pass. Further, the epicyclic gear 19 includes an outer ring gear 23 having an internal toothing, which surrounds the planet gears 21. This structure is shown in addition in FIG. 24.

The inner wheel 22 has a sleeve portion 24, with which it is rotatably mounted on the sleeve 13. As a result, the inner wheel 22 can rotate relative to the sleeve 13. The ring gear 23, however, is held rotationally fixed by the housing 41 and does not rotate with respect to the sleeve 13 and the axis 1 1. The continuously variable bicycle transmission 10 further includes a friction-wheel epicyclic gearbox, indicated generally by reference numeral 25. The friction-wheel epicyclic gear 25 first includes an outer sun 26, which is formed by two outer races 27. The outer races 27 are spaced from each other and form between them a first gap 28. An outer race 27 can be in the longitudinal direction of the axis 1 1 move. The outer races 27 are rotationally fixed to the transmission housing 41 with respect to the axis 1 1. A rotation of the outer races 27 and the outer sun 26 about the axis 1 1 around basically does not take place. An exception is only with an adjustment of the sliding race 27, which is accompanied by a screwing movement.

The friction-wheel epicyclic transmission 25 further comprises an inner sun 29. The inner sun 29 is formed by two spaced-apart inner races 30. The inner races 30 form between them a second gap 31 and are slidably mounted with respect to the axis 1 1 in the axial direction. They are also rotatably mounted with respect to the axis 1 1, therefore rotate about the axis 1 1. The inner race 30 are rotatably coupled to each other, for example via pins or a common toothed sleeve. The gap width of the second gap 31 is controlled via a torque coupling 32, which includes, inter alia, a coupling ring 33 which is rotationally fixed to the inner wheel 22, in particular, its sleeve portion 24 is connected. A plate spring 67 serves as a biasing element of the torque coupling 32nd

The torque clutch 32 holds the inner sun 29, is also rotatably mounted on the sleeve portion 24 of the inner wheel 22 and thus rotates at the same speed as the inner wheel 22. The sleeve portion 24 is like the coupling member between the epicyclic gear and the inner sun of the friction wheel epicyclic gear 25th

Between the inner sun 29 and the outer sun 26 of the friction wheel epicyclic gear 25 double bevel gears 34 are arranged. The Doppelkegelrad 34 is constructed so that the cone bases abut each other and immerse in the first gap 28 between the outer races 27 and the second gap 31 between the inner races 30, so that the Kegelumfangsflächen roll on the outer races 27 and inner races 30. For construction of the friction wheel epicyclic gear 25, reference is made to FIG. Here a radial section through the plane of the conical bases of the double bevel gears 34 is shown.

The Doppelkegelräder 34 are in turn connected to a second planet carrier 35 which holds the Doppelkegelräder 34. The second planetary carrier 35 comprises rockers 36 which, on the one hand, respectively hold an axis 56 of a double-bevel gear 34 and, on the other hand, are fixed to a planet carrier ring 38 via a bolt 57. Reference is made to Fig. 26, which shows the arrangement of the double bevel gears 34 in the rocker 36. The rockers 36 are in a preferred embodiment in one piece and made of a sintered metal, which serves as a bearing for the bolt 57 and the axis 56. This structure of the second planetary carrier 35 allows a radial movement of the double bevel gears 34 with respect to the axis 1 1. FIG. 27 shows the second planetary carrier 35 in its arrangement in the transmission housing 41.

The second planetary carrier 35 rotates about the axis 1 1 and is rotatably connected to an output sleeve 39 via a freewheel 66 in the forward drive direction, that is, that the output sleeve 39 rotates in the drive direction with the same number of revolutions as the planet carrier about the axis 1 1. The output sleeve 39 is also rotatably coupled to the wheel hub 17 so that it rotates about the axis 1 1 with the same number of revolutions as the output sleeve 39.

A gear housing 41 surrounds the epicyclic gear 19 and the friction gear epicyclic gear 25 and is connected via a torque arm 42 fixed to the frame of the bicycle. As a result, the gear housing 41 is rotationally fixed, so rigidly arranged on the bicycle frame and does not rotate about the axis 1 1. For cooling purposes, which will be described later, aluminum is the preferred housing material due to its good thermal conduction properties. Both the ring gear 23 of the epicyclic gear 19 and the outer sun 26 of the friction wheel epicyclic gear 25 are therefore fixed to the gear housing 41 in a rotationally fixed manner. A third bearing 43 between the gear housing 41 and sleeve 13 allows the relative movement of the sleeve 13 to the transmission housing 41st A fourth bearing 44 allows a relative movement between the rigidly arranged gear housing 41 and the output sleeve 39. A fifth bearing 45 supports the output sleeve 39 via the expansion part 73 of the coaster brake 46 on the support shaft 1 1. Within the output sleeve 39, a coaster brake 46 is arranged, which is designed as a roller brake. In the area of rollers 47, which surround a portion of the drive sleeve 13, the drive sleeve 13 has radial ramps. When a movement opposite to the drive movement is imposed on the pinion 14, the ramps push the rollers 47 outwardly against brake shoes 48, which are pressed against the inner circumferential surface of the output sleeve 39. The brake shoes 48 are coupled via a brake torque bridge 49 with a brake torque arm 50, which in turn is rotatably connected to the bicycle frame.

In order to dissipate the heat generated during braking well, the invention proposes an advantageous cooling system. To this cooling system initially belonging in the circumferential direction, the outer circumference exhausted on the output sleeve 39 cooling fins 51 belong. The wheel hub 17 has in its surrounding the output sleeve 39 area air supply openings 52 which are circumferentially spaced from each other. Between the air supply openings 52 17 air blades 53 are arranged on the inside of the wheel hub. The gear housing 41 carries the air blades 53 facing Luftleitrippen 54. This is also shown in Fig. 28.

Function of the above-described embodiment:

Via a crank drive, not shown, which has a front chainring, a driving force is transmitted to the rear sprocket 14 via a traction means, such as a chain. As an alternative to a common chain drive, in which the front chainring and the pinion 14 are formed as a gear and connected to each other via a chain, the drive via a toothed belt is conceivable and has due to a lower noise level and operation without lubricant significant advantages.

The front chainring is larger than the rear chainring, so that together with the traction means a first translation is formed. This can also be referred to as a traction mechanism. This first translation usually has a gear ratio of i much less than 1. A relatively slow rotation of the front sprocket is thus converted into a faster rotation of the rear sprocket 14 for this purpose. The torque acting on the drive sleeve 13 is reduced accordingly.

The driving force in the form of a rotational movement is forwarded from the drive sleeve 13 to the epicyclic gear 19, the planet carrier 20 is rotatably arranged on the drive shaft for this purpose. It thus rotates with the drive sleeve 13. The outer ring gear 23 of the epicyclic gear 19 forms the rotationally fixed component, since it is rotationally connected to the gear housing 41. As a result, the rotational movement is transmitted via the planetary gears 20 held on the planet gears 21 to the inner wheel 22, in which case a further translation with a Gear ratio i <1 is realized. This translation is hereinafter linguistically defined as a third translation and realized by the gear epicyclic gear 19. By the gear ratio i <1 so that the rotational speed relative to the pinion 14 is further increased. As a result, there is a further torque reduction with respect to the torque acting on the crank drive.

A second component of the friction-wheel epicyclic gear 25 forms the stationary outer sun 26, which is also formed of two rings, namely the outer races 27. These are rotationally fixed to the rotationally held gear housing 41 fixed. The axial displacement of an outer race 27 is possible via an adjusting device 40. Double bevel gears 34 - at least three, preferably 6 in number - run with their conical surfaces on the inner races 30 and outer races 27, which each form a first gap 28 and second gap 31 between them. Since the inner sun 29 rotates and the outer sun 26 is arranged rotationally fixed, the rotational movement of the inner sun 29 is transmitted to the double bevel gears 34, which pass this on their planet carrier 35 so that it also rotates. The Translation in the friction-wheel epicyclic 25 - linguistically defined as the second translation - has a gear ratio of i> 1, which is ensured over the entire adjustment of the continuously variable friction-epicyclic gear 25.

In order to change the transmission ratio i of the friction-wheel epicyclic gear 25, the gap width of the first gap 28 is changed via the actively controllable adjusting device 40 - also called the first adjusting device 40. In order to increase the gear ratio, the first gap 28 is widened, so that the double bevel gears 34 dive deeper into the gap 28 and your trajectory around the inner sun 29 receives a greater extent. With a widening of the first gap 28, the torque coupling 32 of the inner sun 29 leads the second gap 31 and narrows it. As a result, the double bevel gears 34 are moved to their new orbit and moved deeper into the extended first gap 28. The torque coupling 32 in this sense forms a second, passive tracking adjusting device. It exerts a force acting proportionally to the drive torque on the left inner race 30. The reaction force acts on the right inner race 30 via the sleeve portion 24.

In order to allow the radial movement of the double bevel gears 34, these are connected via rockers 36 with the planet carrier ring 38. The further inside the double bevel gears 34 run, the smaller the gear ratio in the friction-wheel epicyclic gearbox 25, the further outward the bevel gears 34 run, the greater the gear ratio. However, a basic requirement remains; the Gear ratio in the friction gear epicyclic 25 is always i> 1. Thus, if the rotational speed from the crank drive to the input into the continuously variable friction-epicyclic gear 25 was continuously increased to reduce the torque, so a translation took place quickly, the friction-wheel epicyclic gearbox 25 reverses this by increasing the torque and translates slow. Due to the massive reduction of the drive torque when increasing the speed, it is possible to create a small-sized transmission, which nevertheless provides sufficient torque on its output side for locomotion of the bicycle.

Due to the rotational movement of the wheel hub 17 and the shape and arrangement of the air blades 53, an air flow is generated, which forces the air from the bell interior of the wheel hub 17 in the direction of the pinion 14 addition. This air flow is promoted by Luftleitrippen 54 and optimized, which on the gear housing 41, facing the air blades 53, are arranged. In the air space through which flows the part of the output sleeve 39 is arranged, which includes the coaster brake 46 and the outer circumference is provided with the heat dissipation optimizing cooling fins 51. The air flow generated in this way sweeps over the gear housing 41 and thus ensures cooling of the internal components running in an oil bath.

The rigid gear housing 41 makes it possible to form the functioning as described Reibrad epicyclic gear and also provides the conditions to integrate the epicyclic gear 19. It also offers the possibility to have the above-described coaster brake 46 act directly and bypassing the transmission components on the rear wheel, so that the Braking effect is not affected by the gear ratio realized across the gearbox.

Since the fixed gear housing 41 does not serve as a storage carrier and thus is not an immediate component of the rotating Hinterradbestandteile, it is advantageously designed with regard to a possible maintenance and repair. In contrast to gear housings 41, which simultaneously form and rotate the spoke carrier, the wheel hub 17 can be removed from the actual transmission components without the wheel spokes having to be disassembled. After removal of the transmission housing 41, this can be opened and the individual transmission components can be maintained. In this way, the gearbox can be exchanged as an alternative to repair particularly easy and fast.

Furthermore, the invention recommends to use the gear epicyclic gear 19 shown in the embodiment and here a Gear ratio of i about 0.34 strive so that the total ratio of first gear ratio and third gear ratio by the traction mechanism and the gear-Umlaufgetriebe 19 i gives about 0.2. The crank speed is increased five times. Alternatively, of course, a gear ratio of i 0.2 can also be realized solely on chainring and pinion 14 and their dimensioning.

On the number of planet gears, in particular the double bevel gears 34, the torque tolerance, in particular of the friction wheel epicyclic gear 25 can be varied. Each Doppelkegelrad 34 transmits the torque over four points, so that the torque load in the friction-wheel epicyclic gearbox 25 can be considerably reduced via each additionally running Doppelkegelrad 34. In the preferred embodiment with 6 double bevel gears, the torque is transmitted at a total of 24 positions. In this way, a very robust, yet small-sized transmission is provided

Further, modified embodiments will be briefly presented with reference to FIGS. 29 and 30. The basic structure is the same as that of the above-described first embodiment. However, additional units such as integrated electric motors or generators are integrated into the transmission according to the invention. FIG. 29 shows a second exemplary embodiment of the invention, in which the bicycle transmission 10 according to the invention has been supplemented by an externally running electric motor 58. In order to integrate this electric motor, the wheel hub 17 has been increased in diameter, so that between the gear housing 41 and the hub 17, a space for the arrangement of rotor and stator was created.

The stator of the outboard electric motor 58 is designated by the reference numeral 59 and is also referred to as the first stator 59. It is held on the stationary gear housing 41. The rotor 60, however, also referred to as the first rotor 60, is held on the inner circumference of the wheel hub 17 and puts them in use of the electric motor 58 in accordance with rotation. The externally running electric motor 58 acts directly and directly on the rear wheel of the bicycle. He thus bypasses all disposed within the transmission housing 41 transmission components.

A third embodiment of the invention is shown in FIG. There 41 space for an internal electric motor 61 has been created by a slight change of the gear housing. The stator 62, also referred to as the second stator 62, is fixedly arranged on the inner peripheral surface of the transmission case 41. The rotor of the internal electric motor 61 carries the reference numeral 63 and is also referred to as the second rotor 63. It is mounted on a rotor support 64 at least indirectly on the support shaft 1 1 rotatably movable. In Fig. 30, the rotor support 64, which carries the second rotor 63, rotatably connected to the internal gear 22 of the epicyclic gear 19, in the power flow between the epicyclic gear 19 and the friction gear 25 arranged. The stator 62 discharges its heat to the air-cooled transmission case 41, whereas the rotor 63 discharges its heat to an oil contained in the case 41. This oil experiences its cooling in turn by the housing 41 surrounding air flow. At the inner wheel 22 of the epicyclic gear 19, the power of the crank drive and the internal electric motor 61 is brought together. The epicyclic gear 19 thus forms a summing gear.

The third embodiment of FIG. 30 also shows by way of example that the transmission housing 41 carries a motor control. This is provided with the reference numeral 65 and arranged on ribs of the transmission housing 41. As a result, the above-described, effective cooling can be maintained, since the air flow between the housing of the engine control unit 65 and the transmission housing 41 is maintained.

In addition, the freewheel 66 is shown in this embodiment. This is arranged between the second planetary carrier 35 of the friction-wheel epicyclic gear 25 and the output sleeve 39, so that the planet carrier 35 and the output sleeve 39 are rotatably coupled together to realize the propulsion. Thus, the drive energy introduced via the pinion 14 into the transmission 10 is transmitted through the freewheel 66 to the wheel hub 17. The opposite power flow from the hub 17 through the gear and the pinion 14 to the crank drive of the bicycle while driving forward is interrupted by the freewheel 66, however. When using a coaster brake 46 and this is to be decoupled by a freewheel 75 from the pinion 14. Ultimately, the use of this freewheel 66 is conceivable and desired in each of the embodiments without further notice. Moreover, it is readily possible to arrange a generator 68 on the gear housing, which supplies, for example, the necessary energy for lighting purposes. Whose stator 69 is in turn arranged on the gear housing 41, the rotor 70 on a suitable rotatably movable component, for example on the output sleeve 39 or the wheel hub 17 (see FIG. 30). In the present example, the generator 68 is arranged on the outside. An arrangement within the transmission housing 41 is also conceivable.

It is possible to arrange one or more torque sensors in the gear housing 41 to control auxiliary motors 58 and 61 according to the above description or center motors on the crank drive. In the exemplary embodiment, the ring gear 23 is coupled to the transmission housing 41 via a suitable measuring device, for example via a measuring disk 71. This undergoes a minimal, measurable torsion under load, from which the torque can be derived. Here, the sensor thus measures the incoming via the pinion gear 14 to the epicyclic gear 19 torque. The advantage of this arrangement is that the torque can be detected uncomplicated on the stationary ring gear 19. Furthermore, a speed sensor 72 can be integrated into the transmission arrangement.

Overall, the use of the friction-wheel epicyclic gearbox 25 as the main transmission of the bicycle not only offers the possibility of providing a special, compact, continuously variable bicycle transmission. It also advantageously makes it possible to substantially reduce the input torque by means of the upstream epicyclic epicyclic gearing 19 with fixed transmission, which is thus used as a forward gearing. The inner sun 29 of the friction-wheel epicyclic gearbox 25 must be able to align axially once after the assembly of the transmission 10 to the outer sun 26. To make this possible, a same axial displacement of both inner race 30 and the coupled inner wheel 22 is required. Since the inner sun 29 is axially fixedly mounted on the sleeve portion 24 of the inner wheel 22 of the epicyclic gear 19 in the first embodiment, the sleeve portion 24 itself is arranged axially slidably on the drive sleeve 13. In the epicyclic gear 19, the Axialverschieblichkeit between the inner wheel 22 and the planet 21 is inherent in the system, which is why the gear epicyclic gear 19 is preferably chosen here as a forward gear or third gear. In Fig. 30, reference numeral 74, the brake disc of a disc brake system is shown, which can be used as an alternative or in addition to the coaster brake 46.

The narrow-construction friction gear epicyclic gear 25 with its structurally related stationary gear housing 41 also makes it possible to integrate a whole series of additional drive components, such as electric motor 58, 61, generator, a possible motor control 65, the freewheel 66 and a coaster brake 46. Since this drive unit can be decoupled from the wheel hub 17 in the power flow beginning at the pinion 14 as far as the output sleeve 39 located in the power flow, it is particularly easy to realize maintenance or a gear exchange without removing the wheel spokes of the bicycle compared to transmissions with a rotating gearbox.

The bicycle transmission according to the invention thus forms a highly integrated drive unit or drive arrangement, including the wheel hub 17 as Total structural unit within the given standard installation width of 135 mm between the rear receiving supports of a bicycle frame is mountable. Only necessary for determining the transmission 10 according to the invention or the drive unit formed by the drive unit 10 supporting axle 1 1 has a width exceeding the installation length, which allows a determination on the bicycle frame. This highly integrated assembly in each of the illustrated embodiments is readily retrofittable to any bicycle.

LIST OF REFERENCE NUMBERS

10 bicycle transmissions

1 1 rigid axis

12 first camp

13 sleeve

14 pinions

15 ring

17 wheel hub

18 second camp

19 geared epicyclic gear

20 planet carrier of 19

21 planet gear, gear of 19

22 inner wheel of 19

23 ring gear of 19

24 sleeve section of 22 / coupling link

25 friction-wheel epicyclic gearbox

26 outside sun

27 outer race

28 first gap

29 indoor sun

30 inner race

31 second gap

32 torque coupling

33 coupling ring

34 double bevel gear

35 second planet carrier of 25 36 swingarm

38 Planet carrier ring 39 output sleeve

40 adjusting device of 25

41 gearbox housing

42 torque arm

43 third camp

44 fourth camp

45 fifth camp

46 return brake

47 rolls

48 brake shoes

49 brake torque bridge

50 brake torque arm

51 cooling fins of 39

52 air supply opening of 17

53 air blades

54 air guide ribs

55 cross / spoke carrier

56 axis of 34

57 bolts of 38

58 electric motor (external rotor)

59 first stator

60 first rotor

61 electric motor (inner rotor)

62 second stator

63 second rotor

64 rotor support

65 engine control

66 freewheel

67 plate spring

68 generator

69 Stator of 68

70 rotor of 68 71 Measuring disk of torque sensor

72 speed sensor

73 expansion part

74 brake disc

The foregoing description, in connection with FIGS. 21 to 30, essentially discloses the following:

1 . Drive arrangement for the rear wheel of a bicycle,

- With a fixed support shaft (1 1),

with a drive sleeve (13) rotatably mounted on the support shaft (1 1),

with a rotatably mounted on the drive sleeve (13) arranged pinion (14), by means of which a rear wheel driving input rotation movement is introduced into the drive assembly, with one of the support shaft (1 1) held, adjustable main gear (25), which of the pinion ( 14) translates rotational motion introduced into the drive assembly,

with a gear housing (41), which is held by the support shaft (11) and surrounds the main gear (25), characterized in that the gear housing (41) is fixed to the bicycle frame by means of a torque support (42) and thus arranged rotationally fixed,

within the gear housing (41) a pre-gear (19) is arranged.

2. Drive arrangement according to claim 1, characterized in that

the pre-gear (19) the controllable main gear (25) is connected downstream in the power flow,

the main gear (25) in the transmission housing (41) is arranged. 3. Drive arrangement according to claim 2, characterized in that the main gear (25) in the power flow downstream of a driven sleeve (39) is,

the output sleeve (39) is held at least indirectly by the support shaft (11).

4. Drive arrangement according to claim 3, characterized in that within a receiving space of the output sleeve (39) a coaster brake (46) is arranged. 5. Drive arrangement according to claim 3, characterized in that the output sleeve (39) releasably coupled to a wheel hub (17) is coupled.

6. Drive arrangement according to claim 1, characterized in that the drive arrangement comprises an electric motor (61) whose stator (69) is arranged on the outside of the transmission housing (41) and the rotor (70) on a the transmission housing (41) surrounding part of Wheel hub (17) is attached.

7. Drive arrangement according to claim 1, characterized in that the drive arrangement comprises an electric motor (61) whose

Stator (62) inside the transmission housing (41) is arranged, whose rotor (63) within the transmission housing (41) is arranged, the support shaft (1 1) surrounds and at least indirectly with the input of the Vorgetriebes (19) or the main transmission (25 ) is coupled.

8. Drive arrangement according to one of the preceding claims, characterized in that a generator (68) is arranged on the transmission housing (41) whose stator (69) is held on the outside of the transmission housing (41) and whose rotor (70) from the hub (17 ) is worn. 9. Antnebsanordnung according to any one of claims 6 or 7, characterized in that the control (65) for the electric motor (61) on the outside of the transmission housing (41), or within the transmission housing (41) is arranged.

10. Drive arrangement according to one of the preceding claims, characterized in that a freewheel (75) within the transmission housing (41) between the coaster brake (46) and the drive sleeve (13) is arranged.

1 1. Drive arrangement according to one of the preceding claims, characterized in that an adjusting device (40) for the main gear (25) within the gear housing (41) is arranged. 12. Drive arrangement according to one of the preceding claims, characterized in that the drive assembly in its entirety with the exception of the support shaft (1 1) defined by a bicycle frame, longitudinal axis of the support shaft (1 1) measured installation width of 135 millimeters maximum or falls below.

Zusamnnenfassung

Described and illustrated is a drive arrangement for the rear wheel of a bicycle with a fixed support shaft, with a rotatably mounted on the support shaft drive sleeve with a rotatably mounted on the drive sleeve pinion, by means of which a rear wheel driving input rotational movement is introduced into the drive assembly, with one of the main shaft, which is held by the support shaft and the main gear surrounds, wherein the gear housing is fixed by means of a torque arm on the bicycle frame and thus rotationally fixed and within the Transmission housing a pre-gear is arranged.

Claims

- 1 - claims

- With a transmission housing (41) surrounding the transmission components,

- With an outer sun (26), which is formed by two axially by a circumferential gap (28) spaced outer races (27) and

the outer sun (26) is designed as a stationary component, and - with a first, actively controllable adjusting device, by means of which in each case the gap width between the Innenlaufnngen (30) or the outer races (27) is variable

- With a second, passively adjusting adjusting device (32) which adjusts the respective other gap in its width, wherein the transmission housing (41) is held by a coupling with a frame member of the bicycle without rotation. - 2 -

2. Drive arrangement for a bicycle,

with a crank drive, which transmits a drive force from a chain drive close to the crank drive to a pinion (14) with rearward rotation, by means of an endlessly circulating traction means, such as chain or toothed belt, and causes a rear wheel of the bicycle to move in rotation,

with a first ratio between the chainring and the pinion (14), which exclusively has a transmission ratio of i <1 and

3. drive arrangement for the rear wheel of a bicycle,

with a fixed support shaft (1 1),

- With one on the support shaft (1 1) rotatably mounted

Drive sleeve (13),

with a rotationally fixed on the drive sleeve (13) arranged pinion

(14), by means of which a rear wheel driving

Input rotational movement is introduced into the drive assembly, - with one of the support shaft (1 1) held, adjustable

Main gear (25), which translates the rotational movement introduced by the pinion (14) in the drive assembly, - 3 - with a Getnebegehause (41) which is held by the support shaft (1 1) and the main gear (25), characterized in that the transmission housing (41) by means of a torque arm (42) fixed to the bicycle frame and thus arranged rotationally fixed is

within the gear housing (41) a pre-gear (19) is arranged.