NL2034636B1 - Bicycle transmission system - Google Patents
Bicycle transmission system Download PDFInfo
- Publication number
- NL2034636B1 NL2034636B1 NL2034636A NL2034636A NL2034636B1 NL 2034636 B1 NL2034636 B1 NL 2034636B1 NL 2034636 A NL2034636 A NL 2034636A NL 2034636 A NL2034636 A NL 2034636A NL 2034636 B1 NL2034636 B1 NL 2034636B1
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- Netherlands
- Prior art keywords
- transmission
- rotational
- clutch
- planetary
- planetary transmission
- Prior art date
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 424
- 230000007246 mechanism Effects 0.000 claims abstract description 38
- 230000008878 coupling Effects 0.000 claims description 14
- 238000010168 coupling process Methods 0.000 claims description 14
- 238000005859 coupling reaction Methods 0.000 claims description 14
- 230000008859 change Effects 0.000 claims description 5
- 230000002829 reductive effect Effects 0.000 claims description 4
- 230000001419 dependent effect Effects 0.000 claims 3
- 230000008901 benefit Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
- B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
- B62M11/18—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears with a plurality of planetary gear units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
- B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
- B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
- B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
- B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
- B62M11/145—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the bottom bracket
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Structure Of Transmissions (AREA)
Abstract
The disclosure relates to a bicycle transmission system comprising a first planetary transmission configured for transmitting torque according to an overdrive transmission ratio between a first rotational input member and a first rotational output member; and a second planetary transmission configured for transmitting torque according to an underdrive transmission ratio between a second rotational input member and a second rotational output member. The first and second rotational input members are corotatingly fixed to each other, and the first and second rotational output members are corotatingly fixed to each other. The bicycle transmission system comprises a clutch mechanism arranged for selectively clutching a further rotational member to a stationary part for selectively transmitting torque through the first planetary transmission or through the second planetary transmission.
Description
P134722NL00
Title: Bicycle transmission system
The invention relates to a bicycle transmission system, particularly to a bicycle hub or crank transmission system.
Bicycle transmission systems traditionally include a derailleur for shifting a chain between a set of differently sized sprockets. More modern bicycle transmission systems include a gear box, wherein a gear mechanism is held by a housing. The housing can be arranged at the crank of the bicycle, or can be formed by a wheel hub shell of a bicycle driven wheel.
Known gear mechanisms include a planetary transmission, and an actuatable clutch for changing a transmission ratio according to which the planetary transmission transmits rotary power.
It 1s an object to propose an improved bicycle transmission, such as a bicycle hub transmission or a bicycle crank transmission. In a more general sense it is an object to overcome or ameliorate at least one of the disadvantages of the prior art, or at least provide alternative processes and structures that are more effective than the prior art. It is at the very least aimed to offering a useful choice and contribution to the existing art.
According to an aspect, a bicycle transmission system is provided.
The bicycle transmission system comprises a first planetary transmission including a first rotational input member, a first rotational output member and a first further rotational member, and configured for transmitting torque according to an overdrive transmission ratio between the first rotational input member and the first rotational output member. The bicycle transmission system comprises a second planetary transmission including a second rotational input member, a second rotational output member and a second further rotational member, and configured for transmitting torque according to an underdrive transmission ratio between the second rotational input member and the second rotational output member. The first and second rotational input members are corotatingly fixed to each other, and the first and second rotational output members are corotatingly fixed to each other. The bicycle transmission system comprises a clutch mechanism arranged for selectively clutching at least one of the first further rotational member and the second further rotational member to a stationary part, for selectively transmitting torque through the first planetary transmission or through the second planetary transmission. With the first and second input members fixed to each other, and the first and second output members fixed to each other, the transmission system can be made mechanically compact for being lodged in a transmission housing, and conveniently connectable to other transmission components. The transmission system can provide the overdrive transmission ratio, i.e. a rotational speed increase from the first input member to the first output member, as well as the underdrive transmission ratio, i.e. a rotational speed decrease from the second input member to the second output member, hence enabling a broad range of transmission ratios for the transmission system when combined with additional transmissions. The stationary part may for example be a stationary axle or a stationary housing.
Optionally, the first rotational input member is a planet carrier carrying one or more first planet gears, and the first rotational output member is a ring gear or a sun gear. The first further rotational member may be a sun gear or ring gear. Hence, the first output member may be a ring gear and the first further rotational member may be sun gear, or vice versa.
Optionally, the first rotational input member is a planet carrier carrying one or more first planet gears, the first rotational output member is a ring gear meshing with the one or more first planet gears, and the first further rotational member is a sun gear meshing with the one or more first planet gears.
Optionally, the second rotational input member is a ring gear or a sun gear, and the second rotational output member is a planet carrier carrying one or more second planet gears. The second further rotational member may be a sun gear or ring gear. Hence, the second output member may be a ring gear and the second further rotational member may be sun gear, OT vice versa.
Optionally, the second rotational output member is a planet carrier carrying one or more second planet gears, the second rotational input member is a ring gear meshing with the one or more second planet gears, and the second further rotational member is a sun gear meshing with the one or more second planet gears.
Hence, the aspect may for example provide a bicycle transmission system, comprising: a first planetary transmission including a first planet carrier carrying one or more first planet gears, a first ring gear and a first sun gear, and configured for transmitting torque according to an overdrive transmission ratio between the first planet carrier and the first ring gear; a second planetary transmission including a second planet carrier carrying one or more second planet gears, a second ring gear and a second sun gear, and configured for transmitting torque according to an underdrive transmission ratio between the second ring gear and the second planet carrier; wherein the first planet carrier and the second ring gear are corotatingly fixed to each other, and wherein the first ring gear and the second planet carrier are corotatingly fixed to each other; and a clutch mechanism arranged for selectively clutching at least one of the first sun gear or the second sun gear to a stationary part for selectively transmitting torque through the first planetary transmission or through the second planetary transmission.
Optionally, the one or more first planet gears and the one or more second planet gears have the same diameter. This provides a compact setup, and further enables for a manufacturing scaling benefit. The one or more first planet gears and the one or more second planet gears may for example be identical.
Optionally, the clutch mechanism includes an active first clutch configured for being actuated between a first state for clutching the first further rotational member to the stationary part in at least one rotation direction and a second state for unclutching the first further rotational member from the stationary part in said at least one rotation direction.
Optionally, the active first clutch, or any another active clutch described herein, has an input and an output. The input can for example be arranged for connection to the first further rotational member of the first planetary transmission, and the output can for example be arranged for connection to the stationary part. Preferably, the clutch system is operable under load between the input and the output. More preferably, the clutch system 1s operable under load between the input and the output both when coupling and when decoupling. Preferably, the clutch system is operable under load between the input and the output both during upshift and downshift of the bicycle transmission. The clutch system includes a first clutch unit, e.g. a first rotatable unit, connectable to the input or output.
The clutch system includes a second clutch unit, e.g. a second rotatable unit, connectable to the output or input. It will be appreciated that the first clutch unit is connectable to one of the input or output, and that the second clutch unit is connectable to the other one of the input or output. In a particular example, the first clutch unit is connected to the input, and the second clutch unit is connected to the output. The first clutch unit includes at least one first abutment surface. The second clutch unit comprises a gripping member having a second abutment surface. The second abutment surface is arranged for selectively engaging the first abutment surface. The first and second abutment surfaces are adapted to each other so as to allow disengaging under load, e.g. so as to disengage under load. The clutch 5 system includes a third clutch unit, e.g. a third rotatable unit. The third clutch unit can be arranged for co-rotating with the second clutch unit. The third clutch unit includes at least one retaining member. The third clutch unit is arranged for selectively being in a first position or a second position relative to the second clutch unit. It will be appreciated that the first position can be a first rotational and/or axial position, and the second position can be a second, different, rotational and/or axial position. The at least one retaining member in the first position locks the at least one second abutment surface in engagement with the at least one first abutment surface for rotationally coupling the second clutch unit to the first clutch unit. The at least one retaining member in the second position releases the at least one second abutment surface for disengagement of the at least one first abutment surface for decoupling the second clutch unit from the first clutch unit. The clutch system optionally comprises a bearing, such as a rolling-contact bearing or a sliding-contact bearing, between the retaining member and the gripping member.
Optionally, the clutch mechanism comprises a passive second clutch, such as a freewheel clutch, configured for clutching the second further rotational member to the stationary part in one rotation direction, e.g. when the active first clutch is in its second state, and being overrun in a rotation direction opposite said one rotation direction, e.g. when the active first clutch is in its first state. The passive second clutch may have only one state, in which the passive second clutch clutches in one relative rotation direction and unclutches in another relative rotation direction. The transmission system may include the first active clutch for actively clutching and unclutching the first further rotational member to the stationary part and the passive second clutch for having the second further rotational member clutched to the stationary part in one rotation direction.
The passive second clutch may be associated with the second planetary transmission, providing the underdrive transmission ratio. The passive second clutch may be overrun in case the first active clutch is engaged, and may automatically clutch the second further rotational member to the stationary part when the first active clutch is disengaged. Hence, by the transmission system can be operated using only one active clutch.
Optionally, the clutch mechanism comprises a passive further clutch, such as a freewheel clutch, configured for clutching the second rotational output member to the output in one rotation direction, e.g. when the active first clutch is in its second state, and being overrun in a rotation direction opposite said one rotation direction, e.g. when the active first clutch is in its first state.
Optionally, the clutch mechanism includes an active second clutch configured for being actuated between a first state for clutching the second further rotational member to the stationary part in at least one rotation direction and a second state for unclutching the second further rotational member from the stationary part in said at least one rotation direction. The transmission system may include the first active clutch for actively clutching and unclutching the first further rotational member to the stationary part and the second active clutch for actively clutching and unclutching the second further rotational member to the stationary part.
When the first active clutch and the second active clutch are both in the second state, a neutral gear can be obtained in which no rotational power is transmitted by the first and second planetary transmissions. This may for example be used as an anti-theft measure.
Optionally, the third clutch unit of the active first clutch and the third clutch unit of the active second clutch are integrated with one another, particularly such that the retaining members of both clutches form an integrated retaining member for cooperating with the respective gripping members. In particular if the third clutch units have a circular cross section, the third clutch units may be integrally formed as a cylindrical shaft. The cylindrical shaft may for example have an eccentric rotation axis, i.e. the rotation axis about which the cylindrical shaft is rotatably drivable may be offset from a geometric center of the cylindrical shaft.
Optionally, the first planetary transmission is arranged as a one- speed planetary transmission configured for transmitting torque according to a single overdrive transmission ratio.
Optionally, the second planetary transmission is arranged as a one- speed planetary transmission configured for transmitting torque according to a single underdrive transmission ratio. The first and second planetary transmissions combined may hence be a two-speed planetary transmission, selectively operable according to two, only two, transmission ratios.
Optionally, the first planetary transmission is configured for selectively transmitting torque according to a plurality of different overdrive transmission ratios, such as two or three different overdrive transmission ratios.
Optionally, the first rotational input member is a planet carrier carrying one or more stepped first planet gears having a plurality of first planet radii, each first planet radius being associated with a respective overdrive transmission ratio.
Optionally, each first planet radius cooperates with a respective sun gear or ring gear, and wherein the clutch mechanism is arranged for selectively clutching one of the cooperating sun gears or ring gears to the stationary part for transmitting torque via the first planetary transmission according to a selective one of the plurality of overdrive transmission ratios.
Optionally, the second planetary transmission is configured for selectively transmitting torque according to a plurality different underdrive transmission ratios, such as two or three different underdrive transmission ratios.
Optionally, the second rotational output member 1s a planet carrier carrying one or more stepped second planet gears having a plurality of second planet radii, each second planet radius being associated with a respective underdrive transmission ratio.
Optionally, each second planet radius cooperates with a respective sun gear or ring gear, and wherein the clutch mechanism is arranged for selectively clutching one of the cooperating sun gears or ring gears to the stationary part for transmitting torque via the second planetary transmission according to a selective one of the plurality of underdrive transmission ratios.
Optionally, the passive second clutch is associated with the underdrive transmission ratio of the plurality of underdrive transmission ratios that provides the greatest reductive speed change, such as with the smallest second planet radius of the second planet radii. It will be appreciated that transmission ratios may be represented numerically, and that the transmission ratio that provides the greatest reductive speed change might be represented with a smallest numerical value.
Optionally, the first planetary transmission and the second planetary transmission are not operable according to a unitary transmission ratio. Hence, the first and second planetary transmissions combined may not provide a 1:1 transmission ratio.
Optionally, the second planetary transmission is arranged downstream of the first planetary transmission, and wherein the first planet carrier meshes with the one or more second planet gears, or the second planet carrier meshes with the one or more first planet gears.
Optionally, the system comprises a third planetary transmission arranged in series with the first planetary transmission and the second planetary transmission, the third planetary transmission being configured for transmitting torque between a third rotational input member and a third rotational output member.
Optionally, the third rotational output member is corotatingly fixed to the first and second rotational input members.
Optionally, the third planetary transmission is arranged for transmitting torque between the third rotational input member and the third rotational output member according to a plurality of different transmission ratios.
Optionally, the steps between the plurality of different transmission ratios of the third planetary transmission are smaller than the steps between the first transmission ratios of the combined first and second planetary transmissions. Hence, the third planetary transmission may provide relatively finely stepped transmission ratios, while the first and second planetary transmissions combined may provide relatively coarse stepped transmission ratios.
Optionally, the first and second planetary transmissions combined may provide a relatively broad range of transmission ratios, and third planetary transmission may provide a relative narrow range of transmission ratios.
Optionally, the clutch mechanism is arranged for selectively clutching a third further rotational member of the third planetary transmission to the stationary part, for transmitting torque through the third planetary transmission according to a selective one of the plurality of transmission ratios.
Optionally, the clutch mechanism includes an active third clutch configured for being actuated between a first state for clutching a third further rotational member to the stationary part in at least one rotation direction and a second state for unclutching the third further rotational member from the stationary part in said at least one rotation direction.
Optionally, the third planetary transmission is arranged for transmitting torque between the third rotational input member and the third rotational output member according to a plurality of different overdrive transmission ratios.
Optionally, the third rotational input member is a third planet carrier carrying one or more third planet gears, and wherein the third rotational output member is a third ring gear.
Optionally, the third planet gears are stepped third planet gears having a plurality of third planet radii, each third planet radius being associated with a respective overdrive transmission ratio.
Optionally, each third planet radius cooperates with a respective sun gear or ring gear, and wherein the clutch mechanism is arranged for selectively clutching one of the cooperating sun gears or ring gears to the stationary part for transmitting torque through the third planetary transmission according to a selective one of the plurality of overdrive transmission ratios.
Optionally, the clutch mechanism includes a plurality of active third clutches, each configured for being actuated between a first state for clutching one or more of the one or more cooperating sun gears or ring gears to the stationary part in at least one rotation direction and a second state for unclutching the one or more of the one or more cooperating sun gears or ring gears from the stationary part in said at least one rotation direction.
Optionally, the third planetary transmission is arranged for transmitting torque between the third rotational input member and the third rotational output member according to a unitary transmission ratio.
Optionally, the clutch mechanism comprises a passive third clutch, such as a freewheel clutch, configured for clutching the third rotational input member to the third rotational output member in one rotation direction, e.g. when all the active clutches are in their second state, and being overrun in a rotation direction opposite said one rotation direction, e.g. when the active clutches are in their first state.
Hence, the aspect may for example provide a bicycle transmission system, comprising: a first planetary transmission including a first planet carrier carrying one or more first planet gears, a first ring gear and a first sun gear, and configured for transmitting torque according to an overdrive transmission ratio between the first planet carrier and the first ring gear; a second planetary transmission including a second planet carrier carrying one or more second planet gears, a second ring gear and a second sun gear, and configured for transmitting torque according to an underdrive transmission ratio between the second ring gear and the second planet carrier; a third planetary transmission arranged in series with the first and second planetary transmissions, including a third planet carrier carrying one or more third stepped planet gears, a third ring gear and a plurality of third sun gears respectively associated with the different radii of the one or more third stepped planet gears, the third planetary transmission being configured for transmitting torque according to a plurality of transmission ratios; wherein the first planet carrier, the second ring gear and the third ring gear are corotatingly fixed to each other, and wherein the first ring gear and the second planet carrier are corotatingly fixed to each other; and a clutch mechanism arranged for selectively clutching the first sun gear or the second sun gear to a stationary part for selectively transmitting torque through the first planetary transmission or through the second planetary transmission, and selectively clutching a selective one of the plurality of third sun gears to the stationary part for transmitting torque through the third planetary transmission according to a selective one of the plurality of transmission ratios.
Optionally, the bicycle transmission system comprises a fourth planetary transmission arranged in parallel with the first planetary transmission, the second planetary transmission and the third planetary transmission, and configured for transmitting torque between a fourth rotational input member and a fourth rotational output member. The fourth planetary transmission may be used for transmitting torque, for example for allowing to shift the first planetary transmission to the second planetary transmission, and/or vice versa, in an unloaded condition.
Optionally, the fourth rotational input member is corotatingly fixed to the third rotational input member.
Optionally, the fourth rotational output member is corotatingly fixed to the first and second output members.
Optionally, the fourth planetary transmission is arranged as a one- speed planetary transmission configured for transmitting torque according to a single transmission ratio. The single transmission ratio of the fourth planetary transmission ratio may be unique gear of the bicycle transmission system, and may be used as such. The single transmission ratio of the fourth planetary transmission ratio may be between a smallest system transmission ratio obtainable by the third planetary transmission combined with the first planetary transmission, and a largest system transmission ratio obtainable by the third planetary transmission combined with the second planetary transmission.
Optionally, the one-speed fourth planetary transmission is arranged for transmitting torque according to an overdrive transmission ratio.
Optionally, the one-speed fourth planetary transmission is arranged for transmitting torque according to an overdrive transmission ratio which is greater than a greatest overdrive transmission ratio of the third planetary transmission. It will be appreciated that the greatest overdrive transmission ratio of the third planetary transmission provides the largest increasing speed change between the third rotational input member and the third rotational output member. The overdrive transmission ratio of the one-speed fourth planetary transmission may hence provide an even greater increasing speed change. An overdrive transmission ratio may be represented by a numerical value larger than one.
Optionally, the fourth rotational input member is a fourth planet carrier carrying one or more fourth planet gears, and the fourth rotational output member is a fourth ring gear or sun gear.
Optionally, the clutch mechanism is arranged for selectively clutching a fourth further rotational member of the fourth planetary transmission to the stationary part, for transmitting torque through the fourth planetary transmission. The fourth further rotational member may be a sun gear or ring gear.
Hence, the aspect may for example provide a bicycle transmission system, comprising: a first planetary transmission including a first planet carrier carrying one or more first planet gears, a first ring gear and a first sun gear, and configured for transmitting torque according to an overdrive transmission ratio between the first planet carrier and the first ring gear; a second planetary transmission including a second planet carrier carrying one or more second planet gears, a second ring gear and a second sun gear, and configured for transmitting torque according to an underdrive transmission ratio between the second ring gear and the second planet carrier; a third planetary transmission arranged in series with the first and second planetary transmissions, including a third planet carrier carrying one or more third stepped planet gears, a third ring gear and a plurality of third sun gears respectively associated with the different radii of the one or more third stepped planet gears, the third planetary transmission being configured for transmitting torque according to a plurality of transmission ratios; a fourth planetary transmission arranged in parallel with the first, second and third planetary transmissions, and configured for transmitting torque according to a single transmission ratio, the fourth planetary transmission having a fourth planet carrier carrying one or more fourth planet gears, a fourth ring gear and a fourth sun gear; wherein the first planet carrier, the second ring gear and the third ring gear are corotatingly fixed to each other, and wherein the first ring gear, the second planet carrier and the fourth ring gear are corotatingly fixed to each other; and a clutch mechanism arranged for selectively clutching the first sun gear or the second sun gear to a stationary part for selectively transmitting torque through the first planetary transmission or through the second planetary transmission, selectively clutching a selective one of the plurality of third sun gears to the stationary part for transmitting torque through the third planetary transmission according to a selective one of the plurality of transmission ratios, and selectively clutching the fourth sun gear to the stationary part for transmitting torque through the fourth planetary transmission.
Optionally, the clutch mechanism comprises a rotatable cam shaft arranged for selectively clutching at least one of the first further rotational member and the second further rotational member to the stationary part by a rotation of the rotatable cam shaft about is longitudinal axis.
Optionally, the rotatable cam shaft is rotatable between a first rotational position and a second rotational position, and wherein the cam shaft in the first rotational position has the active first clutch in its first state and the active second clutch in its second state, and in the rotational second position has the active first clutch in its second state and the active second clutch in its first state.
Optionally, the rotatable cam shaft is arranged for selectively clutching at least one of the first further rotational member and the second further rotational member to the stationary part by a rotation of the rotatable cam shaft about is longitudinal axis.
According to an aspect, a bicycle wheel hub assembly is provided, comprising a hub housing holding a transmission system as described heren.
According to an aspect, a bicycle crank assembly is provided, comprising a crank housing holding a transmission system as described herein.
According to an aspect, a bicycle is provided, comprising wheel hub assembly and/or a crank assembly as described herein, and/or a transmission system as described herein. It will be appreciated that a bicycle encompasses human-powered vehicles, particularly pedal-powered, such as tricycles, quadricycles, etc. The transmission system may be embodied as a hub transmission of the bicycle and/or as a crank transmission of the bicycle. According to an aspect, an electrically powered vehicle is provided, such as a light electrically powered vehicle for example an electrically powered bicycle or scooter. The electrically powered vehicle comprises an electric propulsion motor having an output power of maximum 10 kW, preferably maximum 4 kW; the electric propulsion motor being arranged for driving a driven wheel of the vehicle, wherein a bicycle transmission system as described herein is arranged in a transmission path between the electric propulsion motor and the driven wheel.
It will be appreciated that any of the aspects, features and options described herein can be combined. It will particularly be appreciated that any of the aspects, features and options described in view of the bicycle transmission system apply equally to the hub assembly, crank assembly and bicycle, and vice versa.
Embodiments of the present invention will now be described in detail with reference to the accompanying drawings in which:
Figure 1 shows an example of a bicycle transmission system;
Figures 2-9 show example of a bicycle transmission system, particularly bicycle wheel hub assemblies;
Figures 10A-10B shows an example of an active clutch;
Figure 11 shows a bicycle.
Figures 1A and 1B show examples of a bicycle transmission system 1, comprising a first planetary transmission 100 and a second planetary transmission 200. Here, each of the first and second planetary transmission 100, 200 comprises three rotational members. The first planetary transmission 100 comprises a first sun gear 101, a first planet carrier 102 carrying one or more first planet gears 103, and a first ring gear 104. The first sun gear 101 and the first ring gear 104 mesh with the one or more first planet gears 103. The second planetary transmission 100 comprises a second sun gear 201, a second planet carrier 202 carrying one or more second planet gears 203, and a second ring gear 204. The second sun gear 201 and the second ring gear 204 mesh with the one or more second planet gears 203.
In this example, the first planet carrier 102 forms a first rotational input member of the first planetary transmission 100, and the first ring gear 104 forms the first rotational output member of the first planetary transmission 100. The first sun gear 101 forms, here, a first further rotational member of the first planetary transmission 100. In this example, the second ring gear 204 forms a second rotational input member of the second planetary transmission 200, and the second planet carrier 202 forms the second rotational output member of the second planetary transmission 200. The second sun gear 201 forms, here, a second further rotational member of the second planetary transmission 200.
The first and second rotational input members are corotatingly fixed to one another. Here, the first planet carrier 102 and the second ring gear 204 are corotatingly fixed to each other, for example integrated. The first and second rotational output members are also corotatingly fixed to one another. Here, the first ring gear 104 and the second planet carrier 202 are corotatingly fixed to each other, for example integrated. Figure 1A shows an example where the one or more first planet gears 103 mesh with the second planet carrier 202. Figure 1B shows an example where the one or more second planet gears 203 mesh with the first planet carrier 102.
The first sun gear 101 and the second sun gear 201 are, here, selectively clutchable to a stationary part. Here the stationary part is, or includes, an axle 10. Alternatively, the stationary part may be, or include, a housing. It will be appreciated that the stationary part may be, or include, other non-rotatable components of the bicycle. Hence, here, the first and second sun gears 101, 201 can be selectively braked.
The first planetary transmission 100 is arranged for transmitting torque according to an overdrive transmission ratio, i.e. increasing a rotational speed from the first planet carrier 102 to the first ring gear 104.
The second planetary transmission 200 is arranged for transmitting torque according to an underdrive transmission ratio, i.e. decreasing a rotational speed from the second ring gear 204 to the second planet carrier 202.
The bicycle transmission system 1 comprises a clutch mechanism 50, arranged for, here, selectively clutching one the first sun gear 101 and the second sun gear 201 to the stationary axle 10. Hence, torque can selectively be transmitted through the first planetary transmission 100 or through the second planetary transmission 200.
In this example, the clutch mechanism 50 comprises an first clutch 11 associated with the first planetary transmission 100. The first clutch 11 is here an active first clutch 11 configured for being actuated between a first state and a second state. In its first state, the active first clutch 11 clutches the first sun gear 101 to the stationary axle 10 in at least one rotation direction. In its second state, the active first clutch 11 unclutches the first sun gear 101 from the stationary axle 10 in the at least one rotation direction.
Here, the clutch mechanism 50 comprises a second clutch 12 associated with the second planetary transmission 200. The second clutch 121s in this example a passive second clutch 12, particularly a freewheel clutch. The passive second clutch 12 has only one state, and is here configured clutching the second sun gear 201 to the stationary axle 10 in one relative rotation direction and being overrun in another, opposite, relative rotation direction. The passive second clutch 12 passively clutches the second sun gear 201 to the stationary axle 10 when the first active clutch 11 is in its second, unclutched, state, and is overrun when the first active clutch 11 is in its first, clutched, state. Hence, in this example, the transmission system 1 can be selectively operated according to the overdrive transmission ratio or the underdrive transmission ratio, by actuation of the active first clutch 11. The passive second clutch 12 automatically clutches and unclutches the second sun gear 201, in dependence of the first active clutch 11 state. The second clutch 12 may alternatively also be an active second clutch 12, for example similar to the active first clutch 11. When the active first clutch 11 and the active second clutch 12 are both in their second, unclutched, state, a neutral gear may be provided, in which no rotational power is transmittable through the first or second planetary transmission 100, 200. When the active first clutch 11 and the active second clutch 12 are both in their first, clutched, state, the transmission system 1 may be locked. Both situations can for example be used as an anti-theft feature.
Figures 2A and 2B show examples of a bicycle transmission system 1, similar to the example of figure 1, wherein the first planetary transmission 100 and the second planetary transmission 200 are respectively selectively operable according to multiple different overdrive and underdrive transmission ratios.
In the example of figure 2A, the first planetary transmission 100 is selectively operable according to two different overdrive transmission ratios, and the second planetary transmission 200 is selectively operable according to two different underdrive transmission ratios. Hence, here, the bicycle transmission system 1 may provide a four-speed transmission system. Here, each of the first planet gears 103 includes two different radii 103a, 103b, meshing with a respective first sun gear 101a, 101b. Each first sun gear 101a, 101b is selectively clutchable to the stationary axle 10 with a respective first active clutch 11a, 11b. Also, here, each of the second planet gears 203 includes two different radii 203a, 203b, meshing with a respective second sun gear 201a, 201b. Here, the largest sun gear 201a, is selectively clutchable to the stationary axle 10 with a second active clutch 12a, while the smallest sun gear 201b is clutchable to the stationary axle 10 by the passive second clutch 12b.
In the example of figure 2B, the first planetary transmission 100 is selectively operable according to three different overdrive transmission ratios, and the second planetary transmission 200 is selectively operable according to three different underdrive transmission ratios. Hence, here, the bicycle transmission system 1 may provide a six-speed transmission system.
Here, compared to the example of figure 2A, each of the first planet gears 103 includes another, different, radius 103c, meshing with a respective first sun gear 101c. Also, each of the second planet gears 203 includes another, different, radius 203c, meshing with a respective second sun gear 201c.
The transmission system 1 is in the examples of figure 2A, 2B accommodated by a hub shell 30 of a driven bicycle wheel. The transmission system 1 may hence be a hub transmission system. The hub shell 30 is coupled to, or forms, the output of the transmission system 1. A sprocket 31 is coupled to, or forms, the input of the transmission system 1. The sprocket 31 may engage a chain or belt, that is driven by means of a crank by a rider of the bicycle. The transmission system 1 may alternatively be accommodated by a crank housing, arranged at the crank of the bicycle, hence providing a crank transmission system. The crank housing may be stationary, wherein, for example, the ring gears of the transmission system are clutchable to the stationary housing.
Figure 3 shows an example of a bicycle transmission system 1, comprising the first and second planetary transmissions 100, 200 as shown in figure 1A, and further comprising a third planetary transmission 300.
The third planetary transmission 300 is arranged in series with the first and second planetary transmission 100, 200. The third planetary transmission 300 is here arranged upstream of the first and second planetary transmissions 100, 200. The third planetary transmission 300 1s arranged to be selectively operated according to a plurality of different transmission ratios, here four different transmission ratios. The third planetary transmission 300 is particularly arranged to be selectively operated according to three overdrive transmission ratios and an unitary transmission ratio. Hence, here, the bicycle transmission system 1 may provide a eight-speed transmission system.
The third planetary transmission 300 includes multiple, here, three, third sun gears 301a, 301b, 301c, a planet carrier 302 carrying one or more stepped third planet gears 303, and a ring gear 304. Each third planet gear 303 includes multiple, here three, different radii 303a, 303b, 303c.
Each radius 303a, 303b, 303c meshes with a respective third sun gear 301a, 301b, 301c. The third ring gear 304 meshes with a single radius 303b of the stepped third planet gears 303. The third planet carrier 302 forms a third rotational input member of the third planetary transmission 300. The third ring gear 304 forms a third rotational output member of the third planetary transmission 300. The third planet carrier 302 is clutchable to the third ring gear 304 in one relative rotation direction by a passive clutch 15, e.g. a freewheel clutch, for providing a unitary transmission ratio with the third planetary transmission 300. The third ring gear 304 is corotatingly fixed to the first planet carrier 102 and the second ring gear 204. The second ring gear 204 and the third ring gear 304 have in this example the same radius.
The second ring gear 204 and the third ring gear 304 may for example be integrated as a single-radius bus.
Figure 4 shows an example of a bicycle transmission system 1, similar to the example of figure 3, wherein the first planetary transmission 100 1s selectively operable according to two different overdrive transmission ratios, as explained in view of the example of figure 2A. Here, the bicycle transmission system 1 may provide a twelve-speed transmission system.
Figures 5A and 5B show examples of a bicycle transmission system 1, comprising the first and second planetary transmissions 100, 200 as shown in figure 1A and 1B respectively, and further comprising a third planetary transmission 300 and a fourth planetary transmission system 400. The third planetary transmission 300 is similar to as explained in view of figure 3 and is arranged in series with the first and second planetary transmissions 100, 200. The fourth planetary transmission 400 is arranged in series with the first, second, and third planetary transmissions 100, 200, 300, here upstream of the third planetary transmission 300. The fourth planetary transmission 400 comprises a fourth sun gear 401, a fourth planet carrier 402 carrying one or more four planet gears 403, and a fourth ring gear 404. The fourth planetary transmission 400 is in this example a single- speed planetary transmission, operable according to a single overdrive transmission ratio, by selectively clutching the fourth sun gear 401 to the stationary axle 10. Hereto, the clutch mechanism 50 includes a active fourth clutch 14, here being similar to any of the active clutches described herein.
The fourth planet carrier 402 1s corotatingly fixed to the third planet carrier 302. The fourth ring gear 404 is corotatingly fixed to the second planet carrier 202 and the first ring gear 104, here via the hub shell 30.
The fourth planetary transmission transmits torque from the fourth planet carrier 402 to the fourth ring gear 404, and hence from the sprocket 31 to the hub shell 30, when the fourth sun gear 401 is clutched to the stationary axle 10. When torque is transmitted through the fourth planetary transmission 400, the first, second and third planetary transmissions 100, 200, 300 are unloaded, and can hence be conveniently shifted. The overdrive transmission ratio provided by the fourth planetary transmission 400 may be larger than a largest transmission ratio obtainable by a torque transmission through the first planetary transmission 100 and the third planetary transmission 300. The overdrive transmission ratio provided by the fourth planetary transmission 400 may be smaller than a smallest transmission ratio obtainable by a torque transmission through the second planetary transmission 100 and the third planetary transmission 300. With the fourth planetary transmission 400, the transmission system 1 may hence be free of synchronous gearshifts, in which the third planetary transmission 300 is shifted simultaneously with the shifting between the first and the second planetary transmissions 100, 200.
The bicycle transmission system 1 of figure 5A and 5B may provide a nine-speed transmission system.
Figure 6 shows an example of a bicycle transmission system 1, similar to the example of figure 5A, but wherein the third planetary transmission 300 is operable according to two different overdrive transmission ratios. Here, the bicycle transmission system 1 may provide a seven-speed transmission system.
Figure 7 shows an example of a bicycle transmission system 1, similar to the example of figure 3, but wherein the first planetary transmission 100 is selectively operable according to two different overdrive transmission ratios, and the third planetary transmission 300 is selectively operable according to two different overdrive transmission ratios. Here, the bicycle transmission system 1 may provide a six-speed transmission system.
Figure 8 shows an example of a bicycle transmission system 1, similar to the example of figure 5A, wherein the third planetary transmission 300 is selectively operable according to four different overdrive transmission ratios and a unitary transmission ratio. Here, the bicycle transmission system 1 may provide an eleven-speed transmission system, as for example shown in Table 1.
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In Table 1, T1 represents the overdrive transmisison ratio of the first planetary transission 100, here being 1.75. T2 represents the underdrive trsnmission ratio of the second planetary transmission 200, here being 0.65. T3 represents the switchable transmission ratio of the third planetary transmission 300, here being selectively 1.00, 1.18, 1.39, 1.64, 1.94. T4 represents the transmission ratio of the fourth planetary transission 400, here being 1.49. Tsys represents the system transmission ratio obtained for the transmisison system 1. Step respresents the relative step size between successive gears, here being 18%. The eleven-speed transmisison system 1 hence provides a transmission ratio range of 523%.
In the example of Table 1, in gears 1-4, torque is transmitted through the second planetary transmission 200, and not through the first and fourth planetary transmissions 100, 400, while the transmission ratio of the third planetary transmission 300 is changed. In gears 6-11, torque is transmitted through the first planetary transmission 100, and not through the second and fourth planetary transmissions 200, 400, while the transmission ratio of the third planetary transmission 300 is changed. In gear 5, torque is only transmitted through the fourth planetary transmission 400. Hence, when upshifting from gear 4 to gear 5, the fourth active clutch 14 may be actuated to its first, clutched, state, consequently having the other clutches 11, 12, 13 be overrunning. While in gear 5 and upshifting to gear 6, the active first clutch 11 may be actuated from its second, unclutched, state to its first, clutched, state, so as to preset the first planetary transmission 100. The first active clutch 11 will be overrunning.
Subsequently, the bicycle transmission system 1 can be shifted from gear 5 to gear 6, by actuating the active third clutch 13a, consequently having the active fourth clutch overrunning. Downshifting from gear 6 to gear 5 to gear 4 may involve a reverse sequence of steps.
Figure 9 shows an example of a bicycle transmission system 1, similar to the example of figure 2A, wherein the bicycle transmission system 1 includes a third planetary transmission 300, connected in series with the first and second planetary transmissions 100, 200. The third planetary transmission 300 is in this example selectively operable according to two different overdrive transmission ratios. Here, the bicycle transmission system 1 may provide a twelve-speed transmission system.
While bicycle transmission system 1 figures 2-9 is shown as part of a bicycle wheel hub assembly, it will be appreciated that the bicycle transmission may alternatively be used otherwise, such as part of a crank assembly.
Figures 10A-10B shows an example of an active clutch 11. The clutch of figures 10A-10B is given by way of example, and it will be appreciated that alternative clutches can be used in the transmission system 1 instead. The active clutch may for example be a clutch as described in co-pending Dutch application 2034230, incorporated herein by reference.
The exemplary active clutch 11 has an input and an output. The input can be connected to the further rotational member of a transmission, such as to the first sun gear 101. The output can be connected to the stationary part, here to the stationary axle 10. The exemplary clutch 11 is operable under load. Hence, the clutch can be coupled or decoupled under load. The clutch in figures 10A-10B includes a first clutch unit 2. The first clutch unit 2, here, forms the clutch output. Here, the first clutch unit 2 is designed as a housing part of the clutch 11. The clutch 11 includes a second clutch unit 4. The second clutch unit 4, here, forms the clutch input. The first clutch unit 2 includes at least one first abutment surface 6. In this example, the first clutch unit 2 includes a plurality of first abutment surfaces 6, evenly distributed along the perimeter of the first clutch unit 2.
Figures 10A-10B show only one first abutment surface 6 for clarity. The second clutch unit 4 includes at least one second abutment surface 8. In these examples, the second clutch unit has only one second abutment surface 8. In alternative examples however, the first clutch unit 2 may include more than one second abutment surface, such as only two second abutment surfaces, only three second abutment surfaces, only four second abutment surfaces, only five second abutment surfaces, or more than five second abutment surfaces. In an example, the second clutch unit 4 includes three second abutment surfaces 8, evenly distributed along the perimeter of the second clutch unit 4 at 120 degrees mutual spacing. In another example, the second clutch unit 4 includes two second abutment surfaces 8, evenly distributed along the perimeter of the second clutch unit 4 at 180 degrees mutual spacing. The second abutment surface 8 is here formed by a gripping member 4a. Here, the second clutch unit 4 has only one gripping member 4a, but it will be appreciated that the second clutch unit 4 may include a plurality of gripping members 4a. Here the gripping member 4a is embodied as separate parts hingedly connected to a body portion 4b of the second clutch unit 4. In this example, the second abutments surface 8 is part of the gripping member 4a of the second clutch unit 4. The second abutment surface 8, here formed by the gripping member 4a, is arranged for selectively engaging one of the first abutment surfaces 6. The first and second abutment surfaces are oriented at an angle relative to a radial direction of the first and second clutch units, respectively. This enables the first and second abutment surfaces to disengage under load.
The clutch 11 also includes a third clutch unit 10. The third clutch unit 10 includes at least one retaining member 12. In these examples, the third clutch unit 10 includes only one retaining member 12, but it will be appreciated that the third clutch unit 10 may include more than one retaining member, such as only two retaining members, only three retaining members, only four retaining members or only five retaining members, for example evenly distributed along the perimeter of the third clutch unit 10 at equal degrees mutual spacing. The third clutch unit 10 is arranged for selectively being in a first position as shown in figure 10A or a second position as shown in figure 10B relative to the second clutch unit 4. It will be appreciated that in this example the first position is a first rotational position, and the second position is a second, different, rotational position.
In the first position (figure 10A), the retaining member 12 is positioned rotationally aligned with the gripping member 4a. Thus, in the first position, the gripping member 4a is forced to be pivoted in a radially outer position. In the first position, the second abutment surface 8 is positioned to be touching or close to the first abutment surface 6. The presence of the retaining member 12 under the gripping member 4a prevents the second abutment surface 8 from being pivoted radially inwards sufficiently to disengage from the first abutment surface 6. Hence, the retaining member 12 in the first position locks the second abutment surfaces 8 in engagement with the first abutment surfaces 6. As the second abutment surface 8 is locked in engagement with the first abutment surface 6, the second clutch unit 4 is rotationally coupled to the first clutch unit 2.
Would it not be for the presence of the retaining member 12 preventing the gripping member 4a to move radially inwards, the second abutment surface 8 would disengage from the first abutment surface 6 when a rotational load is applied to the first clutch unit 2 and/or second clutch unit 4.
In the second position (figure 10B), the retaining member 12 is positioned rotationally not aligned with the gripping member 4a. Thus, in the second position, the gripping member 4a is free to pivot to a radially inner position. In this example, a biasing force of a resilient member pivots the gripping member 4a with second abutment surface 8 radially inwards sufficiently to disengage from the first abutment surface 6. As a result, the first clutch unit 2 1s free to rotate independently of the second clutch unit 4.
Thus, in the second position the second clutch unit 4 is decoupled from the first clutch unit 2.
Hence, while the first abutment surface 6 and second abutment surface 8 are adapted to each other so as to allow engaging and disengaging under load, the relative positioning of the second clutch unit 4 and the third clutch unit 10 can selectively in the first position lock the second abutment surface 8 in engagement with the first abutment surface 6, and in the second position release the second abutment surface 8 for disengagement from the first abutment surface 6. It will be appreciated that while the first clutch unit 2 and second clutch unit 4 are decoupled, rotating the third clutch unit 10 from the first position to the second position relative to the second clutch unit 4, will couple the first and second clutch units. While the first clutch unit 2 and second clutch unit 4 are coupled, rotating the third clutch unit 10 from the second position to the first position relative to the second clutch unit 4, will decouple the first and second clutch units.
Changing the position of the third clutch unit 10 relative to the second clutch unit 4 from the first position to the second position, or vice versa, can be performed in many different ways. Changing the position of the third clutch unit 10 relative to the second clutch unit 4 from the first position to the second position can be performed by rotating the third clutch unit 10 relative to the second clutch unit 4 in a forward direction, and changing the position of the third clutch unit 10 relative to the second clutch unit 4 from the second position to the first position can be performed by rotating the third clutch unit 10 relative to the second clutch unit 4 in an opposite, rearward direction. It 1s also possible to rotate the third clutch unit 10 relative to the second clutch unit 4 from the first position to the second position, and from the second position to the first position in one and the same rotational direction. Instead of rotating, or in addition, the third clutch unit 4 can also be axially translated from the first position to the second position and/or vice versa.
An actuator can be provided for rotating the third clutch unit and/or the second clutch unit from the first position to the second position, and/or from the second position to the first position.
In some examples, the third clutch unit 10 can be arranged for co- rotating with the second clutch unit 4. Therefore, changing the position of the third clutch unit 10 relative to the second clutch unit 4 from the first position to the second position, or vice versa, can be performed by temporarily changing rotation speed of the third clutch unit relative to the second clutch unit, e.g. by temporarily speeding up, braking or halting the second and/or third clutch unit, for rotating from the first position to the second position, or from the second position to the first position.
In this example, an optional bearing 20 is arranged between the second clutch unit 4 and the third clutch unit 10, particularly between the gripping member 4a of the second clutch unit 4 and the retaining member 12 of the third clutch unit 10. Here the bearing is a rolling-contact bearing 20, but it will be appreciated that a sliding-contact bearing may additionally or alternatively be provided. The rolling-contact bearing 20 provides a rolling contact, e.g. instead of a sliding contact, between the gripping member 4a and the retaining member 12, in particular when the retaining member 12 moves the gripping member radially inward and outward, thus facilitating the movement of the third clutch unit 10 relative to the second clutch unit 4 between the first position and the second position and reducing wear. When the retaining member 12 locks the gripping member 4a in engagement with the first clutch unit, the normal forces between the gripping member 4a and the retaining member 12 are proportional to the load exerted on the clutch system, e.g. by the rider. The normal forces and hence the friction forces associated therewith between the gripping member 4a and the retaining member 12 may be reduced by provision of the rolling- contact bearing 20.
The rolling contact bearing 20 may include one or more rollers. In the example of figures 1A and 1B, a roller 20a that is associated with, here rotatably mounted to, the gripping member 4a. The roller 20a may hence be seen as part of the gripping member 4a. The roller 20a is rollingly engaged by the retaining member 12 when the third clutch unit 10 is moved to the first position so as to push the gripping member 4a to a radial outer position for engaging the first clutch unit 2. When the third clutch unit 10 is moved to the second position, the retaining member 12 rollingly engages the roller 20a for enabling the gripping member 4a to be released from the first clutch unit 2 and return to the radially inward position. It will be appreciated that the roller 20a need not necessarily engage the third clutch unit 10 in the second position. In the example of figures 2A and 2B, the roller 20a is associated with, here rotatably mounted to, the third clutch unit 10.
Each sun gear 101, 201, 301, 401 may be associated with a respective clutch 11, 12, 13, 14, such as the exemplary clutch as shown in figures 10A-10B. The respective third clutch units 4 of clutch systems may be rotatably coupled to each other, for example integrated into a single cam shaft. The integrated cam shaft may particularly have a circular cross section, and may be rotatably drivable about an eccentric axis. The integrated cam shaft may be eccentrically arranged relative second clutch units 4 of the clutches 11-14. The second clutch units 4 may also be integrated, wherein the respective gripping members 4a are angularly staggered with respect to each other. Here, each second clutch unit 4 includes only one gripping member wherein the gripping members of different clutches are angularly spaced from each other. The angular staggering may be about 90 degrees. The first clutch units 2 of the different clutches 11-14 are rotatable relative to each other, for allowing relative rotation between the sun gears. Each first clutch unit 2 includes a respective first abutment surface. The integrated cam shaft may hence be used to selectively clutch one of the sun gears 101, 201, 301, 401 to the stationary axle 10.
Figure 11 shows a bicycle 1000. The bicycle 1000 comprises a frame 1002 with a front fork 1005 and a rear fork 1007, as well as a front wheel and a rear wheel 1011, 1013 located in the front and rear fork respectively.
The bicycle 1000 further comprises a crank 1017, and a front chain wheel 1019. The bicycle 1000 comprises a transmission system 1, in this example embodied as a hub transmission. Alternatively, the transmission system 1 may be embodied as a crank transmission. The bicycle 1000 also comprises a sprocket 31, wherein a chain 1023 threads over the front chain wheel 1019 and the sprocket 31.
Herein, the invention is described with reference to specific examples of embodiments of the invention. It will, however, be evident that various modifications and changes may be made therein, without departing from the essence of the invention. For the purpose of clarity and a concise description features are described herein as part of the same or separate embodiments, however, alternative embodiments having combinations of all or some of the features described in these separate embodiments are also envisaged.
However, other modifications, variations, and alternatives are also possible. The specifications, drawings and examples are, accordingly, to be regarded in an illustrative sense rather than in a restrictive sense.
In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word ‘comprising’ does not exclude the presence of other features or steps than those listed in a claim.
Furthermore, the words ‘a’ and ‘an’ shall not be construed as limited to ‘only one’, but instead are used to mean ‘at least one’, and do not exclude a plurality. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to an advantage.
Claims (1)
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2034636A NL2034636B1 (en) | 2023-04-19 | 2023-04-19 | Bicycle transmission system |
| NL2036303A NL2036303B1 (en) | 2023-02-27 | 2023-11-17 | Bicycle transmission system |
| NL2036305A NL2036305B1 (en) | 2023-02-27 | 2023-11-17 | Bicycle transmission system |
| PCT/EP2024/055002 WO2024180094A1 (en) | 2023-02-27 | 2024-02-27 | Bicycle transmission |
| PCT/EP2024/054997 WO2024180089A2 (en) | 2023-02-27 | 2024-02-27 | Bicycle transmission system |
| PCT/EP2024/060732 WO2024218305A1 (en) | 2023-04-19 | 2024-04-19 | Bicycle transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2034636A NL2034636B1 (en) | 2023-04-19 | 2023-04-19 | Bicycle transmission system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| NL2034636B1 true NL2034636B1 (en) | 2024-10-28 |
Family
ID=87036539
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| NL2034636A NL2034636B1 (en) | 2023-02-27 | 2023-04-19 | Bicycle transmission system |
Country Status (2)
| Country | Link |
|---|---|
| NL (1) | NL2034636B1 (en) |
| WO (1) | WO2024218305A1 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2002079669A1 (en) * | 2001-03-30 | 2002-10-10 | Zf Friedrichshafen Ag | Multistep reduction gear |
| WO2010137880A2 (en) * | 2009-05-26 | 2010-12-02 | Byun Donghwan | Multistage transmission |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4818131B1 (en) | 1970-01-23 | 1973-06-04 |
-
2023
- 2023-04-19 NL NL2034636A patent/NL2034636B1/en active
-
2024
- 2024-04-19 WO PCT/EP2024/060732 patent/WO2024218305A1/en unknown
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2002079669A1 (en) * | 2001-03-30 | 2002-10-10 | Zf Friedrichshafen Ag | Multistep reduction gear |
| WO2010137880A2 (en) * | 2009-05-26 | 2010-12-02 | Byun Donghwan | Multistage transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024218305A1 (en) | 2024-10-24 |
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