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WO2023222261A1 - Dispositif de changement de vitesse de jeu de pédalier à roues d'engrenage à haute résistance pour une bicyclette, et bicyclette comprenant un tel dispositif de changement de vitesse de jeu de pédalier - Google Patents

Dispositif de changement de vitesse de jeu de pédalier à roues d'engrenage à haute résistance pour une bicyclette, et bicyclette comprenant un tel dispositif de changement de vitesse de jeu de pédalier Download PDF

Info

Publication number
WO2023222261A1
WO2023222261A1 PCT/EP2023/051087 EP2023051087W WO2023222261A1 WO 2023222261 A1 WO2023222261 A1 WO 2023222261A1 EP 2023051087 W EP2023051087 W EP 2023051087W WO 2023222261 A1 WO2023222261 A1 WO 2023222261A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
bottom bracket
gears
teeth
shaft
Prior art date
Application number
PCT/EP2023/051087
Other languages
German (de)
English (en)
Inventor
Karlheinz Nicolai
Original Assignee
Karlheinz Nicolai
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Karlheinz Nicolai filed Critical Karlheinz Nicolai
Publication of WO2023222261A1 publication Critical patent/WO2023222261A1/fr

Links

Classifications

    • 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
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • 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
    • B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
    • B62M25/02—Actuators for gearing speed-change mechanisms specially adapted for cycles with mechanical transmitting systems, e.g. cables, levers
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
    • 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
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/008—Gearings or mechanisms with other special functional features for variation of rotational phase relationship, e.g. angular relationship between input and output shaft
    • 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
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/02—Toothed members; Worms
    • F16H55/17—Toothed wheels
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • 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
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • 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
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/16—Tensioning or adjusting equipment for chains, belts or the like
    • 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
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
    • F16H1/10—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes one of the members being internally toothed
    • 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
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • 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
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/02—Toothed members; Worms
    • F16H55/17—Toothed wheels
    • F16H2055/178—Toothed wheels combined with clutch means, e.g. gear with integrated synchronizer clutch
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F16H57/022—Adjustment of gear shafts or bearings
    • F16H2057/0227—Assembly method measuring first tolerances or position and selecting mating parts accordingly, e.g. special sized shims for transmission bearings
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2892—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted other gears, e.g. worm gears, for transmitting rotary motion to the output mechanism
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • 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
    • F16H27/00—Step-by-step mechanisms without freewheel members, e.g. Geneva drives
    • F16H27/04—Step-by-step mechanisms without freewheel members, e.g. Geneva drives for converting continuous rotation into a step-by-step rotary movement
    • F16H27/10—Step-by-step mechanisms without freewheel members, e.g. Geneva drives for converting continuous rotation into a step-by-step rotary movement obtained by means of disengageable transmission members, combined or not combined with mechanisms according to group F16H27/06 or F16H27/08
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/02004—Gearboxes; Mounting gearing therein the gears being positioned relative to one another by rolling members or by specially adapted surfaces on the gears, e.g. by a rolling surface with the diameter of the pitch circle
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/38—Detents

Definitions

  • the invention relates to a bottom bracket circuit with high-strength gears for a bicycle and a bicycle with such a bottom bracket circuit with high-strength gears.
  • bottom bracket circuit with high-strength gears
  • this also means high-strength gears for a bottom bracket circuit.
  • bottom bracket gear, bottom bracket gear, multiple gear or gear unit are often used in the literature and patents for the same thing.
  • clutch device and switching device are also often used in the literature and patent specifications for the same thing.
  • Bicycles optionally also have an auxiliary drive that supports the pedaling movement of a cyclist. These bicycles are then also called electric bicycles. Gear shifting on a bicycle ensures that you can pedal over a wide speed range with an approximately constant cadence.
  • the auxiliary drive of the electric bicycles considered here is located near the bottom bracket.
  • derailleur gears or hub gears are usually used because there is not enough space at the bottom bracket.
  • derailleur gears are disadvantageous in that the components of the gear shift, namely the sprockets on the rear hub, the at least one chainring and the chain and the chain derailleur are unprotected and therefore easily dirty. A derailleur gear is therefore comparatively maintenance-intensive.
  • Hub gears are used instead of or together with derailleur gears on the rear wheel.
  • the hub gears are encapsulated from the outside environment and arranged in a housing and are therefore largely maintenance-free.
  • the disadvantage of hub gears is the high weight on the rear wheel, which leads to an unfavorable weight distribution.
  • the high weight on the rear wheel hub is disruptive not only when carrying, but also when cornering or during sporty off-road driving.
  • a manual transmission with an auxiliary drive is also known from DE19750659A1 and US2011/0120794A1, which is arranged near the bottom bracket.
  • DE19750659A1 and US2011/0120794A1 which is arranged near the bottom bracket.
  • these constructions are relatively large and heavy, which can be seen as a disadvantage.
  • Another disadvantage of these designs is that it is not possible to change gears under load without interrupting the pedaling movement.
  • a structure of the manual transmission according to EP1445088A2 is advantageous.
  • This is a transmission unit of a vehicle powered by muscle power, with a first shaft, which is usually arranged parallel to the bottom bracket shaft and on which a plurality of idler gears are mounted, and a corresponding number of gears, which are mounted on at least one second shaft , wherein the idler gears can each be connected to the first shaft by means of coupling means, the first shaft being designed as a hollow shaft and having one or two coaxially internal switching pins, characterized in that the switching pin or pins is or are connected to drive means which are designed for this purpose to move the switching bolt(s) axially.
  • the first wave is also often called the switching wave.
  • the coupling means also often called switching clutches or switching means, are designed as positive freewheels and are arranged on axially displaceable switching pins. Freewheel bodies are therefore arranged on the switching pins.
  • a torque which is introduced by the cyclist onto the gearbox while driving and also during the switching process, must be transmitted from the shaft via the coupling means into the respective gear. Shifting under load is very difficult with this type of manual transmission, since the more torque the driver introduces, the more difficult it is for the axial movement of the clutch means to occur.
  • the cause is the increased surface pressure between the force-transmitted components.
  • the drive means which are also often called actuating means, are no longer able to move the clutch means when shifting under load due to the increased surface pressure.
  • the switching force is the force that the actuating means must apply to the clutch means to move. If the shifting force within a transmission increases depending on the driver's torque, this should be seen as a major disadvantage inherent in the system.
  • each individual idler gear can be coupled to the shift shaft with the help of one freewheel tooth, which is movably arranged on the shift shaft.
  • the freewheel teeth are constantly pressed by springs towards the clutch teeth of the idler gears.
  • the geometry of the freewheel teeth is chosen so that they remain reliably engaged in the clutch teeth of the idler gear under load and no reaction force is created in the direction of the actuating means during operation.
  • the actuating means which in this design rotates within the switching shaft as a camshaft, must release the relevant freewheel tooth from its positive locking position when shifting under load and thereby overcome enormous frictional forces.
  • the switching force increases when the user feeds increased torque into the bottom bracket shaft via the pedals. This can be seen as a disadvantage.
  • the actuation means is usually operated by the human hand on the handlebars of the bicycle.
  • actuation by electrical actuators is also common. Since the human hand and small electric motors, such as those used in actuators, can only perform a limited amount of mechanical work, there is a need for a bottom bracket circuit with low switching forces and improved power shifting behavior.
  • the coupling means have a freewheeling function and can be controlled from the outside by an actuating means.
  • This bottom bracket gear is characterized in that the state of at least two coupling means changes simultaneously during the switching process. Controlling the change in the state of the clutch means during the switching process so that idling does not occur is achieved in this way.
  • the coupling means are controlled by rotation of the actuating means. Since the actuating means is located on a shaft that rotates while driving, the switching command must be transmitted from the stationary housing to the rotating shaft using a superposition gear. If the superposition gear, which is usually designed as a planetary gear, is located coaxially and laterally next to the switching shaft according to the prior art, the overall width of the gear increases disadvantageously.
  • the Q factor on a bicycle determines the stance width and describes the lateral distance between the mounting points of the pedals on the cranks. If the gearbox housing exceeds a certain width, the Q factor becomes too large and this has ergonomic and biomechanical disadvantages.
  • stepping gears For example, a mechanical input movement is divided into two output movements with different timing.
  • An axially particularly space-saving stepping gear from Siemens is known, for example, from patent DE1113618.
  • Electric bicycles without bottom bracket shifting according to the state of the art have enough space in their housing to accommodate a torque sensor and a speed sensor.
  • the sum of all sensors and electronic components used within an electric bicycle with an auxiliary drive, especially in the form of a mid-engine, to generate signals which are required to control or regulate the motor in the manner desired by the user, are referred to below as a sensor arrangement.
  • high-strength gears for a bottom bracket gear of a bicycle.
  • These high-strength gears should have a shape that results in a low mass and a narrow overall width of the bottom bracket gear and also increases the strength of the gears.
  • the invention solves this problem by a bottom bracket circuit according to claim 1. It provides a bottom bracket circuit with high-strength gears, in particular for a vehicle powered by muscle power, with a transmission, the transmission having a shift shaft on which a plurality of idler gears are mounted, which form wheel pairs with a corresponding plurality of gears, the idler gears being connectable to the switching shaft by means of coupling bodies.
  • a particularly advantageous embodiment of the bottom bracket circuit is characterized by any combination of the following features: a) at least four idler gears, which are mounted on the shift shaft, are each designed with at least one internal toothing; b) the pairs of wheels are connected to one another via external teeth; c) the at least two idler gears with at least two drive gears and at least two driven gears are connected via the external teeth; d) at least on a drive gear or on an output gear or on an idler gear, the teeth of the external toothing are at least partially connected to one another laterally via a web.
  • This configuration is advantageous because in this way the gears can be built easily and can still transmit high loads. Tooth root tensions are reduced.
  • the coupling bodies can form a positive connection with an internal toothing and, preferably in the case of at least one idler gear, the internal toothing is laterally spaced apart from the external toothing, bottom bracket gears can be implemented with a large transmission range, since the idler gears can be made very small.
  • the number of gear stages can preferably be further increased within the bottom bracket circuit if a first sub-transmission and a second sub-transmission are connected in series for power transmission, the first sub-transmission and the second sub-transmission having a shift shaft on which a plurality of idler gears are mounted, which form wheel pairs of the respective sub-transmission with a corresponding plurality of gears, the idler gears being connectable to the switching shaft by means of coupling bodies.
  • the bottom bracket circuit is characterized in that the internal toothing has teeth on at least one idler gear, the teeth being at least partially connected to one another laterally via a web.
  • the teeth of the external toothing and the internal toothing are at least partially cohesively connected to one another via a reinforcing ring at least on a drive gear or on an output gear or on an idler gear.
  • the reinforcing ring is located axially between the external toothing and the internal toothing and there is a bearing within the volume formed by the lateral surface of the external toothing, gears with very small numbers of teeth can be implemented. This advantageously increases the transmission range of the transmission. This circumstance is improved even further if the diameter of the bearing is preferably smaller than the smallest diameter within the internal toothing.
  • the weight of the bottom bracket gear can be further reduced if at least two drive gears, which are concentric to the bottom bracket shaft, are made in one piece.
  • An additional weight reduction is preferably achieved by making at least two output gears in one piece.
  • the bottom bracket circuit is characterized in that a third drive gear is arranged laterally next to the two drive gears, which is firmly connected to the two drive gears via an annular hollow body, space is created for the ball bearing of the bottom bracket shaft. This advantageously leads to a reduction in the overall width of the transmission and an improvement in the Q factor.
  • a particularly space-saving and cost-effective bottom bracket circuit is achieved if a sensor board with electronic components is attached to a drive gear or an output gear, the electronic components providing an electronic signal which represents at least the torque of the cyclist.
  • the strength of the gears, which are located coaxially to the bottom bracket shaft, can preferably be improved if an annular reinforcing disk is cohesively arranged axially laterally and between two drive or driven gears, the outer diameter of the reinforcing disk being larger than the root diameter of at least one of the two gears and the outer diameter of the reinforcing disk corresponds at least to the pitch circle diameter of the larger of the two gears.
  • the weight of the switching shaft can be advantageously reduced if the switching shaft in the area in which it is connected to the idler gear, which has internal teeth that are laterally spaced, is characterized by the fact that the switching shaft has two different outer diameters in this area .
  • the smaller outside diameter is advantageously positioned on the left in the direction of travel, as this then creates space for the actuating means on the right side.
  • a particularly simple coupling of the electric auxiliary drive is achieved if the idler gear, which has internal teeth that are laterally spaced, is characterized in that it is in engagement with the largest drive gear and that the largest drive gear is arranged coaxially to the bottom bracket shaft.
  • Fig. 1 A side view of an electric bicycle with a bottom bracket shifter in a first embodiment.
  • FIG. 2 A perspective view of the bottom bracket circuit from Figure 1 from the left rear.
  • Fig. 3 A side view of the bottom bracket gear from the right.
  • Fig. 4 A sectional view through the plane that is spanned by the axis of rotation of the bottom bracket shaft and by the axis of rotation of the shift shaft.
  • FIG. 5 A cross section through the plane AB from Figure 4.
  • FIG. 6 A perspective view of the bottom bracket circuit from Figure 2 without the housing.
  • Fig. 7 A perspective view of the assembly of the switching shaft.
  • Fig. 8 Sections through an idler gear of the bottom bracket circuit, viewed from the left in different states.
  • FIG. 9 Schematic representations of the switching states from Figure 8.
  • FIG. 10 Schematic representation of the coupling means in comparison to the prior art.
  • Fig. 11 The switching shaft and the coupling means in a detailed perspective view.
  • Fig. 12 A section through the actuating gear of the switching shaft of the bottom bracket gearshift.
  • Fig. 13 A section through the stepper gear of the shift shaft of the bottom bracket gearshift.
  • Fig. 14 A schematic representation of the right end of the switching shaft and all actuating means.
  • FIG. 15 Different representations of the idler gear 51 from Figure 4.
  • Fig. 16 A perspective view of the output gears.
  • Fig. 17 A perspective view of the drive gears.
  • FIG 1 shows the side view of an electric bicycle with bottom bracket shifting in a first embodiment.
  • the electric drive motor is also integrated in the bottom bracket circuit.
  • the frame 1 is assembled from a top tube 2, a down tube 3 and a seat tube 4.
  • the battery 5 is integrated around the down tube 3.
  • the rear wheel 13 is attached to a swing arm 14 and rotates about the axis of rotation 19.
  • the vehicle has a front wheel suspension 15 and also a rear wheel suspension 16. The cyclist feeds his mechanical power into the crank arms 7 via the pedals 6.
  • the human drive power is fed into the bottom bracket circuit 10 via the crank arms 7.
  • the gear ratio which was selected by the user via a control element 11 on the handlebar 12, is regulated. Additional power is added to the pedaling power exerted by humans within the bottom bracket circuit 10. This additional power is provided by an electric motor.
  • the bottom bracket circuit 10 can be designed with or without an auxiliary drive.
  • the output shaft of the bottom bracket gearshift is coaxial with the bottom bracket shaft and carries the front pulley 8.
  • the front pulley 12 thus forms the transmission output. It rotates at different speeds relative to the crank arms 7, depending on which gear was engaged by the user of the vehicle.
  • the mechanical power is transmitted to the rear wheel 13 via a belt 12.
  • such a transfer of power to the rear wheel 13 can also take place via any other type of transmission.
  • Figure 2 shows a perspective view of the bottom bracket circuit 10 from Figure 1 from the rear left.
  • the pedals 6 and the crank arms 7 are not shown.
  • the frame is cut free and partially shows the down tube 3 and the seat tube 4.
  • At the lower end of the seat tube 4 and the down tube 3 there is a holder 9 into which the bottom bracket circuit 10 is screwed.
  • the swing arm 14 is also cut free.
  • the rocker arm 14 is attached to the holder 9 via a rocker arm bearing 17.
  • Anti-squat is a device on wheeled vehicles that is intended to prevent or reduce “diving” when accelerating and thus a pitching movement of the body backwards through the dynamic shift of the wheel load. It is also known as pitch compensation.
  • a position of the swingarm bearing 17 near the bottom bracket shaft 18, usually above and slightly behind the bottom bracket shaft 18, is advantageous.
  • it is advantageous for the geometry and the resulting driving behavior of the bicycle if the distance from the bottom bracket shaft 18 to the axis of rotation of the rear wheel 19 is as small as possible.
  • the output shaft of the bottom bracket gearshift is not visible here on the right side of the vehicle coaxially with the bottom bracket shaft 18 and carries the front pulley 8.
  • the front pulley 12 thus forms the transmission output.
  • the mechanical power is transmitted to the rear wheel via a belt 12.
  • the belt tensioner 20 is attached to the housing 22 of the bottom bracket circuit 10 via fastening plates 21.
  • the tension roller 23 is a component of the belt tensioner 20 and ensures correct belt tension in the belt 12, regardless of the position in which the rear wheel 13 is due to the suspension 16.
  • the bottom bracket circuit has a left protective cap 24, which protects the bottom bracket circuit from environmental influences. Another left protective cap 24 is located in front of the switching shaft, which is not visible here. In an advantageous embodiment, there are fixed bearing axles within the bottom bracket circuit, which are connected to the housing 22 using fastening screws 25.
  • the belt tensioner 20 is constructed in such a way that its tension roller can be located to the right of the tire and its housing can be located in front of the tire.
  • FIG 3 shows a side view of the bottom bracket circuit 10 from the right.
  • the illustration shows an example of an advantageous embodiment of the bottom bracket circuit with integrated electric drive motor and electric switching actuation for bicycles with electric auxiliary drive.
  • the belt 12, the pedals 6 and the crank arms 7 are not shown in this illustration.
  • the bottom bracket circuit 10 in this embodiment can be dismantled into three assemblies, which are accommodated in a common multi-part housing and are described individually in more detail below.
  • the installation space of the respective assembly is shown in dashed lines in Figure 3 bordered.
  • the manual transmission assembly 84 also contains the clutch and the connection to the actuating means as well as the new sensor arrangement with the electronic components that are responsible for determining the torque and the speed on the bottom bracket shaft 18.
  • the pulley 8 is screwed to the driver 30 using six fastening screws 82.
  • the driver 30 is connected to the hollow output shaft 36 via a spline 73 and secured axially with the aid of a shaft nut 29.
  • the electric drive assembly 83 is located in front of the manual transmission assembly 84 in the direction of travel.
  • the shaft of the electric motor rotates about the axis of rotation of the electric motor X3.
  • the actuation assembly 85 is arranged below and on the right side of the manual transmission assembly 84. Within the actuation assembly 85 there is the stepping gear, superposition gear as well as the electrically operated actuator and an actuator gear and a sensor system.
  • the right gear housing 34 is partially filled with oil to lubricate the gears and is closed by the right side cover 81.
  • the sensors and processing electronics, which determine the speed and position of the electric motor, the actuator motor and the transmission actuation, are located in another chamber that is closed by the right outer cover 86.
  • This exemplary design of the gear housing is particularly space-saving and in this way ensures a narrow Q factor and low weight.
  • Figure 4 shows a sectional view through the plane that is spanned by the axis of rotation X1 of the bottom bracket shaft 18 and by the axis of rotation X2 of the switching shaft 67.
  • the area of the electric drive assembly 83 is cut away in this illustration and a large area of the actuation assembly 85 is not visible in this illustration.
  • the cranks 7 are attached laterally to teeth on the bottom bracket shaft 18 on both sides. Behind the teeth there are 18 locking rings 33 and a spacer sleeve 28 on both sides of the bottom bracket shaft, which form a stop for the cranks and at the same time axially fix the inner ring of the left ball bearing 32.
  • Shaft seals 31 on both sides of the bottom bracket shaft ensure that the oil filling 72 cannot escape from the right and left housings 34, 35.
  • a spline 73 onto which an axially movable freewheel body 46 is twisted. It has a sawtooth-shaped face toothing on its left side, which is pressed via a spring 50 against a complementary toothing on a fixed freewheel body 46 and engages in a form-fitting manner.
  • the axially fixed freewheel body 47 is part of an input hollow shaft 60, which can be rotated with the help of Plain bearings 48 is mounted coaxially on the bottom bracket shaft 18.
  • the input hollow shaft 60 cannot move axially because it is fixed via two retaining rings 33 in.
  • a sensor 59 is arranged on the lateral surface of the input hollow shaft 60.
  • the cyclist's torque is thus directed from the pedals via the cranks 7 into the bottom bracket shaft 18 on both sides and then continued into the input hollow shaft 60.
  • a signal with information about the torque can be generated via the sensor 59, which rotates together with the input hollow shaft 60 during operation.
  • the sensor 59 which in an advantageous embodiment is designed as a strain gauge, not only the input hollow shaft 60 rotates, but also a rotating circuit board 44, which is able to further process the information about the torque.
  • the rotating circuit board 44 there are also sensors on the rotating circuit board 44 which are able to determine the position, orientation and speed of the input hollow shaft 60 in relation to the gear housing, to the stationary circuit board 45 and, if necessary, to the earth's magnetic field or gravity.
  • the signal transmission between the rotating and stationary circuit boards 44, 45 can take place wirelessly via radio, for example.
  • the energy that is required on the rotating circuit board 44 can be transmitted inductively from the circuit board 45 fixed to the housing. Other types of transmission are also possible.
  • the rotating circuit board 44 and the housing-fixed circuit board 45 are located centrally near the bottom bracket shaft 18 exactly between the first gear stage 74, which is located on the left in the direction of travel, and the second gear stage, which is located on the right in the direction of travel.
  • the novel bottom bracket circuit 10 has three drive gears 41, 42 and 43, which are coaxially firmly connected to the input hollow shaft 60.
  • the drive gear 41 has twenty teeth
  • the drive gear 42 has thirty-two teeth
  • the drive gear 43 has 53 teeth.
  • these gears are made in one piece and are connected in a twisted manner to the input hollow shaft 60 via a spline 73.
  • Axial securing takes place, for example, via a shaft nut 29, which presses the drive gears axially against a shoulder of the input hollow shaft 60.
  • the strength of the drive gear 41 with 20 teeth can be greatly increased if the lateral flanks of this spur toothing are materially connected to the lateral flat surface 76 of the drive gear 42. In this embodiment, the teeth are connected to one another laterally via a web.
  • a very narrow design is created if the rotating circuit board 49 is attached directly to one of the drive gears 41, 42, 43. If the largest drive gear 43 is located far out in relation to the input hollow shaft 60, there is enough There is also space for large electronic components 77, which are located on the circuit board 45 fixed to the housing.
  • the teeth of the three drive gears 41, 42, 43 roll with the teeth of the idler gears 51, 52, 53 during operation.
  • the idler gears are arranged coaxially to the switching shaft 67.
  • the axis of rotation X2 of the switching shaft 67 is located at a distance parallel to the axis of rotation
  • the drive gear 42 with 32 teeth is connected to an idler gear 52, which also has 17 teeth.
  • the drive gear 43 with 53 teeth is connected to an idler gear 51, which has 15 teeth.
  • the switching shaft 67 is mounted in the left housing 35 via a ball bearing 28.
  • the ball bearing 28 is axially secured via locking rings 33 and a spacer sleeve 28.
  • the idler gear with the smallest number of teeth is located at the outer end of the shift shaft 67 near the side wall of the left gear housing 35 and is connected to the largest drive gear. In this way, the shape of the switching shaft 67 can be chosen so that the deflection of the switching shaft 67 due to the radial gearing forces is minimized.
  • This idler gear with the smallest number of teeth has further properties: There is an optional needle bearing 27 between the idler gear 51 and the switching shaft 67. In addition, this idler gear with the smallest number of teeth has an internal toothing 57, which is axially spaced laterally from the running toothing.
  • This structure is advantageous for the service life of the running teeth, since here too the teeth are connected to one another laterally in a materially bonded manner via a ring 78.
  • this cohesively connected ring 78 carries an internal toothing 57.
  • a coupling body 58 can positively engage this internal toothing 57 and enable the idler gear 51 to transmit torque to the switching shaft 67.
  • the idler gears 52 and 53 also have internal teeth 57, into which the clutch body 58, which is movably embedded on the lateral surface of the switching shaft 67, can engage in a form-fitting manner.
  • the coupling bodies 58 are part of the coupling means K1 to K6. As already described above, the coupling bodies 58 are part of the coupling means.
  • the coupling means K1, K2 or K3 are in an activated state, the idler gears 51, 52, 53 can only transmit torque to the switching shaft 67 in one direction.
  • the coupling means are constructed due to the shape of the internal toothing 57 and with the help of springs (not shown) in such a way that torques can only be positively transmitted in one direction.
  • the coupling body 58 slides on the internal teeth 57 and no torque can be transmitted.
  • the coupling means K1, K2 or K3 can also be one assume an inactive state.
  • the table shows that the shift shaft 67 always rotates at least at the same speed as the bottom bracket shaft. This configuration is advantageous in that higher torques are never generated on the shift shaft 67 compared to the bottom bracket shaft. The torques on the switching shaft 67 are even much lower when the clutch means K3 or K2 are activated.
  • the novel switching shaft 67 shown has several non-coaxial bores in which there are several pivotable supports 61-66. The supports are cylindrical components that can pivot about their own axis and are led out of the switching shaft 67 at one axial end.
  • these pivotable supports 61-66 are led out to the right and each have a toothed pinion 79 at their right end, which in turn is connected to the respective internal toothing 71 of two components of a stepper gear 70.
  • the axes of rotation of the pivotable supports 61-66 are located in the sectional plane of the illustration in FIG. 4.
  • the pivotable supports can also be located at any other position within the switching shaft 67.
  • the switching shaft is firmly connected to a reference gear 69 on the right side. This reference gear is designed so that it also acts as an axial stop for the inner ring of the ball bearing 32 '.
  • the actuating gear 68 is located on the side directly next to the reference gear 69. Both gears have external teeth.
  • the actuating gear 68 is mounted on the reference gear 69 via a plain bearing 48 and secured axially outwards directly on the right side cover 81.
  • the actuating gear 68, the reference gear 69, the stepping gear 70 with the two associated internal teeth 71 and the six pivotable supports 61, 62, 63, 64, 65, 66 form part of the actuating means.
  • all six supports 61, 62, 63, 64, 65, 66 are pivoted and the coupling means K1, K2, K3, K4, K5 and K6 are thus actuated.
  • the idler gear 54 which has 20 teeth, is coupled to the switching shaft 67 via the activated clutch means K4.
  • the idler gear 55 which has 21 teeth, is coupled to the switching shaft via the activated clutch means K5.
  • the coupling means K6 couples the idler gear 56, which also has 21 teeth, to the switching shaft 67 in the same way.
  • the internal toothings 57 are geometrically the same in the first and second gear stages 74, 75, but are arranged in mirror images, since in the second gear stage 75 the torques have to be transmitted from the switching shaft 67 to the idler gears 54, 55 or 56.
  • the output hollow shaft 36 is arranged coaxially to the bottom bracket shaft 18 and, in an advantageous embodiment, is connected in one piece to three output gears.
  • the output gear 37 has 20 teeth, is arranged in the middle of the gear and meshes with the idler gear 54, which also has 20 teeth.
  • the output gear 38 has 32 teeth and meshes with the idler gear 55, which has 21 teeth.
  • the output gear 39 has 26 teeth and is located on the far right on the housing wall of the right gear housing 34. It meshes with the idler gear 56, which has 21 teeth.
  • the structure can be summarized as follows: It is a bottom bracket gear 10 with an actuating device, in particular for a vehicle powered by muscle power, with a first sub-gear 74 and a second sub-gear 75 which are connected in series for power transmission, the first Sub-transmission 74 and the second sub-transmission 75 have a switching shaft 67, on which a plurality of idler gears 51-56 are mounted, which form wheel pairs of the respective sub-transmission with a corresponding plurality of gears 37, 38, 39, 41, 42, 43, the Idler gears can be connected to the switching shaft 67 by means of pivoting coupling bodies 61-66.
  • the novelty is characterized in that the switching shaft 67 has a plurality of axial bores and the several axial bores of the switching shaft 67 are not designed coaxially to the switching shaft 67 and there is a pivotable support 61-66 within each of the axial bores is located and in each case a pivotable support 61-66 is directly or indirectly connected to exactly one coupling body exclusively via its cylindrical lateral surface.
  • the following table shows the three possible ratios of the second gear stage
  • the output gears 37, 38 and 39 are connected to the side surfaces of the teeth via webs and are designed in one piece in such a way that excessive tooth root tensions can be prevented. Since the output hollow shaft 36 rotates at different speeds compared to the bottom bracket shaft 18, a double needle bearing 27 is provided. The bearing distance is specified via a spacer sleeve 26.
  • a driver 30 is attached to the hollow output shaft 36 using a spline 73 and secured axially using a shaft nut 29.
  • This structure also makes sense because the inner ring of the ball bearing 32” is also fixed in this way.
  • a shaft sealing ring 31 is arranged between the bottom bracket shaft 18 and the output hollow shaft 36.
  • the shaft seal ring 31' ensures a seal between the driver 30 and the right gear housing 34.
  • the driver 30 transmits the torque to the front pulley 8. Both components are screwed together.
  • This preferred new design of a bottom bracket shifter provides nine gears through the combination of gear stages 74.75. The following table shows the nine possible gear stages of the bottom bracket gear 10 depending on the state of all clutch means K1 to K6:
  • the exemplary design of the new product provides nine gears with even gradations, all of which are between 23.1 and 23.8%.
  • This gear gradation and the entire range of gear ratios of 538% is a very advantageous design, especially for bicycles with electrical support.
  • the innovation can be used in all e-bike categories, as the driving speed, which also depends on the diameter of the vehicle's driven wheel, can be adjusted using the so-called secondary gear ratio.
  • the secondary gear ratio is the ratio of the number of teeth on the front pulley 10 and the rear pulley, which is usually mounted on the rear wheel 13.
  • the novelty can not only be used on bicycles with electric assistance; this new bottom bracket circuit can also be used on vehicles without an auxiliary drive.
  • the bandwidth of 538% even allows use on a mountain bike. By eliminating individual pairs of gears, the new product can also be manufactured more cost-effectively and allows use in categories that require fewer gears and less bandwidth.
  • Figure 5 shows a cross section through the plane AB from Figure 4.
  • the bottom bracket shaft 18 rotates about the axis of rotation X1. Visible in this section is the shaft sealing ring 31, which prevents oil from escaping from the left gearbox housing 35. Also visible is the largest drive gear 43, which has 53 teeth. As already explained before, this gear is used exclusively in gears seven, eight and nine for the three fastest or longest gear ratios. According to the advantageous design of the novelty, in order to save weight and installation space, the mechanical power of the auxiliary drive is also fed in via this gear 43.
  • at least one gear which is arranged coaxially to the bottom bracket shaft 18, is constantly connected to two other gears, one of the two gears being a step gear 98.
  • a step gear 98 consists of two gears, one have different numbers of teeth, are coaxially aligned with one another and are firmly connected to one another.
  • a step gear 98 is made in one piece.
  • the gear 87, which has 15 teeth, and the gear 88, which has 30 teeth, are designed in one piece as a step gear 98 and rotate about the rotation axis X7. X7 is therefore a rotation axis of the reducer.
  • This step gear 98 is mounted on an axle 99 fixed to the housing with the aid of a ball bearing 32′′.
  • the electric motor used small and light it is designed for a high speed and this high speed is then reduced to the natural cadence of the human being with the help of a multi-stage reduction gear, which drives the bottom bracket shaft 18 at approx. 50-90 revolutions per minute. reduced.
  • At least one gear of the novelty which is coaxial with the bottom bracket, is used simultaneously as a component of the reduction gear and as a component of the manual gearbox. In the illustration, this is the gear 43.
  • the shaft 100 of the electric motor rotates about the axis of rotation X3 and carries the gear 91 with 12 teeth.
  • the gear runs in the same oil bath as all other gears.
  • the gear 92 is connected via a freewheel to the gear 90, which has 14 teeth and is designed in one piece as a shaft.
  • This freewheel 97 rotates about the rotation axis X5 and ensures that the cyclist does not have to drag the electric motor along empty or even operate it as a generator when the auxiliary drive is switched off.
  • the gear 89 has 21 teeth, rotates about the rotation axis X6 and establishes a connection between the gear 90 and the gear 88.
  • the following table shows the gear ratios of the individual reduction stages and their rotation axes:
  • the entire reduction gear is advantageously constructed in such a way that the engine speed at the shaft 100 up to the bottom bracket shaft 18 is reduced by a factor of 34.7.
  • the size of the gear 89 has no influence on this overall ratio. However, this gear 89 bridges the distance to the neighboring gear stage within the novelty.
  • Figure 6 shows a perspective view of the bottom bracket circuit 10 from Figure 2. It shows the structure of the novel bottom bracket circuit 10 with an electric auxiliary drive in an advantageous embodiment. The electrical actuation is not visible in this view.
  • the left and right housing, the side covers, all screws, the pedal cranks 7, the front pulley 8, the plug contacts, the circuit board with the power electronics are not shown.
  • the advantageous embodiment is characterized in that the smallest idler gear 51 forms a pair of wheels with the largest drive gear 43 and is arranged laterally on the left in the direction of travel and that the largest drive gear 43 is also in a force-transmitting connection with a further gear 87, this further gear 87 is in direct or indirect connection to the shaft 100 of the additional electric drive 102.
  • this additional gear 87 is located near or directly below the smallest idler gear 51. If you look at the cylindrical volume that encloses the largest drive gear 43, the left ball bearing of the bottom bracket shaft is also located in this volume.
  • the largest drive gear 43 has a bell-like shape and is materially connected to two further drive gears 41 and 42.
  • the three output gears 37, 38 and 39 are also materially bonded to one another tied together. Since this structure is very space-saving, in this advantageous embodiment two circuit boards 44, 45 with electronic components can be placed in the frame of the sensor arrangement coaxially and centrally to the bottom bracket shaft 18 between the first and second partial gears 74, 75, one circuit board 44 with the same Speed rotates, as the bottom bracket shaft 18 and the second circuit board 45 cannot move relative to the housing, both circuit boards being arranged directly next to one another, exchanging electrical signals with one another and at least one signal being generated on one of the two circuit boards, which is representative of the torque of the cyclist.
  • the circuit board which is stationary relative to the housing, has attachment points 103 which are connected to the housing and the circuit board, which rotates at the same speed as the bottom bracket shaft, has attachment points which are connected to one of the three drive gears 41 , 42, 43 are connected.
  • the electric additional drive 102 with the rotor and stator is preferably located in front of the second partial gear 75 in the direction of travel, so that the space on the left side in the direction of travel can be used for the necessary gear stages 91, 92, 90, 89, 87 reduce the speed of the electric motor 102.
  • the pairs of gears that reduce the speed of the electric drive motor 102 are located in front of and below the first partial transmission in the direction of travel. More generally, the axes of rotation X5, X6, X7 of the reduction gear stages and the axis of rotation of the electric motor.
  • the circuit board 104 which electronically determines the position or orientation of the rotor of the electric motor 102, is located to the right of the electric motor 102 in the direction of travel. In this way, this circuit board 104 can be accommodated in a dry installation space and the gear 91, which is located on the motor shaft 100, can run in an oil bath.
  • the reaction forces of the gear 91 can be easily absorbed by a needle bearing 27 and the electric motor 102 can be well sealed from the oil bath with a shaft seal 31.
  • the idler gears have running teeth on their lateral surface, with the side surfaces of the teeth of at least one idler gear 51 being connected to one another on one side via a web 101. This shape is very advantageous for the durability of the gearing.
  • the novelty is characterized by the fact that axially next to the idler gear 51 there is a cylindrical disk or a ring 78, which is cohesively connected to the gear and has at least a diameter that is larger than the root circle of the idler gear 51.
  • FIG. 7 shows a perspective view of the assembly of the switching shaft 67.
  • the components that are arranged on the switching shaft 67 are shown in a sectional view.
  • the switching shaft has a smaller diameter on the left side than in the middle of the shaft.
  • the switching shaft 67 is mounted in the housing, not shown, via a ball bearing 32.
  • the ball bearing 32 is axially attached to the shaft collar 105 via a spring ring 33 and a spacer sleeve 28.
  • the switching shaft also has a smaller diameter on the left side compared to the middle of the shaft because the idler gear 51 only has 15 teeth and this results in a small diameter.
  • the idler gears 51, 52, 53, 54, 55, 56 can be connected to the switching shaft 62 by means of coupling bodies 58.
  • This preferred embodiment is characterized in that these six coupling bodies 58 can form a positive connection with the matching internal teeth. In Figure 7, only two coupling bodies 58 are visible. However, each of the idler gears 51, 52, 53, 54, 55, 56 each has an internal toothing 57.
  • the novelty in this advantageous embodiment is characterized in that on at least one idler gear 51, the internal toothing 57 is laterally spaced apart from the external toothing. This embodiment also shows that each coupling body 58 is connected to a worm spring 106.
  • Each worm spring 106 is located in a groove 107, which is located on the lateral surface of the switching shaft 67.
  • the switching shaft 67 is also mounted in the right gear housing 34 via a ball bearing 32 '.
  • the ball bearing 32' is supported axially on a further collar 105' and on the reference gear 69 of the switching shaft.
  • the reference gear 69 is attached to the switching shaft 67 and rotates at the same speed during operation.
  • the actuating gear 68 of the switching shaft 67 is carried out by rotating this actuating gear 68 in relation to the reference gear 69.
  • this actuating gear 68 which also has internal teeth 71, three of the six illustrated pivoting supports 61, 62, 63, 64, 65, 66 are rotated directly within the bores that are located on the right plan side of the switching shaft 67. Of these 7, only the toothings at the ends can be seen in FIG.
  • This embodiment has the advantage that a rotation of, for example, 40 degrees on the actuating gear 68 causes a rotation of, for example, 120 degrees on the respective pivotable supports 61, 62, 63, 64, 65, 66.
  • the nine gear stages shown above are thus switched through with the help of a rotary movement of 8 times 40 degrees on the actuating gear 68. This corresponds to a rotation of 320 degrees.
  • the useful new gear ratios listed above can be easily implemented within the scope of the embodiment shown if the gear unit is characterized in that the root diameter of the external toothing of the idler gear 51, which has an internal toothing 57 that is laterally spaced, is characterized in that the root diameter is smaller or is equal to the maximum diameter of the internal teeth.
  • this design can even be improved in terms of strength if the novelty is characterized in that at least this one idler gear 51, which has internal teeth that are laterally spaced, is characterized in that the teeth of the external teeth, which represent the running teeth , are materially connected to each other laterally. In parallel, there is also further reinforcement if at least the idler gear 51, which has an internal toothing 57 that is laterally spaced, is characterized in that the teeth of the internal toothing 57 are materially connected to one another laterally. It is clear from the illustration that the switching shaft 67 in the area in which it is connected to the idler gear 51, which has internal teeth 57 that are laterally spaced, is characterized by the fact that the switching shaft 67 has two different outer diameters in this area owns.
  • the larger outer diameter is preferably located within the clutch teeth 57.
  • the idler gear 51 which has an internal toothing 57 that is laterally spaced, is preferably in engagement with the largest gear or drive gear 43, which is coaxial with the bottom bracket shaft 18.
  • the plane E1 is perpendicular to the axis of rotation of the switching shaft 67 and is located in the middle of the idler gear 56.
  • Figure 8a, Figure 8b and Figure 8c each show a section through the plane E1 of the idler gear 56 of the bottom bracket circuit in the view from the left.
  • the gearbox housing is on the right not shown.
  • the coupling means K6 consisting of the internal toothing 57, the coupling body 58, the worm spring 106 and the pivotable supports 61, 62, 63, 64, 65, 66. It is clear from the illustration that only the one is pivotable Support 66 for which a clutch body 58 is responsible.
  • none of the bores in which the pivotable supports 61, 62, 63, 64, 65, 66 are arranged are located concentrically to the switching shaft 67.
  • the novel bottom bracket circuit is designed in such a way that the bores in which the pivotable Supports 61, 62, 63, 64, 65, 66 are arranged at the same distance from the lateral surface of the switching shaft 67, each hole also being at the same distance from the two adjacent holes.
  • the coupling body 58 is provided with a slot so that the worm spring 106 can apply a defined force to the coupling body 58. Worm feathers are subjected to tension and can be connected at the ends to form a ring shape. By subsequently joining them together, the worm spring is often used within shaft seals and is therefore an industrially produced and cost-effective machine element.
  • Figure 8a shows the clutch body 58 completely submerged within the pocket, which is milled as a recess on the lateral surface of the switching shaft 67.
  • the coupling body 58 is not connected to the internal toothing 57 of the idler gear 56.
  • the idler gear 56 can rotate freely in both directions of rotation.
  • the coupling means is deactivated in both directions of rotation.
  • the pivoting support 66 is not in direct contact with the coupling body.
  • Figure 8b shows the clutch body 58 completely coupled into the internal teeth 57 of the ring gear.
  • the coupling agent is activated.
  • the cylindrical lateral surface of the pivotable support 66 is in a force-transmitting connection with the clutch body 58.
  • the switching shaft can transmit a torque to the idler gear 56 in a clockwise direction.
  • Figure 8c shows the state when the idler gear 56 rotates clockwise faster than the switching shaft 67 when the clutch means is activated. In this state, the back of the clutch body 58 slides over the internal teeth
  • FIG 9a, Figure 9b and Figure 9c show the detail A1 from the sectional view of Figure 8 in a schematic representation in general for such a coupling means K according to the novelty.
  • the switching shaft 67 rotates about the rotation axis X2.
  • the idler gear 109 rotates counterclockwise and drives the switching shaft 67.
  • the internal toothing 57 is located concentrically in the idler gear 109. It has bearing surfaces 112, pressure surfaces 110 and sliding surfaces 111.
  • the switching shaft 67 preferably has three or more than three axial bores 113, which are arranged parallel or almost parallel to the axis X2 of the switching shaft 67.
  • Figure 9a, Figure 9b and Figure 9c show representatively and schematically only one of these axial bores 113.
  • the pivotable support 114 is located in the bore 113.
  • the pivotable support 114 can, as shown in Figures 9a and 9b, assume a first state, in in which the pivotable support is directly connected to exactly one coupling body 58.
  • the coupling means is activated and it can also be seen that the coupling body 58 can be brought into a force-transmitting connection to the idler gear 109.
  • the force-transmitting connection to the idler gear 109 is achieved when the idler gear 109 rotates counterclockwise as shown in Figure 9a and drives the switching shaft 67.
  • the force-transmitting connection to the idler gear 109 is not achieved if the idler gear 109, as shown in Figure 9b, rotates clockwise and cannot drive the switching shaft 67, since the coupling body 58 cannot form a positive connection with the pressure surface of the internal toothing 110. If the idler gear 109 rotates clockwise, as shown in Figure 9b, the coupling body 58 slides, among other things, against the sliding surfaces of the internal toothing 111 and no torque can be transmitted from the idler gear 109 to the shaft 67.
  • the coupling body 58 has a spring mounting surface 117 which is constantly in contact with a spring 118, for example a worm spring 106, and ensures that the coupling body 58 can assume different states and does not move erroneously between the Internal teeth 57 and the switching shaft 67 can jam. So that the worm spring 106 cannot jam during operation between the switching shaft 67, the coupling body 58 and the internal toothing 57 of the idler gear 108, the switching shaft preferably has several grooves on its cylindrical lateral surface, in which the almost annular spiral springs, also worm springs 106 called, are inserted. For the same reason, the coupling body 58 has a groove in which the almost annular spiral springs, also called worm springs 106, are inserted. The above-mentioned spring fastening surface 117 is located within this groove.
  • a spring 118 for example a worm spring 106
  • the pivotable support 114 can assume a second state in which the pivotable support 114 is not connected to the coupling body 114. In this second state, this clutch body 114 cannot be brought into a force-transmitting connection to the idler gear 109 and, regardless of the direction of rotation of the idler gear 109, no surface of the internal toothing 57 can come into connection with the clutch body 58.
  • the idler gear 109 can slide on the switching shaft 67 without making any noise.
  • the coupling means is shown deactivated in Figure 9c. It is also clear from Figure 9 that that the recess 107, in which a coupling body 58 is located, is connected to the bore 113 via an opening 119, in each of which there is a pivotable support 114.
  • FIG 10a shows the coupling means according to the novelty in a detail from Figure 9a in a schematic representation.
  • the idler gear 109 and the switching shaft 67 are only shown in a section and are able to rotate about the rotation axis X2.
  • the idler gear 109 has internal teeth 57 which are arranged symmetrically and concentrically in the idler gear 109.
  • the internal toothing 57 has pressure surfaces 110 which transmit the forces from the idler gear 109 to the pressure surfaces 116 of the clutch body 58.
  • the pressure surfaces 116 and the pressure surfaces 110 are both slightly curved in the same direction.
  • the force arrow Fk 124 represents these forces in the illustration.
  • This type of arrangement is of course also able to transfer the forces in reverse from the clutch body to the idler gear 109.
  • the following description selects the case in which the forces from the idler gear 109 are transmitted to the clutch body 58 on the clutch body 58.
  • the clutch body 58 is located on the switching shaft 67 within a pocket 107, which can also be described as a recess within the lateral surface of the switching shaft 67.
  • the clutch body 58 is mounted on surface 137 on the switching shaft 67 and can therefore rotate about the rotation axis X8.
  • the force Fk 124 which is applied to the clutch body 58 by the idler gear 109, is derived from the support force Fa 140 into the switching shaft 67.
  • the lever arm Ik should preferably be made short and the lever arm Ib somewhat longer, since this allows the support force Fb on the pivotable support 114 to be minimized.
  • it is therefore a self-disengaging clutch body 58.
  • the shape of the clutch body 58 and the internal teeth 57 are chosen so that the torque When the support 114 is pivoted out, the static friction between the pressure surface 116 of the clutch body 58 and the pressure surface 110 of the internal toothing 57 is overcome and the clutch means is deactivated.
  • the mechanical work to overcome the static friction is therefore carried out by the cyclist himself.
  • the actuating means must only use mechanical work to move the pivoting support.
  • the friction on the pivoting support is determined exclusively by the force Fb, which was minimized as part of the advantageous design of the coupling body.
  • the torque Mb 126 is easily applied to the pivoting support 114 by an actuating means since the pivoting support 114 rotates about its own axis X9.
  • the pivotable supports 114 have a cylindrical shape, with the diameter of the cylinder being at least a factor of three smaller than the diameter of the switching shaft. A cylinder that is to be pivoted through a certain angle within a bore under radial load can be pivoted more easily the smaller its diameter.
  • the bearing surface 139 of the pivotable support 114 on the switching shaft 67 and the surface within the axial bore 113 of the switching shaft 67 are made of steel and are hardened. If the axial bore 113 is connected to the recess 107 in the lateral surface of the switching shaft 67 only via a single opening 119, the strength of the switching shaft 67 is maintained, since the switching shaft 67 is not, as is usually the case in designs according to the prior art, is weakened by a large concentric bore.
  • Figure 10b shows the coupling means according to the prior art in a comparable schematic representation.
  • the force Fk 124 which is transmitted from the idler gear 109 via the pressure surface 110 of the internal toothing 57 to the clutch body 58, ensures a counterclockwise torque Mp about the axis of rotation X8.
  • this torque Mp leads to self-locking.
  • the clutch body 58 transmits the forces completely and exclusively via the bearing surface 137 of the clutch body on the switching shaft 67.
  • the torque Mp ensures that the clutch body is supported on the internal toothing 57 with the force Fr.
  • an exemplary preferred bottom bracket gear with a switching device is characterized in that idler gears have concentric bores and the bores are designed with internal teeth 57 and the switching shaft 67 and the coupling bodies 58 and at least part of the pivotable supports 114 are located and the internal toothings 57 have pressure surfaces 110 which transmit the forces from the idler gear 109 to the pressure surfaces 116 of the clutch body 58 and the pressure surfaces 116 of the clutch body 58 and the pressure surfaces 110 of the internal toothing 57 are both the same direction are slightly curved.
  • this exemplary embodiment is characterized in that the clutch body can assume a state in which the force that is transmitted from an idler gear to this clutch body can be simultaneously conducted from the clutch body into the shift shaft and into a support and wherein the support is in relation its position and orientation relative to the switching shaft can be changed via an actuating means.
  • FIG 11a shows the switching shaft 67 from Figure 7 in a perspective view without the idler gears 51 to 56.
  • the right housing 34 and the left housing 35 are also not shown.
  • the representation is exemplary.
  • To the right of the ball bearing 32 there is a spacer sleeve 28.
  • the idler gears are supported axially to the left against this spacer sleeve 28 and to the right against the shaft collar 120”.
  • the switching shaft 67 has several grooves 142 on its cylindrical lateral surface, in which almost annular spiral springs 106 can be inserted.
  • the annular spiral springs 106 are not shown in Figure 11a.
  • the switching shaft 67 has six chambers 143 in its interior, which are arranged parallel or almost parallel to the axis of the switching shaft. These chambers are not designed to be coaxial with the axis of rotation X2 of the switching shaft 67.
  • Each pivotable support 61-66 can assume a first state in which the pivotable support 61-66 is directly or indirectly connected to exactly one coupling body 144-149. It can be seen that the coupling body 149 is folded up and in this first state this coupling body 149 is in a force-transmitting state. ing connection to the idler gear 56, not shown.
  • the lateral surface of the switching shaft 67 has recesses 107 in which the coupling bodies 144-149 are located. Only three coupling bodies 142, 146 and 149 are visible in Figure 11a.
  • the plurality of depressions 107 are preferably evenly distributed over the circumference of the lateral surface. So that the coupling bodies can be controlled, the six recesses 107 are each connected via an opening 119 to the six chambers in which the pivotable supports 61-66 are located.
  • the ball bearing 32' is located on the right side.
  • the ball bearing 32' is fixed axially via the reference gear 69.
  • the actuating gear 68 is located on the far right of the switching shaft 67 and is able to operate the six pivoting supports 61-66.
  • FIG. 11b shows the assembly from FIG in which the two supports 61 and 66 are directly connected to exactly one coupling body 144 and 149.
  • the coupling bodies are folded up and can transmit forces.
  • the coupling means K1 and K6 are activated.
  • This first state corresponds to the principle which was described in the illustration in FIG. 9a.
  • the four pivoting supports 62, 63, 64, 65 are in a second state in which each of the four pivoting supports 62, 63, 64, 65 is not connected to one of the respective coupling bodies.
  • the pivotable supports 61, 62, 63, 64, 65, 66 have a cylindrical shape and have recesses 150 on the cylindrical lateral surface 151, and the recesses 150 are located in the vicinity of the coupling bodies 141-146.
  • the coupling means K2, K3, K4 and K5 are deactivated.
  • This second state corresponds to the principle which was described in the illustration in FIG. 9c. In this second state, this clutch body cannot be brought into a force-transmitting connection to an idler gear.
  • the pivoting supports 61-66 have different lengths and are located within the switching shaft 67 in a chamber with a cylindrical shape. This shape can preferably be implemented in production using axial bores of different depths.
  • the clutch bodies 144, 145 and 146 transmit torques from the idler gears 51, 52 and 53 to the idler gears 51, 52 and 53 within the first sub-gearbox Switching shaft 67.
  • the clutch bodies 147, 148 and 149 are rotated by 180 degrees and are arranged within the switching shaft 67 and are part of the second partial transmission.
  • one of the three clutch bodies 144, 145, 146 and one of the three clutch bodies 147, 148, 149 must be folded up.
  • Each sub-transmission has three gears.
  • the series connection of the partial transmissions results in 9 gears.
  • the three pivoting supports 61-63 or 64-66 in the partial transmission rotate simultaneously around their own axis of their cylindrical shape by 120 degrees.
  • the recesses 150 on the cylindrical lateral surfaces of the pivotable supports must therefore extend over a range of 240 degrees in this exemplary embodiment, since only a single gear in the partial transmission may be activated over a 360 degree pivoting movement.
  • 11 b also shows that it is advantageous for the strength of the switching shaft 67 if the axial bores in which the pivotable supports 61-66 are arranged are at the same or similar distance from the lateral surface of the switching shaft 67.
  • the shape of the coupling bodies 144-149 is also the same. If each hole is at the same or similar distance from the two adjacent holes, a good voltage curve can be achieved within the switching shaft.
  • the coupling bodies 144-149 have a groove as a spring support surface 117, with the worm spring 106 within the groove ensuring that the functions of the coupling bodies 144-149 are achieved as described above.
  • the pivoting supports 61-66 are led out laterally from the switching shaft 67 and are provided with gears 152, 153, 154, 155, 156, 157 at their end. Instead of gears, the pivoting supports 61-66 can also be provided with other gear elements for control.
  • the exemplary embodiment has six pivoting supports 61-66 with six actuating gears 152-157. The gears are not in the same plane. Three gears 152, 153, 154 and 155, 156, 157 are located in one plane. The exact gears that are connected to the pivoting supports and which are responsible for the first or second gear stage must be in one plane.
  • the actuating gears 152, 153, 154 for the first sub-transmission are located in one plane and the actuating gears 155, 156, 157 for the second sub-transmission are in a second level.
  • Figure 11d shows an enlargement of the right area from Figure 11c.
  • Each gear 152-157 has 13 teeth.
  • the gears 152, 153, 154, which are responsible for the coupling means K4 K5 K6, are located on the outside.
  • the gears 155, 156, 157, which are responsible for the clutch bodies K1, K2, and K3, are located slightly inward.
  • the gears are preferably made in one piece with the pivoting supports 61-66.
  • the gears 152-157 are plugged in and fastened.
  • the pivotable supports 61-66 have three depressions 158 on their lateral surface at a distance of 120 degrees into which a resilient pressure piece 80 can engage.
  • the resilient pressure pieces 159 are screwed into the switching shaft 67 at the right end below the bearing seat of the ball bearing 32 '.
  • a resilient pressure piece 80 is assigned to each pivotable support 61-66.
  • Each pivoting support 61-66 can lock into three positions after being operated from the outside.
  • each pivoting support 61-66 is always rotated exactly 120 degrees in this preferred embodiment for switching from one gear to the next gear.
  • Each individual pivoting support has two locking points at which the coupling means is deactivated.
  • Each pivotable support has another locking point at which the coupling means is activated. If you look at Table 3 listed above in the text, it becomes clear that the pivoting supports of the clutch means K1, K2 and K3 only have to be moved between third and fourth gear and between 6 and 7 gear. In this preferred embodiment, the pivoting supports of the first sub-transmission are only moved at two times simultaneously together with the pivoting supports of the second sub-transmission, so that the gears from one to nine can be shifted through.
  • Figure 12a shows a section on the right side of the bottom bracket shaft in a view from above. Only the bottom bracket shaft 67 with the right gear housing 34, the idler gear 56 and the idler gear 55 are visible. Also visible is the actuation gear 68 and the reference gear 69.
  • the novel bottom bracket gear is preferably characterized in that a reference gear 69 is firmly connected to the side of the switching shaft 67 and an actuation gear 68 is in turn located laterally next to the reference gear.
  • these two gears have external teeth with the same diameter, the diameter being larger than the outside diameter of the switching shaft and the actuating gear 68 being connected to at least part of the pivotable supports via one or more gear elements and the actuating gear 68 being on the reference gear 69 is stored.
  • a switching process during operation of the bottom bracket shifter is carried out by moving the actuating gear 68 about the axis X2 relative to the reference gear 69.
  • Figure 12b shows the section CD through the actuating gear 68 from Figure 12a.
  • the actuating gear 68 has, in addition to the external gear, tion an internal toothing 71, the internal toothing 71 being connected to three toothed pinions 79, these toothed pinions 79 being connected to the pivotable supports 64, 65 and 66.
  • the actuating gear 68 is therefore indirectly connected to the pivotable supports of the clutch means K4, K5 and K6, since these clutch means have to be changed with every gear change according to Table 3 above.
  • the actuating gear 68 controls the gears 155, 156 and 157, since these are responsible for the coupling means K4, K5 and K6.
  • Figure 13a shows a section on the right side of the bottom bracket shaft in a view from above.
  • the bottom bracket shaft 67 is covered by the ball bearing 32' in the view.
  • the gear housing 34, the idler gear 56 and the idler gear 55 from Figure 12a are not shown.
  • reference gear 69 which has a short cylindrical ring 159 on its right plan side on which the actuating gear 68 is mounted.
  • FIG. 13b shows the section EF through the reference gear 69 in FIG
  • K3 are responsible for moving only in the periods when the actuating gear 58 is shifted from third to fourth and from sixth to seventh gear.
  • the reference gear 69 is made in one piece together with a short cylindrical hollow shaft stub 159.
  • the actuation gear 68 also has a short cylindrical ring 161 which is mounted in the ring 159.
  • This ring 159 has a groove 162 in which a ball 165 is movably inserted.
  • the actuating gear 68 forms with its ring 161 the input of the stepper gear 160.
  • the ball 168 When the actuating gear 68 rotates, the ball 168 is radially displaced by a link 166 on the inner ring surface of the ring 159 at certain angular transitions and can the internal ring gear 164, which is for the actuation the coupling means K1, K2, K3 is responsible.
  • the ring gears 164 and 71 have 39 teeth.
  • the ring gear 164 forms the output of the stepping gear 160, since this ring gear 164 only moves step by step.
  • a rotation of the ring gear 164 by 40 degrees causes the gears 152, 153, 154 to rotate by 120 degrees, since these gears preferably have 13 teeth.
  • Figure 13b shows the novelty as an example in the first of 9 gears.
  • the angular movement that must be carried out on the ring 161 in order to select nine gear steps consists of eight individual movements of 40 degrees each, which are shown with the help of arrows within Figure 13b.
  • the nine gear levels are marked with Roman numerals.
  • the illustration shows the ball 165 in the first gear position, marked I.
  • To engage the second gear the ball 165 is rotated counterclockwise about the axis X2 using the ring 61 until the ball has reached position II.
  • the ball 165 is rotated counterclockwise around the axis X2 using the ring 61 until the ball has reached position III.
  • the ball 165 is rotated counterclockwise about the axis X2 by an additional 40 degrees using the ring 61 until the ball has reached position IV.
  • the ball is pressed inwards by the ring 159 and locks within a groove 167 on the ring gear
  • the ball 165 is further rotated counterclockwise by another 40 degrees using ring 61 until the ball has reached position V.
  • the three gears 152, 153, 154 are no longer rotated by the ring gear 164 because the ball 165 cannot take the ring gear 164 with it.
  • the ball 165 is located on its outer barrel diameter 169. It also remains there when switching from fifth gear to sixth gear and the ball 165 continues to rotate counterclockwise with the help of the ring 61 until the ball has reached position VI. In order to shift from sixth to seventh gear, the process that already took place from third to fourth gear is repeated.
  • the ball 165 is pushed inwards by the link of the outer ring 159 within the groove 162 and snaps into a recess 167.
  • the recess 167 is made as a groove 167 and is located on the ring gear 164.
  • the ring gear 164 is rotated from position VI to position VII together with the actuating gear 68, which is connected in one piece to the ring 161.
  • ball 165 is rotated counterclockwise about axis X2 by another 40 degrees using ring 61 until the ball reaches position VIII. In this area, the ring gear 164 is again not rotated.
  • the ball 165 slides within the link 166, which is located as a milling on the inside of the ring 161.
  • the ball 165 is rotated counterclockwise by a further 40 degrees about the axis X2 using the ring 61 until the ball has reached position IX. Even during this movement, only the pivotable supports 64, 65, 66 in the axial bores are rotated by the actuating gear 68. The pivotable supports 61, 62, 63, which are connected to the gears 152, 153, 154, are not rotated during this movement.
  • This stepping gear 160 in this preferred embodiment moves exclusively in a range of 320 degrees. A complete rotation is not desired in this exemplary embodiment.
  • the movement can be clockwise or counterclockwise. A clockwise rotation corresponds to shifting from a high gear to a lower gear. The functionality works in both directions of rotation.
  • 13b also shows that the axial bores in which the pivotable supports are arranged are evenly spaced on a pitch circle on the lateral axial flat surface of the switching shaft and the pitch circle is arranged concentrically to the axis of rotation X2 of the switching shaft 67.
  • FIG 14 shows a schematic representation of the stepping gear 160 coupled to the switching shaft 67 in connection with the actuation assembly 85. All actuation means are located within the actuation assembly 85. Within the illustration, the right part of the switching shaft 67 and the right ball bearing 32 'are shown cut off. As already explained above, the state of the three clutch means K1, K2 and K3 is only changed between the third and fourth gear and between the sixth and seventh gear via the stepping gear 160. On the one hand, the actuating gear 68 actuates the coupling means K4 K5 and K6 directly and the coupling means K1 K2 and K3 via the ring gear 164. When the cyclist pedals while driving, the bottom bracket shaft 67 constantly rotates about the axis of rotation X2.
  • the entire stepping gear 160 with the reference gear 69 and the actuating gear 68 rotates at the same speed as the switching shaft 67.
  • the axis of rotation X2 of the switching shaft 67 is coaxial with the axis of rotation X11 of the stepping gear 160 and that Stepper gear 160 is located at least to a large extent laterally next to the switching shaft 67 and next to the ball bearing 32 'of the switching shaft 67.
  • the switching shaft 67 is preferably connected to a reference gear 69 with external teeth, which has a larger diameter compared to the outer diameter of the switching shaft 67 and wherein the stepper gear 160 has an actuating gear 68 with external teeth that have a similar or the same diameter compared to the reference gear 69 has.
  • the switching process is initiated by rotating the actuation gear relative to the reference gear 69. This switching process must also work when the switching shaft is rotating.
  • the superposition gear 170 which is located parallel and not coaxial to the switching shaft, the actuating gear 68 can be rotated in relation to the reference gear 69 from a stationary housing 121.
  • the superposition gear 170 has a sun gear 173, this sun gear 173 being arranged in a twisted manner on a housing 180. This connection can also be made indirectly.
  • An actuating sun gear 174 is mounted in the housing 180 coaxially with this fixed sun gear 173. Both sun gears 173, 174 are in engagement with planetary gears 176. Both sun gears 173, 174 preferably have the same diameter and, in a preferred embodiment, all planetary gears 176, 176', 176", 176'” also have the same diameter.
  • the planetary gears 176, 176', 176", 176'" are mounted on the web 175 via planetary gear axles 179.
  • the planet gears 176, 176', 176", 176'" are preferably in contact with two internal toothings 182, 182'.
  • the first internal toothing 182 is located within a concentric bore of an externally toothed reference wheel 177 of the superposition gear.
  • the second internal toothing 182 ' is located within a concentric bore of an externally toothed actuating wheel 178 of the superposition gear.
  • the actuating wheel 178 of the superposition gear 170 is constantly in engagement with the actuation gear 68 of the stepper gear 160.
  • the reference wheel 177 of the superposition gear 170 is constantly in engagement with the reference gear 69 of the stepper gear 160.
  • the bottom bracket shaft rotates 67 constantly around the rotation axis X2. If no switching movement is carried out during this journey, the entire stepping gear 160 with the reference gear 69 and the actuating gear 68 rotates at the same speed as the switching shaft 67. Consequently, the reference gear 177 of the superposition gear 170 and the actuation wheel 178 of the superposition gear 170 also rotate during operation constant. Since the sun gear 173 is fixed to the housing, the web also rotates about the axis X10. The actuation sun gear 174 stands still in relation to the housing 180 during operation.
  • an actuation torque MBT is introduced at an actuation interface 181
  • this rotational movement leads to a relative rotation of the actuation gear 68 in relation to the reference gear 69.
  • the actuation is also possible while the Switching shaft 67 rotates.
  • the torque flow that occurs during operation of the manual transmission is shown schematically in FIG. 14 as a thick black line.
  • the Actuation interface 181 electric servomotor 183 arranged via a reduction gear 184. In this way, high torques can be fed into the actuation interface 181 to enable shifting under load on the bottom bracket gear.
  • the torques are generated by the electric servomotor 183, amplified by the reduction gear 184, fed into a rotating system within the superposition gear 170, divided into several load paths within the stepper gear 160 and into the clutch means K1 to K6 fed in.
  • This enables the coupling means to connect the individual idler gears to the shift shaft in the correct sequence.
  • an electrically operated actuator 172 can carry out the switching process at the actuation interface 181, but simple and cost-effective controls via a cable, hydraulics or other prior art controls are also possible.
  • a sensor assembly 171 for gear step detection is preferably arranged within the actuation assembly 85 near the actuation interface 181.
  • This assembly consists of a gear 187, which picks up the rotation angle information near the actuation interface 181 and forwards it to the sensor assembly 171.
  • a further gear ratio 186 is arranged behind the gear 187 in order to better prepare the angle information for the electronic position sensor.
  • FIG 15a shows a perspective view of the idler gear 51 from Figure 4 in an advantageous embodiment.
  • the idler gear 51 is on the switching shaft 67, not shown, and is designed with internal teeth 57.
  • the external toothing 190 is in engagement with the drive gear 43, not shown.
  • the teeth of the external teeth 190 are preferably connected to one another laterally via a web 191.
  • the coupling bodies 58, not shown here can have a positive connection with internal teeth 57.
  • the internal toothing (57) is advantageously spaced laterally from the external toothing 190.
  • a number of teeth of 15 teeth on the idler gear 51 is necessary.
  • FIG. 15b shows one of the idler gear 51 from Figure 4 viewed from the right.
  • the teeth of the internal toothing 57 are connected to one another laterally via a web 191.
  • the footbridge forms a flat surface on the ground.
  • the web here is not a single web, but is formed circularly as an internal ring, the ring being made in one piece together with the external teeth 190 and the internal teeth 57.
  • Figure 15c shows a sectional view of the idler gear 51 from Figure 15b.
  • the teeth of the external toothing 190 and the teeth of the internal toothing 57 are completely connected to one another in a materially bonded manner via a reinforcing ring 78.
  • the external toothing 190 and the internal toothing 57 are advantageously reinforced laterally by the ring 192. The material stresses in the tooth root under load are reduced in an advantageous manner.
  • Figure 15d shows the sectional view of the idler gear 51 from Figure 15b in a two-fold cutaway form.
  • the component is cut at the bottom of the internal toothing 57 and at the lateral end of the external toothing 190 and the resulting parts are shown shifted laterally in order to make the principle clear.
  • the reinforcing ring 78 is arranged axially between the external toothing 190 and the internal toothing 57 and is connected in a materially bonded manner.
  • the idler gear 51 is made from a single piece of steel. It can be seen that a bearing 112 is arranged within the volume which is formed by the lateral surface of the external toothing 190. This bearing surface is preferably hardened and ground and is in contact with the hardened and ground lateral surface of the switching shaft 67.
  • the clutch means K1 When the clutch means K1 is activated, there is no relative movement between the idler gear 51 and the switching shaft 67 and the radial forces can be transmitted directly from the external toothing 190 to the switching shaft 67.
  • the flat surfaces 192 of the idler gears are also ground and ensure there is no axial play within the transmission.
  • the transitions between the reinforcing ring 78, the external teeth 190 and the internal teeth 57 are rounded with radii in order to minimize the notch effect.
  • Another description of the reinforcing ring is annular reinforcing disk.
  • FIG. 15 is characterized in that it is in the area in which it is connected to the idler gear 51, which has internal teeth 57, which are laterally is spaced apart, is characterized in that the switching shaft 67 has two different outer diameters in this area.
  • Figure 16a shows a perspective view of the three output gears 37, 38, 39 from Figure 4.
  • These three output gears 37, 38, 39 are made in one piece and, in a preferred embodiment, form wheel pairs 189 with the matching three idler gears 54, 55, 56 which are arranged on the switching shaft.
  • these three output gears 36, 37, 38 are also made in one piece together with the toothed hollow output shaft 36.
  • the tooth root strength of the three output gears 37, 38, 39 is improved in an advantageous manner if the teeth of the external toothing 190 are at least partially connected to one another laterally via a web, as shown.
  • the illustration also shows an exemplary embodiment of the bottom bracket circuit 10, characterized in that an annular reinforcing disk 78 is cohesively arranged axially laterally and between two output gears 38, 39, the outer diameter of the reinforcing disk 78 being larger than the root diameter of at least one of the two gears.
  • Figure 16b shows an enlargement of a section from Figure 16a.
  • the web 191 laterally bridges the tooth flanks of the output gear 38 and reinforces it.
  • this web 191 together with the side surfaces of the teeth of the driven gear 38, forms an annular reinforcing disk 78, which in turn also reinforces the teeth of the driven gear 39 and is materially connected to it.
  • the side surfaces of the output gear 37 are also completely cohesively connected to the side surfaces of the gear 38 in order to increase the strength of the output gear 37.
  • the bottom bracket gear is preferably also characterized by the fact that at least two pairs of the drive or output gears 37, 38, 39, 41, 42, 43, which are arranged coaxially to the bottom bracket shaft 18, are cohesively connected to one another on the side surfaces of the teeth of the external teeth.
  • Figure 17a shows a perspective view of the three drive gears 43, 42, 41 from Figure 4.
  • These three drive gears 43, 42, 41 are made in one piece and, in a preferred embodiment, form pairs of wheels 189 with the matching three idler gears 51, 52, 53 , which are arranged on the switching shaft.
  • these three drive gears 43, 42, 41 are also made in one piece together with the spline 73.
  • the tooth root strength of the drive gear 41 improves in an advantageous manner if the teeth of the external toothing 190 of the drive gear 41 are cohesively bonded to the drive gear 42 on the side surface of the teeth of the external toothing are connected.
  • the illustration also shows that the side surface of the drive gear 42 preferably forms the web that laterally connects the teeth of the drive gear 41 to one another.
  • Figure 17b shows a further perspective view of the three drive gears 43, 42, 41 from Figure 4.
  • the illustration shows a preferred embodiment, which is characterized in that a third drive gear 43 is arranged laterally next to the two drive gears 41, 42, which is fixed is connected to the two drive gears 41, 42 via an annular hollow body 193.
  • the illustration also shows the screw connection 49 for the rotating circuit board, which is part of the sensor device.
  • the bottom bracket circuit 10 is characterized in that a sensor board 44 with electronic components is attached to a drive gear 41, 42, the electronic components providing an electronic signal which represents at least the torque of the cyclist.
  • crank arm crank front pulley

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Abstract

L'invention concerne un dispositif de changement de vitesse de jeu de pédalier (10) à roues d'engrenage à haute résistance, en particulier pour un véhicule à propulsion musculaire, comprenant un mécanisme d'engrenage qui présente un arbre de sélecteur (67) sur lequel une pluralité de roues folles (109) est montée, lesdites roues folles formant des paires de roues (189) conjointement avec une pluralité correspondante de roues d'engrenage, les roues folles (109) pouvant être reliées à l'arbre de sélecteur (67) au moyen de corps d'accouplement (58). Le dispositif de changement de vitesse de jeu de pédalier est caractérisé en ce qu'au moins quatre roues folles (109) qui sont montées sur l'arbre de sélecteur (67) sont équipées d'au moins une denture interne respective (57), et les paires de roues (189) sont reliées l'une à l'autre par l'intermédiaire d'une denture externe (190). De plus, les au moins deux roues folles (109) sont reliées à au moins deux roues d'engrenage d'entraînement (41, 42) et au moins deux roues d'engrenage de sortie (37, 38) par l'intermédiaire de la denture externe (190), et des dents de la denture externe (190) sont reliées ensemble au moins partiellement latéralement par l'intermédiaire d'une pièce de liaison (191) au moins sur une roue d'engrenage d'entraînement (41, 42), sur une roue d'engrenage de sortie (37, 37) ou sur une roue folle (109).
PCT/EP2023/051087 2022-05-17 2023-01-18 Dispositif de changement de vitesse de jeu de pédalier à roues d'engrenage à haute résistance pour une bicyclette, et bicyclette comprenant un tel dispositif de changement de vitesse de jeu de pédalier WO2023222261A1 (fr)

Applications Claiming Priority (2)

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DE102022001740.7 2022-05-17
DE102022001740.7A DE102022001740A1 (de) 2022-05-17 2022-05-17 Tretlagerschaltung mit hochfesten Zahnrädern für ein Fahrrad und ein Fahrrad mit einer solchen Tretlagerschaltung

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WO2023222261A1 true WO2023222261A1 (fr) 2023-11-23

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DE19720794A1 (de) 1997-05-16 1998-11-19 Bernhard Rohloff Mehrgang-Getriebenabe
DE19750659A1 (de) 1997-11-15 1999-05-20 Schmidt Christa Zweiradfahrzeug, insbesondere Fahrrad
US5924950A (en) 1997-10-06 1999-07-20 Pusic; Pavo M Even increment, non-overlapping bicycle transmission
FR2776613A1 (fr) 1998-03-25 1999-10-01 Pierre Louis Marie Portalier Boite de vitesses a 8 ou 12 rapports regulierement etages et commandes par une seule manette, a installer sur une bicyclette ordinaire
EP1445088A2 (fr) 2001-08-22 2004-08-11 José Miguel Llibrer Porcar Systeme de changement de vitesse mecanique pour bicyclettes et vehicules analogues
EP1982913A1 (fr) 2006-02-10 2008-10-22 Fujiwara Wheel Incorporated Transmission pour bicyclette
WO2009132605A1 (fr) 2008-04-30 2009-11-05 Karlheinz Nicolai Transmission à engrenages multiples à commande magnétique
US20110120794A1 (en) 2008-02-04 2011-05-26 Clean Mobile Ag Chain Gear, Vehicle Comprising a Chain Gear and Method for Transforming a motor Torque in a Vehicle
DE102011106107A1 (de) * 2011-06-09 2012-12-13 Pinion Gmbh Schaltvorrichtung und Getriebeeinheit
DE102011120675A1 (de) * 2011-12-02 2013-06-06 Pinion Gmbh Drehmomenterfassungsanordnung
EP2379402B2 (fr) 2008-12-22 2017-08-23 Pinion GmbH Ensemble transmission
KR20180065679A (ko) * 2016-12-08 2018-06-18 주식회사 디아이씨 자전거 변속장치
US10526044B2 (en) 2014-04-14 2020-01-07 Pinion Gmbh Shifting device and shifting pawl for a shifting device
DE102009060484B4 (de) 2009-12-18 2020-04-16 Pinion Gmbh Mit Muskelkraft antreibbares Fahrzeug
DE102013112788B4 (de) 2013-11-19 2021-12-16 Pinion Gmbh Schaltvorrichtung und Getriebeeinheit

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JP2002235833A (ja) 2001-02-09 2002-08-23 Yamaha Motor Co Ltd 合成樹脂製２段歯車
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DE102020117942B4 (de) 2020-07-07 2024-09-05 Framo Morat GmbH & Co. KG Elektrischer Hilfsantrieb für ein Fahrrad

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE967668C (de) 1952-04-10 1957-12-05 Nsu Werke Ag Getriebeanordnung
DE1113618B (de) 1957-01-11 1961-09-07 Siemens Ag Schrittschaltgetriebe
DE19720794A1 (de) 1997-05-16 1998-11-19 Bernhard Rohloff Mehrgang-Getriebenabe
US5924950A (en) 1997-10-06 1999-07-20 Pusic; Pavo M Even increment, non-overlapping bicycle transmission
DE19750659A1 (de) 1997-11-15 1999-05-20 Schmidt Christa Zweiradfahrzeug, insbesondere Fahrrad
FR2776613A1 (fr) 1998-03-25 1999-10-01 Pierre Louis Marie Portalier Boite de vitesses a 8 ou 12 rapports regulierement etages et commandes par une seule manette, a installer sur une bicyclette ordinaire
EP1445088A2 (fr) 2001-08-22 2004-08-11 José Miguel Llibrer Porcar Systeme de changement de vitesse mecanique pour bicyclettes et vehicules analogues
EP1982913A1 (fr) 2006-02-10 2008-10-22 Fujiwara Wheel Incorporated Transmission pour bicyclette
US20110120794A1 (en) 2008-02-04 2011-05-26 Clean Mobile Ag Chain Gear, Vehicle Comprising a Chain Gear and Method for Transforming a motor Torque in a Vehicle
WO2009132605A1 (fr) 2008-04-30 2009-11-05 Karlheinz Nicolai Transmission à engrenages multiples à commande magnétique
EP2379402B2 (fr) 2008-12-22 2017-08-23 Pinion GmbH Ensemble transmission
DE102009060484B4 (de) 2009-12-18 2020-04-16 Pinion Gmbh Mit Muskelkraft antreibbares Fahrzeug
DE102011106107A1 (de) * 2011-06-09 2012-12-13 Pinion Gmbh Schaltvorrichtung und Getriebeeinheit
DE102011120675A1 (de) * 2011-12-02 2013-06-06 Pinion Gmbh Drehmomenterfassungsanordnung
DE102013112788B4 (de) 2013-11-19 2021-12-16 Pinion Gmbh Schaltvorrichtung und Getriebeeinheit
US10526044B2 (en) 2014-04-14 2020-01-07 Pinion Gmbh Shifting device and shifting pawl for a shifting device
KR20180065679A (ko) * 2016-12-08 2018-06-18 주식회사 디아이씨 자전거 변속장치

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TW202408873A (zh) 2024-03-01

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