EP2167327A1 - Mécanisme d'entraînement pour deux-roues - Google Patents

Mécanisme d'entraînement pour deux-roues

Info

Publication number
EP2167327A1
EP2167327A1 EP07763955A EP07763955A EP2167327A1 EP 2167327 A1 EP2167327 A1 EP 2167327A1 EP 07763955 A EP07763955 A EP 07763955A EP 07763955 A EP07763955 A EP 07763955A EP 2167327 A1 EP2167327 A1 EP 2167327A1
Authority
EP
European Patent Office
Prior art keywords
wheel
axis
coupling
drive
wheel hub
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP07763955A
Other languages
German (de)
English (en)
Inventor
Carsten Katz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Katz Biking GmbH
Original Assignee
Katz Biking GmbH
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 Katz Biking GmbH filed Critical Katz Biking GmbH
Publication of EP2167327A1 publication Critical patent/EP2167327A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDECARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/28—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay
    • B62K25/30—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay pivoted on pedal crank shelf
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
    • B62H5/00—Appliances preventing or indicating unauthorised use or theft of cycles; Locks integral with cycles
    • B62H5/08—Appliances preventing or indicating unauthorised use or theft of cycles; Locks integral with cycles preventing the drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J13/00—Guards for chain, chain drive or equivalent drive, e.g. belt drive
    • B62J13/04—Guards for chain, chain drive or equivalent drive, e.g. belt drive completely enclosing the chain drive or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDECARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/28—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay
    • B62K25/32—Axle suspensions for mounting axles resiliently on cycle frame or fork with pivoted chain-stay the chain-stay forming a chain-guard
    • 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

Definitions

  • the invention relates to a drive device for a bicycle with a rear wheel with a traction mechanism and a hub.
  • the traction mechanism comprises a drive wheel, a driven wheel, a deflection wheel and an endless coupling means between the drive and the driven wheel.
  • the output gear acts via a clutch on a driver and this via a gearbox to a housing of the located about an axis, mounted in a journal bearing, hub.
  • the invention also relates to a bicycle with such a drive device. State of the art
  • Bicycles are usually equipped with a mechanical drive, which transmits the human muscle power of the legs via two pedals and two cranks on a drive system. This then transmits the power over a mostly variable ratio on the rear wheel of the two-wheeler.
  • derailleur A large part of the bicycles sold today has so-called derailleurs, in which the drive system consists of a chain, one or more sprockets on the crank, multiple sprockets on the rear hub, and one or two derailleurs.
  • the position of the chain is shifted transversely to its direction in derailleurs.
  • the chain acts either on sprockets of different size and number of teeth and thus realizes different transmission ratios.
  • an elastic chain tensioner must be present, which keeps the chain tension at a substantially constant value and is usually integrated in the rear derailleur.
  • hub gears in which the drive system a chain, one or more sprockets on the crank, one or more sprockets on the rear hub, a hub with a built-in gear, often a rear elastic chain tensioner and at a plurality of sprockets on the crank or rear hub comprises a front or a rear derailleur.
  • the front sprockets may hit the obstacle when passing over an obstacle, such as a high step, so that teeth may break or entire sprockets may be bent.
  • the chain can also jump off the sprocket wheel closest to the center of the wheel, deepening or even destroying the spokes of the rear wheel.
  • the chain can also fall laterally from both the rear wheel and the crank from the sprockets and jam between the sprockets and the frame, which is deeply notched, which can significantly affect both the static and the fatigue strength.
  • the anticorrosive layer of the frame will be damaged, resulting in corrosion and thus weakening of a structural member.
  • the chain may jump off the sprockets in whole or in part and become jammed, for example, by jolting while driving, by operating a derailleur under load, by misaligned sprockets, by an adjusted side derailleur limit, by a bent rear derailleur, by backward struts of high Chain skew, by backward stride with heavily soiled derailleur wheels or by tooth failure front.
  • the jamming of the chain leads on the one hand to interrupt the ride, but can also damage bearing parts, unexpectedly block the rear wheel or lead to a sudden elimination of the resistance on the pedal, which can lead to falls.
  • the chain can skip individual teeth.
  • the drive can be contaminated by mud, sand or dust at any time, which leads to rapid wear due to the high hardness and small size of the dirt particles and reduces efficiency.
  • the drive train is also exposed to rain, snowfall or in the case of creek crossings the surrounding water, thereby lubricant in the drive within a short time washed out.
  • the lubricant is washed out particularly quickly and thoroughly when washing the bicycle with high-pressure cleaning systems. The washing out of the lubricant increases the friction between the individual components of the drive and thus the wear and favors corrosion and also leads to a loss of efficiency.
  • the drive In order to counteract the increased friction and the associated increased wear, the drive must be regularly oiled or greased at short intervals. This process can quickly lead to contamination of brake pads or brake discs, causing them to be significantly impaired in their function. In addition, the user's hands and clothes are very likely to foul when oiling or lubricating the drive.
  • the suspension is influenced as little as possible by the drive and the drive is influenced as little as possible by the suspension.
  • the pivot point of the movable rocker must be selected with regard to the geometry of the drive:
  • Pivots of the movable rocker which are relatively close to the bottom bracket, do not show this effect so clearly.
  • the external loads act at an unfavorably acute angle on the movable rocker, which reduces their efficiency and reduces ride comfort and driving safety.
  • the object of the invention is to provide a the aforementioned technical field associated drive device, which avoids the above-mentioned disadvantages of the prior art.
  • a wheel hub for a bicycle comprises an axle, a housing, a driver, a transmission with at least two different ratios, which couples the driver and the housing together, a driven gear of a traction mechanism, a releasable clutch, which the driven wheel coupled to the impeller and a journal bearing, wherein the output gear is fixed to the bicycle so that it remains when releasing the clutch between the driver and driven gear on the bicycle.
  • the output gear is preferably mounted on a roller bearing.
  • the axle is mounted in the axle box for attachment of the wheel hub to the bicycle.
  • a plane extending perpendicularly to the axis and passing through the coupling-side end of the axis is aligned substantially parallel to a center plane of the driven gear and a plane passing through the transmission-side end of the drive-side journal bearing and extends between these two planes both in the mounted, thus ready-to-drive state also during the release of the clutch.
  • the release of the coupling means the entire process between a first state and a second state, wherein in the first state there is a fixed, ready-to-drive connection between the output gear and the driver, and in the second state, the output gear and the driver are completely separated from each other.
  • a traction mechanism for a bicycle with a rear wheel comprises a drive wheel, a driven wheel and an endless coupling means between the drive wheel and the driven wheel.
  • the drive wheel and the output gear interact directly with the endless coupling means.
  • a deflection wheel for the coupling center On a structural element of the bicycle, a deflection wheel for the coupling center) is mounted, on which acts a first compensation mechanism.
  • the guide wheel is movable from a zero position over a first radial path.
  • a deflection wheel for the coupling means is mounted on a structural element of the two-wheel, on which acts a second compensation mechanism.
  • the second compensation mechanism the guide wheel is movable from a zero position over a second distance.
  • the first route is longer than the second route.
  • a structural element can in particular a frame of the bicycle or - in an embodiment of the bicycle with a movable rocker on which the rear wheel is mounted, - be considered the movable rocker.
  • the second path is limited such that a length of an envelope changes by a movement of the deflection wheel over the second distance by not more than 0.5% of a length of the endless coupling means.
  • the Envelope refers to the shortest imaginary, closed curve, which surrounds all the wheels of the traction mechanism in the same manner as the endless coupling means. The distances can be rectified or aligned differently.
  • the zero position corresponds to a position which takes a deflection wheel immediately after the installation of an endless coupling means and - in an embodiment of the bicycle with a movable rocker on which the rear wheel is mounted - in the maximum rebounded state of the movable rocker.
  • the maximum deflected state of the movable rocker is that state in which the spring force with which the movable rocker is acted upon is minimal.
  • the deflection wheel acts directly on the coupling means.
  • the traction mechanism may comprise a deflection wheel or a plurality of deflection wheels, wherein a first and / or a second compensation mechanism may act on each of the deflection wheels.
  • the coupling of the wheel hub according to the invention makes it unnecessary to remove the output gear from the traction mechanism transmission and any possible encapsulation of the traction means when changing the wheel. So it is very convenient and uncomplicated possible to remove the driven wheel from the drive and without damaging it.
  • the gearbox is housed in the hub shell and is thus closed to external influences. This leads to a substantial freedom from maintenance of the drive.
  • the traction mechanism according to the invention represents a reliable and low-maintenance guidance of an endless coupling means in two-wheeled vehicles, which may optionally be equipped with a sprung rear swinging arm. Due to the construction according to the invention, the traction mechanism is elegantly encapsulated and the coupling means runs safely over the individual wheels of the traction mechanism.
  • the axle which carries the driving loads can be inserted directly into the journal bearing on both sides and does not require any connecting elements to maintain its bending capacity because the plane passing through the coupling end of the axle is both in the mounted condition and during disengagement of the clutch between the median plane of the driven gear and the plane passing through the gear-side end of the drive-side journal bearing.
  • Both the inventive coupling and the traction mechanism according to the invention are generally suitable for various two-wheelers. These include in particular bicycles and motorcycles. However, it is also an application in vehicles conceivable that use the otherwise usual for two-wheel drive technology, such as muscle-powered three- and four-wheelers.
  • the coupling has effective surfaces which are aligned parallel to the axis and spaced from the axis.
  • the effect surfaces can be aligned parallel to each other, wherein obliquely extending surfaces of action can also be used.
  • the fact that the coupling is releasable by a radial displacement of the axle means that the axle or parts of the axle do not have to be moved in the axial direction in order to disengage the clutch.
  • a connected to the wheel hub wheel can be solved by purely radial movement, so for example by a simple pulling down, from the Achslagerung.
  • the coupling may also include differently oriented or positioned surfaces of action.
  • the preferred embodiment facilitates release of the clutch and represents a particularly uncomplicated embodiment.
  • the wheel hub has, in a particularly preferred embodiment, a mechanism between the action surfaces of the clutch, the potential Koaxialabweichonne and / or parallelism deviations between the axle, the impeller, the axle and the output gear ko mpensiert.
  • This mechanism can be realized in particular by a game or an elastic element. The mechanism can correct or tolerate such geometrical manufacturing tolerances.
  • An embodiment without such a mechanism must absorb unknown high loads in the case of geometrical manufacturing tolerances on one of the elements, but can also be realized while adhering to strict manufacturing tolerances.
  • the coupling of the wheel hub preferably comprises active surfaces which are arranged symmetrically with respect to the axis such that in the transmission of force between the Abretesrad and the impeller in the radial direction on the axis forces cancel each other.
  • a torque is essentially transmitted without additional bending forces or other residual forces beyond a torque being exerted on the axle.
  • Any forces acting on the driver in the coupling on an effective surface radially from the output wheel are equalized by oppositely acting forces on the remaining active surface or the other effective surfaces, so that a resulting tangentially directed force remains. These respective tangentially directed forces essentially transmit a torque.
  • the clutch should also be designed so that it does not take over the transmission of the drive power going beyond loads.
  • the wheel hub comprises a clutch for controlling the transmission, wherein the clutch comprises a first part which is rotatably mounted on the axle, and wherein the clutch comprises a second part which is rotatably mounted about the axis.
  • Control movements for the gearbox of the hub are coupled by means of the clutch in the hub.
  • the control movements are preferably based on frame-mounted circuits and must be transferred to the hub.
  • the control movements are transmitted by rotational movements about the axis of the hub.
  • the two parts of the clutch are preferably rotatable about the same axis.
  • the first, hub-side part of the clutch is rotatably mounted on the axis of the hub.
  • the second, frame-side part of the clutch is then rotatably mounted so that the axis of the hub and the axis of rotation about which the second, frame-side part of the clutch is rotatable, coincide.
  • the two parts of the clutch thus rotate about coaxial axes. It is possible in this way to produce a rotationally fixed connection between the two parts of the clutch and to transmit rotational movements between these parts.
  • This preferred embodiment is particularly suitable for the realization of a clutch, which lies on the same side of the hub as the clutch, which connects the impeller and the driven gear together.
  • the clutch can also lie on the other side of the hub, ie where there is no coupling between the driver and driven wheel.
  • the clutch can be realized with the aid of known controls of hub gears.
  • the clutch can be preferably solved by exclusively with respect to the axis radial movements of the transmission.
  • Such a design of the clutch makes it possible to solve by a single operation, the clutch and the clutch.
  • the necessary to release the clutch movement of the transmission and the necessary to release the clutch movement of the axle relative to the axle bearings are the same.
  • the clutch and clutch are designed such that they couple the respective components to be connected already by simply inserting the rear wheel in the frame without further elements such as levers, screws or the like must be operated.
  • the clutch can be solved by other than radial movements of the transmission, for example, by axial or axial and radial components combined movements. This is especially true for a clutch which is located on the side of the hub on which there is no clutch.
  • the wheel hub preferably comprises a closing device for closing off the wheel hub.
  • the hub itself can be completed by providing a shaft lock with a lock cylinder, which prevents unauthorized opening of the fuse. In this way, the wheel hub with anti-theft connected to the frame.
  • the axle securing is advantageously realized on the drive side by a Voruring a lock cylinder.
  • a lock cylinder can be dispensed with such a lock cylinder.
  • An anti-theft device by a bow or cable lock is also possible, with the preferred embodiment with a lock cylinder on the hub provides greater security. For example, if the stirrup or cable lock completes an entire wheel, no reliable theft deterrent is realized because a thief only has to sever all spokes. Then the hub is removable from the wheel.
  • the axis of the wheel hub is made in one piece. Since rear hubs are exposed to very high dynamic loads, especially the axles are exposed to high bending alternating voltages. For safety reasons, the axis therefore preferably does not consist of several parts and is not interrupted.
  • the well-known from the prior art split axes can also not be readily realized for the known hubs with an integrated transmission, as in these hubs in the interior of the axle is an axially displaceable or rotatable and non-divisible control of the translation or there Space for a split axis by arranged around the axis shift controls and / or transmission components is too scarce.
  • an axle that has no internal gear also consist of several parts, which are connected to each other for example by clutches.
  • the driven wheel of the wheel hub is closed to the environment.
  • it is located in a sealed casing.
  • This preferred embodiment has the advantage that the output gear and possibly also an endless traction means are protected from external influences. This can be especially rain, snow, dirt, water, which could reach the driven wheel at creek crossings or when washing the bicycle, or bumps of obstacles.
  • By encapsulating the lubricant of the output gear is kept longer in the traction mechanism, whereby wear and efficiency losses are permanently minimized. Direct damage due to impacts, such as the breaking off of teeth in the output gear can also be excluded by an encapsulation. moreover the environment is protected from pollution by lubricants, which is particularly desirable when driving off-road.
  • the output gear can also be operated open or have a non-sealed encapsulation, such as a chain case, a semi-closed chain case or a chain guard.
  • the axle bearing of the wheel hub is designed so that it is suitable for lateral reception of the axle.
  • the axle bearing has laterally arranged, radially aligned slots.
  • the slots are located in both parts of the journal, so on both sides of the center plane of the hub, and are aligned substantially parallel to each other, so that the axis can be radially inserted and removed from the axle box, which allows the use of a disc brake.
  • Disc brakes have over rim brakes a greater braking performance and higher reliability.
  • this construction makes it possible to use commercially available hub gears, which, by design, can not be equipped with an axially displaceable axle carrying a bend, since the gears are controlled in the interior of the axle.
  • the axis is removed by an axial movement of the axle bearing.
  • the axis is designed to be variable in length, for example as a telescopically variable axis
  • the axis can be fed radially to the Achslagerung and introduced by an axial extension in the Achslagerung.
  • the reverse process can be used to remove the axle from the axle bearing by first reducing the length of the axle and then removing the axle laterally from the axle bearing.
  • the axle bearing is designed in the form of a stub axle, this is preferably secured with an intermediate sleeve in the frame. This prevents corrosion in the case of different materials on fatigue-relevant components and prevents scratching of the bore of the frame by the pressing of the stub axle.
  • an alternative method is to make the stub axle integral with the rest of the dropout.
  • the coupling of the wheel hub transmits the rotational movements between the output gear and the impeller via two pairs of cooperating active surfaces.
  • a first, drive-side part and a second, output-wheel-side part of the clutch each have two active surfaces.
  • the coupling of the wheel hub preferably has two parts, wherein the first part fixed to the impeller and the second part are fixedly secured to the output gear. Through the interaction of these two parts of the coupling, a connection between the impeller and the output gear is made.
  • the rotational movements of the output gear are transmitted via active surfaces on the impeller, wherein in each case two active surfaces are located on the first part and two active surfaces on the second part of the clutch.
  • active surfaces on the impeller wherein in each case two active surfaces are located on the first part and two active surfaces on the second part of the clutch.
  • an effective area of the first part and an effective area of the second part interact with one another.
  • active surfaces do not have to be extensively extended over a wide area, but they can also be extensively limited in area. This may be important for a dome operation, for example.
  • the active surfaces of the coupling are aligned parallel to each other.
  • a symmetrical distribution of the forces on the individual active surfaces is particularly uncomplicated feasible.
  • the active surfaces are equidistant from the axis.
  • the active surfaces of the coupling are aligned obliquely to one another and in pairs in parallel.
  • the orientation of the active surfaces is chosen such that a lighter engagement of the clutch is made possible.
  • the active surfaces are beveled in such a way that in each case two parallel active surfaces come to rest on one another upon rotation of the driven-wheel-side part of the clutch in the direction mainly transmitting the load. In the not mainly load transmitting direction of rotation of the coupling, the active surfaces are chamfered against each other.
  • the active surfaces may also have other geometries.
  • the first path over which a deflection wheel is radially movable by the first compensation mechanism of the traction mechanism is advantageously at least 10%, preferably at least 40% and particularly preferably at least 80% longer than the second Distance, over which a deflection wheel is radially movable by the second compensation mechanism of the traction mechanism, wherein the relative lengths each relate to the length of the second path.
  • the first route is advantageously a multiple of the second route.
  • the length of the first path can exceed that of the second path by less than 10%.
  • the lengths of the routes can also be the same.
  • the traction mechanism is designed such that by means of the first compensation mechanism and the second compensation mechanism, the same guide wheel on the first radial path and the second radial path is movable.
  • the compensation mechanisms can be identical or different and independent or coupled with each other.
  • the traction mechanism can also comprise more than one guide wheel, for example, a first and a second guide wheel.
  • the first deflection wheel starting from a first zero position, is movable radially over a first path and the second deflection wheel is movable radially over a second distance starting from a second zero position.
  • the first route is longer than the second route.
  • the traction mechanism can be designed so that a guide wheel in a first direction by a first distance and the guide wheel in a second, for example, the first direction opposite direction is radially movable by a second distance, the first distance is longer than the second Distance.
  • the deflection wheel can follow a wear-related elongation of the coupling means through the first mechanism, but allows, for example, a temporary shortening of the envelope only to a lesser extent.
  • the rear wheel is mounted on a movable about a rotational axis, acted upon by a spring force rocker.
  • the distance between the drive wheel and the driven wheel depends on the position of the movable rocker.
  • the movable rocker is rotatable about a pivot point which does not coincide with the pivot point of the drive wheel.
  • the distance between the axis of rotation of the movable rocker to a load strand of the endless coupling means is preferably smaller than the distance of the axis of rotation of the movable rocker to the axis of rotation of the drive wheel.
  • rocker arm can be attached directly to the frame.
  • the customary in the prior art attachment of the rocker to the transmission, which in turn is attached to the main frame, has structural disadvantages, since the attachment of the rocker must absorb very large loads.
  • the rear wheel can also be mounted directly rigidly on the frame of the bicycle.
  • the distance between the axis of rotation of the movable rocker and the load strand of the endless coupling means may also be greater than the distance between the axes of rotation of the movable rocker and the drive wheel.
  • the guide wheel is attached to the movable rocker.
  • the deflection wheel moves with a compression of the movable rocker.
  • the pivot point of the rocker, the drive wheel, the driven gear and the deflection wheel or a plurality of deflection wheels can be positioned relative to each other so that the length of the envelope can be considered to a constant approximation as constant.
  • This together with the second compensation mechanism, eliminates the risk of the coupling means jumping off the wheels.
  • This can be achieved in particular by the fact that the deflecting wheel or several deflecting wheels are attached to the movable rocker. Due to the property of the substantially constant envelope length, it is possible to dispense with the known disadvantages in the case of long-stroke chain tensioners required in conventional systems. This in turn makes it possible to concentrate the entire drive train in a small space and thus a meaningful encapsulation of the entire drive.
  • the deflection wheel can also be attached to the frame of the bicycle. If the traction mechanism comprises more than one deflecting wheel, the deflecting wheels can also be arranged distributed on the frame and the movable rocker.
  • the radial path of the deflection mechanism movable via the second compensation mechanism is limited by fixed stops to less than 1%, preferably less than 0.1% of the length of the endless coupling means during operation of the traction mechanism.
  • the operation of the traction mechanism means a power transmission between the drive wheel and the driven wheel, wherein any existing movable rocker can perform spring movements.
  • Such a limitation of the distance by which the diverter wheel is movable also limits the amount of change in length of the envelope or the voltage change of the endless coupling means allowed by the traction mechanism.
  • an uncontrolled change in length of Envelope or voltage change of the coupling means is prevented and thus that the coupling means of the drive wheel, output gear or guide wheel can jump off.
  • the guide wheel or the guide wheels are movably mounted elastically along a limited distance. If a coupling agent is used with a pitch, a slightly elastic bearing is also necessary to compensate for the polygon effect, as this is not negligible when using the usual in two-wheel diameter wheel diameter. Due to the limitation of the movement space of the deflection wheel or the deflection wheels is achieved that the traction means can not jump off the wheels or form loops despite elastic mounting of a wheel. In addition, the elastic support allows slight changes in the Envelopengue, which arise through movements of the existing existing movable rocker to catch.
  • the driven wheel remains in an expansion of the rear wheel on the bicycle, as for example, the first aspect of the invention allows.
  • the traction mechanism remains in a wheel assembly of the rear wheel as a unit.
  • the range of motion of individual components of the traction mechanism, in particular the guide wheel be severely limited. It is not necessary to release the output gear from the endless coupling agent and re-insert after a subsequent installation in the endless coupling agent. This is efficient and straightforward and reduces the risk of getting dirty when carrying out a wheel assembly.
  • an efficient encapsulation of the traction mechanism is possible because the encapsulation does not have to be opened even with a wheel assembly.
  • the traction mechanism can also be designed so that the output gear is removed in a removal of the rear wheel of the bicycle, especially if the output gear is firmly connected to the rear wheel.
  • the first compensation mechanism and / or the second compensation mechanism comprises a prestressed elastic element for supporting the corresponding deflection wheel.
  • a deflecting wheel mounted on an elastic and prestressed element makes it possible to compensate for changes in the envelope length or tension of the endless coupling means which arise, for example, as a result of a change in position of a movable rocker which may be present.
  • the prestressed mounting of a deflection wheel can be ensured that the coupling means is always below an adjustable voltage.
  • the adjustable voltage of the coupling means is kept largely constant because of the biasing over a wide position range of the elastic mounting of a diverter wheel. Thus, a leaking of the coupling means of the drive wheel, driven gear or a deflection is prevented.
  • Both the first and the second compensation mechanism can act on the same deflection wheel, or the two compensation mechanisms act on a plurality of deflection wheels, wherein the first compensation mechanism acts on a first guide wheel or on a plurality of first guide wheels and the second compensation mechanism on a second guide wheel or a plurality of second guide wheels acts.
  • the elastic element is advantageously biased over a multiple of its travel , This ensures that the path-dependent voltage change of the coupling means is minimized.
  • the first compensation mechanism and / or the second compensation mechanism comprise a non-biased elastic member for supporting a deflection wheel, which compensates for any changes in the length or tension of the coupling means, for example, during compression of the existing existing movable rocker.
  • the elastic element is formed by an at least two-part axis, wherein in a Kemachse a radially acting, biased spring element is receivable.
  • the spring element acts against a core axis sheathing sleeve, which is dimensioned so that the sleeve can move on the core axis.
  • the movement of the sleeve on the core axis is advantageous in a spatial direction limited.
  • the sleeve is elastically movable relative to the fixed mounting by the spring element.
  • the deflection wheel is then mounted on the sleeve and connected via the spring mechanism elastically to the core axis.
  • the restriction of the movement of the sleeve on the core axis in a direction in space allows a defined directed spring movement of the guide wheel and can prevent unwanted movements of the guide wheel.
  • the guide wheel can also be mounted on a different elastic element.
  • a storage on an elastically rotatably mounted lever or on a located in an elastic medium such as rubber core axis are further possible realizations of an elastic bearing of a guide wheel.
  • the first compensation mechanism of the traction mechanism offset an extension of the endless coupling means itself.
  • Such an extension of the endless coupling means is done by wear of the coupling agent during operation, which occurs even with perfectly encapsulated coupling means.
  • the wear of other components used in the traction mechanism can lead to a shortening of Envelope and has the same effect as an extension of the coupling agent.
  • a compensation of the extension of the coupling means therefore reduces the maintenance of the traction mechanism.
  • the wear is compensated by maintaining the voltage of the endless coupling means.
  • This can be realized by a further spring element for the deflection wheel, for example by a Röschenmechanismus in addition to the elastic mounting of the guide wheel with narrow hard stops, which is biased and transmits its voltage to the coupling means.
  • the Röschen mechanism When a limit value for the extension of the coupling agent is exceeded, the Röschen mechanism further biases a latching step and thus maintains the tension of the coupling means.
  • the Röschenmechanismus is designed so that a retightening does not already result from an elastic extension of the chain under high load or by a change in position of the movable rocker.
  • the wear of the coupling means can also be realized manually, for example by re-tensioning the coupling means.
  • the first compensation mechanism of the traction mechanism comprises a lever on which a deflection wheel is mounted, an axle, a torsion spring and a leaf spring.
  • the lever is rotatably mounted on the axis and is acted upon by the torsion spring with a torsional stress in the direction of a first direction of rotation.
  • the lever is provided with grid-like teeth arranged in a sawtooth manner, which interact with the leaf spring.
  • a leaf spring another bending spring or a pawl may be provided.
  • the teeth are designed in such a sawtooth manner that the lever in the
  • Axle is rotatable.
  • the leaf spring slips on a rotation of the lever in the first direction of rotation along a respective flat edge of a sawtooth tooth from one tooth to the next.
  • the lever is in a second direction of rotation, which is opposite to the first direction of rotation, for moving the deflection wheel along the second radial distance by a second angular range about the axis rotatable.
  • the first angle range is greater than the second angle range.
  • a rotation of the lever in the first direction of rotation can take place over a large angular range, which means a slippage of the leaf spring over (possibly) a plurality of teeth.
  • a rotation of the lever in the second direction of rotation can only take place by a small angular range, which corresponds to a slipping of the leaf spring along a flat flank of a tooth.
  • the first angle range is at least 10%, preferably at least 40% and particularly preferably at least 80%, in each case in relation to the second angle range, larger than the second angle range.
  • the teeth of the lever of the compensation mechanism in each case recesses for partially receiving the leaf spring.
  • the teeth act like this together with the leaf spring, that the respective depth of the recesses limits the respective second angular range.
  • the leaf spring can be partially absorbed by the recess.
  • the compensation mechanism can also be designed differently.
  • the teeth on the leaf spring can also be designed symmetrically.
  • the teeth can also be shaped so that a rotation of the lever is possible only in one direction of rotation or that the lever is rotatable in a first direction of rotation by a same angular range as in a second direction of rotation.
  • the first angle range can also be significantly more than 80% or less than 10% larger than the second angle range.
  • the traction mechanism comprises a display element which indicates a relative change in length of the coupling means.
  • a display can also be used to determine the wear state of the coupling means, if the length of the coupling means increases with increasing wear.
  • Such a display can be realized for example by a spring element which measures the voltage of the coupling means and occupies a certain length or a certain position in space as a function of the measured voltage.
  • a marking attached to such a spring element is suitable for determining the state of wear of the coupling agent.
  • the determination of the voltage of the coupling means can be effected, for example, by a deflecting wheel pressed against the coupling means, the position of the deflecting wheel being dependent on the voltage of the coupling means.
  • the traction mechanism can also be carried out without such a display element.
  • the endless coupling means by a calibrated tool, such as a torque wrench, infinitely biased to a defined value.
  • a calibrated tool such as a torque wrench
  • the coupling means on the one hand can be brought to the optimum voltage for the operation of the traction mechanism
  • the state of wear of the coupling means can be determined. Determining the state of wear of the coupling means can be done on the basis of its voltage or on the basis of a necessary force of a compensation mechanism to assume the previously set bias again.
  • the wear-compensating mechanism offers a possibility of applying a clearly defined pretension to the coupling means, for example by the torsion spring being pretensioned by a torque wrench and transmitting this torque to the coupling means by means of the lever.
  • the load path of the endless coupling means runs directly from the drive wheel to the driven wheel.
  • deflections between the input and the driven wheel may be provided, for example, to guide the coupling means in a different way than along the direct connection between the drive and the driven gear. Deflections on the load-free side of the coupling agent cause hardly any loss of efficiency.
  • the traction mechanism and in particular the endless coupling center] is separated from the environment by an encapsulation. Due to the encapsulation of the traction mechanism from the environment disturbing influences of the environment can no longer act unrestricted on the traction mechanism. For example, the risk of contamination of the environment is essentially prevented by lubricants washed out of the traction mechanism. An accelerated wear due to the effects of weather such as the washing out of lubricant from the traction mechanism is significantly slowed down by an encapsulation.
  • the encapsulation is usually in several parts and consists for example of an encapsulation of the drive wheel, an encapsulation of the Coupling means and an encapsulation of the driven gear.
  • Relative movements between individual encapsulations can be absorbed by elastic elements without losing the sealing effect of the encapsulation.
  • non-load-bearing cladding or already existing, supporting elements of the bicycle such as a chain stay or a dropout can be provided.
  • the seals in the diameter as small as possible. Is the axis of rotation of the drive wheel identical to the axis of rotation of the cranks, this can be achieved by a spatial displacement of the crank star with respect to the crank for Zweiradmitte out, so that a cover between the crank and crank star can be inserted, from which then the seal is made to Kurbelstem.
  • the crank star forms the receptacle for the drive wheel.
  • the traction mechanism is unencapsulated or partially encapsulated, for example by a chain case executed.
  • the drive wheel is mounted by means of an eccentric so that the position of the drive wheel can be changed relative to the other components encompassed by the traction mechanism by a rotation of the eccentric.
  • the endless coupling means can be mounted stress-free and then bias roughly by increasing the distance between the drive wheel and the output gear, without changing the position of a deflection wheel. This happens regardless of the compensation mechanism.
  • the drive wheel may also be mounted in a non-eccentrically running bearing. It is also possible for the coupling agent, for example, by another
  • Clamping deflection wheel or slidably perform the dropouts against the remaining parts of any existing movable rocker or the frame.
  • the endless coupling means extends at least partially within the existing rocker, where it is well protected against external effects, without further encapsulation would be needed.
  • endless coupling means can also be guided in a separate encapsulation or free-running, that is to say non-encapsulated.
  • the encapsulation could be performed directly on the rocker or on parts of the frame along or arranged independently of the rocker or these frame parts.
  • the bicycle can be placed directly on its two axle bearings after a wheel removal. Since the two axle bearings are about the same length, the two-wheeler is stable without falling over. This is for example when changing tires or during transport advantageous.
  • the first aspect of the invention namely the rear hub according to the invention
  • the second aspect of the invention namely the traction mechanism
  • Fig. 1 A bicycle in a side view
  • FIG. 2 shows an encapsulated traction mechanism transmission in a first side view
  • FIG. 5 shows a driven wheel with deflection roller and wear compensating mechanism.
  • Fig. 6 is an indication of the wear compensating mechanism
  • Fig. 7 is a bicycle with a frame gear
  • Fig. 1 1 a journal bearing with coupling without encapsulation
  • FIG. 12 shows a wheel hub with coupling and axle
  • Fig. 13 is an exploded view of the coupling
  • FIG. 14 shows a locking mechanism
  • Fig. 15 is an external view of the locking mechanism
  • Fig. 16 is a section through a hub with clutch and anti-theft device.
  • Figure 1 shows a two-wheeler according to the invention with a movably mounted on the main frame 1 of the two-wheeled swingarm 2, the position of which is controlled by a spring-damper element 3 and to which the rear wheel 4 is attached.
  • the drive of the bicycle is formed by a traction mechanism comprising a drive wheel in an encapsulation 6, an endless coupling means in an encapsulation 7 and a driven wheel and pulleys.
  • the bicycle is equipped with a disc brake 5 on the rear wheel 4.
  • FIG. 2 shows the drive of the bicycle in the assembled state.
  • a front sprocket is attached, which is surrounded by an encapsulation 6.
  • From the front sprocket leads the endless coupling agent in the form of a Drive chain in the direction of the rear hub 8.
  • the drive chain also runs in an encapsulation 7 and drives a driven gear, which is also encapsulated and connected to the rear hub 8 such that it moves with the rotation of the driven gear.
  • FIG. 3 shows an embodiment of the traction mechanism transmission.
  • the traction mechanism comprising the drive wheel 12, the output gear 13, the two pulleys 15.1, 15.2 and the chain 14, shown.
  • the deflecting wheels 15.1, 15.2 serve on the one hand to guide the chain 14 and on the other hand to adjust the slightly variable length of the chain 14 as a function of the oscillating position of the movable rocker and wear.
  • the load side 14.1 of the chain 14 runs directly between the drive wheel
  • the deflection rollers 15.1, 15.2 act on the lower, returning part of the chain 14.
  • FIG. 3 also shows the coupling part 19 on the output gear 13, whereby the wheel hub is coupled to the traction means 14 by means of the clutch.
  • the coupling part 19 also has an axle bearing 20 for the rear hub.
  • the drive wheel 12 rotates about the pivot point 37 of the crank 10.
  • This axis 37 is mounted here in an eccentric 17 in frame 1 of the two-wheeler.
  • the axis 37 of the crank 10 and the hereby identical axis 37 of the drive wheel 12 can be moved perpendicular to their orientation.
  • the axis 9, by which the rocker swing sc, is also indicated and is located next to the axis of rotation 37 of the drive wheel 12.
  • the axis 9 of the rocker is in the immediate vicinity of the load side 14.1 of the chain.
  • FIG 4 shows an exploded view of a possible design of an elastically mounted, provided with fixed stops deflecting.
  • the deflecting wheel comprises an axle 24, which is fastened here by an axial thread on the bicycle and on which the rotating part of the deflecting wheel, in this case a sprocket 21 is mounted.
  • the axis 24 has a lateral, extending in the radial direction bore 1 1, in which an elastic element, in this case a spring 25, can be used.
  • a sleeve 23 is pushed, the inner space 23.1 is greater than the axis 24.
  • the axis 24 within the sleeve 23 game and the compressed spring 25 acts against the interior 23.1 of the sleeve.
  • the axis 24 is pressed against the hole 1 1 with the spring 25 located opposite stop of the interior 23.1 of the sleeve 23.
  • a bearing 22 - preferably a roller bearing - and a traction means suitable sprocket 21 is inserted.
  • the sleeve 23 fulfills in this way the function of a stop for a possible radial movement of the bearing 22 and the sprocket 21 on the axis 24.
  • the rear guide wheel 15.1 is mounted on the axis 18 opposite part of the lever 26.
  • the lever 26 thus displaces by rotation about its axis of rotation 18, the guide wheel 15.1. This allows the chain to be tensioned effectively.
  • the lever 26 is acted upon by a torsion spring 29, which cooperates with a fixed in the axis of rotation 18 of the lever 26 nut 31 and screw 32.
  • the torsion spring 29 is rotatably connected at one end to the lever 26 and at its other end to the nut 31, wherein the nut is mounted in the axis of rotation 18 of the lever 26 and the torsion spring 29 by a rotation of the nut 31 with respect to the lever 26 is stretched.
  • the nut 31 interacts with the screw 32 in such a way that a screw-nut connection is formed, which clamps the corresponding wall of the encapsulation and / or the rocker and thus is in a rotationally fixed clamping connection with the housing of the encapsulation and / or the rocker.
  • the torsion spring 29 can preferably be acted upon via the nut 31 by means of a torque wrench with a torque and biases the lever 26th relative to the nut 31 and thus indirectly relative to the housing of the encapsulation and / or the rocker before.
  • the bias of the lever 26 acts against the force which acts on the deflection wheel 15.1 by the tension of the chain.
  • the detent comprises asymmetrically shaped saw teeth 27 in the area of the lever which travels the most distance when rotating about the axis of rotation 18 and fulfills the function of barbs. This together acts on the housing of the encapsulation and / or attached to the rocker spring 28, the free end engages in the individual teeth 27 and the lever 26 blocked in the chain tension opposite direction.
  • the movement space of the lever 26 is preferably limited by a fixed stop 30. This serves on the one hand to set a wear indicator correctly when installing the system, on the other hand prevents the stop 30 that the guide wheel 15.1 occupies undesired positions in case of failure of the lock.
  • FIG. 6 shows the encapsulated rear side of the mechanism depicted in FIG.
  • a marker 33.1 is preferably mounted such that it is visible through a sight glass 33.2 from the outside.
  • the lever position can be determined from the outside and thus the degree of wear of the traction mechanism can be read without having to open a part of the encapsulation 7.
  • Figure 7 shows a possible design of a bicycle, which is equipped with a built-in frame 1 gear 34. The operating principle is similar to that of the two-wheeler shown in Figure 1, wherein a major difference between the two-wheeler shown in Figure 1 and the two-wheeler shown in Figure 7 is that the axis of the drive wheel is not on the axis 37 of the crank 10.
  • the bicycle comprises a main frame 1 with a rocker 2 movably mounted thereon and sprung.
  • the gear 34 is driven by the crank 10 and transmits its rotation to the chain.
  • the encapsulation 7 of the chain in this embodiment has a bellows 7.1, which adapts to relative movements between the rocker 2 and the frame 1, whereby the encapsulation remains tight even with such movements.
  • FIG. 8 shows the drive on the two-wheeled vehicle from FIG. 7 equipped with a frame gear 34.
  • Pedals drive the crank 10, which is connected to the drive gear 12 of the traction mechanism via the gear 34 integrated in the main frame 1 of the two-wheeler.
  • the drive wheel 12 transmits its movement via the chain 14 to the output gear 13.
  • the chain 14 is guided by the two acting on the lower part of the chain 14 pulleys 15.1, 15.2 inside the movable rocker 2.
  • Figure 1 1 of the chain 14 sheathing part of the rocker 2 is not shown for reasons of clarity.
  • the rocker 2 is movable about its axis of rotation 9, wherein the axis of rotation 9 comes to rest in the vicinity of the chain 14.
  • FIG. 9 shows the rear wheel hub 8 mounted in the bicycle.
  • the hub 8 is fastened on a first side directly in the axle bearing 16 of the rocker 2.
  • the journal bearing 16 can receive the axle 35 of the hub 8 on the first side of the hub 8 via a slot in the movable rocker 2, without the axle 35 or hub 8 having to perform an axially directed movement.
  • the axle bearing 20 on the second side of the hub 8 also allows this movement, as can be seen for example from FIG.
  • the axle bearing 20 located there is integrated in the coupling part 19, which is located on the rocker 2.
  • the coupling part 19 of the rocker 2 cooperates with the hub-side coupling part 43 and thus couples the output gear 13 of the traction mechanism with the driver 41 of the hub 8.
  • the axle 35 is secured by a quick-release axle 36, in its axle 16 against falling out.
  • the hub 8 usually has a receptacle for a brake 5, such as a disc brake.
  • FIG. 10 shows the axle bearings 16, 20 for an axle of a rear wheel hub.
  • the encapsulation 7 of the traction mechanism is shown at the coupling-side part of the rocker.
  • This part 19 of the clutch rotates about the corresponding axle bearing 20.
  • the wheel hub can slide down out of the coupling part 19, the axle bearing 20 and a possibly present disc brake caliper 5.2.
  • the output gear 13 remains in the wheel assembly in the rocker 2.
  • a seal 40 are mounted between the driven gear 13 and the encapsulation 7, to prevent lubricant leakage and dirt and water ingress.
  • FIG 1 1 shows the configuration shown in Figure 10 of the swing-side part of the clutch 19 and the axle bearing 20 without encapsulation.
  • the drive-side axle bearing 20 consists of a stub axle, which is immovably fixed to the rocker 2, for example by pressing or shrinking into a corresponding bore in the rocker 2.
  • hub side end of the axle bearing 20 has a radial, preferably substantially vertically aligned Slot whose orientation substantially coincides with the slot of the journal bearing 16 on the opposite side of the rocker. The extension and retraction of an axle can then be done by a radial movement with respect to the geometric axis formed by the two axle bearings 16, 20.
  • the output gear 13 can be coupled simultaneously with the driver of the hub, the coupling part 19 on both sides of the axle bearing 20 each have two elongated, substantially parallel and beam-like driver 19.1, 19.2.
  • the drivers 19.1 and 19.2 are rotationally symmetrical to each other. They form essentially parallel beams, the inner flanks of which can be divided into an inner region 19b and two outer regions 19a and 19c, the inner region 19b partially enclosing the axial bearing 20 and thereby having a recess corresponding to the outer contour of the axial bearing 20 is executed round.
  • the outer regions 19a and 19c of the inner flanks of the drivers 19.1 and 19.2 are mirror-symmetrical with respect to a through the center of the axle bearing 20 and in the Substantially executed perpendicular to the alignment of the driver 19.1 and 19.2 extending plane.
  • the outer regions 19a and 19c of the inner flanks of opposing drivers 19.1 and 19.2 run obliquely towards each other in such a way that they form part of an axle 35 inserted into a space 19d between the drivers 19.1 and 19.2 from the outside with a corresponding alignment of the coupling part 19 on the slot center the axle bearing 20.
  • the outer flanks of the drivers form effective surfaces, via which the force is transmitted from one part 19 of the coupling to the other part 43 of the coupling.
  • the drivers 19.1, 19.2 are aligned as parallel as possible to the slot of the axle bearing 20.
  • the two drivers 19.1, 19.2 of the driven part of the clutch 19 preferably engage with the two drivers 43.1, 43.2 of the hub-side part of the clutch 43 (see FIG. 13). If the output gear 13 is rotated by the chain 14 in a rotational movement, so the moment and the rotational speed by the positive connection of the two coupling parts 19, 43 via a formed by surface pressure forces from the output gear 13 via the driver 19.1, 19.2, 43.1, 43.2 on the Drivers 41 transmit.
  • a game or an elastic element is installed between the two coupling parts 19, 43.
  • the contact surface over which the drive power is transmitted is made of a hard material as possible to minimize wear.
  • the coupling may be provided with exchangeable active surfaces on the drivers 19.1, 19.2, 43.1, 43.2.
  • the retraction of the axle by a self-centering of the clutch simplify and functional surfaces for disassembly of the clutch, for example, in the event that a driver 41 with integrated clutch is connected via a thread with the transmission of the hub or the hub shell.
  • the rear wheel 4 of the bicycle is shown with the rear hub 8 in the installed state.
  • the hub 8 comprises, inter alia, the following three elements: in the center, the hub has an axle 35 which receives the forces acting statically on the rear wheel 4 and supports the rear wheel 4.
  • On the axis 35 of the driver 41 is rotatably mounted.
  • On the driver 41 the hub-side part of the clutch 43 is attached directly.
  • the housing 42 of the wheel hub which is driven by the driver 41 via a housing 42 located within the transmission.
  • rim and tire are then attached, for example, spokes.
  • the axle 35 may be tubular and secured by means of a tie rod or a quick release 36 to the rocker 2 frictionally. In addition, it can also have at its end a thread for receiving lock nuts.
  • the axis 35 may also be shaped differently to be mounted in the axle bearing 16, 20, for example, as a smooth cylindrical surface, which is fastened with a clamp in the journal bearing 16, 20 of the two-wheeler.
  • Figure 13 shows an exploded view of the coupling between the output gear 13 of the traction mechanism and the impeller 41 of the wheel hub and directly on the clutch befindtsch elements.
  • the gear selection is controlled from the same side as the drive. Due to this construction, a clutch for the gear drive must be provided in addition to the above-mentioned clutch.
  • a cylinder jacket sleeve 45 having a recess which is matched in size to the slot in the Achslagerung 20 and the swing-side part of the clutch 19.
  • the hub-side part of the clutch 43 is mounted on the hub axle 35, the hub axle 35 is surrounded by the hub-side part of the clutch, namely a ring with a cam 44, and the clutch in turn from the hub-side part of the clutch 43.
  • the hub-side part of the clutch 43 cooperates via active surfaces 43.1, 43.2 with the swing-side part of the clutch 19, which is mounted on a bearing 22.
  • the bearing 22 surrounds a swing-side part of the clutch, namely a sleeve 45 and this is mounted on a frame-side axle bearing 20, in which a shaft lock 48 can be used. By a locking pin 49 in the Achslagerung 20, the sleeve 45 is axially locked.
  • the sleeve 45 By operating a switching device, the sleeve 45 is rotated, whereby a rotational movement is transmitted to the ring with the cam 44 and thus a located in the hub switching mechanism.
  • the system is designed so that a wheel removal is done in the mountain, so that after re-installation of the wheel immediately favorable for starting gear is engaged.
  • the sleeve 45 can be fixed axially on the axle bearing 20, for example, by a securing pin.
  • Figure 14 shows the swing-side part of the clutch 19 with the Achslagerung 20, the driven gear 13 and a mechanism which fixes the position of the coupling part 19 and the axle bearing 20 for a wheel.
  • the mechanism includes a leaf spring 52, an operating member 50, and a positioning disc 51.
  • the leaf spring 52 is fixed to an inner surface of the encapsulation housing 7 of the traction mechanism at a first end 52.1 and is biased to be pressed inwardly on the positioning disc 51.
  • the positioning disc 51 has at two defined positions in each case a notch 53.1, 53.2, which cooperates with the leaf spring 52.
  • the leaf spring 52 can penetrate into the notch 53.1, 53.2 in such a way that it fixes the positioning disk 51.
  • the positioning disk 51 itself is non-rotatably connected to the swing-side part of the clutch 19.
  • the leaf spring 52 can be pressed by the operating element 50 against the inside of the encapsulation 7 of the traction mechanism, if the leaf spring 52, such as during operation of the traction mechanism, not cooperate with the positioning disc 51, but should release them.
  • the operating element 50 is designed in the interior of the encapsulation 7 of the traction mechanism as a semicircle, which acts against the force of the leaf spring 52.
  • the semicircle rotates about a point that lies substantially on the line between the two ends of the circular arc.
  • the leaf spring 52 can be pushed away from the positioning disk 51 by rotating the operating member 50 through the arc of the operating member 50.
  • the leaf spring can 52 engage in one of the notches 53.1, 53.2 of the positioning disk 51 and fix the positioning disk 51 and thus the swing-side part of the clutch 19.
  • the indentations 53.1, 53.2 in the positioning disk 51 are positioned such that they fix the swing-side part of the clutch 19 in a position in which a radial insertion of an axle of a wheel hub in the Achslagerung 20 is made possible by this part of the clutch 19.
  • the position of the coupling part 19 does not change because of the lock.
  • FIG. 15 shows the rear side of the encapsulation 7 from FIG. 14 attached to the rocker 2.
  • the control element 50 has an externally visible indicator 54, for example in the form of an arrow, which indicates whether the system is in running order (arrow points forward). , or in the state for wheel removal (arrow points down, up or down).
  • FIG. 16 shows a possible design of an anti-theft device of the hub. This design is particularly suitable for hubs with a screwed axle in their form shown here.
  • a nut 55 On the axis 35 of a built-in the rocker 2 hub a nut 55 is fixedly mounted, which forms an axial bearing surface with the axle bearing 20.
  • An axle lock 48 secures the axle against falling out.
  • a finally locked in the Achslagerung 20 locking cylinder 56 locks the axle lock 48 against unauthorized removal.
  • the closing cams of the closing cylinder 56 can engage, for example, in a groove with a low notch effect in the axle bearing 20.
  • the axis 35 with the ring with the cam 44, so the hub-side part of the clutch, is taken up by the Achslagerung 20 and secured by a located in the Achslagerung 20 axle guard 48 against falling out.
  • the axle lock 48 is fixed by a lock cylinder 56, which is inserted from the outside, ie from the axis 35 opposite side, in the axle bearing 20.
  • the axle bearing 20 has in its interior a groove 46.1, can enter into the closing cam 46.2 of the lock cylinder 56.
  • the lock cylinder 56 can be locked, for example, with a key 57, which means that the locking cams 46.2 can be extended and extended by operation with a key 57 into the groove 46.1 of the axle mount 20.
  • the chain guide via deflecting wheels can run next to the shape shown in the figures and also next to the rear swing arm or directly between the drive and the driven wheel.
  • a guide of the chain between the drive wheel, which is located on the transmission and the output gear in the region of the rear wheel is also necessary.
  • the chain guide and its encapsulation can also be performed in this case along a strut of the rear swingarm or directly.
  • the coupling means can be guided along many different paths. It should only be noted that the efficiency of the traction mechanism by additional deflection wheels decreases due to friction losses.
  • the eccentric for tensioning the coupling means may also be provided on another than the drive wheel.
  • An eccentric comprehensive execution of the output gear or a deflecting afford in principle the same.
  • the driven wheel will be accompanied by a shift of the axial position of the driven gear and a displacement of the hub and thus the driven wheel.
  • another spring element can be used, such as a longitudinally acting coil spring.
  • the positioning device shown in Figure 14 for fixing the clutch can also be designed differently.
  • a spring element can interact directly with the output gear.
  • a fixation of the coupling agent can take place.
  • no spring element must be used, it can, for example, terminals are used, which are manually detectable.
  • a drive device is provided by the invention, which allows a safe and low-maintenance guidance of an endless coupling means and a fast, uncomplicated and efficient removal and installation of a rear wheel of the bicycle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Transmission Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un moyeu de roue (8) pour un deux-roues et un mécanisme à moyens d'entraînement pouvant être accouplé avec le moyeu de roue (8). Le moyeu de roue comprend, entre autre chose : un carter, un élément d'entraînement, une transmission accouplant l'élément d'entraînement et le carter entre eux, un pignon de sortie (13) d'un mécanisme à moyens d'entraînement et un accouplement amovible reliant le pignon de sortie (13) avec l'élément d'entraînement. Le pignon de sortie (13) est fixé au deux-roues de façon qu'il demeure sur le deux-roues par desserrage de l'accouplement entre l'élément d'entraînement et le pignon de sortie (13). Le mécanisme à moyens d'entraînement pour un deux-roues, dans lequel la roue arrière est fixée rigide au cadre, ou bien est montée élastiquement sur une coulisse, comprend un pignon d'entraînement (12), un pignon de sortie (13) et un moyen d'accouplement sans fin (14). Le pignon d'entraînement (12) et le pignon de sortie (13) coopèrent directement avec le moyen d'accouplement sans fin (14). Le mécanisme à moyens d'entraînement comprend en outre un premier mécanisme de compensation agissant sur un pignon de renvoi (15.1, 15.2) pour le moyen d'accouplement (14), mécanisme au moyen duquel le pignon de renvoi (15.1, 15.2) est déplaçable sur un premier parcours radial, et un second mécanisme de compensation agissant sur un pignon de renvoi (15.1, 15,2) pour le moyen d'accouplement (14), mécanisme au moyen duquel le pignon de renvoi (15.1, 15,2) est déplaçable sur un second parcours radial. Le premier parcours est plus long que le second parcours. L'interaction de ces deux composants permet de concevoir un deux-roues doté d'un mécanisme à moyens d'entraînement fiable et ne nécessitant que peu d'entretien en dépit de sa suspension de roue arrière éventuellement mobile, la roue arrière pouvant être détachée du deux roues sans intervention dans le mécanisme à moyens d'entraînement.
EP07763955A 2007-07-19 2007-07-19 Mécanisme d'entraînement pour deux-roues Withdrawn EP2167327A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CH2007/000355 WO2009009912A1 (fr) 2007-07-19 2007-07-19 Mécanisme d'entraînement pour deux-roues

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Publication Number Publication Date
EP2167327A1 true EP2167327A1 (fr) 2010-03-31

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EP07763955A Withdrawn EP2167327A1 (fr) 2007-07-19 2007-07-19 Mécanisme d'entraînement pour deux-roues

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US (1) US20100194182A1 (fr)
EP (1) EP2167327A1 (fr)
WO (1) WO2009009912A1 (fr)

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WO2021098920A1 (fr) * 2019-11-18 2021-05-27 Bühler Motor GmbH Dispositif d'entraînement électrique et bicyclette comprenant un dispositif d'entraînement
US11021211B2 (en) 2017-06-23 2021-06-01 Neutron Holdings, Inc. Electric assist bicycle
CN114174697A (zh) * 2019-06-20 2022-03-11 盖茨公司 张紧器

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US9359034B2 (en) * 2012-01-12 2016-06-07 Recreation Systems, Inc. Cycle and associated components
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