AUTOMATIC TRANSMISSION FOR MULTI-SPEED BICYCLE

FIELD OF THE INVENTION

This invention relates to an automatic transmission for a bicycle or similar means of transportation. More particularly, this invention relates to a multi-speed bicycle employing a multi-stage sprocket assembly, wherein operation of the derailer thereof is automatically controlled by centrifugal force so that the driving chain is automatically shifted to higher gears as the speed of the bicycle increases.

BACKGROUND OF THE INVENTION

Presently many types of bicycle transmissions exist. The earliest type of a bicycle transmission consisted of a rear wheel having a three-speed hub whose internal gearing was manually shifted by means of a selector cable extending from a selector lever conveniently positioned on the handlebars to a movable selector axle within the rear hub. During cycling, the three-speed bicycle could be easily shifted into low, medium and high gears by moving the selector lever to a low, medium or high position, respectively.

In subsequent years, improvements were made to the conventional three-speed bicycles to make the gear shifting in the three-speed hub fully automatic depending upon the speed of the bicycle. Thus, starting from rest, the automatic transmission of the three-speed hub would be initially set to the low gear and, upon acceleration of the bicycle to higher speeds, would automatically shift to middle gear and then to high gear. This automatic shifting therefore obviated the need for the bicyclist to manually change gears via a manual selector lever.

U.S. Pat. Nos. 3,494,227, 3,492,892, 3,492,893, 3,081,641, 3,513,726, 3,520,214, 3,546,970, 3,546,971, 3,552,233, 3,592,081, 3,600,974, 3,603,178, 3,608,398, 3,648,547, 3,659,688, 3,661,034, 3,696,690, 3,701,292, 3,830,521 and 4,229,997 disclose various embodiments of automatic three-speed rear hubs. In most of these prior patents, the automatic shifting feature is accomplished through the use of centrifugal weights positioned within the hub and centrifugally operated to shift gears upon increased rotational speed of the hub corresponding to increased speed of the bicycle.

In more recent years, the use of three-speed bicycles have been largely supplanted by ten-speed (or more) bicycles. More particularly, a conventional ten-speed bicycle comprises a pair of drive sprockets of different diameters positioned at the axis of rotation of the bicycle pedals and a multi-stage sprocket assembly consisting of five drive sprockets of different diameters positioned at the axis of rotation of the hub of the rear wheel of the bicycle. The pedal drive sprockets and the rear wheel drive sprockets are operatively interconnected by means of a drive chain. Mechanisms known as “derailers” are provided for derailing the drive chain from one sprocket to another of the two pedal sprockets and from one sprocket to another one of the five rear sprockets thereby changing the gear ratio. A control lever is connected to each derailer by means of a control cable. Thus, selected movement of the control levers controlling the respective derailers allows the bicyclist to select any one of ten possible gear ratios thereby resulting in “ten-speeds”. It is also noted that a tension wheel is provided to take up slack in the drive chain thereby making sure that the drive chain remains taut at any gear speed. U.S. Pat. Nos. 4,895,553, 3,661,021, 4,277,077, 4,580,997, and 4,612,004 disclose various gearing mechanisms employed in a conventional ten-speed bicycle. It is noted that even more recently, twenty-one-speed bicycles have been developed which comprise three pedal sprockets and seven rear sprockets, thereby providing twenty-one possible speed combinations.

Analogous to the development of three-speed bicycle hubs, most recent developments of ten-speed bicycles have consisted of employing centrifugal weights which function to automatically control the gear shifting depending upon the speed of the bicycle. For example, in U.S. Pat. No. 3,513,725, an automatic speed change mechanism is disclosed for a ten-speed bicycle wherein the automatic shifting feature is accomplished with the use of centrifugal weights positioned within the multi-stage bracket assembly. In U.S. Pat. No. 4,836,046, an automatic bicycle transmission is disclosed which comprises a sprocket wheel pedal assembly including a reference wheel that is rotated by the pedals of the bicycle. A pair of diametrically opposed chain gear sliders and opposed chain gliders are provided for radially moving along radial slots of the sprocket wheel assembly in response of input torque applied at the pedals, thereby changing the effective diameter of the front sprocket and causing speed changes. In U.S. Pat. No. 4,743,041, an automatically variable gear ratio drive mechanism for a bicycle is disclosed which comprises a pulley whose diameter varies by means of a centrifugal weight in such a manner that the effective diameter of the pulley decreases as the bicycle's speed is increased, thereby functioning to change the effective gearing ratio.

Similarly, U.S. Pat. No. 4,701,152 discloses an automatic transmission for a multi-speed bicycle having a multi-stage rear sprocket assembly. The automatic gear shifting is accomplished by means of a plurality of centrifugal weights which are slidable disposed on the spokes of the rear wheel. The centrifugal weights are operatively connected by means of cables to extensible pistons rigidly connected to the rear hub of the bicycle. The extensible rods of the pistons are connected about the periphery of a ring-shaped support which, upon extension of the piston rods, extends outwardly to be in the respective planes of the sprockets of the multi-stage sprocket assembly. In its preferred embodiment shown in FIGS. 11 and 12 thereof, a derailer is operatively connected to the peripheral edge of the ring-shaped support in such a manner that the derailer is forced into alignment with the selected sprocket by the ring-shaped support as determined by the centrifugal force imparted to the pistons by means of the centrifugal weights. Unfortunately, it has been found that the centrifugal weights sliding on their respective spokes results in undesired downshifting of the gears the moment the bicyclist resumes pedaling after coasting. Furthermore, some bicyclists have found it desirable to be able to select an upper gear that the bicyclist feels comfortable using, even though the desired gear may not be the highest gear of the multi-speed bicycle. The automatic transmission disclosed in U.S. Pat. No. 4,701,152 fails to disclose any means for limiting the movement of its centrifugal weights so as to limit the corresponding movement of its ring-shaped support and its derailer selecting the highest sprocket, corresponding to the highest gear desired. In U.S. Pat. No. 3,540,309, similar concepts are employed for centrifugally causing gear changing of the pedal change sprocket.

More recently, automatic bicycle transmissions that overcome these deficiencies were invented. Those automatic transmissions include a multi-stage rear sprocket assembly and derailer, wherein automatic derailing of the drive chain is accomplished by means of centrifugal weights operatively connected to the derailer to move the derailer in response to increased speed of the bicycle. U.S. Pat. Nos. 5,163,881, 5,295,916 and 5,445,567 disclose various embodiments of those automatic transmissions and are incorporated herein by reference.

Unfortunately, those automatic transmissions have some deficiencies too. Those automatic transmissions required a rapid pedal cadence for the centrifugal weights to pivot out and cause the automatic transmission to upshift. Thus, while the derailer is ideal for competitive or aggressive riders, the derailer does not perform properly when riders pedal at a more leisurely pace. Since the majority of bike riders worldwide prefer pedaling at a leisurely pace, there is a need for automatic transmissions that function optimally when the rider travels at a leisurely pace.

One potential solution would seem to be to reduce the force of the biasing spring. While this “softer spring” enables upshifting at lower speeds, the upshifting might then occur more rapidly than desired. This would result in the rider being in a higher than desired gear, making it harder to pedal than the leisure rider desires. Thus, the biasing spring adjustment solution is far from ideal.

Another potential solution is to increase the rotational velocity of the rotatable shaft, which the centrifugal weights are attached to, for any given speed. However, the geometry of the bicycle and the teachings of the aforementioned patents cannot provide this increased rotation. The patents teach that a drive gear coupled to the rear wheel drives a rotatable shaft that is part of a derailer coupled to the bicycle frame, The patents describe one method where the gears contact directly and another method where the gears are connected using a drive belt. In either case, achieving the maximum rotational velocity for the rotatable shaft at a given wheel rotation velocity requires maximizing the diameter of the drive gear and/or minimizing the diameter of the rotatable shaft gear. This occurs where the gears are in physical contact, so achieving maximum rotational velocity of the rotatable shaft requires that the gears are in direct contact. However, there are several reasons this can not solve the problem.

First, the geometry of the bicycle frame fixes the distance between the axes of rotation for the drive gear and the rotatable shaft, so the size of the drive gear is limited—it can not possibly be increased to a size at which it would extend out beyond the axis of the rotatable shaft.

Second, the gear attached to the rotatable shaft is already so small that it is approximately the diameter of the shaft. If an attempt were made to make this gear even smaller, to reduce the number of gear teeth, the gear would be too small to function.

Third, considering the drive belt method, if the drive wheel were increased in size, then the belt would have a very small tension and contact patch on the driven (shaft) wheel, and reliable operation would not be ensured. If the driven wheel were decreased in diameter, the contact patch would again be decreased to the size that reliable operation could not be ensured.

Thus, there is still a need for automatic transmissions for bicycles that perform optimally when the rider travels at a leisurely pace.

Therefore, it is an objective of this invention to provide an apparatus that overcomes the inadequacies of the prior art devices and provides an improvement that is a significant contribution to the advancement of automatic transmissions for bicycles.

Another object of this invention is to provide an automatic transmission for a bicycle having a multi-stage rear sprocket assembly and derailer whose operation is controlled by centrifugal weights, wherein the centrifugal weights are rotated upon rotation of the sprockets of the sprocket assembly allowing the bicyclist to resume pedaling after coasting in a lower gear.

Another object of this invention is to provide an automatic transmission for a bicycle having a multi-stage rear sprocket assembly and derailer controlled by centrifugal weights, wherein means are provided for selecting a range of operation of the centrifugal weights so as to allow the bicyclist to select a shifting range employing less than all of the possible gearing combinations.

Another object of this invention is to provide an automatic transmission for a bicycle having a multi-stage rear sprocket assembly and derailer controlled by centrifugal weights, and further including means for limiting the highest gear into which the centrifugal weights moves the derailer into so as to permit the bicyclist to select an upper limited gear which is less than the highest possible gear.

Another object of this invention is to provide an automatic transmission for a bicycle having a multi-stage rear sprocket assembly and derailer controlled by centrifugal weights, and further including means for incremental indexing movement of the derailer so as to assure that the derailer will precisely move the drive chain from sprocket to sprocket during upshifting and downshifting, thereby minimizing chain slippage as the chain is derailed by the derailer from one sprocket to another.

The foregoing has outlined some of the more pertinent objects of the invention. These objects should be construed to be merely illustrative of some of the more prominent features and applications of the intended invention. Many other beneficial results can be obtained by applying the disclosed invention in a different manner or modifying the invention within the scope of the disclosure. Accordingly, other objects and a fuller understanding of the invention may be had by referring to the summary of the invention and the detailed description of the preferred embodiment in addition to the scope of the invention defined by the claims taken in conjunction with the accompanying drawings.

SUMMARY OF THE INVENTION

For the purpose of summarizing this invention, this invention comprises an automatic transmission for a multi-speed bicycle employing a multi-stage rear sprocket assembly having different-diameter sprockets and having a derailer for selectively derailing the drive chain from one sprocket to an adjacent sprocket by means of centrifugal force imparted to the derailer in response to the speed of the bicycle. Thus, the centrifugally operated derailer of the invention functions to automatically up-shift the bicycle from a low gear to incrementally higher gears as the speed of the bicycle increases. Then, as the speed of the bicycle decreases, a biasing spring of the derailer overcomes the centrifugal force, thereby causing the derailer to incrementally down-shift the drive chain from one sprocket to the adjacent sprocket.

More particularly, the centrifugal force employed to cause movement of the derailer is created by means of centrifugal Weights connected to a rotatable shaft positioned through the base member of the derailer. The end of the rotatable shaft maybe rigidly fixed to a gear that is in alignment with the output gear of a gear train. The input gear of the gear train may be in alignment with a drive gear positioned concentrically with the multi-stage sprocket assembly. A collar assembly is positioned about the rotatable shaft and is pivotably connected to each of the centrifugal weights in such a manner that, upon rotation of the shaft, outward centrifugal pivoting of the centrifugal weights occurs and the collar assembly is forced outwardly along the shaft away from the base member. The collar assembly is operatively connected to the linkage members of the derailer by means of a yoke such that, upon outward movement of the collar assembly by means of the pivoting centrifugal weights, the chain guide of the derailer is moved outwardly to derail the drive chain from a larger diameter sprocket to an adjacent smaller diameter sprocket, thereby resulting in upshifting to a higher gear as the speed of the bicycle increases. In an improved embodiment, the yoke is connected at one end to the base member by means of a bendable member such as a wire cable and is connected at its other end to one of the linkage members. In this manner, the linkage members may be parallelogram-configured to radially move upwardly toward the sprockets thereby maintaining a constant distance with each sprocket during upshifting. The bendable member permits the yoke (and the collar assembly) to partially rotate relative to the base member, thereby allowing the yoke to move radially along with the linkage members as the yoke forces the linkage members outwardly for upshifting.

An important feature of this invention is the connection of the centrifugal weights to the rotatable shaft which extends through the base member of the derailer. In one embodiment, the drive gear is rigidly connected relative to the rear wheel of the bicycle so the drive gear is always rotating with the rear wheel. This arrangement assures that downshifting during coasting does not occur until the speed of the bicycle appreciably decreases and is therefore particularly suitable for the casual and speed bicyclists. In another embodiment, the drive gear is connected relative to the rear wheel and the sprockets of the sprocket assembly of the bicycle by means of a friction wear plate and ratchet assembly, respectively, so that, during coasting, the drive gear is fictionally forced to rotate with the rear wheel, but at a slower rotational speed, and so that, during pedalling, the drive gear is rigidly connected relative to the sprockets of the sprocket assembly to rotate therewith. This arrangement assures that the bicycle will start downshifting during coasting (with little or no pedaling) and is therefore particularly suitable for mountain bikes where rapid downshifting is desirable.

Another aspect of the automatic transmission of this invention is a gear train. The gear train, comprising at least one intermediate gear, is designed to increase the rotational velocity of the rotatable shaft (output side) relative to the drive gear (input side). The increased rotational velocity created by the gear train causes the centrifugal weights to pivot outward when the bike is traveling at a slower bike/cadence speed than would otherwise be possible. Thus, the automatic transmission may function optimally even when the rider pedals at a leisurely pace. In the present invention, the gear ratio of the gear train may range from about 1.2 to about 7.0, inclusive.

There are many approaches that may be employed to integrate the gear train into an automatic transmission of the present invention. In one embodiment, the gear train may be attached directly to the derailer assembly, preferably by stamping a mounting arm when stamping the base member 46 or bracket 50 of the rear derailer 32 of the automatic transmission so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. In another embodiment, the gear train may be attached to the bicycle frame so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. In yet another embodiment, the gear train may be attached to the rear axle or rear axle assembly so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. One skilled in the art will appreciate that any means of attachment that fixes the gear train so that it operatively connects the drive gear and the rotatable shaft is within the scope of the present invention and that the above embodiments are by no means exhaustive. One skilled in the art will also appreciate that the gear train effect described above may also be achieved using belts and pulleys or chains and sprockets. Accordingly, the present invention envisions embodiments that employ gears, belts and pulleys, chains and sprockets, and combinations thereof.

The automatic transmission of this invention further includes a range selector for selecting the range of gears into which the transmission can be shifted. The range selector comprises a control lever, conveniently positioned on or near the handlebars of the bicycle, connected to a cable assembly which extends to the base member of the derailer. The reciprocating cable in the assembly is operatively connected to the biasing spring of the derailer. Operation of the control lever to increase the force of the biasing spring results in a greater force imparted to the linkage members to remain inwardly, thereby resulting in the drive chain being derailed, at given speeds, among the larger diameter sprockets corresponding to lower gears. Conversely, operation of the control lever to decrease the force of the biasing spring results in less force imparted to the linkage members of the derailer thereby resulting in the drive chain being derailed, at the same given speeds, among the smaller diameter sprockets corresponding to higher gears. Thus, it can be readily appreciated that the range selector of the invention allows the bicyclist to select a lower-gear range or a higher-gear range of operation at given speeds.

The automatic transmission of this invention further includes a gear limiter which limits the highest gear that the derailer is permitted to upshift the chain into. The gear limiter of the invention comprises a control lever, conveniently positioned on or near the handle bars of the bicycle, connected to a cable assembly which extends to the base member of the derailer. The reciprocating cable in the cable assembly is threaded through a sleeve pivotably connected to the linkage members. A stop is rigidly connected to the tip of the cable. Operation of the control lever to retract the cable causes the stop to engage the sleeve thereby limiting the outward extension of the linkage members. Thus, it can be readily appreciated that the gear limiter functions to limit the highest gear that the derailer is permitted to upshift the chain into, irrespective of the speed of the bicycle. More particularly, should the multi-stage rear sprocket assembly consist of six sprockets of decreasing diameters, the bicyclist may adjust the control lever of the gear limiter to select one of the sprockets thereby assuring that the derailer will upshift only to that selected sprocket corresponding to the highest desired gear, despite the increasing speed of the bicycle which would otherwise cause further upshifting to higher gears.

Finally, the automatic transmission of this invention further includes means for incrementally indexing the movement of the derailer so as to assure that the derailer will precisely move the chain from sprocket to sprocket during shifting. This indexing arrangement results in smoother shifting since the chain is incrementally moved by the derailer in alignment with the respective sprockets of the sprocket assembly.

The foregoing has outlined rather broadly the more pertinent and important features of the present invention in order that the detailed description of the invention that follows may be better understood so that the present contribution to the art can be more fully appreciated. Additional features of the invention will be described hereinafter which form the subject of the claims of the invention. It should be appreciated by those skilled in the art that the conception and the specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present invention. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the invention as set forth in the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a fuller understanding of the nature and objects of the invention, reference should be had to the following detailed description taken in connection with the accompanying drawings in which:

FIG. 1 is a side view of the multi-speed bicycle employing the derailer of the invention;

FIG. 2 is a rear elevational view of the multi-stage rear sprocket assembly employing the automatic transmission of the invention having its gear range selector, with the centrifugal weights thereof fully contracted corresponding to the lowest gear;

FIG. 3 is a rear elevational view of the multi-stage rear sprocket assembly employing the automatic transmission of the invention having its gear range selector, with the centrifugal weights fully expanded corresponding to the highest gear;

FIG. 4 is a side elevational view of FIG. 3;

FIG. 5 is an exploded view of FIG. 2;

FIG. 6 is a rear elevational view of the multi-stage rear sprocket assembly employing the automatic transmission of the invention having its gear range limiter, with the centrifugal weights thereof fully contracted corresponding to the lowest gear;

FIG. 7 is a rear elevational view of the multi-stage rear sprocket assembly employing the automatic transmission of the invention having its gear limiter, with the centrifugal weights thereof fully expanded corresponding to the highest gear;

FIG. 8 is a side elevational view of FIG. 6;

FIG. 9 is a partial view of the automatic transmission of the invention illustrating the sleeved collar thereof, partially cut-away;

FIG. 10 is a partial top elevational view of FIG. 6 illustrating the manner in which the yoke is pivotably connected to the sleeved collar assembly and the linkage members of the derailer;

FIG. 11 is a partial top elevational view of FIG. 6 illustrating the control wire of the gear limiter restricting the outward movement of the derailer thereby limiting the highest gear into which the derailer may shift into;

FIG. 12 is a partial rear elevational view of the multi-stage rear sprocket assembly employing the automatic transmission of the invention, illustrating another embodiment of the drive gear connected relative to the rear wheel by means of a friction plate and connected relative to the sprocket assembly by means of a ratchet assembly;

FIG. 13 is an exploded view of FIG. 12 illustrating the friction plate and the ratchet assembly connecting the drive gear to the rear wheel and the sprocket assembly, respectively;

FIG. 14 is a cross-sectional view of FIG. 12 along lines 14-14 illustrating the ratchet assembly;

FIG. 15 is an enlarged rear elevational view, partially in section, of the automatic transmission of the invention illustrating the incremental indexing mechanism incorporated within the collar which slides longitudinally relative to the shaft;

FIG. 16 is another rear elevational view, partially in section, of the automatic transmission of the invention shown in FIG. 15, combined with the sprocket assembly so as to illustrate the incremental indexing of the derailer in alignment with the individual sprockets of the sprocket assembly;

FIG. 17 is a side elevational view of the multi-stage rear sprocket assembly having parallelogram-configured linkage members which move approximately radially upwardly toward the sprockets during upshifting, the sprocket assembly employing the automatic transmission of the invention having an improved yoke which moves upwardly with the linkage members as the yoke forces the linkage members outwardly during upshifting;

FIG. 18 is a rear elevational view of the FIG. 17 illustrating the bendable member of the yoke connected to the base member which permits the yoke to partially rotate relative to the base member as it moves radially upwardly with the linkage members during upshifting;

FIG. 19 is a side elevation view of the automatic transmission of the invention having a gear train that includes a combination of gears and belts and pulleys, with the centrifugal weights thereof fully contracted corresponding to the lowest gear;

FIG. 20 is a side elevation view showing the other side of the inventive automatic transmission shown in FIG. 19;

FIG. 21 is a side elevation view of a belt and pulley useful in the present invention; and

FIG. 22 is a side elevation view of rounded tooth gears useful in the present.

Similar reference characters refer to similar parts throughout the several views of the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to FIG. 1, a conventional multi-speed bicycle 10 comprises a frame 12 having front and rear fork assemblies 14 and 16, respectively. Front and rear wheels 18 and 20 are connected between the respective forks 14 and 16. A front multi-stage sprocket assembly 22 having pedals 24 is connected to the frame 12. A multi-stage rear sprocket assembly 26 forms part of the rear wheel 20. The front and rear sprocket assemblies 22 and 26 are interconnected by drive chain 28. Front and rear derailers 30 and 32 are provided for the multi-stage front and rear sprocket assemblies 22 and 26, respectively, each of which derails the drive chain 28 from one sprocket to another, thereby changing the gear ratio between the front and rear sprocket assemblies 22 and 26 and causing speed changes.

As shown in FIGS. 2-5, the multi-stage rear sprocket assembly 26 is illustrated as comprising six sprockets 34-44 of decreasing diameters. However, it is noted that the multi-stage rear sprocket assembly 26 may comprise any number of sprockets (e.g. seven as shown in FIGS. 12 and 17) without departing from the spirit and scope of this invention. The rear derailer 32 of the invention functions to derail the drive chain 28 from a sprocket in which it is engaged to an adjacent sprocket thereby effectuating speed changes.

The rear derailer 32 of the invention comprises a base member 46 having a longitudinal axis 48 positioned parallel to the axis of rotation of the rear wheel 20 (see FIG. 1). The base member 46 of the rear derailer 32 is connected to a bracket 50 which is in turn securely connected to the rear fork 16 of the frame 12 of the bicycle 10. A pair of linkage members 52 and 54 are pivotably connected to a protruding end 56 of the base member 46. The other ends of the linkage members 52 and 54 are similarly pivotably connected to a chain guide assembly 58.

The chain guide assembly 58 comprises a chain guide sprocket 60 and an idler tension sprocket 62 rotatably journalled to a plate 64. A boss 66 extends from the plate 64 and includes a protruding end 68 to which the ends of the linkage members 54 are pivotably connected. Boss 66 contains a bias spring (not shown) which biases plate 64 in a clockwise direction shown in FIG. 4 such that the idler tension wheel 62 takes up any slack that may exist in the drive chain 28 which is threaded around the sprockets 60 and 62 as shown in phantom in FIG. 4.

It is noted that the linkage members 54 form a parallelogram to assure that the axis of rotation of the sprockets 60 and 62 remain parallel to the longitudinal axis 48 of the base member 46 as the linkage members 50 and 52 are moved outwardly. It is further noted that the base member 46 is composed of two sections 46A and 46B rotatably journalled together. An interior bias spring 72 is provided for biasing the outer section 46B rearwardly. Similarly, a bias spring 74 is positioned about the axis of one of the linkage members 52 connected to the protruding end 56 of base member 46 so as to bias the linkage members 52 and 54 inwardly corresponding to low gear.

The following description describes the automatic shifting feature of the present invention. Specifically, a large diameter drive gear 80 is positioned concentrically with the multi-stage sprocket assembly 26. A rotatable shaft 82 is rotatably journalled through the base member 46. A gear 86 is rigidly connected to the inward end 84 of the rotatable shaft 82 in geared engagement with the drive gear 80 such that, upon rotation of the drive gear 80, rotatable shaft 82 is rotated. Journal bearings 88 and 90 along with a threadably removable bushing 92 may be provided for minimizing wear as the shaft 82 rotates within base member 46 and as the sections 46A and 46B of the base member 46 rotate with respect to each other.

As shown in FIG. 9 in conjunction with FIGS. 2-5, a collar assembly 94 is provided for connection about the outward end 96 of the shaft 82. The collar assembly 94 comprises inner and outer collar sections 94A and 94B journalled together by means of bearing 98. The inner section 94A of the collar assembly 94 is rigidly connected to a sleeve 100 positioned over the outward end 96 of the shaft 82.

A plurality of centrifugal weights 102 (three are illustrated) are pivotably connected to each other and to a star-shaped collar 104 integrally formed with sleeve 100. More particularly, each of the centrifugal weights 102 is pivotably connected to each other by means of a star-shaped connector 106 and interconnecting linkages 108. Rotation of shaft 82 rotates the centrifugal weights 102 via the star-shaped connector 106 which in turn rotates the star-shaped collar 104, sleeve 100, and inner collar sections 94A. As the rotational speed of the shaft 82 increases, the centrifugal weights 102 flare outwardly as shown in FIGS. 3 and 4 forcing the star-shaped connector 106 to exert pressure against the tip of the rotatable shaft 82. The collar assembly 94 therefore extends outwardly along shaft 82. Yoke 110, pivotally connected at one end to base member 46 and at its other end to the outer linkage member 54, pivots on the outer collar section 94B of the collar assembly 94 causing outward tension on the outer linkage member 54 against the force of bias springs 72 and 74. The chain guide assembly 58 is therefore caused to move outwardly to derail the drive chain 28 from one sprocket to an adjacent sprocket. Further rotational speed of the shaft 82 forces the collar assembly 94 to further extend outwardly along shaft 82, and yoke 110 pivots on the collar assembly 94 to extend further outwardly, thereby further causing the chain guide assembly 58 to move further outwardly to derail the drive chain 28 to another sprocket. Eventually, the centrifugal weights 102 have flared outwardly to their maximum position as shown in FIGS. 3 and 4 wherein the drive chain 28 is positioned on the least diameter sprocket 44.

As shown in FIG. 1 in conjunction with FIGS. 2-5, the range selector 120 of the invention comprises a selector lever 122 connected to a cable assembly 124 consisting of an outer sheath 126 and an extensible inner cable 128. The selector lever 122 is conveniently positioned at or near the handle bars of the bicycle with the cable assembly 124 extending to a mount 130 integral with the base member 46. The cable 128 extending from the sheath 126 is affixed to a spring tensioner 132 positioned concentrically in spring 74. The spring tensioner 132 is configured in such a manner that upon extension of the cable 128 from within sheath 126, the spring tensioner 132 rotates relative to spring 74 and decreases the torsional tension of the spring 74. As a result, spring 74 exerts less bias to the linkage members 52 and 54 thereby assuring that the linkage members 52 and 54 will be more easily urged outwardly by the centrifugal force of the weights 102. Hence, range selector 120 allows the bicyclist to define a higher gear range of operation at a given speed so that the bicycle will easily upshift to the higher gears. Conversely, upon retraction of the cable 128 within sheath 126, the spring tensioner 132 increases the torsional tension of the spring 74. As a result, spring 74 exerts greater bias to the linkage members 52 and 54 thereby assuring that greater centrifugal force will be required to urge the linkage members 52 and 54 outwardly for upshifting.

FIGS. 6-11 illustrate another embodiment of the rear derailer 32 of the invention which functions in the same manner as the first embodiment shown in FIGS. 2-5 to derail the drive chain 28 from a sprocket in which it is engaged to an adjacent sprocket thereby effectuating speed changes. However, in this embodiment, the linkage members 52 and 54, the protruding end 56 of the base member 46 and the protruding end 68 of the boss 66 of the rear derailer 32 are dimensioned and configured such that, as shown in FIG. 11, the expanded centrifugal weights 102 are substantially flush with the protruding end 68 of the boss 66 so as to prevent the centrifugal weights 102 from being damaged in the event of an accident. Furthermore, this embodiment as shown in FIGS. 6-11, includes a gear limiter, generally indicated by numeral 150, which functions to limit the outboard movement of the linkages 52 and 54, Specifically, the gear limiter 150 of the invention comprises a selector lever 152 connected to a cable assembly 154 consisting of an outer sheath 156 and an extensible inner cable 158. The selector lever 152 is conveniently positioned at or near the handle bars of the bicycle with the cable assembly 154 extending to a mount 160 pivotably connected to the protruding end 56 of the base member 46. The cable 158 extending from the sheath 156 of the cable assembly 154 slideably extends through a sleeve 162 pivotably connected to the outward linkage member 54. A stop 164 is rigidly connected to the tip of the cable 158. Finally, as shown in FIG. 1, both the range selector 120 and the gear limiter may be incorporated into the same derailer of the invention.

In operation, as the linkages 52 and 54 of the derailer 26 extend outwardly, the cable 158 is permitted to freely slide within sleeve 162. However, as shown in FIG. 11, the length of the cable 158 protruding from the sheath 156 may be adjusted via lever 152 in such a manner that the outward movement of the linkage members 52 and 54 may be limited when the stop 164 engages against the sleeve 162. Since the outward movement of the linkage members 52 and 54 may be limited in this manner, it should be readily appreciated that the bicyclist can select the highest gear into which the derailer 26 may be shifted into, irrespective of the speed of the bicycle.

As noted above, the large diameter drive gear 80 is positioned concentrically with the multi-stage sprocket assembly 26. As shown in FIGS. 1-11, the drive gear 80 is rigidly connected relative to the rear wheel 20 of the bicycle 10 so as to always rotate with the rear wheel 20. This arrangement assures that the rotational speed of the rotatable shaft 82 is proportionally the same as the rotational speed of the rear wheel 20. Therefore, immediate down-shiftin, does not occur during coasting until the speed of the bicycle 10 appreciably decreases. This is particularly suitable for a casual bicyclist who does not desire immediate downshifting during coasting. This is also desirable for speed cyclists who often maintain fairly constant speeds during coasting, such as during turns.

FIGS. 12, 13 and 14 illustrate another embodiment of the drive gear 80 wherein the drive gear 80 is connected relative to the rear wheel 20 of the bicycle 10 by means of a friction wear plate 200 and a ratchet assembly 202 so that, during coasting, the drive gear 80 is fictionally forced to rotate with the rear wheel 20, but at a slower rotational speed, and so that during pedaling, the drive gear 80 is rigidly connected relative to the sprockets of sprocket assembly 26 to rotate therewith. Since the drive gear 80 will be rotating at a slower speed than the rear wheel 20 during coasting, this arrangement assures that the bicycle 10 will immediately start to downshift during coasting even though the speed of the bicycle 10 has not appreciably decreased. This arrangement is therefore particularly suitable for mountain bicyclists who desire rapid downshifting.

As best shown in FIG. 13, the friction wear plate 200 preferably comprises a generally washer-shaped configuration having center hole 204 which fits over the outer flange 206 of the hub 208 of the rear wheel 20. The friction wear plate 200 is dimensioned to closely fit into a corresponding recess 210 formed on the inside side of the drive gear 80 to fictionally engage therewith. It is noted that the amount of frictional force is adjustable via nut 212 which secures the sprocket assembly 26 concentrically with the rear axle of the rear wheel 20. It is also noted that the friction wear plate 200 may be composed of a variety of suitable materials to achieve the desired slippage and wear characteristics.

Preferably, ratchet assembly 202 comprises an annular member 214 having a ball bearing race 216 formed in the outer annular surface thereof for receiving a plurality of ball bearings 218 which correspondingly engage into the ball bearing race 220 of the sprocket assembly 26. As best shown in FIG. 14, the annular member 218 further comprises a reduced diameter portion 222 having ratchet teeth 224 positioned on its innermost annular edge. The diameter of the innermost annular edge containing the ratchet teeth 224 is appropriately dimensioned to receive an annular boss 226 which extends from the sprocket assembly 26. A pair of recesses 228 are diametrically formed in the annular boss 226 and configured to receive a pivotable ratchet 230 which is biased outwardly by means of spring 232. With the ratchet teeth 224 being formed in the direction shown in FIG. 14, it is readily seen that the drive gear 80 is rotated in a forward direction upon rotation of the sprockets of the sprocket assembly 26, but may freely forwardly rotate relative to the sprocket assembly 26 during coasting. In this manner, during coasting, the friction wear plate 200 causes the drive gear 80 to rotate slowly forwardly at a reduced speed relative to the rear wheel 20, thereby resulting in rapid downshifting during coasting.

As shown in FIGS. 15 and 16, the collar assembly 94 may include an indexing mechanism, generally indicated by numeral 250, which causes the collar assembly 94 to move longitudinally along the length of the shaft 82 in indexed increments. More particularly, the indexing mechanism 250 comprises a hole 252 formed in a shoulder 254 of the star-shaped collar 104 integrally formed with sleeve 100. Hole 252 is dimensioned to receive a ball bearing 256, spring 258 and set screw 260.

A plurality of indentations 262 are formed along the outer surface of shaft 82 in longitudinal alignment with hole 252 of the indexing mechanism 250. The number of indentations 262 correspond to the number of sprockets of the sprocket assembly 26 (seven are illustrated to correspond to a seven sprocket assembly 26). Further, as best shown in FIG. 16, the spacing between the indentations 262 are dimensioned such that when the ball bearing 256 is positioned in the respective indentations 262, the rear derailer 32 is precisely aligned with the respective sprockets of the sprocket assembly 26. In this manner, rotation of shaft 82 rotates the centrifugal weights 102 via the star-shaped connector 106 which in turn rotates the star-shaped collar 104, sleeve 100, and the inner collar section 94A. As the rotational speed of the shaft 82 increases, the centrifugal weights 102 flare outwardly forcing the star-shaped connector 106 to exert pressure against the tip of the rotatable shaft 82. The collar assembly 94 therefore longitudinally moves outwardly along shaft 82. However, the spring-loaded ball bearing 256 engaging into the indentations 262, causes the collar assembly 94 to longitudinally move along shaft 82 in indexed increments since the ball bearing 256 will always seat itself into one of the indentations 262 rather than at the ridge formed between adjacent indentations 262. Because of the proper spacing of the indentations 262 relative to the movement of the rear derailer 32, the rear derailer 32 is forced to precisely move in alignment with one sprocket to another of the sprocket assembly 26. This incremental indexing or “jumping” of the rear derailer 32 results in smoother shifting because the rear derailer 32 will more quickly move from one sprocket to another during shifting. Consequently, loss of power and/or slippage of the chain 28 during shifting, is minimized.

Referring to now to FIGS. 17 and 18, a parallelogram-configured derailer 26 includes inner and outer linkage members 52 and 54 that are angularly positioned such that the chain guide assembly 58 moves approximately radially upwardly as it moves outwardly during upshifting. The dimensions and the angular position of the linkage members 54 is such that sprocket 60 of the chain guide assembly 58 maintains a constant distance from each of the respective sprockets 34-42A as it moves outwardly during upshifting. Advantageously, this assures more robust movement of the chain from one sprocket to another.

As described above, yoke 110 of the rear derailer 32 of the invention functions to move the linkages 52 and 54 outwardly thereby causing upshifting. However, with regard to parallelogram-configured linkage members 52 and 54 as shown in FIGS. 17 and 18, it should be appreciated that yoke 110 must be permitted to at least partially rotate (i.e. counterclockwise) as it forces the linkage members 52 and 54 outwardly so that it can also move radially upwardly with the linkage members 52 and 54 and not bind.

Accordingly, as shown in FIGS. 17 and 18, yoke 110 preferably comprises a shorter arm 350 and a longer arm 352. The shorter arm 350 is pivotally connected at its end 354 to one side of the collar assembly 94. The longer arm 352 is pivotally connected at a midpoint 356 to the other side of the collar assembly 94 and its end 358 is pivotally connected to one of the linkage members such as the inner linkage member 52. The juncture 360 of the arms 350 and 352 is then connected to the base member 46 by means of a bendable member 362 such as a cable, mechanical linkages (not shown), or the like. Junction 362 may include a socket for pivotably receiving a ball rigidly connected to the end of the cable 362.

During outward movement of the collar assembly 94, the yoke 110, pivotally connected to opposing sides thereof, is forced outwardly. Being connected at juncture 360 to the base member 46 by means of the bendable member 362, the yoke 110 forces the linkage member 52 outwardly by means of the longer arm 352 pivotally connected at pivot point 358 to the linkage member 52. However, during this outward movement, yoke 110 is permitted to at least partially rotate (i.e., counterclockwise) relative to the base member 46 due to the bendable nature of the bendable member 362. Accordingly, yoke 110 is permitted to freely move upwardly with the linkage member 52 without binding. In this regard, it is noted that the shorter arm 350 of the yoke is preferably not connected to the linkage member 52 (or 54) inasmuch as the distance on that side of the collar assembly 94 to the linkage member 52 partially decreases during such upward movement and binding would otherwise occur if both arms 350 and 352 of the yoke 110 were connected to the linkage member 52. Also preferably, the longer arm 352 of the yoke 110 is connected to the downward side of the outer linkage member 52 since the downward side is positioned more outwardly than the inward side of the linkage member 52.

As shown in FIG. 18, the shaft 82 of the derailer 32 of the invention may be operatively connected to the sprocket assembly 26 by means of a belt 370 that loops around drive pulleys 372 and 374 connected to the shaft 82 to the sprocket assembly, respectively, thereby eliminating the need for the drive gear 80 and shaft's gear 82 shown in FIGS. 1-16. The belt drive advantageously provides a “quieter” operation. The tension of the belt 370 may be adjusted via adjustment screw 376.

FIGS. 19 & 20, show an embodiment of the present invention that functions in largely the same manner as the embodiment shown in FIGS. 6-11. The primary difference is that FIGS. 19 & 20 depict an embodiment where the rotatable shaft 82 is operatively connected to the drive pulley 374 using a gear train 400 and two centrifugal weights 102 are used instead of three. The gear train may be a compound gear 402 that includes a small timing pulley 404 with 12 teeth and a larger gear 406 with 24 teeth. The small timing pulley, and thus the drive train, may be operatively connected to the sprocket assembly by means of a timing belt 370 that loops around the drive pulley 374 and the small timing pulley 404. The larger gear 406 of the drive train may be operatively connected to a gear 408 that is fixed to the rotatable shaft 82 of the derailer. The invention may use a gear train having a 2:1 ratio so that the rider need only travel half as fast to rotate the rotatable shaft at the same rotational velocity as an embodiment without a gear train. As for the choice of two centrifugal weights 102, one skilled in the art will recognize that the number, shape, weight, and weight distribution of the centrifugal weights are design considerations that may depend on factors including, but not limited to, the type of rider, the type of bike, the force exerted by biasing springs, and other derailer properties.

It is noteworthy that the increased rotational velocity created by the gear train allows the use of bias springs that exert larger forces. One skilled in the art will appreciate that this provides a great deal of latitude for designing an automatic transmission of the present invention that performs optimally under any riding conditions.

As used herein, the term “gear train” refers to any mechanism capable of creating a gear ratio greater than 1:1. The mechanism may include, but is not limited to, gears, belts and pulleys, chains and sprockets, other similar devices, and combinations thereof.

As will be appreciated by one skilled in the art, many types of gears may be useful in the present invention including, but not limited to, spur gears, gears with rounded teeth, helical gears, double helical gears, bevel gears, and worm gears.

As will be appreciated by one skilled in the art, many types of belts may be useful in the present invention including, but not limited to, flat belts, round belts, vee belts, and timing belts. One skilled in the art will appreciate that pulleys designed for each of the aforementioned belts are also within the scope of the present invention.

FIG. 21 shows two timing pulleys 450 and 452 and a timing belt 454 that may be useful in the present invention. The two timing pulleys may serve as a gear train since they each have a different number of teeth and are operatively connected to each other. If, in addition to the connection shown, the larger timing pulley 452 is operatively connected to the drive gear 374 and the smaller timing pulley 450 is operatively connected to the rotatable shaft 82, the rotatable shaft will rotate at a higher rotational velocity than the drive gear.

FIG. 22 shows gears 460, 462 with rounded teeth 464 that may be useful in the present invention. Although spur gears are useful in the present invention, a gear train of the present invention may use rounded toothed gears also. Rounded tooth gears may be selected instead of spur gears to reduce noise from the automatic transmission of the present invention.

In one embodiment, such as the one shown in FIGS. 19 & 20, the gear train may be directly attached to the derailer assembly of the automatic transmission so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. In another embodiment, the gear train may be attached to the bicycle frame so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. In yet another embodiment, the gear train may be attached to the rear axle or rear axle assembly so that the gear train operatively connects the drive gear to the rotatable shaft to which the centrifugal weights are attached. One skilled in the art will appreciate that any means of attachment that fixes the gear train so that it operatively connects the drive gear and the rotatable shaft is within the spirit and scope of the present invention and that the above embodiments are by no means exhaustive.

As will be appreciated by one skilled in the art, a gear train is capable of creating a wide range of gear ratios. In one embodiment of the present invention, the gear ratio of the gear train between the drive gear and the rotatable shaft will be between about 1.2 and about 7.0, inclusive. In another embodiment of the present invention, the gear ratio will be between about 1.4 and about 4.0, inclusive. In yet another embodiment of the present invention, the gear ratio will be between about 1.5 and about 3.0, inclusive.

The present disclosure includes that contained in the foregoing description. Although this invention has been described in its preferred form with a certain degree of particularity, it is understood that the present disclosure of the preferred form has been made only by way of example and that numerous changes in the details of construction and the combination and arrangement of parts may be resorted to without departing from the spirit and scope of the invention.

AUTOMATIC TRANSMISSION FOR MULTI-SPEED BICYCLE

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CPC

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