Patent Application
20160263416
Aspects of the present disclosure involve an exercise bicycle and a brake adjustment assembly and a locking assembly.
Indoor cycling is a popular and excellent way for people to maintain and improve fitness. Generally speaking, indoor cycling revolves around an exercise bicycle that is similar to other exercise bicycles with the exception that the pedals and drive sprocket are connected to a flywheel rather than some other type of wheel. Thus, while a user is pedaling, the spinning flywheel maintains some momentum and better simulates the feel of riding a real bicycle. To further enhance the benefits of indoor cycling, fitness clubs often offer indoor cycling classes as a part of their group fitness programs. With such a program, an instructor guides the class through a simulated real world ride including simulating long steady flat sections and climbing. In either situation and whether or not in a class setting, the user simulates such riding conditions by adjusting the resistance on the flywheel—the amount of power required by the rider to turn the flywheel. Interval training, which involves a sequence of hard riding followed by recovery, is a popular and proven way to train but conventional indoor cycling bicycles do not provide a convenient and easy way rapidly and predictably change resistance of the flywheel. It is also important to provide an easy and effective mechanism to change the seat height and handlebar height to fit different riders.
It is with these issues in mind, among others, that aspects of the present disclosure were conceived.
Aspects of the present disclosure involve an apparatus, such as an exercise machine, that includes a first member, which may be a seat stem or handlebar stem if used in an exercise bicycle, moveably supported relative to a second member, which may be a seat tube or head tube receiving the seat stem or handlebar stem, respectively. The apparatus further includes a locking assembly coupled with the second member. The locking assembly includes a shaft including an engagement portion positioned to engage the first member to fix the first member relative to the second member. The locking assembly further includes a drive shaft defining a passage receiving the shaft, the shaft adjustably supported within the passage. Finally, the lever assembly includes a lever coupled with the drive shaft, the lever pivotal between a first position where the drive shaft is driven toward the first member to fix the first member relative to the second member and a second position where the drive shaft is released from driving the first member such that the first member may be moved relative to the second member. A cam follower or overcenter linkage, in two possible implementations, may be coupled between the drive shaft and the lever.
Another aspect of the present disclosure involves an apparatus including a first member moveably supported relative to a second member. An engagement assembly, also referred to as a locking assembly, is coupled with the second member. In one particular implementation the engagement assembly is a pop pin assembly. Regardless, the locking assembly includes a shaft including an engagement portion positioned to engage the first member to fix the first member relative to the second member. The engagement assembly further includes a drive shaft defining a passage receiving the shaft, the shaft adjustably supported with the passage. The drive shaft further supports at least one cam roller. The engagement assembly further includes a lever coupled with the drive shaft, the lever pivotal between a first position where the drive shaft is driven toward the first member to fix the first member relative to the second member and a second position where the drive shaft is released from driving the first member such that the first member may be moved relative to the second member, the lever including at least one cam slot configured to receive the at least one cam roller, the at least one cam slot defining an arc supporting the at least one cam roller when the lever is in the second position and causing the drive shaft to be driven toward the first member as the lever is moved to the second position, the at least one cam slot including an over-center position between the first position and the second position, the over-center position being closer relative to the first member than the second position or the first position.
The foregoing and other objects, features, and advantages of the present disclosure set forth herein will be apparent from the following description of particular embodiments of those inventive concepts, as illustrated in the accompanying drawings. It should be noted that the drawings are not necessarily to scale; however the emphasis instead is being placed on illustrating the principles of the inventive concepts. It is intended that the embodiments and figures disclosed herein are to be considered illustrative rather than limiting.
Aspects of the present disclosure involve an exercise machine, such as an indoor cycle, and mechanisms for adjusting braking resistance of a wheel or fixing one member relative to another member. With respect to the adjustment of braking resistance, a multifunction brake actuator is provided that allows a user to both finely adjust braking force and coarsely adjust braking force, which may be useful for interval training when used in an exercise bicycle. Generally speaking, the exercise machine includes a flywheel and a brake arm that may be moved relative to the brake arm to position magnets to induce a braking force on the flywheel through eddy currents. The brake actuator, however, may also be used with a friction resistance element to create a frictional braking force on a wheel. A person using the exercise machine must use some amount of power to overcome the induced braking force. The brake actuator allows a user to finely adjust the braking force by rotating a knob. The brake actuator also allows a user to turn a lever to coarsely adjust the brake arm between one of a plurality (e.g., three interval settings) different interval settings where different set resistances are placed on the wheel. The baseline for the interval settings may be established by fine adjustment.
The user may also fix one member to another member through a locking assembly, which may be a pop-pin assembly. To adjust the height of a seat or handlebars, for example, the locking assembly is released so that the seat or handlebars may be raised or lowered. When adjusted properly, the user engages the pin assembly to lock the members. Unlike conventional pin assemblies used in exercise equipment, such as exercise bicycles but also including weight machines and other equipment, the pin assembly includes an over-center cam assembly that allows a user to lever a pin into a hole to tightly couple any two members. Moreover, the pin assembly includes a fine adjustment that allows a user to adjust the clamping force.
Referring now to
The frame includes a seat tube 22 that receives a seat post or “stem” portion 24 of the seat assembly 14. The seat post may be moved up and down relative to the seat tube to adjust the height of the seat assembly, and particularly to adjust the height of the seat 18 that is a part of the seat assembly. A pop pin 26 is connected with the seat tube (second member) and is configured to engage one of a plurality of apertures 28 defined in the seat post (first member), and thereby secure the seat at a desired height. The pop pin may be spring-loaded such that it is biased in the locked position engaging the aperture.
The pop pin is shown extending forwardly from the seat tube. This configuration provides easy access for a rider to adjust the seat up or down. In many instances, ease of seat height adjustment is simply to accommodate riders of different heights. The pop pin is positioned for easy access by the rider. It is possible, however, to position the pop pin on the back side of the seat tube or at another location. Additionally, it is possible to use other mechanisms to facilitate seat height adjustment with or without pop pins. For example, a pawl on the fore and aft seat and handlebar assemblies may be used to vertically adjust the seat post (or tube) as well as the handlebar post.
In one particular implementation, the seat tube is rearwardly angled at approximately 72 degrees. The seat tube angle, along with other adjustment and dimensional relationships discussed herein, is optimized so that riders of all sizes can best fit the exercise bicycle. The seat tube 22, along with other frame members discussed herein, is extruded aluminum. Other frame member shapes and materials may be used, such as steel square tubing or steel round tubing, in the construction of the frame assembly. However, the extruded aluminum race track shaped tubing provides a unique balance between strength, overall exercise bicycle weight and aesthetic appearance. Additionally, while the seat post is shown as telescoping out of the seat tube, this relationship may be reversed such that the post fits over the tube. This relationship may also be reversed for other tube and post arrangements discussed herein.
Returning again to the discussion of the frame 12 and referring primarily to
The head tube 34 is connected to the front of the down tube 32. A portion 48A of the head tube extends upwardly from the down tube and a portion 48B of the head tube extends downwardly from the head tube. The head tube (second member) receives a handlebar post 50 (first member) that extends downwardly from the fore and aft adjustable handlebar assembly 16. The handlebar post may be moved vertically relative to the head tube to adjust the height of a handlebar assembly, and particularly to adjust the height of a handlebar 20 of the handlebar assembly. A second pop pin 52 is connected with the head tube 34 and is configured to engage one of a plurality of apertures (not shown) defined in the handlebar post, and hence secure the handlebars at a desired height. Other mechanisms may also be used in place of the pop pin, and the position of the pop pin or any other mechanism may be altered in alternative exercise bicycle implementations.
In the frame configuration illustrated herein, a front fork assembly 54, which supports a flywheel 56 between opposing left 58 and right 60 fork legs, is coupled to the down tube 32 at a point between the head tube 34 and the seat tube 22, and proximate the head tube. In the frame configuration shown, the forks are set at about the same angle as the seat tube. The exercise bicycle discussed herein is particularly configured for indoor cycling and therefore includes a flywheel. It is nonetheless possible to deploy the frame and other components discussed, whether alone or in combination, in an exercise bicycle that does not include a flywheel, to use different sized flywheels or to position the flywheel and frame members differently.
The exercise bicycle further includes the crank assembly 44 configured to drive the flywheel 56. A drive sprocket is rotatably supported in the bottom bracket 42. A belt (not shown, behind the cover 62) connects the drive sprocket to the flywheel sprocket, although other mechanisms, such as a chain, may be used to connect the sprockets. The drive sprocket is fixed to a pair of crank arms and the flywheel is fixed to the flywheel sprocket such that the drive sprocket and flywheel sprocket do not freewheel. Hence, clockwise rotational force on the crank arms, such as in conventional forward pedaling, rotates the flywheel in a clockwise manner. However, if the rider discontinues exerting a pedaling force on the cranks, the spinning flywheel will continue, via the belt, to drive the crank arms. It is, however, possible to include freewheel mechanisms with the drive or flywheel sprocket or other components. As discussed below, a rider may rapidly stop the spinning flywheel and the associated crank arm rotation by depressing a multi-function brake actuator 64.
Referring first to
The brake actuator 64 may provide fine adjustment, coarse adjustment, and provide for immediate flywheel braking to cause a complete stop, and hence is referred to herein as a multi-function actuator. It possible that an implementation may provide only one or two of the three disclosed functions, and hence may not be multi-function. Nonetheless, with reference to the multi-function brake actuator illustrated, a user may rotate a knob 70 to move the brake arm downward or upward and finely adjust the braking force imparted on the flywheel 56.
In one particular implementation, the brake arm 66 is pivotally mounted at a bracket 74 coupled with a bottom of the head tube 34. The brake arm extends rearwardly and downwardly from a pivot 76. In this way, or in other ways, a torsion spring 78 is coupled to the brake arm at the pivot 76 and provides an upward force on the brake arm, and also provides a return or upward force on components of the brake actuator as discussed in more detail herein. A coil spring, compression spring, extension spring, or other spring may be positioned between the brake arm and the frame to provide the return force.
Distal from the pivot, the brake arm has a clam shell opening 80 defining a channel configured to receive and secure a magnet assembly 82 housing the magnets 67. In the implementation illustrated, the brake arm is mounted generally above the flywheel, and the discussion herein refers to moving the brake arm downward or upward to induce more or less braking power, respectively. It should be recognized, however, that the brake arm and actuator may be positioned in various different ways to cause relative movement of the brake arm (and magnets) relative to the flywheel. For example, in a recumbent bike, the actuator might be positioned to face a seated rider, and the brake arm might move fore and aft to achieve resistance changes. Moreover, the brake actuator might be employed with magnets coupled directly to a feature of the brake actuator rather than a brake arm.
The pivotal position of the brake arm relative to the flywheel may be finely adjusted by way of the multifunction brake adjustment assembly. The brake actuator includes a tube 84 fixed to the down (or top) tube 32 of the exercise bicycle 10. Many of the functional components of the actuator are supported in, or relative to, the tube. The knob is coupled with a shaft 90 extending through the tube. The knob 70 defines a cavity 86 that fits over a top portion 88 of the support tube 84. In the implementation illustrated, the tube defines a circular cross section. However, the tube may be of other shapes and dimensions, and serves as a housing and structural support for various actuator components. Proximate the knob 70, the shaft 90 extends through a bore (or aperture) defined in a cap 92 pressed into the top of the tube. The end cap defines a top collar 94 above the tube and of approximate the same outer diameter as the tube. The collar retains the cap at the top of the tube. The cap also defines an extension 96 that extends within the tube and is about the same inside diameter of the tube. The cap may be press fit, threaded, or otherwise secured in the tube.
The shaft defines a threaded portion 98, distal the knob 70, to which is coupled a brake arm connector 100. The threaded portion of the shaft is connected at a threaded aperture 102 defined in the connector. The brake arm connector is translationally supported in the tube but rotationally fixed. An end 99 of the connector is coupled with the brake arm 66. A friction element or magnetic element may, however, be operably connected directly to the connector. Generally speaking, rotating the knob causes rotation of the shaft 90 to translate the connector within the tube through the interaction between the threaded portion of the shaft and the threaded aperture. Thus, rotating the knob 70 finely pivots the brake arm relative to the flywheel to adjust braking power to whatever braking resistance is desired by the rider.
To rotationally fix the connector 100, the tube defines a pair of opposing slots 104 at an end proximate the brake arm. In one arrangement, the slots run longitudinally along a lower length of the tube, and are positioned with about 180 degrees of separation. The connector includes a pair of keys 106 that fit with the respective slots. Thus, when the shaft 90 is rotated, it drives the actuator within the tube but the interaction between the keys and slots prohibits the rotation of the shaft from rotating the actuator within the tube. More or less slots and keys are possible as are other ways of rotationally fixing the connector, or translationally supporting the connector.
Course or “interval” adjustment is achieved by rotating the interval lever 72 to cause the shaft 90 to be moved between a plurality of set positions. In one specific example, the lever can cause the shaft to move between three distinct positions and hence move the brake arm between three distinct positions, such as illustrated in
In one example, the lever assembly includes a tooth collar 108 rotationally supported on the shaft by a pair of opposing bushings 110. The tooth collar defines four equidistantly spaced teeth 112 projecting upwardly from an annular surface 114 of the collar. As discussed further below, the teeth interact with a plurality of detent ramps 116 defined on a detent, or interval, ramp collar 117 to cooperatively drive the shaft and brake arm through the interval positions.
The lever assembly also includes a sleeve 118 of a slightly larger outside diameter than the tube 84. The sleeve moves both rotationally and translationally relative to the tube when the lever is actuated. The sleeve and lever arm are connected to the tooth ring by way of an interconnecting member 120 extending between the collar 108 and the sleeve/lever arm. The sleeve is separated by a gap 122 with the sleeve on the outside of the tube and the collar on the inside of the tube. The interconnecting member extends through a slot 124, in the form of an inverted T, defined from the top of the tube, at the cap, downward.
More specifically, the slot defines a relatively wider section 126 below a relatively narrower section 128. When turning the lever to move between an upper (lower resistance) position through the intervals, the lever handle and interconnecting members moves within the wider lever slot portion between the upper right corner (upper, lower resistance interval), downward and across, to the lower left corner (lowest, greatest resistance interval). The ramps and collar might be reversed such that actuation of the lever moves it from the upper left corner, downward and across to the lower right corner. Regardless, the slot is sized and dimensioned to accommodate the lever through its range of motion both rotationally and translationally relative to the tube.
As introduced above, the respective teeth 112 of the tooth collar 108 interact with a respective plurality of detent ramps 116 defined in the interval ramp collar 117. The interval ramp collar is positioned below the cap 92 and above the lever assembly. The interval ramp collar defines a first bore 119 or aperture through which extends the shaft. The interval collar also defines a second bore 121, larger than the first, that supports a coil spring 123 fixed between the cap and the collar, which takes up any slack in the components within the tube. The interval collar also defines a tab 130 projecting from a side of the collar and received in the upper 128, narrow, portion of the inverted T-slot. The tab prohibits the collar from rotating.
The annular surface of the interval collar facing the tooth collar defines a plurality of interval ramp/detent structures 116. In the implementation shown, there are four interval ramp/detent structures corresponding to the four teeth 112, and the four interval structures are equidistantly spaced like the teeth such that a respective tooth engages a respective interval structure. Each ramp/detent structure provides three detent or “interval” locations. As shown, an interval structure defines a first—or, upper—detent 132A defined on the collar surface from which project the ramp/detent structures. Each ramp/detent structure defines a first ramp 134A and a second ramp 134B with the first, a second (or “mid”) 132B, and a third—or, lower—detent 132C separated by the first ramp and the second ramp.
Referring to the tooth collar, a tooth has a long face 136A intersecting a short face 136B to define a point 138. With the points engaging the upper detents 132A, the long face 136A of each tooth abuts the first (upper) ramp. In this position, the brake arm is in its upper interval position (lowest braking resistance of the three interval resistances). Further, in this position, the interval lever and interconnecting member are positioned at the upper right corner of the larger width portion of the inverted T-slot.
When a user rotates the lever clockwise (to the left), the long face 136A of a tooth, abutting an upper ramp 134A, drives the tooth collar portion of the lever and the interconnected shaft downward until the points 138 of the teeth set in the respective mid-detents 132B. Thus, the brake arm 66 moves relative to the flywheel from a first position (e.g. as shown in
Depending on the number of teeth and detent ramps, the size of the tube and interval ramp collar, the shape of the ramps, and other factors, the number and distance between distinct positions may be more or less than three, and the distance difference between positions may not be same. For example, the tooth collar may have two teeth, 180 degrees separated, and there may be only two relatively larger ramp structures on the interval ramp with two detents between an upper and lower detents, and separated by an additional ramp providing four interval positions. Other similar variations are possible.
Besides the brake adjustment assembly allowing a rider to adjust the brake force by finely pivoting the brake arm to position the magnets relative to the flywheel or by using the interval lever to coarsely adjust the brake force, the brake adjustment assembly also allows a rider to stop the flywheel by forcing a brake pad 183, transverse between the magnet in the upper part of the housing 80, down on flywheel 56. At an upper end of the tube, distal the brake arm, the brake adjustment assembly includes the brake knob 70 fixed to the shaft 90. The brake knob includes or otherwise defines the cavity 86 suitable to receive the top of the tube and for the knob to fit over the tube and any components associated therewith.
To rapidly stop the flywheel, a rider may press downward on the handle which moves the shaft 90 downward within the tube. The cavity 86 of the knob is pressed downward over the tube 84. Further, the shaft, through engagement with the brake arm, pivots the brake arm 66 downward such that the brake pad 83 contacts the flywheel. When the rider releases the knob or reduces the force on the knob, the spring 78 acting on the brake arm, pushes the shaft and knob upward to disengage the pad and release the flywheel.
Aspects of the present disclosure further involve a pop-pin 26 that may be finely adjusted and then actuated to engage or disengage through use of a lever. When adjusted and engaged, the pop-pin secures a pin 202 into a mating hole but also does so tightly. In comparison to conventional pins that require multiple steps to loosen, disengage, adjust, engage and tighten; the present pop-pin allows a user to disengage, adjust and engage (or vice versa)—effectively eliminating two actions. Thus, there are fewer steps involved to adjust the seat height or handlebar height, when used on an exercise bicycle. Moreover, the loosening and tightening steps that are eliminated, allow the user to make quick and easy adjustments that are simply not possible through conventional arrangements. Further, the clamping force tightly locks the members in a way not possible or which would substantially greater effort in conventional design.
More particularly, the pop-pin, which may also be referred to herein as a pop-pin assembly, is coupled to a first tube (e.g. seat tube 22 or head tube 34) at a pin tube 204. The pop-pin is also a form of an over-center clamp. The pin tube extends from and is coupled to the first tube. The first tube houses a second tube (e.g. the seat post 24 or the handle bar post 50) defining a plurality of holes 206. In one possible example, the first tube is the seat tube and the second tube is the seat stem. Generally speaking, when the pin 202 is engaged with one of the plurality of holes 206, the first tube is fixed relative to the second tube (while referenced as “tubes,” it should be recognized that other members, besides tube style structures may be used). When the pin is withdrawn from the hole, the second (inner) tube may be adjusted relative to the first (outer) tube (e.g. to raise or lower the seat 18 or the handlebars 20).
As shown, the pin tube 204 is fixed in a corresponding opening in the first tube. The pin tube defines a pin aperture 208, which is a channel through which the pin 202 traverses between an engaged (clamped) position and a disengaged (release) position. The pin tube includes a flange 210 to which a pivot bracket and housing 212 is mounted. The housing supports many of the functional components of the pop-pin. The housing may further include a cover 213, within which are many of the various functional components of the assembly.
The pin includes a collar 214 defining a bore 217. As shown, the pin portion 202 extends into one of the apertures 206 in the tube fixing the relative movement between the tubes. It should be noted that the pop-pin assembly, or more generally engagement assembly, is discussed with respect to a pin that engages an aperture. It is possible, however, that the shaft may support some other form of structure such as a flat face or a roughened face that presses on the inner tube to form a resistance fit, or presses on and depresses a ball detent or other structure in the tube. Hence, the shaft creates the engagement between the tubes, and the description of a pin is but one way. Nonetheless, referring again to the pin, an outward face 219 of the collar 214 abuts the tube circumferentially around the pinned aperture 206A. As will be discussed in more detail below, when the pop-pin is engaged, the outward face of the pin collar presses on the tube, and depending on the arrangement, will tightly couple the first tube to the second tube by pressing the second tube (e.g., seat post or handlebar stem) against the wall opposing the wall to which the pin tube is attached thereby tightening the tubes to reduce or eliminate any sloppiness or looseness between the tubes.
An adjustment shaft 216 is connected to the pin at the bore 217. In one example, the adjustment shaft is connected to the pin with a retaining pin 218 that extends through an aperture in the pin collar and an aligned aperture in the adjustment shaft. Alternatively, one or a pair of spring-loaded ball detents may be defined in the adjustment shaft whereby the ball portion couples the adjustment shaft to the apertures in the pin collar. In yet another alternative, a retaining pin may be threaded and engage a corresponding threaded bore in the adjustment shaft. Regardless of the mechanism, however, the threaded shaft is coupled with the pin.
Distal the pin, an adjustment knob 220 is coupled with the shaft 216. Between the knob and the pin, the adjustment shaft defines a threaded portion 222 that engages a corresponding threaded bore 224 defined in a drive shaft 226. The adjustment shaft is translationally and rotatably supported in a smooth bore portion 228 of the drive shaft. By rotating the knob, the adjustment shaft rotates and through the interaction between the treads and threaded bore, finely adjusts the position of the adjustment shaft and pin relative to the drive shaft 226.
The drive shaft 226 is translationally supported in a guide passage 230 defined or otherwise provided in the housing. The clamp lever 200 is coupled to the drive shaft at a cam roller 232. In one example, the cam roller extends from the drive shaft, through a slot 234 in the guide passage, and is supported in a cam slot 236 defined in or otherwise provided with the clamp lever. In the particular implementation shown, the drive shaft includes a pair of cam rollers (232A, 232B) extending from opposing sides of the drive shaft, and through opposing slots (234A, 234B) in the guide passage. Similarly, the clamp lever defines opposing cam slots (236A, 236B) defined in opposing ears (238A, 238B) extending from a handle portion of the lever. The lever is pivotally coupled with the housing at a pivot axle 240. Generally speaking, pivoting of the lever causes the cam slot to extend the drive shaft to engage the pin or to retract the drive shaft to disengage the pin from a hole 206.
Referring again to the adjustment shaft, a first spring 242, which may be a coil spring, is positioned between the tolerance adjustment knob 220 and the drive shaft. The first spring provides a force between the drive shaft and the knob to put pressure on the knob to hold it in place. The knob 220 includes a collar 244 that traps the adjustment knob and the attached adjustment shaft in the guide passage 230.
At an end of the drive shaft 226 proximate the pin collar 214, a second spring 246 is positioned between a spring collar 248 of the drive shaft and the housing 212. More specifically, the housing includes a countersunk hole 250, which may be a bore, formed, molded, etc., depending on the structure of the housing, sufficient to receive the collar 248 and a portion of the pin tube 204 extending from flange 210. The guide passage, defined in one example as a cylinder smaller than the countersunk hole, is within the countersunk hole. The second spring may be a coil spring surrounding the guide shaft, and abutting the wall of the hole surrounding the guide passage. The second spring forces the pin into the hole by driving the drive shaft outward. This ensures that the pin engages firmly even if the lever is not fully clamped (pushed inward toward the tubes).
Referring now to operation of the device and fine adjustment, rotating the adjustment shaft changes the position of the pin 202 relative to the drive shaft 226 thereby finely adjusting the amount of coupling force the pin collar places between the tubes. Typically, a stem (or second tube) fits within a tube (or first tube) with some amount of space between the wall (in the case of circular tubes) or walls (in the case of rectangular, trapezoidal or square tubes). Thus, even if pinned, the stem may be loose within the seat tube unless one or more walls of the tubes are pressed together to frictionally couple the tubes. In the case of the tubes illustrated herein, the pin collar 214 presses the stem (e.g. stem 24) rearward so that a rear wall of the stem abuts a rear wall of the tube (e.g. seat tube 22). Since the spacing between tubes may vary and the dimensions may vary, having a fixed translational movement of the drive shaft would not cause the correct amount of inter tube coupling unless the space was precisely matched to the gaps. To alleviate this concern, the pop-pin 26 is provided with a fine adjustment to change the pin position relative to the drive shaft. Retracting the adjustment shaft compensates for a relative smaller gap between tubes and extending the adjustment shaft compensates for a relatively larger gap between the tubes. So, for example, if rotating the lever moves the drive shaft a fixed distance from a retracted position to an extended position, and the stem is loose relative to the seat tube, then the user can retract the pin, turn the adjustment knob to extend the pin relative to the guide shaft until a tight coupling between the stem and tube is achieved. Conversely, if the user cannot rotate the lever fully to engage the pin, then the user can rotate the knob to retract the pin relative to the guide shaft until a tight coupling between the stem and tube is achieved. Once the pin is properly adjusted, further adjustments should not be required. An O-ring 252, or other compliant (flexible or resilient) material or structure may also be included around the pin at the collar to help seat the pin against the tube.
Actuating the properly adjusted pin, involves pivoting the clamp lever. The cam slots each define an asymmetric curved slot 236 with a first end 254 and a second end 256. The first, upper, end defines a fully withdrawn position of the drive shaft. The second, lower, end defines a fully extended position of the drive shaft. Since the cam roller 232 is trapped in the slot, rotating the lever and the cam slot cause the cam roller and drive shaft to move between the fully extended and withdrawn positions.
In place of a cam follower arrangement as discussed above, a link or links may be placed between the lever and the drive shaft.
In the disengaged position, the link is aligned with the drive shaft. Pressing forward (toward the members), places a forward and upward force on the link, which force translates to pushing the drive shaft (and pin) forwardly to engage the pin. As the lever is pushed forward (against the spring force on the drive shaft), the link pivots upwardly and through a path defined by the path of the link pivot 306 in an arc about the lever axle 308. The center position, which may also compress an O-ring or other resilient member of the pin or other member pressing on the tubes, is where the three axles (306, 308 and 312) align as shown in
Although various representative embodiments of this disclosure have been described above with a certain degree of particularity, those skilled in the art could make numerous alterations to the disclosed embodiments without departing from the spirit or scope of the inventive subject matter set forth in the specification. All directional references (e.g., upper, lower, upward, downward, left, right, leftward, rightward, top, bottom, above, below, vertical, horizontal, clockwise, and counterclockwise) are only used for identification purposes to aid the reader's understanding of the embodiments and do not create limitations, particularly as to the position, orientation, or use of the disclosure unless specifically set forth in the claims. Joinder references (e.g., attached, coupled, connected, and the like) are to be construed broadly and may include intermediate members between a connection of elements and relative movement between elements. As such, joinder references do not necessarily infer that two elements are directly connected and in fixed relation to each other.
In some instances, components are described with reference to “ends” having a particular characteristic and/or being connected to another part. However, those skilled in the art will recognize that the present disclosure is not limited to components which terminate immediately beyond their points of connection with other parts. Thus, the term “end” should be interpreted broadly, in a manner that includes areas adjacent, rearward, forward of, or otherwise near the terminus of a particular element, link, component, member or the like. In methodologies directly or indirectly set forth herein, various steps and operations are described in one possible order of operation, but those skilled in the art will recognize that steps and operations may be rearranged, replaced, or eliminated without necessarily departing from the spirit and scope of the present invention. It is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not limiting. Changes in detail or structure may be made without departing from the spirit of the invention as defined in the appended claims.
