Abstract
A new type of mechanism for human powered and electric-assist bicycles, provided within its rear wheel hub, that transfers drive motion from the drive-train to the wheel, while allowing non ratcheting freewheeling when coasting.
The mechanism uses of a pair of face gears, with the first gear fixed within the hubshell, while the second gear is rotary fixed but allowed to move axially within the freehub. The second gear is attached to prismatic sliding joints with springs, coiled over a shaft fixed to the hubshell.
Rotating the freehub in the forward direction by the drive-train, rotates the second gear, sliding on the prismatic joints to axially dispose it towards the first gear until they couple and transfer drive. When the freehub rotates in the opposite direction relative to the hubshell, the second gear moves away from the first gear, transferring an unwinding motion to the coiled springs that start to slip on the rotating shaft, allowing freewheeling.
Claims
1. A drive engagement assembly for a bicycle that can decouple without ratcheting, comprising: a first face gear; a housing for the first face gear; a cylindrical member attached to the housing of the first face gear; at least one coiled member coiled to the cylindrical member; a second face gear attached to the coiled member; and a housing for the second face gear.
2. The mechanism in claim 1, wherein the first face gear and its housing are fixed from rotation and axial movement between each other.
3. The mechanism in claim 2, wherein the housing is laced or attached to a wheel.
4. The mechanism in claim 1, wherein the cylindrical member has a length, an axis being defined by the center line running through the length of the cylinder, and extends through a first and second face gears.
5. The mechanism in claim 4, wherein the cylindrical member has no interference with the first and second gear in terms of rotation and axial displacement between the cylindrical member and the gears.
6. The mechanism in claim 1, wherein the coiled member has friction against rotation over the cylindrical member, and the friction is increased in the direction that wraps it more, and the friction is decreased in the direction that unwinds it.
7. The mechanism in claim 1, wherein the single or plurality of coil members have a protruding extension at one of their ends, which intrudes into the second face gear.
8. The mechanism in claim 7, wherein the extension of the coil members has a length, an axis being defined by the center line running through the length of the extension, and the axis is askew from the axis of the cylindrical member.
9. The mechanism from claim 8, wherein the second face gear has one or a plurality of cavities on the face opposite from the face with the gear teeth, with a length, an axis defined by the center line running through the length of the cavity.
10. The mechanism from claim 9, wherein the axis of the cavities in the second face gear are in-line with the axis of the coil member extensions.
11. The mechanism from claim 1, wherein the second face gear and its housing are fixed from rotation between each other, but the second gear is free to move axially within its housing.
12. The mechanism from claim 1, wherein the external surface of the housing for the second gear serves as a means to attach the drive-train.
13. A method for transmitting drive motion to a bicycle wheel, comprising: providing a shell rotatably attached to an axle, with a drive-train attached on its external surface, rotating a face gear housed within the shell; applying an interference to the rotating motion of the face gear, so as to guide the face gear to follow a path which converts the rotation to an axial movement; Coupling the face gear to another face gear with the axial movement to transmit the rotation; rotating the other face gear hosted within another shell which is attached to the axle; and rotating the other shell, which rotates the wheel attached to this other shell.
14. A method for decoupling the drive-train from a bicycle wheel, comprising: providing a first shell rotatably attached to an axle, with a cylinder member attached, housing a first face gear, and attached to a wheel, slowing its rotation speed relative to a second shell rotatably attached to the axle, which has a drive-train attached to its external surface, housing a second face gear; providing the cylinder member is attached to a plurality of coil members, and the coil members are attached to the second face gear, where the cylinder and coil members start to rotate relative to the second face gear; applying an interference to the second face gear by the coil members as the cylinder member and the coil members rotate relative to this second face gear, so as to guide the second face gear to follow a path which induces an axial displacement away from the first face gear; decoupling the second face gear from the first face gear through the axial displacement of the second face gear; and decoupling of the second shell from the first shell by the decoupling of the second face gear from the first face gear, allowing the drive-train to rotatably disconnect from the wheel.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Referring to the figures attached to this document which form a part of this original disclosure:
[0019] FIG. 1 shows a perspective view of an embodiment of a bicycle rear hub, in which the preferred embodiment of the disclosed invention is hosted within
[0020] FIG. 2 shows the separated component groups of an embodiment of the bicycle rear hub by their primary functions and relative rotation.
[0021] FIG. 3a shows an exploded view of the components of the preferred embodiment of the invention.
[0022] FIG. 3b shows another perspective of the exploded view found in FIG. 3a.
[0023] FIG. 4a shows a partially cut-away view of embodiment of the bicycle rear hub detailing the preferred embodiment of the invention within it, which illustrates the mechanism coupled on the driving torque transferring position
[0024] FIG. 4b shows the partially cut-away view found in FIG. 4a with the embodiment of the invention on the decoupled freewheeling position.
[0025] FIG. 5 shows a transparency detailing the prismatic joint of the preferred embodiment.
[0026] FIG. 6 shows alternate arrangements of the spring configuration in this embodiment of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
[0027] The selected embodiment of the invention described with the drawings, is provided for illustration only and is not meant to limit the invention as defined by the claims; where it can be susceptible to various changes and modifications without departing from the spirit of the invention.
[0028] Referring first to FIG. 1, Atypical embodiment of a bicycle rear hub is illustrated. The hub is attached to a rim by spokes, and with a tire mounted on the rim, they form the basic elements for a functional rear bicycle wheel that attaches to a bicycle frame.
[0029] FIG. 2 shows the three component groups of an embodiment of the bicycle rear hub, separated by their main functions. The main axle 1 is directly attached to the bicycle frame, and stays stationary where it does not rotate relative to the ground and the bicycle frame. The axle 1 also serves as the common axis for all parts of the assembly, and its defined by the center line running through the length of the axle 1. The hubshell 2 contains all the components of the mechanism that are rotary fixed to the wheel attached to the hub. The hubshell 2 is rotatably attached to the main axle 1 by means of bearings so that it is allowed to spin freely on the common axis from the main axle 1. The freehub shell 3 is where the drive-train of the bicycle attaches to the hub, having a singular or a plurality of cogs or sprockets attached on the exterior surface of the freehub shell 3. The freehub shell 3 contains all the components of the mechanism that are rotary fixed to the drive-train attached to the hub. The freehub shell 3 is rotatably attached to the main axle 1 by means of bearings so that it is allowed to spin freely on the common axis from the main axle 1. The only component that does rotate relative to all three component groups mentioned, is one or a series of coil members, which will be introduced and further explained below.
[0030] FIGS. 3a and 3b show the preferred embodiment of the invention in an exploded view, where a crown 4 attaches to the hubshell 2, by means of a screw thread, and its rotary and axially fixed to it. The crown 4 receives a cylinder member 6, by means of a screw thread, and is rotary and axially fixed to it. Crown 4 also receives a first face gear 7 by sliding into the Crown 4, where the first face gear 7 is rotary fixed to the crown 4, by a series of splines 71 disposed rotationally on the first face gear 7 along its axial length, and the crown 4 having a matching profile cavity 41 that interferes with the first face gear 7 from rotating relative to the crown 4 along the common axis. Between the crown 4 and first face gear 7, is a magnet 5 which retains the first face gear 7 from any axial displacement relative to crown 4 by magnetizing them together. The first face gear 7 can also be axially fixed to crown 4 by means of a press fit interference. The first face gear 7 goes over the cylinder member 6. A second face gear 8 also goes over the cylinder member 6, where the cylinder member 6 does not axially and rotarily interfere with the second face gear 8. A single or a number of coiling members 9 which are wound in series with each other, attach to the cylinder member 6 by coiling on a well 61 of the cylinder member 6 that prevents them from axially moving relative to cylinder member 6. These coiling members 9 attach to the second face gear 8 by protruding extensions 91 at one of their ends, which intrude into the second face gear 8 corresponding cavities 82 to form prismatic sliding joints with a running fit. A freehub shell 3 slides over the second face gear 8, where the second face gear 8 becomes rotary fixed to the freehub shell 3, by a series of splines 81 disposed rotationally on the second face gear 8 along its axial length, and the freehub shell 3 having a matching profile cavity 31 that interferes with the second face gear 8 from rotating relative to the freehub shell 3 along the common axis. The second face gear 8 is allowed to axially slide within the freehub shell 3. The freehub shell 3 slides into the hubshell 2 until it stops from the interference of its raised shoulder profile, and is rotatably attached to the hubshell 2 by means of bearings so that it is allowed to spin freely on the common axis from the hubshell 2.
[0031] The function of magnet 5, aside from allowing the ease of removal of the first face gear 7 from the crown 4 to service, is also to allow better alignment during coupling of the face gears teeth due to the magnetized first face gear 7 attracting second face gear 8 during a proximity before coupling and interlocking; also preventing undesired movement between the face gears at the coupled position from any on going vibrations induced externally.
[0032] FIGS. 4a and 4b show the assembled embodiment of the invention with a partial cut-away. Where it further illustrates the assembled components rotary and axially fixed to the hubshell 2 being the crown 4, the cylinder member 6, the first face gear 7; and the component rotary fixed to the freehub shell 3 is the second face gear 8. It is also seen that some components are inter located and housed between the hubshell 2 and the freehub shell 3, as both housings interlock, having the freehub shell 3 enter the hubshell 2. The attached components to hubshell 2 also extend further out of hubshell 2 and into the freehub shell 3. For description purposes, these components are defined to being housed either by the hubshell 2 or the freehub shell 3, depending on their primary functions relative to each housing and the order of assembly.
[0033] As shown in FIGS. 4a and 4b, a single or plurality of coil members 9 attach onto the cylinder member 6 by coiling 92 onto the well 61 of the cylinder member 6. The coil members 9 attach to the second face gear 8 through protruding extensions 91 which have a length, an axis being defined by the center line running through the length of the protruding extensions, and the axis is askew from the common axis. The second face gear 8 has receiving cavities 82 where the protruding extensions 91 enter with a running fit. Together they form a prismatic sliding joint, where a rotation of the second face gear 8 relative to the coil members 9 displace the second face gear 8 axially towards the coil members 9 and away from the first face gear 7 in one direction, and displace the second face gear 8 axially away from the coil members 9 and towards the first face gear 7 in the other direction. The coil members 9 can rotate relative to the hubshell 2 and its fixed components, as well as relative the freehub shell 3, and as well as relative to the main axle 1. Because the coil members 9 are coiled 92 and wrapped on the cylinder member 6 at the well 61, they have a stationary friction against rotation of the coil members 9 relative to the cylinder member 6 in the common axis; where the sliding of the second face gear 8 in the prismatic joint relative to the coil members 9 does not overcome this stationary friction, except in the direction of rotation of the second face gear 8 relative to the coil members 9 that induces the axial displacement of the second face gear 8 towards the coil members 9, and where an interference between the second face gear 8 and the coil members 9 occur at the end of the travel of the prismatic joint, determined by the contact of the second face gear 8 to the coiling 92 of the coiled members 9. This motion of continuous rotation from the second face gear 8 is transferred to the coiled members 9 by the protruding extensions 91 that introduce an unwinding force on the coiling 92 to the cylinder member 6, and the coil members 9 begin to rotate relative to the cylinder member 6.
[0034] The mechanism motion can be explained by first looking at FIG. 4b where the mechanism is on its freewheeling and decoupled position; where the hubshell 2 with all its rotary fixed components are free to rotate in the indicated direction 10 on its common axis relative to the freehub shell 3, which houses the second face gear 8. The coil members 9 attached to the second face gear 8 by the protruding extensions 91 are going through an unwinding force that overcomes the static friction against rotation relative to the cylinder member 6, and stay rotary fixed with the second face gear 8 while the cylinder member 6 rotates relative to the coiled members 9 on the indicated direction 10 at the common axis. The unwinding torque experienced by the coil members 9 is founded upon the bottoming of the prismatic joint between the second face gear 8 and the coil members 9, that starts the transfer of torque. It’s this same mechanics of torque conversion between both members to axial attraction through the prismatic joint during freewheeling, that maintains the second face gear 8 axially away from the first face gear 7, and prevents any contact between each other in this mode.
[0035] When looking at FIG. 4a, the mechanism is on the coupled and driving torque transferring position. This position is a result started by the rotation of the freehub shell 3 relative to the hubshell 2 in the indicated direction 11 coming from the freewheeling and decoupled position illustrated in FIG. 4b. During this rotation of the freehub shell 3 relative to the hubshell 2, the second face gear 8 which is rotary fixed to the freehub shell 3, rotates in the indicated direction 11 and slides on its prismatic joint axially towards the first face gear 7. The sliding of the second face gear 8 on the protruding extensions 91 of the coil members 9 does not overcome the static friction of the coil member 9 relative to the cylinder member 6. Due to the coiling 92 direction of the coiled member 9, any torque applied to the coil member 9 by the second face gear 8 as it slides on the prismatic joint, would wrap the coiling 92 of the coil members 9 tighter on the cylinder member 6, increasing the torque friction against rotation of the coil members 9 relative to the cylinder member 6. The second face gear 8 slides towards the first face gear 7 until they couple with an interference fit by the teeth disposed radially about the faces of both gears that meet. This interference couples the freehub shell 3 that carries the drive-train to the hubshell 2 that carries the wheel, so that the indicated direction 11 of rotational motion is transferred to the wheel by the drive-train.
[0036] FIG. 5 shows a transparency of the second face gear 8 with a coil member 9 in two positions, which illustrates in higher detail the preferred embodiment of the prismatic sliding joint. The cavity 82 formed in the face of the second face gear 8 has a running fit for the protruding extensions 91 of the coil member 9, with an axis defined by the length of the cavity 82, where the axis is in-line with the axis of the protruding extensions 91 of the coil member 9. In the left illustration, the prismatic sliding joint is at the end of the travel, at the bottoming position during freewheeling. The right illustration shows the extended position of the prismatic sliding j oint, where the second face gear 8 eventually couples with its counterpart face gear before the protruding extensions 91 leave the cavity 82.
[0037] FIG. 6 illustrates various configurations of the embodiment of the prismatic sliding joint, where more than one coiled member and its corresponding protruding extensions and cavities are applicable. The coiled members can be coiled in series to allow the protruding extensions reach the cavities in an axially level fashion. The use of more coiled members disposed equally apart radially supplements the desired prismatic sliding action.
[0038] The decoupling of the face gears in this proposed invention has the benefit of preventing direct wear from freewheeling on the main elements that carry the drive torque during the transmission of drive. By assigning separate components, or different faces of the same components as to prevent the drive torque carrying parts and faces from friction during freewheeling, each component can carry less duties and increase in their efficiency at their objective.
[0039] The invention shown in this embodiment described is not limited by the embodiment, and it should be apparent to those skilled in the art, that there invention is susceptible to changes and modifications without departing from the spirit of the invention, which are defined in the following claims.
