Multi-speed rear drive for a bicycle

Abstract

A system and method for simple shifting of a multi-speed bicycle is provided. The bicycle can have a derailleur that can be shifted by a kickback shifting mechanism. A rear wheel hub can support a freewheel having a high speed drive sprocket and a low speed drive sprocket with dedicated chains to create dedicated gear shifts. Rotating the pedal shaft in the non-drive direction by about a quarter rotation can shift the derailleur between a first drive ratio and a second drive ratio with a shifting surface that alternately allows the high speed drive sprocket to drive engage with the rear wheel drive.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 063,672, filed August 10, 2020, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] Embodiments of the present invention relate to a transmission for a pedal-driven vehicle, such as a bicycle. In particular, embodiments relate to a transmission for a multi-speed bicycle having a recoil gear hub. Background Technology

[0004] Cycling has become increasingly popular in recent years, partly due to recognition of its utility. Bicycles can be used for both long and short distances and can provide a means of transporting goods. A single bicycle can operate in a variety of conditions and in different environments. For example, multi-speed bicycles can operate on both rugged terrain and well-maintained roads. These bicycles may include hub systems to facilitate gear shifting as needed between different environments.

[0005] In the bicycle industry, the production and / or maintenance costs of hub systems can be high. Derailleurs may require shifters mounted on the handlebars, which are difficult to maintain in rugged environments. Shift cables can be used to connect shifters to the rear derailleur and / or other shifting mechanisms, but these components can be easily damaged and / or contaminated. Furthermore, derailleurs with recoil hubs can be complex and / or inconvenient. For example, in multi-speed bicycles, recoil hub derailleurs cycle through speeds sequentially instead of directly activating them. Summary of the Invention

[0006] A multi-speed derailleur for a bicycle wheel hub may include a drive arranged on a longitudinal axis of the bicycle wheel hub, a plurality of drive teeth arranged radially on the drive, and a multi-speed freewheel arranged on the longitudinal axis. The freewheel may include: a first sprocket connected via a first chain to a first pedal drive sprocket; a second sprocket connected via a second chain to a second pedal drive sprocket; a plurality of pawls arranged radially on the second sprocket to engage the drive teeth when the pedal shaft rotates a predetermined rotation in a non-drive direction; a plurality of biasing elements arranged radially within an inner region of the second sprocket to bias the plurality of pawls toward the drive teeth; and a switching ring arranged within an inner region of the second sprocket to alternately prevent engagement of the pawls with the drive teeth.

[0007] A multi-speed derailleur for a bicycle can include a driver having a plurality of drive teeth, a plurality of pawls radially arranged on the driver, a first sprocket having a first gear ratio engaged with the plurality of pawls, a second sprocket having a second gear ratio higher than the first gear ratio, a plurality of pawls radially arranged on the second sprocket to drivingly engage the drive teeth of the driver after moving a predetermined amount of rotation counterclockwise, a ring rotating with the first sprocket and extending within an inner region of the second sprocket, and a plurality of notches radially arranged on the ring to engage with the pawls of the second sprocket and prevent the pawls of the second sprocket from engaging with the drive teeth to drive the bicycle with the second sprocket. The bicycle can be driven with the second sprocket when the pawls of the second sprocket are engaged with the drive teeth and the pawls of the first sprocket are overdriven. The bicycle can be driven with the first sprocket when the engagement of the second sprocket with the drive teeth of the driver is prevented.

[0008] A multi-speed derailleur for a bicycle can include a first sprocket and a second sprocket configured to selectively transmit torque to a wheel of the bicycle, the transmission sprocket of the first sprocket and the second sprocket can be switched by pedaling in a non-driving direction. BRIEF DESCRIPTION OF DRAWINGS

[0009] The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments and together with the description, further serve to explain the principles of the embodiments and to enable a person skilled in the pertinent art to make and use the embodiments.

[0010] Figure 1 is a side view of a multi-speed bicycle according to various aspects of the present invention.

[0011] Figure 2 is a top view of a derailleur according to various aspects of the present invention.

[0012] Figure 3 is an exploded view of a multi-speed freewheel according to various aspects of the present invention.

[0013] Figure 4 is a side view of a multi-speed freewheel according to various aspects of the present invention arranged on a longitudinal axis from a second end. Figure 3

[0014] Figure 5 is a cross-sectional view of a multi-speed freewheel according to various aspects of the present invention in Figure 4 is a cross-sectional view of a multi-speed freewheel according to various aspects of the present invention in

[0015] Figure 6 is a cross-sectional view of a multi-speed freewheel according to various aspects of the present invention in Figure 4 is a cross-sectional view of a multi-speed freewheel according to various aspects of the present invention in

[0016] Figure 7 ​is a side view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a second end Figure 3 is a side view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a second end

[0017] Figure 8 is a rear view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a first end Figure 7 is a cross-sectional view taken along 8-8 of a multi-speed freewheel in

[0018] Figure 9 is a rear view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a first end Figure 3 is a cross-sectional view taken along 10-10 of a multi-speed freewheel in

[0019] Figure 10 is a cross-sectional view taken along 11-11 of a multi-speed freewheel in Figure 9

[0020] Figure 11 is a cross-sectional view taken along 12-12 of a multi-speed freewheel in Figure 9

[0021] Figure 12 is a rear view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a first end Figure 9 is a cross-sectional view taken along 14-14 of a multi-speed freewheel in

[0022] Figure 13 is a rear view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a first end Figure 3 is a cross-sectional view taken along 16-16 of a multi-speed freewheel in

[0023] Figure 14 is a cross-sectional view taken along 17-17 of a multi-speed freewheel in Figure 13

[0024] is a rear view of a multi-speed freewheel according to various aspects of the present application arranged on a longitudinal axis from a first end Figure 15 is a cross-sectional view taken along 16-16 of a multi-speed freewheel in Figure 3

[0025] is a cross-sectional view taken along 16-16 of a multi-speed freewheel in Figure 16 Figure 15

[0026] Figure 17 is a cross-sectional view taken along 17-17 of a multi-speed freewheel in Figure 15

[0027] Figure 18 ​​​​​rear view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 3 rear view of a multi-speed flywheel in accordance with various aspects of the present application.

[0028] Figure 19 rear view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 18 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0029] Figure 20 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 18 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0030] Figure 21 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 18 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0031] Figure 22 rear view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 3 rear view of a multi-speed flywheel in accordance with various aspects of the present application.

[0032] Figure 23 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 22 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0033] Figure 24 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 22 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0034] Figure 25 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application. Figure 22 cross-sectional view of a multi-speed flywheel in accordance with various aspects of the present application.

[0035] The features and advantages of the embodiments will become more apparent from the detailed description set forth below in conjunction with the accompanying drawings, in which like reference numerals identify corresponding elements throughout. The description of the embodiments is intended to be read in connection with the accompanying drawings, which are depicted at a schematic level and are not intended to provide accurate dimensions of the embodiments. DETAILED DESCRIPTION

[0036] The present application will now be described in detail with reference to embodiments of the application shown in the drawings, in which like reference numerals identify corresponding elements throughout. The recitation of "one embodiment", "an embodiment”, "exemplary embodiment” etc., indicates that the embodiment described can include a particular feature, structure, or characteristic, but every embodiment can not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of those skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicit

[0037] Aspects of the present disclosure provide a multi-speed bicycle that can be used on a variety of surfaces, including rugged and / or sloped terrain as well as paved and unpaved roads. The bicycle can also be relatively straight in the direction of travel to assemble. Assembly can require parts / and or materials that are readily available, making the design both readily accessible and low in production costs. Furthermore, the bicycle can be particularly robust, requiring little maintenance.

[0038] In some aspects, the multi-speed bicycle can include one or more chainset to provide a plurality of gear ratios, for example corresponding to a low gear ratio and a high gear ratio, respectively. The two gear ratios can be suitable for traversing a variety of terrain. The chainset can include a pedal drive sprocket, a drive chain, and a transmission sprocket. Each chainset with a dedicated chain is readily assembled and maintained. A freewheel including one or more chainsets can arrange transmission sprockets along a longitudinal axis of a rear wheel hub. The transmission sprockets can be free to rotate about the rear wheel hub, or engaged with a driver also arranged radially along the longitudinal axis of the rear wheel hub. The driver can have radially arranged drive teeth that can engage one or more transmission sprockets. For example, driving the bicycle in a first gear ratio can include a pawl associated with a first transmission sprocket drivingly engaged with the driver and drive teeth of the first transmission sprocket to drive the bicycle in the first gear ratio. A second transmission sprocket can provide a second gear ratio such that a pawl associated with the second transmission sprocket is drivingly engaged with drive teeth of the driver to drive the bicycle in the second gear ratio. The drive engagement can transfer torque from the transmission sprocket to a wheel of the bicycle.

[0039] In some aspects, the derailleur including one or more chainsets can be readily switched to shift between corresponding gear ratios. Instead of requiring finger twiddling and shift cables installed on the handlebars, the derailleur can be switched, for example, by rotating transmission components, such as pedal axles and corresponding chainset components, in a non-driving direction. In an aspect, the derailleur can be switched when the transmission components are rotated in the non-driving direction by an amount of rotation required to transition from the first transmission sprocket drivingly engaged with the driver to the second transmission sprocket drivingly engaged with the driver.

[0040] A shift ring (e.g., a transfer chain ring) can be arranged along the longitudinal axis to facilitate shifting and selectively transfer torque to the bicycle wheel. The shift ring can extend into a portion of the interior of the second drive chain ring. As an amount of rotation of the pedal shaft along the non-drive direction required to transition from drivingly engaging the first drive chain ring at the first drive ratio to drivingly engaging the second drive chain ring at the second drive ratio, the freewheel can rotate about the longitudinal axis, thereby allowing the pawl of the second drive chain ring to engage the drive teeth of the driver. As the pedal shaft rotates along the drive direction, the pawl of the second drive chain ring drivingly engages the drive teeth of the driver such that the second drive chain ring is drivingly engaged and drives the bicycle at the second drive ratio. At other rotations of the shift ring extending into the interior of the second drive chain ring, the shift ring can prevent the pawl of the second drive chain ring from engaging the drive teeth of the driver. Conversely, the pawl of the second drive chain ring can engage the shift ring at a location where the shift ring extends into the interior of the second drive chain ring. As the pedal shaft rotates along the drive direction, the pawl associated with the first chain ring drivingly engages the drive teeth of the driver and the first drive chain ring in order to drive the bicycle at the first drive ratio.

[0041] Aspects of the present disclosure will now be described in greater detail with reference to the accompanying drawings. A multispeed bicycle 100 is shown in FIG. 1. In some aspects, the bicycle 100 can include a front wheel 102, a rear wheel 104, a frame 106, a rack member 109, a rear wheel hub 200, and / or a multispeed freewheel 206. Figure 1

[0042] The frame 106 can support the front wheel 102 and / or the rear wheel 104. The rear wheel hub 200 can be positioned on a rear axle of the bicycle 100 such that it can be rotationally supported by the rear axle. The rear wheel hub 200 can be operatively connected to spokes and a rim of the rear wheel 104. The multispeed freewheel 206 can be mounted to the rear wheel hub 200 and can be free to rotate about the rear axle.

[0043] The rack member 109 can be removably attached to the frame 106. The rack member 109 can include a plurality of members connected to the frame 106 and can be expandable to hold and transport various cargo. For example, the rack member 109 can include a surface on which cargo can be placed. Additional surfaces can be attached to increase the area on which cargo can be placed.

[0044] ​In some aspects, components of the bicycle 100 can be readily sourced (e.g., locally or regionally), which can minimize assembly costs. Easier availability of parts can facilitate home or local repair, which can also increase the accessibility of maintenance and minimize repair costs. This can be particularly important in remote areas. Further, the materials used can make repairs less necessary. In an aspect, some or all components of the frame 106 can be made of or reinforced with materials that provide durability (e.g., strength, stability, elasticity, rust resistance). In an aspect, the frame 106 can include metals, plastics, or composite materials and / or combinations thereof, including, for example, steel, aluminum, titanium, carbon fiber, plastic, bamboo, etc. The frame 106 can be particularly robust to allow for support and transport of large loads. Further, some or all components of the frame 106 can be modular and reusable, such that the components can be assembled into a second bicycle 100 or another device.

[0045] Referring now to Figures 1-2 In some aspects, a transmission for the bicycle 100 can include the pedal shaft hub 110, the first pedal 112, the second pedal 114, the pedal shaft 116, the first pedal drive sprocket 118, the second pedal drive sprocket 120, the rear wheel hub 200, the first chain 202, the second chain 204, the multi-speed freewheel 206, the first sprocket 220, and the second sprocket 234. The first pedal 112 and the second pedal 114 can be used to rotate the pedal shaft 116.

[0046] The transmission components can interact with one another to provide driving (i.e., motive) force. In some aspects, the transmission components provide driving force in one direction. In an aspect, rotating the pedal shaft 116 in the driving direction (e.g., the direction in which driving force is provided) can be a clockwise rotation when viewing, for example Figures 1-2 In an aspect, rotating the pedal shaft 116 in the non-driving direction (e.g., the direction in which driving force is not provided) can be a counterclockwise rotation when viewing, for example Figures 1-2 In an aspect, rotating the pedal shaft 116 in the non-driving direction (e.g., the direction in which driving force is not provided) can be a counterclockwise rotation when viewing, for example

[0047] Referring now to Figure 2The drive components can interact with each other to provide drive force. In an aspect, rotating the pedal shaft 116 in the drive direction can rotate the drive components, such as the first pedal drive sprocket 118, the first chain 202, the first sprocket 220, the second pedal drive sprocket 120, the second chain 204, and the second sprocket 234, in the drive direction. The drive components can provide different gear ratios to move the rear wheel 104 and propel the bicycle 100 in the drive direction. For example, drive force can be provided at a first gear ratio by the first sprocket 220 drivingly engaging a drive connected to the rear wheel 104. Drive force can be provided at a second gear ratio by the second sprocket 234 drivingly engaging a drive connected to the rear wheel 104. When not drivingly engaged, the drive sprockets can be engaged such that they touch but do not provide drive force and can rotate with the drive components.

[0048] In some aspects, rotating the pedal shaft 116 in the non-drive direction can rotate the drive components, such as the first pedal drive sprocket 118, the first chain 202, the first sprocket 220, the second pedal drive sprocket 120, the second chain 204, and the second sprocket 234, in the non-drive direction. Once the pedal shaft 116 and the drive components are rotated in the drive direction, the transmission can be switched, for example, by rotating the pedal shaft 116 in the non-drive direction the amount of rotation needed to transition from the first sprocket 220 drivingly engaging the drive 208 to the second sprocket 234 drivingly engaging the drive 208.

[0049] The first gear ratio can be provided by the first sprocket 220, the first pedal drive sprocket 118, and the first chain 202. The second gear ratio can be provided by the second sprocket 234, the second pedal drive sprocket 120, and the second chain 204. The gear ratio can be determined by the number of teeth of the engaged pedal drive sprocket and the number of teeth of the drivingly engaged drive sprocket. In some aspects, the first pedal drive sprocket 118 and the second pedal drive sprocket 120 can include a plurality of gear teeth. In an aspect, the first pedal drive sprocket 118 can include the same number of gear teeth as the second pedal drive sprocket 120. In another aspect, the first pedal drive sprocket 118 can include a different number of gear teeth than the second pedal drive sprocket 120. For example, the second pedal drive sprocket 120 can include more gear teeth than the first pedal drive sprocket 118. In an aspect, the first pedal drive sprocket 118 can include about 27 gear teeth and the second pedal drive sprocket 120 can include about 44 gear teeth.

[0050] As Figure 2As shown, the bicycle 100 can include one or more pedal drive sprockets operatively connected to one or more drive sprockets (e.g., first sprocket 220 or second sprocket 234) of a freewheel arranged on a longitudinal axis 201 of the rear wheel hub 200. In an aspect, a first pedal drive sprocket 118 can drive the first sprocket 220 using a first chain 202, and a second pedal drive sprocket 120 can drive the second sprocket 234 using a second chain 204.

[0051] In some aspects, the first sprocket 220 can be directly driven by the first chain 202, which can loop around the first sprocket 220 and the first pedal drive sprocket 118. Similarly, the second sprocket 234 can be directly driven by the second chain 204, which can loop around the second sprocket 234 and the second pedal drive sprocket 120. In some aspects, the first chain 202 and / or the second chain 204 can be enclosed by a cage or cover to protect the first sprocket 220, the first pedal drive sprocket 118, the second sprocket 234, and / or the second pedal drive sprocket 120. In some aspects, the cage can also surround all or a portion of the first sprocket 220, the first pedal drive sprocket 118, the second sprocket 234, and / or the second pedal drive sprocket 120. The first chain 202 and / or the second chain 204 can be arranged such that they can only engage with one sprocket set (i.e., the chain does not move between sprockets). In this way, each sprocket set (the first sprocket 220 and the first pedal drive sprocket 118 and the second sprocket 234 and the second pedal drive sprocket 120) can have a dedicated chain, which can create a dedicated shift for a multi-speed derailleur. The first chain 202 and the second chain 204 can extend from the first pedal drive sprocket 118 and the second pedal drive sprocket 120, respectively, to the first sprocket 220 and the second sprocket 234, respectively, generally parallel to each other.

[0052] The pedal shaft 116 can be cylindrical and can be arranged along a longitudinal axis 117 of the pedal shaft hub 110. In an aspect, the pedal shaft 116 can support the first pedal 112 and the second pedal 114. In some aspects, the bicycle 100 can include one or more pedal drive sprockets. For example, a first pedal drive sprocket 118 and a second pedal drive sprocket 120 can be mounted to the pedal shaft 116 and / or arranged along the longitudinal axis 117 on one side (e.g., the left or right side when viewed from the top Figure 2 The first pedal drive sprocket 118 and the second pedal drive sprocket 120 can be arranged in close proximity on the pedal shaft 116. In an aspect, the first pedal drive sprocket 118 can be arranged on the pedal shaft 116 adjacent to the pedal shaft hub 110. In an aspect, the second pedal drive sprocket 120 can be positioned along the longitudinal axis 117 of the pedal shaft 116 adjacent to and outside of the first pedal drive sprocket 118.

[0053] In some respects, the multi-speed flywheel 206 may be arranged along the longitudinal axis 201 of the rear wheel hub 200. The first sprocket 220 and the second sprocket 234 may be axially arranged to be adjacent to the rear wheel hub 200 and may be aligned with the first pedal drive sprocket 118 and the second pedal drive sprocket 120, respectively.

[0054] like Figure 3 As shown, the multi-speed flywheel 206 may include a driver 208, a seal 212, a bearing 214, a first pawl biasing member 216, a first sprocket 220, a friction element 222, a switching ring 224 (e.g., a transmission sprocket), an extension surface 226 of the switching ring 224, a bearing 230, a seal 232, a second sprocket 234, a second pawl biasing member 238, a bearing 240, a bearing gasket 242, a bearing cap 244, and / or a shield 246. The driver 208 may include a plurality of teeth 250 (e.g., drive teeth), a slot 209 (e.g., a drive slot), and a removal tool interface 210. The pawl biasing member 216 may include one or more of a pawl 218 (e.g., a first gear ratio engaging pawl) and a pawl 219 (e.g., a first gear ratio engaging pawl). The first sprocket 220 may include a plurality of teeth 248 (e.g., drive teeth). The switching ring 224 may include an extended surface 226 having one or more notches 228 and an end 229. The second pawl biasing member 238 may include one or more of a pawl 236 (e.g., a second gear ratio engaging pawl) and a pawl 237 (e.g., a second gear ratio engaging pawl).

[0055] Driven force can be provided by one of the first sprocket 220 or the second sprocket 234, which is drivably engaged with the driver 208. Drive engagement can transmit torque from, for example, the first sprocket 220 or the second sprocket 234 to the rear wheel 104. Components of the multi-speed flywheel 206 can interact with one or more drive sprockets to provide drive engagement and driven force. In one aspect, driven force can be provided at a first gear ratio by drivably engaging the first sprocket 220 with the driver 208. Torque can be transmitted from the first sprocket 220 to the driver 208 via teeth 248. In this aspect, pawls 218 and / or pawls 219 can engage with one of the teeth 248 and the recesses 209a, 209b of the first sprocket 220, respectively. Alternatively, driven force can be provided at a second gear ratio by drivably engaging the second sprocket 234 with teeth 250 of the driver 208. In this respect, pawl 236 and / or pawl 237 can be drivably engaged with the teeth 250 of the drive 208 and the end 229 of the extension surface 226. Torque can be transmitted from the second sprocket 234 to the drive 208 via the teeth 250.

[0056] The rotating pedal shaft 116 can rotate components of the drive train and the multi-speed freewheel 206. The components of the multi-speed freewheel 206 can drivingly engage to other components when non- drivingly engaged to provide drive power to the rear wheel 104. For example, when the first sprocket 220 drivingly engages to the driver 208, the second sprocket 234 can drivingly engage to the shift ring 224 such that it does not provide drive power to the driver 208, but can rotate with the shift ring 224 at the second drive ratio. Similarly, the components of the multi-speed freewheel 206 can engage but non- drivingly engage to the rear wheel 104 or components of the multi-speed freewheel 206. For example, when the second sprocket 234 drivingly engages to the driver 208, the first sprocket 220 can engage but non- drivingly engage to the driver 208 such that the first sprocket 220 can rotate in the drive direction at the first drive ratio. In this regard, the first sprocket 220 does not provide drive power to the driver 208 because the rotation of the first sprocket 220 at the first drive ratio is slower than the rotation of the second sprocket 234 at the second drive ratio. Other components of the multi-speed freewheel 206 can be in contact, but not drivingly engaged or engaged.

[0057] In some aspects, the driver 208 can be removably coupled to the rear wheel hub 200, such as by a threaded connection. The driver 208 can be disposed on a central axis thereof along the longitudinal axis 201 of the rear wheel hub 200. In an aspect, the first sprocket 220 and the second sprocket 234 can be positioned about the driver 208 such that the driver 208 can directly support the first sprocket 220 and indirectly support the second sprocket 234 (e.g., through the bearing 230, the bearing 240, and / or the bearing spacer 242). The slot 209 and the teeth 250 can be radially disposed on the driver 208 such that the slot 209 is axially spaced apart from the teeth 250.

[0058] In some aspects, the seal 212, the bearing 214, the first ratchet biasing member 216, the ratchet 218, and the ratchet 219 can be disposed along the longitudinal axis 201 of the rear wheel hub 200 such that the seal 212, the bearing 214, the first ratchet biasing member 216, the ratchet 218, and the ratchet 219 can be positioned about a portion of the driver 208 within an interior region of the first sprocket 220. In an aspect, the first ratchet biasing member 216 can be positioned within the slot 209 and at least one of the ratchet 218 and the ratchet 219 can be positioned in the slot recesses 209a, 209b, respectively. At least one of the ratchet 218 and the ratchet 219 can engage one or more of the teeth 248 of the first sprocket 220 to engage and / or drivingly engage the driver 208.

[0059] The shift ring 224 can include an extended surface 226 having an end 229 and a notch 228 to selectively transmit torque from the multi-speed freewheel 206 to the rear wheel 104. The extended surface 226 can be positioned within an interior region of the second sprocket 234. Since the shift ring 224 can be positioned about the driver 208, the shift ring can also be positioned about the teeth 250 of the driver 208.

[0060] In some aspects, the second pawl biasing member 238, the pawl 236, the pawl 237, the bearing 240, and the seal 232 can be arranged along the longitudinal axis 201 of the rear wheel hub 200 such that the second pawl biasing member 238, the pawl 236, the pawl 237, the bearing 240, and the seal 232 can be positioned about a portion of the driver 208 within an interior region of the second sprocket 234.

[0061] In some aspects, the friction element 222 and the shift ring 224 can be arranged along the longitudinal axis 201 of the rear wheel hub 200. The friction element 222 and the shift ring 224 can be positioned about a portion of the driver 208 within an interior region of the first sprocket 220. In some aspects, the friction element 222 and the shift ring 224 can be radially aligned such that the friction element 222 can be positioned in an outer edge of the shift ring 224. The shift ring 224 and the friction element 222 can be positioned about a portion of the driver 208 having a portion within an interior region of the first sprocket 220. In an aspect, the shift ring 224 and the friction element 222 can be drivingly engaged to the first sprocket 220 such that the shift ring 224 and the friction element 222 are coupled to the first sprocket 220. In this aspect, the second sprocket 234 can rotate in a non-driving direction relative to the shift ring 224 and engage the teeth 250 of the driver 208 and the end 229 of the extended surface 226. In this aspect, the pawl 236 and / or the pawl 237 can drivingly engage with the teeth 250 and the end 229 as the pedal shaft 116 and the transmission components rotate in the driving direction such that the second sprocket 234 can drivingly engage with the driver 208 (i.e., torque is transmitted from the second sprocket 234 to the driver 208) to drive the rear wheel 104 and propel the bicycle 100 in the driving direction.

[0062] In another aspect, the shift ring 224 and the friction element 222 can be engaged to the first sprocket 220 such that the shift ring 224 and the friction element 222 are not coupled to the first sprocket 220. In some aspects, when the pedal shaft 116 and the drive components are rotated in the drive direction, the pawls 236 and 237 cannot be drivingly engaged with the teeth 250 and the end 229, and the second sprocket 234 cannot be drivingly engaged with the driver 208 to move the rear wheel 104 and propel the bicycle 100 in the drive direction. In this aspect, the pawls 218 and / or 219 can be drivingly engaged with the teeth 248 such that the driver 208 is drivingly engaged to the first sprocket 220 (i.e., torque is transferred from the first sprocket 220 to the driver 208) and can move the rear wheel 104 and can propel the bicycle 100 in the drive direction at the first gear ratio.

[0063] In some aspects, the bearing cover 244 can be removably secured to the driver 208 (e.g., the bearing cover 244 can be screwed onto the driver) to cover respective components of the multispeed freewheel 206. The bearing spacer 242 can be positioned around the driver 208 and axially closer to the first sprocket 220 than the bearing cover 244. In an aspect, the bearing spacer 242 can be axially closer to the bearing cover 244 than the first sprocket 220. In an aspect, the bearing spacer 242 can secure the bearing cover 244 and apply a set or adjustable preload (e.g., axially or radially) to one or more bearings disposed on the driver 208. In some aspects, the multispeed freewheel 206 can include one or more bearing spacers 242. In some aspects, the shroud 246 can be removably disposed partially or entirely over the multispeed freewheel 206.

[0064] With reference to Figures 4-6 Rotating the pedal shaft 116 in the drive direction rotates the sprockets 118 / 120 and the chains 202 / 204, which in turn rotates the first sprocket 220 and the second sprocket 234 to provide drive force to the bicycle 100. In some aspects, the multispeed freewheel 206 can disengage from the rear wheel hub 200 when the pedal shaft 116 is rotated in the non-drive direction. The first sprocket 220 or the second sprocket 234 can freely rotate about the central axis of the driver 208. The shift derailleur changes when the pedal shaft 116 and the drive components rotate the amount of rotation (e.g., a quarter rotation) required to transition from the first gear to the second gear drivingly engaged with the driver 208. Because the multispeed freewheel 206 can disengage from the rear wheel hub 200 when the pedal shaft 116 is rotated in the non-drive direction, drive force is transferred from the pedal drive sprocket to the drive sprocket (via the drive chain) in only one direction.

[0065] In an aspect, friction elements 222 can be positioned in the outer edge of shift ring 224 such that they are coupled together. In this aspect, rotation between friction elements 222 and shift ring 224 can be locked. In some aspects, the arrangement of bearing spacer 242 can enable driver 208 to support free rotation of first sprocket 220 and / or second sprocket 234 about the central axis of driver 208.

[0066] In an aspect, at least one of pawl 218 and pawl 219 can engage with teeth 248, which can be radially arranged within the interior region of first sprocket 220. In an aspect, bearing 214 can provide rotational support for first sprocket 220 and can be sealed. For example, seal 212 can be provided to retain lubricant in bearing 214 and / or to prevent external contamination of bearing 214 and / or other components of multispeed freewheel 206. In an aspect, bearing 214 can be a roller bearing (e.g., conical, cylindrical, or needle) that can enable driver 208 to support free rotation of first sprocket 220 about longitudinal axis 201 and address any remaining system forces.

[0067] In an aspect, at least one of pawl 236 and pawl 237 can be positioned within the interior region of second sprocket 234. Second pawl biasing member 238 and at least one of pawl 236 and pawl 237 can be positioned about teeth 250 of driver 208. In an aspect, bearing 240 can provide rotational support for second sprocket 234. In an aspect, bearing 240 can be a roller bearing (e.g., conical, cylindrical, or needle) that can enable driver 208 to support free rotation of second sprocket 234 about the central axis of driver 208 and address any remaining system forces. In some aspects, removal tool interface 210 can be compatible with industry standard tools (e.g., Park Tool FR-4) and can be used to remove multispeed freewheel 206 from rear wheel hub 200. In an aspect, shroud 246 can be provided to retain lubricant in bearing 240 and / or to prevent external contamination of bearing 240 and / or other components of multispeed freewheel 206. In other aspects, shroud 246 can protect all or a portion of multispeed freewheel 206 from environmental influences (e.g., rain, wind, dust, etc.) that can exacerbate maintenance needs.

[0068] The switching ring 224 can be arranged along the longitudinal axis 201 to facilitate a change from a first gear ratio, where the first sprocket 220 is operatively engaged with the driver 208, to a second gear ratio, where the second sprocket 234 is operatively engaged with the driver 208, as the pedal shaft 116 and the transmission components rotate in the drive direction. An extended surface 226 of the switching ring 224 can be positioned within the inner region of the second sprocket 234, between at least one of pawls 236 and 237. As the pedal shaft 116 and the transmission components rotate in the non-drive direction, the multi-speed flywheel 206 can rotate about the longitudinal axis 201. In this respect, the switching ring 224 and the friction element 222 can be operatively engaged with the first sprocket 220. The second sprocket 234 can then rotate relative to the switching ring 224. As the pedal shaft 116 and the transmission components rotate in the non-driving direction, the amount required to change from the first gear ratio to the second gear ratio (e.g., a quarter rotation), pawls 236 and / or pawls 237 (i.e., at least one transmission pawl on the second pawl biasing member 238) can engage with the teeth 250 of the drive 208 and the end 229 of the extension surface 226. When the pedal shaft 116 and the transmission components rotate in the driving direction, pawls 236 and / or pawls 237 can be drivenly engaged with the teeth 250 and the end 229, allowing the rear wheel 204 to move and the bicycle 100 to be propelled in the second gear ratio along the driving direction.

[0069] In this respect, because the first sprocket 220 can provide a first gear ratio where its rotation is slower than that of the second sprocket 234, pawls 218 and 219 can engage with the teeth 248 of the first sprocket 220 but not in a driving manner when the pedal shaft 116 and the transmission components rotate in the drive direction. The first sprocket 220 does not provide driving force for propelling the bicycle 100 because the second sprocket 234 is engaged in a driving manner at a higher gear ratio with faster rotation. Due to the faster rotation at the second gear ratio, at least one of pawls 218 and 219 is overdrive. In this respect, at least one of pawls 218 and 219 can pivot in the recesses 209a and 209b respectively and be overdrive. This arrangement can maintain the axial alignment of the first sprocket 220 while moving the rear wheel 104 at the second gear ratio.

[0070] In other respects, as the pedal shaft 116 and the transmission components rotate in the non-driving direction, this rotation may not provide a transition from the first gear ratio to the second gear ratio. In this respect, the second gear ratio is not triggered. Instead, the extended surface 226 of the switching ring 224 prevents the pawls 236 and / or pawl 237 from engaging with the teeth 250 and the end 229 of the extended surface 226. As a result, when the pedal shaft 116 and the transmission components rotate in the driving direction, the pawls 236 and 237 cannot engage drivably with the teeth 250 and the end 229, and the second sprocket 234 cannot engage drivably with the drive 208 to move the rear wheel 104 and propel the bicycle 100 in the driving direction. Instead, the pawls 236 and / or pawl 237 can engage drivably with the notch 228 instead of the drive 208, and the switching ring 224 can rotate together with the second sprocket 234 in the driving direction at the second gear ratio. In this respect, pawl 218 and / or pawl 219 can be driven to engage with tooth 248, such that drive 208 is driven to engage with first sprocket 220 and can move rear wheel 104 and can propel bicycle 100 in the drive direction at a first gear ratio.

[0071] In some aspects, such as Figures 7-8 As shown, the diameter D1 of the first sprocket 220 can be smaller than the diameter D2 of the second sprocket 234, and therefore can have different numbers of teeth. In one respect, the second sprocket 234 rotates faster than the first sprocket 220, which is at least partly due to the higher transmission ratio based on the relative dimensions of D1 and D2.

[0072] In some respects, the dimensions of the first chain 202 and the second chain 204 may be different to provide different gear ratios. The dimensions of the chains and / or sprockets may be selected such that the first chain 202 and the second chain 204 can be tensioned simultaneously. Alternatively, known chain tensioners may be used to tension the first chain 202 and / or the second chain 204.

[0073] refer to Figures 9-12 In some aspects, the rear wheel 104 can be moved and the bicycle 100 can be propelled in the drive direction at a first gear ratio. At the first gear ratio, at least one of pawls 218 and 219 can be drivenly engaged with one or more teeth 248 of the first sprocket 220 to move the rear wheel 104 and propel the bicycle 100 in the drive direction. Figure 10As shown, in one aspect, the teeth 248 of the first sprocket 220 may be radially arranged on the first sprocket 220. At least one of the pawls 218 and 219 in the slots 209a and 209b located on the drive 208 may engage with a first pawl biasing member 216, which may bias the pawls 218 and 219 (e.g., simultaneously or separately) toward one or more teeth 248 of the first sprocket 220 (e.g., via a metal spring, elastomeric material, etc.). At least one of the pawls 218 and 219 may engage with the teeth 248 such that the drive 208 is engaged with the first sprocket 220. When the pedal shaft 116 and the drive mechanism rotate in the drive direction, the pawls 218 and / or 219 may be driven to engage with the teeth 248 such that the drive 208 is driven to engage with the first sprocket 220. In this aspect, the rear wheel 104 may be moved and the bicycle 100 may be propelled in the drive direction at a first gear ratio. In one aspect, at least one of pawls 218 and 219 can pivot in the recesses 209a and 209b, respectively, such that it can be a free-riding pawl and can axially support the first sprocket 220. In this aspect, at least one of pawls 218 and 219 can be movable, such that the rear wheel 104 can be moved and the bicycle 100 can be propelled in the drive direction at the first gear ratio.

[0074] like Figure 11As shown, at least one of pawls 236 and 237 may be radially arranged within the second sprocket 234. At least one of pawls 236 and 237 may engage with a second pawl biasing member 238, which may bias pawls 236 and 237 (e.g., simultaneously or separately) toward one or more teeth 250 of the drive 208 (e.g., by means of a metal spring, elastomeric material, etc.). At the second gear ratio, at least one of pawls 236 and 237 may be biased toward the teeth 250 such that the second sprocket 234 may engage with the teeth 250 and the end 229 of the extension surface 226 of the drive 208. When in the first gear ratio, pawls 236 and 237 may not engage with the teeth 250 and the end 229 of the extension surface 226. As a result, when the pedal shaft 116 and the transmission components rotate in the drive direction, pawls 236 and 237 cannot be drivably engaged with teeth 250 and end 229, and the second sprocket 234 cannot be drivably engaged with the driver 208 to move the rear wheel 104 and propel the bicycle 100 in the drive direction. In this aspect, pawls 218 and / or 219 can be drivably engaged with teeth 248, such that the driver 208 is drivably engaged with the first sprocket 220 and can move the rear wheel 104 and propel the bicycle 100 in the drive direction at a first gear ratio. In this aspect, at least one of pawls 236 and 237 can alternatively engage with the notch 228 of the switching ring 224, such that at least one of pawls 236 and 237 can be drivably engaged with the switching ring 224. At the first gear ratio, at least one of the pawls 236 and 237 can drive the switching ring 224 along the drive direction at the second gear ratio provided by the second sprocket 234 (at the speed of the second sprocket 234) and can be inactive (i.e., prevented from being driven into engagement with the driver 208).

[0075] like Figure 12 As shown, rotating the pedal shaft 116 and the transmission components along the drive direction causes the switching ring 224 to rotate along the drive direction because at least one of the pawls 236 and 237 can be driven to engage with the switching ring 224 through the notch 228. Rotation of the switching ring 224 along the drive direction reduces the diameter D3 of the friction element 222, thereby reducing friction and disengaging the switching ring 224 and the friction element 222 from the first sprocket 220.

[0076] refer to Figures 13-17The multi-speed flywheel 206 can switch from a first gear ratio, where the first sprocket 220 is driven to engage with the driver 208, to a second gear ratio, where the second sprocket 234 is driven to engage with the driver 208. In some aspects, the multi-speed flywheel 206 can switch from the first gear ratio to the second gear ratio as the pedal shaft 116 and the transmission components rotate in the non-driving direction. In some aspects, as the pedal shaft 116 and the transmission components rotate in the non-driving direction, at least one of the pawls 236 and 237 of the second sprocket 234 can continuously engage and disengage the notch 228 of the switching ring 224, the end 229 of the extended surface 226, and the tooth 250 of the driver 208. Therefore, the transmission can continuously switch between the first gear ratio and the second gear ratio.

[0077] like Figure 17 As shown, rotating the pedal shaft 116 and the transmission components in the non-driving direction causes the switching ring 224 to rotate in the non-driving direction, because the switching ring 224 can be connected to the first sprocket 220. The rotation of the switching ring 224 in the non-driving direction increases the diameter D3 of the friction element 222, thereby increasing the friction and connecting the switching ring 224 and the friction element 222 to the first sprocket 220.

[0078] Pads 236 and 237 rotate faster in the non-driving direction at the second gear ratio than the switching ring 224 coupled to the first sprocket 220, which rotates at the first gear ratio. This can cause pads 236 and 237 to rotate relative to the switching ring 224. As a result, pads 236 and / or 237 can advance away from the notch 228 and the extension surface 226. At least one of pads 236 and 237 can engage with a second pad biasing member 238, which can bias pads 236 and 237 (e.g., simultaneously or separately) toward one or more teeth 250 (e.g., via a metal spring, elastomeric material, etc.). At a predetermined rotation, at least one of pads 236 and 237 can be biased toward the teeth 250 of the driver 208 and can engage with the teeth 250 and the end 229 of the extension surface 226 on the switching ring 224. In this respect, when the pedal shaft 116 and the transmission components rotate in the drive direction, the pawl 236 and / or pawl 237 can be driven to engage with the teeth 250 and the end 229, such that the second sprocket 234 can be driven to engage with the driver 208 to drive the rear wheel 104 and propel the bicycle 100 in the drive direction at the second gear ratio.

[0079] refer to Figures 18-21In some aspects, the bicycle 100 can be propelled in the drive direction at the second gear ratio. At least one of the pawls 236 and 237 is active at the second gear ratio such that at least one of the pawls 236 and 237 can drive the rear wheel 104 and propel the bicycle 100 in the drive direction. As shown in Figure 19 In an aspect, at least one of the pawls 236 and 237 can drivingly engage the teeth 250 of the driver 208 and the end 229 of the extended surface 226 at the second gear ratio.

[0080] As shown in Figure 20 In some aspects, at least one of the pawls 218 and 219 can engage but not drivingly engage the teeth 248 of the first sprocket 220 at the second gear ratio. At the second gear ratio, at least one of the pawls 236 and 237 can drivingly engage the teeth 250 and the end 229 of the extended surface 226, the second sprocket 234 can move the rear wheel 104 and propel the bicycle 100 along the drive direction. Since the second sprocket 234 drivingly engages the driver 208 at a higher gear ratio of faster rotation than the first sprocket 220, the pawls 218 and / or 219 are overdriven into the slot recesses 209a, 209b such that the pawls 218 and 219 can engage but not drivingly engage the teeth 248 to provide a driving force to move the rear wheel 104 and propel the bicycle 100.

[0081] As shown in Figure 21 Rotation of the pedal shaft 116 and the drive components along the drive direction can cause rotation of the shift ring 224 along the drive direction since at least one of the pawls 236 and 237 can drivingly engage the teeth 250 and the end 229 of the extended surface 226. Rotation of the shift ring 224 in the drive direction can decrease the diameter D3 of the friction element 222, thereby decreasing the friction and decoupling the shift ring 224 from the first sprocket 220.

[0082] Referring to Figures 22-25 , the multi-speed freewheel 206 can transition from the second gear ratio to the first gear ratio. Referring to Figures 22-23 In some aspects, as the pedal shaft 116 rotates in the non-drive direction, at least one of the pawls 236 and 237 of the second sprocket 234 can continuously engage the notch 228 of the shift ring 224, the end 229 of the extended surface 226, and the teeth 250 of the driver 208. Thus, the derailleur can continuously shift between the first gear ratio and the second gear ratio. As shown in Figure 24 At least one of the pawls 218 and 219 located on the driver 208 can remain engaged with the teeth 248 of the first sprocket 220.

[0083] AsFigure 25 As shown, because the shift ring 224 can be coupled to the first sprocket 220, rotating the pedal shaft 116 and the drive components in the non-drive direction can cause rotation of the shift ring 224 in the non-drive direction. Rotation of the shift ring 224 in the non-drive direction can increase the diameter D3 of the friction element 222, thereby increasing the friction and coupling the shift ring 224 and the friction element 222 to the first sprocket 220.

[0084] The pawls 236 and 237 rotate faster than the shift ring 224 coupled to the first sprocket 220 in the non-drive direction at the second drive ratio, which rotates at the first drive ratio. This can cause the pawls 236 and 237 to rotate relative to the shift ring 224. As a result, the pawls 236 and / or 237 can advance away from the notch 228 and the extended surface 226 of the shift ring 224. In an aspect, the non-drive direction rotation does not reach a predetermined rotation such that at least one of the pawls 236 and 237 can be biased toward the teeth 250 of the driver 208 and can engage with the teeth 250 and the end 229 of the extended surface 226 of the shift ring 224. As a result, when the pedal shaft 116 and the drive components rotate in the drive direction, the pawls 236 and 237 cannot drivingly engage with the teeth 250 and the end 229, the second sprocket 234 cannot drivingly engage with the driver 208 to move the rear wheel 104 and propel the bicycle 100 in the drive direction. In this aspect, the pawls 218 and / or 219 can drivingly engage with the teeth 248 such that the driver 208 drivingly engages to the first sprocket 220 and can move the rear wheel 104 and can propel the bicycle 100 in the drive direction at the first drive ratio. At least one of the pawls 236 and 237 can engage with the notch 228 of the shift ring 224 such that at least one of the pawls 236 and 237 can drivingly engage with the shift ring 224. In this aspect, the shift ring 224 can rotate in the drive direction at the second drive ratio provided by the second sprocket 234. In this configuration, the pawls 236 and 237 can be inactive (i.e., prevent drivingly engaging with the teeth 250 of the driver 208 and the end 229 of the extended surface 226).

[0085] It is to be understood that the detailed description is intended to be illustrative and not restrictive of the scope of the application. The summary and abstract sections can set forth one or more but not all exemplary embodiments of the present application and thus are not intended to limit the application and the accompanying claims in any way.

[0086] The present application has been described above, by way of functional building blocks, which are meant to connote functional aspects in implementing the described functionality and relationships between the parts or features, to describe the means by which given functions are performed on the apparatus. As will be realized, the various embodiments of the present application include modifications and / or improvements of the functions described herein, and these modifications can be made to and / or by both the disclosed embodiment and equivalent arrangements without departing from the spirit and scope of the underlying inventive concepts. In particular, those skilled in the art will recognize the equivalents in functions while these described are directed to specific tailor-made functional constraints. Furthermore, no inference should be drawn regarding relative importance of various claimed components. It will be appreciated that the above descriptions are intended to be illustrative only and not limiting of the application as claimed. Changes can be made by those having ordinary skill in the art and which are within the intended scope of the application as claimed that are intended to be covered by the following claims.

Claims

1. A multi-speed gearbox for a bicycle wheel hub, the multi-speed gearbox comprising: A driver, arranged on the longitudinal axis of the bicycle wheel hub, the driver including a slot and a plurality of drive teeth; as well as A multi-speed freewheel, the multi-speed freewheel being arranged on the longitudinal axis of the bicycle wheel hub, the multi-speed freewheel comprising: The first sprocket is connected to the bicycle's first pedal drive sprocket. The second sprocket is connected to the bicycle's second pedal drive sprocket. Multiple pawls are radially arranged on the second sprocket to engage with the drive teeth when the pedal shaft rotates a predetermined distance in the non-drive direction. One or more biasing elements, the one or more biasing elements being radially arranged within the inner region of the second sprocket to bias the plurality of pawls toward the drive teeth, and A switching ring, disposed within the inner region of the second sprocket and between the second sprocket and the drive tooth, selectively prevents the plurality of pawls from engaging with the drive tooth.

2. The multi-speed transmission according to claim 1, wherein the first sprocket has a first gear ratio and the second sprocket has a second gear ratio, and wherein the second gear ratio is different from the first gear ratio.

3. The multi-speed transmission according to claim 2, wherein the multi-speed flywheel is switched between the first gear ratio and the second gear ratio by rotating the multi-speed flywheel along the non-driving direction.

4. The multi-speed transmission of claim 3, wherein the multi-speed flywheel is switched between the second gear ratio and the first gear ratio by rotating the multi-speed flywheel along the non-driving direction.

5. The multi-speed transmission according to claim 2, wherein the multi-speed flywheel is continuously switched between the first gear ratio and the second gear ratio by continuously rotating the multi-speed flywheel along the non-driving direction.

6. The multi-speed transmission according to claim 2, wherein the second transmission ratio is higher than the first transmission ratio.

7. The multi-speed transmission according to claim 1, wherein the switching ring further comprises a friction element.

8. The multi-speed transmission according to claim 7, wherein the friction element further has a diameter.

9. The multi-speed transmission according to claim 8, wherein the diameter of the friction element increases as the switching ring rotates along the non-driving direction.

10. The multi-speed transmission of claim 8, wherein the diameter of the friction element decreases as the switching ring rotates along the drive direction.

11. The multi-speed transmission according to claim 1, wherein the first pedal drive sprocket and the second pedal drive sprocket have the same number of gear teeth.

12. The multi-speed transmission according to claim 1, wherein the first pedal drive sprocket and the second pedal drive sprocket have different numbers of gear teeth.

13. The multi-speed transmission according to claim 1, wherein the first sprocket is connected to the first pedal drive sprocket via a chain.

14. The multi-speed transmission of claim 1, wherein the second sprocket is connected to the second pedal drive sprocket via a chain.

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