Transmission system for vehicle, in particular manpower vehicle such as bicycle

Abstract

Disclosed is a hub assembly comprising a hub housing holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to externally arranged electrical components of an electronic derailleur, the electrical connection interface is arranged to transmit electrical power and / or electronic communication signals between the external electrical component and the one or more sensors and / or actuators.

Description

Technical Field

[0001] The present invention relates to a transmission system for a vehicle, in particular a human powered vehicle such as a bicycle, for example a two-wheeled bicycle. Background Art

[0002] Transmission systems for bicycles are known. In bicycles, especially racing bicycles, the transmission system traditionally comprises a front derailleur and a rear derailleur for shifting the transmission system. An alternative to the derailleur is formed by a gear hub, wherein the switching of the gears is achieved by a gear shifting mechanism usually located inside the rear hub. Hybrid forms are known, in which a gear hub torque transmission with at least two selectable gear ratios is coupled between the rear hub and the rear sprocket. In this context, the rear sprocket may comprise a plurality of gears selectable by the rear derailleur. Here, the gear hub may replace the front derailleur.

[0003] Such a gear hub gear shift mechanism may include one or more planetary gear sets. The planetary gears include at least three rotating members, such as a sun gear, a planet carrier, and a ring gear. A clutch system may be used to selectively couple two rotating members, such as a planet carrier and a ring gear. When coupled, the hub gear shift mechanism operates according to a first gear ratio. When disengaged, the hub gear shift mechanism operates according to a second gear ratio.

[0004] Gear hub shifting mechanisms are also known in which a mechanism is included in the gear hub for providing a plurality of different gear ratios, such as five, seven or fourteen different gear ratios.

[0005] One thing many of these systems have in common is that upshifts and downshifts are not always possible, depending on the rider's pedaling effort. In some systems, the rider is required to stop pedaling, or at least stop providing a torque load to the system to allow upshifts and / or downshifts. Summary of the invention

[0006] An object is to provide a transmission system, such as a transmission system for a two-wheeled bicycle, for example. Additionally or alternatively, an object is to provide an efficient transmission system with minimal weight and minimal friction losses. Alternatively or additionally, an object is to enable preferably electronically actuated gear changes, wherein upshifts and downshifts should always be possible, independently of the rider pedal force and / or the electric motor torque.

[0007] According to one aspect, there is provided a hub assembly for a bicycle, in particular for a distributed transmission system as described herein, the hub assembly comprising a hub housing for holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to externally arranged electrical components, such as an external power source, an external control unit and / or an external user-operable shifter, the electrical connection interface being arranged for transmitting power and / or electronic communication signals between the external electrical components and the one or more sensors and / or actuators. The one or more sensors and / or actuators may include, for example, a speed sensor, a position sensor, a brake sensor, a shift actuator, a torque sensor, a propulsion motor and / or a brake actuator.

[0008] For example, a hub assembly for a bicycle is provided, the hub assembly comprising a hub housing holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to, in particular, a rear electronic derailleur, the electrical connection interface being arranged to transmit power and / or electronic communication signals between the derailleur and the one or more sensors and / or actuators. Thus, the electrical communication interface can be configured to operatively connect the sensors and / or actuators held by the hub housing to the derailleur, such as the electronics of the derailleur. Thus, the sensors and / or actuators held by the hub housing can be communicatively and / or chargingly connected to the derailleur.

[0009] Optionally, one or more sensors and / or actuators and the derailleur are powered by a common power source. For example, the power source may include a generator and / or a battery. The power source may be held by the hub housing. Additionally or alternatively, the power source may be included by the derailleur, for example, the power source may be mounted to the derailleur body. In a specific example, the power source includes a battery housed by the hub housing or held by the derailleur.

[0010] Optionally, the power source includes a generator and / or a battery. The generator can be housed by the hub housing, or can be arranged outside the housing, such as mounted to a bicycle frame or a derailleur. Both the generator and the battery can be housed by the hub housing. The generator can be housed by the hub housing, and the battery can be arranged outside the hub housing, such as held by a derailleur. Both the generator and the battery can be included by the rear derailleur, for example mounted to the derailleur body. The battery can be housed by the hub housing, and the generator can be arranged outside the hub housing, such as held by a derailleur or a bicycle frame. The generator can be configured to charge the battery. Therefore, the power signal can be transmitted between the generator and the battery, such as via an electrical connection interface.

[0011] Optionally, the derailleur includes a battery, for example mounted to the derailleur body, which can be connected to power the derailleur and sensors and / or actuators held by the hub housing. Thus, power signals can be transmitted from the battery at the derailleur to one or more sensors and / or actuators held by the hub housing via the electrical connection interface. Thus, no additional battery is required within the hub housing.

[0012] Optionally, the hub housing may hold a battery for powering one or more sensors and / or actuators, wherein the derailleur is powered by the battery held by the hub housing. Thus, a power signal may be transmitted from the battery held by the hub housing to the derailleur, such as the electronics of the derailleur, via the electrical connection interface. Thus, no additional, such as dedicated, battery is required at the derailleur for powering the derailleur.

[0013] Optionally, the hub assembly includes an axle, such as a through axle, wherein a battery is mounted to or held by the axle for powering one or more sensors and / or actuators held by the hub housing. The battery mounted to or held by the axle may additionally or alternatively be arranged to power the derailleur.

[0014] Optionally, the hub housing comprises a driver for connecting to the torque transmitting member and a hub shell for connecting to the driven wheel, wherein the hub assembly comprises a hub transmission selectively operable according to at least two different gear ratios, and wherein the hub transmission is connected between the driver and the hub shell, and wherein the one or more sensors and / or actuators comprise a shift actuator for operating the hub transmission to switch from one of the at least two gear ratios to another of the at least two gear ratios. Thus, this aspect may in particular provide a hub assembly, for example, for use in a distributed transmission system as described herein.

[0015] Thus, the hub assembly may be connected, for example, by wire, to a crank assembly of a distributed transmission system, the crank assembly comprising, for example, holding a power source, such as a battery, and / or a control unit in a crank housing, for powering and / or controlling the hub shift actuator. The hub assembly may particularly comprise a transmission as described herein, for example, one or more of a CVT, a first transmission, a second transmission, and a third transmission.

[0016] The hub assembly may for example be connected to a crank assembly arranged at a crank of the bicycle, the crank assembly comprising, for example holding a battery and / or a control unit in a crank housing, for powering and / or controlling any sensors and / or actuators of the hub assembly via an electrical connection interface.

[0017] Optionally, the electrical connection interface is arranged to provide a wired electrical connection between one or more sensors and / or actuators and an external electrical component. The external electrical component may include one or more of an external control unit and / or an external power source such as a solar panel and / or battery, an external user-operable gear shifter, an external transmission such as a derailleur or a crank transmission.

[0018] Therefore, this aspect can particularly provide a wheel hub assembly for a bicycle, which includes a hub shell for holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to, in particular, a rear electronic derailleur, the electric derailleur having a control unit associated therewith, the electrical connection interface being arranged to transmit electronic communication signals and / or power between the control unit and the one or more sensors and / or actuators.

[0019] Therefore, this aspect can optionally provide a hub assembly for a bicycle, the hub assembly including a hub shell holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to, in particular, a rear electric derailleur, the derailleur having an associated power source, such as a battery and / or a generator, the electrical connection interface being arranged to transmit power signals between the power source and the one or more sensors and / or actuators.

[0020] Optionally, this aspect particularly provides a wheel hub assembly for a bicycle, which includes a hub shell holding a control unit and an electrical connection interface for electrically connecting the control unit with, in particular, a rear derailleur, the electrical connection interface being arranged to transmit electronic communication signals between the control unit and the derailleur.

[0021] Optionally, this aspect particularly provides a hub assembly for a bicycle, which includes a hub shell for holding an electric power source, such as a battery and / or a generator, and an electrical connection interface for electrically connecting the electric power source to, in particular, a rear derailleur, the electrical connection interface being arranged to transmit power signals between the electric power source and the derailleur.

[0022] Optionally, the connection interface comprises a first connection part having a first electrical contact electrically connected to one or more sensors and / or actuators in the hub assembly; and a second connection part releasably connected to the first connection part and having a second electrical contact arranged to be electrically connected to an external electrical component, such as an external power source and / or an external control unit, wherein the first electrical contact and / or the second electrical contact are arranged to contact each other so as to conduct electrical signals between the first connection part and the second connection part when they are mechanically coupled to each other. The first and second connection parts may, for example, form a plug / socket connection. The first and second parts may be maintained in mechanical and electrical contact by magnetic attraction.

[0023] Optionally, the second connection portion includes a battery electrically connected to the second contact. Thus, the battery held by the second connection portion can be electrically connected to the sensor and / or actuator held by the housing via the electrical connection interface. Optionally, the second connection portion includes a control unit. Thus, the control unit held by the second connection portion can be electrically connected to the sensor and / or actuator held by the housing via the electrical connection interface.

[0024] Optionally, the hub assembly comprises a third connection portion arranged to be mechanically, for example releasably electrically or connectable to the second connection portion.

[0025] Optionally, the third connection part comprises a conductive cable for providing a wired conduction path between the second electrical contact and the external electrical component. The conductive cable can be releasably connected to the second connection part, for example, by means of a plug / socket connection. Optionally, the conductive cable is fixed to the second connection part or integrated with the second connection part.

[0026] Optionally, the third connection part comprises a wireless transmitter and / or a receiver for providing a wireless communication channel between the third connection part and the external electrical component. The wireless transmitter can be releasably connected to the second connection part, for example, by means of a plug / socket connection. Optionally, the wireless transmitter is fixed to the second connection part or integrated with the second connection part.

[0027] Optionally, the first electrical contact and the second electrical contact are arranged to provide at least two separate transmission channels, preferably at least three separate transmission channels, more preferably at least four separate transmission channels between the first connection part and the second connection part. Thus, a plurality of sensors and / or actuators held by the hub housing can be individually powered and / or communicatively connected to external electrical components via the connection interface.

[0028] Optionally, both the first connection portion and the second connection portion include a through hole for receiving a through shaft therethrough. The through shaft may be arranged to mount the hub assembly and its associated wheel to a frame of a bicycle.

[0029] Optionally, the first connection part is fixed to or integrated with the axle, and the second connection part is fixed to or integrated with the hub axle end cap. By attaching the end cap to the first connection part, such as the axle, the first contact and the second contact can be brought into contact with each other, and the first contact and the second contact can be released by removing the end cap therefrom.

[0030] Optionally, the first connection portion and the second connection portion are arranged coaxially with respect to a wheel axis.The wheel axis may be defined as an axis about which a wheel associated with the hub assembly may rotate.

[0031] Optionally, the first contact and the second contact are radially oriented relative to the wheel axis. Thus, current can be conducted between the first contact and the second contact in a radial direction relative to the wheel axis. Optionally, the first contact and the second contact are axially oriented relative to the wheel axis. Thus, current can be conducted between the first contact and the second contact parallel to the wheel axis.

[0032] Optionally, the first contact is annular and extends around the wheel axis. Optionally, the second contact is annular and, in use, extends around the wheel axis when the first connection part and the second connection part are connected. Thus, the contact surface between the first contact and the second contact may correspondingly be annular and, in use, extend around the wheel axis.

[0033] Optionally, when the first contact and the second contact are in contact, the first connection portion and the second connection portion are rotatable relative to each other about the wheel axis.

[0034] Optionally, the first connection part comprises one or more conductive cables extending from the hub housing, for example at or through its axle having a first releasable connector at its free end, and the second connection part comprises a second releasable connector for connecting to the first releasable connector.

[0035] Optionally, the hub assembly comprises a bearing arranged between the driver and the axle for allowing the driver to rotate relative to the axle about the wheel axis, wherein the first connection portion is arranged between the bearing and the axle in a radial direction. Thus, a conductive path extending between the first contact and one or more sensors and / or actuators may be provided, which extends between the bearing and the axle.

[0036] Optionally, the bearing is axially engaged by the second connecting portion.

[0037] Optionally, in use, when the first connection part and the second connection part are connected, a seal is arranged between the first connection part and the second connection part. The seal may, for example, comprise an elastic O-ring coaxially arranged between the first connection part and the second connection part and extending around the wheel axis.

[0038] Optionally, the second contact is configured to be electrically connected to the rear derailleur, such as the electronics of the rear derailleur. Thus, the sensor and / or actuator held by the hub shell can be communicatively and / or chargingly connected to the rear derailleur. The rear derailleur can, for example, include a battery, for example mounted to the derailleur body, which can be connected to power the sensor and / or actuator held by the hub shell. Therefore, no additional battery may be required in the hub shell. Alternatively, the derailleur can be powered by a battery held by the hub shell. In addition, control signals can be transmitted between the derailleur and the sensor and / or actuator held by the hub shell.

[0039] Optionally, the second contact is configured to be electrically connected directly to the crank transmission system, such as the electronics of the crank transmission system. Thus, the sensors and / or actuators held by the hub housing can be communicatively and / or electrically connected to one or more sensors and / or actuators of the crank assembly.

[0040] Optionally, the second contact is configured to be electrically connected to a user operable shifter.The user operable shifter may be provided, for example, at the handlebars of a bicycle to allow a user to view and / or operate one or more sensors and / or actuators of the hub assembly.

[0041] According to one aspect, there is provided a crank assembly for a bicycle, in particular for the distributed transmission system described herein, the crank assembly comprising a hub housing for holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to externally arranged electrical components, such as an external power source, an external control unit and / or an external user-operable shifter, the electrical connection interface being arranged for transmitting power and / or electronic communication signals between the external electrical components and the one or more sensors and / or actuators.

[0042] For example, this aspect provides a crank assembly for a bicycle, the crank assembly comprising a crank housing holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to, in particular, a rear electronic derailleur, the electrical connection interface being arranged to transmit power and / or electronic communication signals between the derailleur and the one or more sensors and / or actuators. Thus, the electrical connection interface can be configured to operatively connect the sensor and / or actuator held by the crank housing to the derailleur, such as the electronic device of the derailleur. Thus, the sensor and / or actuator held by the crank housing can be communicatively and / or chargingly connected to the derailleur.

[0043] The one or more sensors and / or actuators may include, for example, a speed sensor, a position sensor, a brake sensor, a gear shift actuator, a torque sensor, a propulsion motor, and / or a brake actuator.

[0044] Optionally, the crank housing includes an input shaft connected to the crank and an output shaft connected to the torque transmitting member and a crank transmission, which can be selectively operated according to at least two different gear ratios, and wherein the crank transmission is connected between the input shaft and the output shaft, and wherein the one or more sensors and / or actuators include a shift actuator for operating the crank transmission to switch from one of the at least two gear ratios to another of the at least two gear ratios. Therefore, this aspect can particularly provide a crank transmission system, such as for the distributed transmission system described herein.

[0045] Thus, the crank assembly can be, for example, wired to a hub assembly of a distributed transmission system, the hub assembly comprising, for example, a power source such as a battery and / or a control unit held within the hub housing for powering and / or controlling any sensors and / or actuators of the crank assembly. It will be understood that, in addition to or in lieu of the crank shift actuator, the crank assembly may include, for example, other sensors and / or actuators contained by the crank housing. The crank assembly may in particular include a transmission as described herein, for example one or more of a CVT, a first transmission, a second transmission and a third transmission.

[0046] Optionally, the input shaft and the output shaft are rotatable about a common drive axis, and wherein the crank assembly comprises an electric propulsion motor connected to the input shaft or the output shaft for propelling the bicycle, wherein the electric propulsion motor has a rotatable output member rotatable about an electric motor output axis extending transversely to the drive axis. Thus, a particularly compact arrangement can be obtained.

[0047] Optionally, the electric motor is angularly spaced from the intermediate shaft.

[0048] According to one aspect, a transmission system for a vehicle, particularly a human powered vehicle such as a bicycle, is provided. The transmission system includes an electronically actuatable hub transmission having a first electronic actuator for selecting one of at least two different selectable gear ratios, an electronically actuatable derailleur having a second electronic actuator for selecting one of a plurality of rear sprockets, and a common power source for providing power to both the first electronic actuator and the second electronic actuator.

[0049] All of the above-mentioned options of the hub assembly are applicable to the bicycle transmission. Specifically, the following applications are applicable.

[0050] Optionally, the common source of power includes a generator and / or a battery. Optionally, the derailleur includes a battery, for example mounted to the derailleur body. Optionally, a hub housing that houses the hub transmission and the first electronic actuator holds the battery. Optionally, the bicycle transmission includes an axle, such as a through-axle, wherein a battery mounted or held by the axle powers the first and second electronic actuators. Optionally, the derailleur includes a generator. Alternatively, the hub housing holds the generator. Obviously, when the common source of power includes a common generator, multiple batteries charged by the common generator may be used, such as batteries in the hub housing and batteries at the derailleur. Preferably, a single battery is used to provide power to both the first and second electronic actuators.

[0051] Optionally, the derailleur comprises a control unit, for example mounted to the derailleur body, configured to control the first and second actuators. Optionally, the hub housing houses the control unit configured to control the first and second actuators.

[0052] According to one aspect, a transmission system for a vehicle, in particular a human-powered vehicle such as a bicycle, is provided, the transmission system comprising a system input and a system output, wherein the system input is arranged to be connected to a power source, such as a crank and / or an electric motor and / or a user input, and the system output is arranged to be connected to a load, such as a driven wheel. The transmission system comprises a continuously variable transmission (CVT) and a first transmission located between the input and the output, wherein the CVT and the first transmission are connected in series. The CVT is selectively operable according to a plurality of different transmission ratios within a continuous range of transmission ratios, and has an actuating element for switching the continuously variable transmission from one transmission ratio within the continuous range to another transmission ratio. The first transmission is selectively operable according to a first transmission ratio and a second transmission ratio. The first transmission may have a first clutch for switching the first transmission from the first transmission ratio to the second transmission ratio and / or vice versa. Optionally, the transmission system further comprises a second transmission, which is selectively operable according to a third transmission ratio or a fourth transmission ratio, and has a second clutch for switching the second transmission from the third transmission ratio to the fourth transmission ratio and / or vice versa.

[0053] The transmission system may be a crank transmission included in a crank housing.

[0054] The transmission system can provide a plurality of different system gear ratios between the system input and the system output. The term "system gear ratio" herein is used to refer to the effective gear ratio between the system input and the system output of the transmission system. CVTs in particular provide a plurality of different continuously variable system gear ratios between the system input and the system output.

[0055] The first transmission may have a first input and a first output, wherein the first input may be connected to the system input, or wherein the first output may be connected to the system output. The CVT may have a CVT input and a CVT output, wherein the CVT input may be connected to the system input, or wherein the CVT output may be connected to the system output. A particular arrangement provides that the first input is connected to the system input, the CVT output is connected to the system output, and the CVT input is connected to the first output. Alternatively, the CVT input is connected to the system input, the first output is connected to the system output, and the first input is connected to the CVT output.

[0056] Optionally, the first clutch is a form-locking clutch arranged to transfer torque in at least one rotational direction.

[0057] Optionally, the first clutch is a load-shift clutch arranged to couple and / or disengage under load. It may be preferred to couple and / or disengage the first clutch of the transmission system under load to shift between gear ratios while transmitting torque through the transmission system.

[0058] Optionally, the first transmission is arranged to operate according to a first gear ratio when the first clutch is in a first state, and to operate according to a second gear ratio when the first clutch is in a second state. The first clutch, for example, has a coupled state in which the first clutch input and the first clutch output of the first clutch are coupled to transfer torque from the first clutch input to the first clutch output. The first clutch may also have a disengaged state in which the first clutch input and the first clutch output are disengaged. The first state of the first clutch may correspond to a coupled state, and the second state of the first clutch may correspond to a disengaged state, or vice versa.

[0059] Optionally, the first transmission includes a first transmission path and a second transmission path parallel to the first transmission path, wherein at least one of the first transmission path and the second transmission path includes a first clutch. Therefore, the first clutch can be used to selectively transmit torque through the first transmission path or the second transmission path. For example, in a coupled state of the first clutch, torque can be transmitted through a transmission path including the first clutch, such as the first transmission path. In a disengaged state of the first clutch, torque cannot be transmitted through the transmission path including the first clutch. Instead, torque can be transmitted, for example, through another parallel transmission path, such as the second transmission path.

[0060] The first transmission path may, for example, include a first gear arrangement for providing a first gear ratio; the second transmission path may include a second gear arrangement for providing a second gear ratio. Each of the gear arrangements may, for example, include meshing gears, such as a meshing primary gear and secondary gear pair, and / or a belt drive wheel, such as a primary gear and secondary gear pair drivingly connected via an endless drive member such as a belt or chain.

[0061] Optionally, the first clutch is arranged in the second transmission path, wherein the first transmission path includes a first flywheel clutch. The first flywheel clutch is optionally connected in series between the first transmission input and the first gear arrangement. The first flywheel clutch can alternatively be connected in series between the first gear arrangement and the first transmission output.

[0062] Optionally, the second transmission path includes a second flywheel clutch.

[0063] Optionally, the output of the second flywheel is connected to the input of the first clutch. Therefore, when the first clutch is in the coupled state, idling between the transmission input and the transmission output can also be allowed.

[0064] Optionally, a second flywheel clutch is connected in series between the second gear arrangement and the first clutch.

[0065] Optionally, the first clutch is connected in series between the second flywheel clutch and the second gear arrangement.

[0066] Optionally, a second gear arrangement is connected in series between the first clutch and the second flywheel clutch.

[0067] Optionally, the first transmission comprises a planetary gear set.

[0068] Optionally, the planetary gear set comprises a sun gear, a planet carrier carrying one or more planet gears, and a ring gear, wherein the planet carrier is coupled or coupleable to an output of the CVT.

[0069] Optionally, the sun gear is coupled or coupleable to an output of the transmission system.

[0070] Optionally, one or more planet gears are each implemented as a stepped planet gear having a large radius planet gear member and a small radius planet gear member that are rotatably connected to each other.

[0071] Optionally, the planet gear rotational axis of one or more planet gears extends parallel to the sun gear rotational axis of the sun gear, or the planet gear rotational axis of one or more planet gears extends non-parallel to, for example transversely to, the sun gear rotational axis of the sun gear.

[0072] Optionally, a planetary gear set is arranged in the second transmission path for providing a second gear ratio.

[0073] Optionally, the first clutch is arranged in the second transmission path, and the first transmission path includes a first flywheel clutch.

[0074] Optionally, the second transmission path includes a second flywheel clutch.

[0075] Optionally, at least one of the second gear ratios is a 1:1 gear ratio. Optionally, the minimum gear ratio of the CVT to the first transmission is a 1:1 gear ratio. Optionally, the minimum system gear ratio of the transmission system is a 1:1 gear ratio. For street or racing bicycles, a 1:1 system gear ratio may be ideal as a minimum system gear ratio. For mountain bikes or all-terrain bikes, a minimum system gear ratio of less than 1:1 may be ideal.

[0076] Optionally, the CVT comprises a first drive element rotatable about a first CVT axis; a second drive element rotatable about a second axis parallel to the first axis, wherein the second drive element is movable relative to the first drive element in a direction transverse to the first axis; and a first coupling element for transmitting torque between the first drive element and the second drive element, wherein the first coupling element is arranged at a constant first radius from the first axis and at a variable second radius from the second axis. Such a CVT is described, for example, in co-pending application NL2028686, which is incorporated herein by reference in its entirety.

[0077] Optionally, the CVT includes a third drive element rotatable about a third axis parallel to the second axis, wherein the third drive element and the second drive element are movable relative to each other in a direction transverse to the third axis; and a second connecting element, which is arranged at a third radius that is constant from the third axis and at a fourth radius that is variable from the second axis, for transmitting torque between the third drive element and the second drive element.

[0078] Alternatively, the third drive element may be directly coupled to the system output, for example by means of a one-way clutch.

[0079] Optionally, the system includes a second transmission between the system input and the system output, wherein the continuously variable transmission, the first transmission and the second transmission are connected in series, the second transmission can be selectively operated according to a third gear ratio or a fourth gear ratio, and for example has a second clutch for switching the second transmission from the third gear ratio to the fourth gear ratio and / or vice versa.

[0080] Optionally, the second transmission is arranged to operate according to a third gear ratio when the second clutch is in the first state, and to operate according to a fourth gear ratio when the second clutch is in the second state. The second clutch, for example, has a coupled state in which the second clutch input and the second clutch output of the second clutch are coupled to transfer torque from the second clutch input to the second clutch output. The second clutch may also have a disengaged state in which the second clutch input and the second clutch output are disengaged. The first state of the second clutch may correspond to a coupled state, and the second state of the second clutch may correspond to a disengaged state, or vice versa.

[0081] The first clutch and the second clutch may optionally be at least substantially identical.

[0082] Optionally, the second transmission includes a third transmission path and a fourth transmission path parallel to the third transmission path, and at least one of the third transmission path and the fourth transmission path includes a second clutch. For example, in a coupled state of the second clutch, torque can be transmitted through the transmission path including the second clutch, such as the third transmission path. In a disengaged state of the second clutch, torque cannot be transmitted through the transmission path including the second clutch. Instead, torque can be transmitted, for example, through another parallel transmission path, such as the fourth transmission path.

[0083] Optionally, the second clutch is arranged in the fourth transmission path, wherein the third transmission path includes a third flywheel clutch. The third flywheel clutch is optionally connected in series between the second transmission input and the third gear arrangement. The third flywheel clutch can alternatively be connected in series between the third gear arrangement and the second transmission output.

[0084] Optionally, the fourth transmission path includes a fourth flywheel clutch.

[0085] Optionally, the output of the fourth flywheel is connected to the input of the second clutch.

[0086] Thus, the second flywheel clutch may be connected in series to the first clutch at the input side of the first clutch and / or the fourth flywheel clutch may be connected in series to the second clutch at the input side of the second clutch.

[0087] Optionally, a fourth flywheel clutch is connected in series between the fourth gear arrangement and the second clutch.

[0088] Optionally, the second clutch is connected in series between the fourth flywheel clutch and the fourth gear arrangement.

[0089] Optionally, a fourth gear arrangement is connected in series between the second clutch and the fourth flywheel clutch.

[0090] Alternatively, in a particular compact arrangement, the second flywheel clutch is connected in series between the second gear arrangement and the first clutch, and the fourth gear arrangement is connected in series between the second clutch and the fourth flywheel clutch. Thus, the output of the first transmission may be formed by the output of the first clutch, and the input of the second transmission may be formed by the input of the second clutch. The first clutch output and the second clutch input may, for example, be coupled to or integrated with each other.

[0091] Optionally, the second transmission includes a third transmission path for providing a third gear ratio and a fourth transmission path parallel to the third transmission path for providing a fourth gear ratio, at least one of the third transmission path and the fourth transmission path includes a second clutch.

[0092] Optionally, the third gear ratio is equal to the lowest desired system gear ratio divided by the first gear ratio. For example, the product of the first gear ratio and the third gear ratio provides the lowest system gear ratio.

[0093] Optionally, when the ratio of the second transmission ratio to the first transmission ratio is equal to U, the ratio of the fourth transmission ratio to the third transmission ratio is equal to U, for example, within 5%. 2 In other words, the ratio of the fourth transmission ratio to the third transmission ratio is equal to the square of the ratio of the second transmission ratio to the first transmission ratio, for example, within 5%. For example, when the second transmission ratio divided by the first transmission ratio is equal to U, the fourth transmission ratio divided by the third transmission ratio is equal to U, for example, within 5%. 2 .

[0094] Optionally, when the ratio of the second transmission ratio to the first transmission ratio is equal to U, for example, within 5%, the product of the first transmission ratio and the fourth transmission ratio is equal to U, for example, within 5%. 2 In other words, the product of the first transmission ratio and the fourth transmission ratio is equal to the ratio of the second transmission ratio to the first transmission ratio. For example, when the second transmission ratio divided by the first transmission ratio is equal to U, for example, within 5%, the first transmission ratio multiplied by the fourth transmission ratio is equal to U, for example, within 5%. 2 .

[0095] Optionally, a ratio of the second transmission ratio to the first transmission ratio is equal to a product of the second transmission ratio and the third transmission ratio, for example within 5%.

[0096] Optionally, the ratio of the second transmission ratio to the first transmission ratio is between 1.1 and 1.3, preferably about 1.2. The ratio of the second transmission ratio to the first transmission ratio is, for example, 1.20 or 1.24. The ratio of the fourth transmission ratio to the third transmission ratio is, for example, 1.44 or 1.54. For example, the first transmission ratio is 1, the second transmission ratio is 1.2, the third transmission ratio is 1, and the fourth transmission ratio is 1.44.

[0097] Optionally, the second gear ratio or the fourth gear ratio is an acceleration gear ratio. It will be understood that the gear ratio of a transmission is defined as the output speed of the output of the transmission divided by the input speed of the input of the transmission. Therefore, the acceleration gear ratio corresponds to a transmission in which the output speed of the transmission is higher than the input speed of the transmission. Therefore, the acceleration gear ratio is greater than 1. Optionally, the first gear ratio, the second gear ratio, the third gear ratio or the fourth gear ratio is a reduction gear ratio. Therefore, the reduction gear ratio corresponds to a transmission in which the output speed of the transmission is lower than the input speed of the transmission. The reduction gear ratio is less than 1.

[0098] Optionally, the second transmission ratio is greater than the first transmission ratio. In particular, the first clutch can be located in the transmission path of the first transmission having the largest transmission ratio.

[0099] Optionally, at least one of the first transmission ratio and the second transmission ratio is a reduction transmission ratio, and at least one of the third transmission ratio and the fourth transmission ratio is an acceleration transmission ratio. Alternatively, at least one of the first transmission ratio and the second transmission ratio is an acceleration transmission ratio, and at least one of the third transmission ratio and the fourth transmission ratio is a reduction transmission ratio.

[0100] Optionally, a system as claimed in any preceding claim, wherein the second gear ratio is less than the first gear ratio.

[0101] Optionally, when the first transmission ratio or the second transmission ratio is equal to U, for example, within 5%, the third transmission ratio or the fourth transmission ratio is equal to U, for example, within 5%. 2 In other words, the third transmission ratio or the fourth transmission ratio is equal to the inverse square of the first transmission ratio or the inverse square of the second transmission ratio, for example, within 5%.

[0102] Optionally, when the first transmission ratio or the second transmission ratio is equal to U, for example, within 5%, the third transmission ratio or the fourth transmission ratio is equal to U, for example, within 5%. -1 / 2 In other words, the third transmission ratio or the fourth transmission ratio is equal to the square root of the reciprocal of the first transmission ratio or the square root of the reciprocal of the second transmission ratio, for example, within 5%.

[0103] Optionally, the transmission system includes another transmission connected in series with the first transmission and the second transmission between the input and the output, such as a third transmission, the third transmission having a third clutch, and the third transmission can be operated according to a fifth gear ratio and a sixth gear ratio. The third clutch is optionally a shape-closed clutch arranged to transmit torque in at least one rotational direction. The third clutch can be arranged to couple and / or disengage under load. It will be understood that the third transmission can be similar to the first transmission and / or the second transmission described herein. Therefore, any features described herein with respect to the first transmission and / or the second transmission are equally applicable to the third transmission.

[0104] Optionally, the third transmission is arranged to operate according to a fifth gear ratio when the third clutch is in the first state, and to operate according to a sixth gear ratio when the third clutch is in the second state. The third clutch, for example, has a coupled state in which the third clutch input and the third clutch output of the third clutch are coupled to transfer torque from the third clutch input to the third clutch output. The third clutch may also have a disengaged state in which the third clutch input and the third clutch output are disengaged. The first state of the third clutch may correspond to a coupled state, and the second state of the third clutch may correspond to a disengaged state, or vice versa.

[0105] Optionally, when the ratio of the second transmission ratio to the first transmission ratio is equal to U, the ratio of the fourth transmission ratio to the third transmission ratio is equal to U, for example, within 5%. 2 , and the ratio of the sixth gear ratio to the fifth gear ratio is equal to U within 5%, for example. 4 .

[0106] Optionally, the transmission system includes a bypass transmission path between the input and the output, parallel to the first transmission and / or the second transmission, the bypass transmission path including a bypass transmission clutch, such as a flywheel clutch. Thus, the bypass transmission path can provide an additional gear ratio between the system input and the system output.

[0107] Optionally, the transmission system comprises a bypass transmission path between the input and the output in parallel to the first transmission and / or the second transmission and / or the third transmission, the bypass transmission path comprising a bypass clutch, such as a flywheel clutch.

[0108] Optionally, a bypass clutch actuator is provided for selectively actuating the bypass clutch between a coupled state and a decoupled state, wherein the bypass clutch couples the bypass clutch input with the bypass clutch output to transmit torque, and wherein the bypass clutch input is decoupled from the bypass clutch in the decoupled state.

[0109] Optionally, the transmission system comprises an intermediate shaft, wherein the first transmission is operable between the input and the intermediate shaft and the second transmission is operable between the intermediate shaft and the output. The first output of the first transmission and the second input of the second transmission may be connected or connectable to the intermediate shaft.

[0110] Optionally, the transmission system comprises an input shaft associated with the input portion and an output shaft associated with the output portion, wherein the input shaft is connectable to the output shaft via an intermediate shaft.

[0111] Optionally, the output shaft extends coaxially with the input shaft. Thus, the input shaft and the output shaft may be substantially aligned.

[0112] Optionally, the output shaft is offset from the input shaft.

[0113] Optionally, each clutch, for example the first clutch, the second clutch and the third clutch, is a positive-locking clutch arranged to transfer torque in at least one rotational direction.

[0114] Optionally, each clutch is a load-shift clutch arranged to be coupled and / or disengaged under load.

[0115] Optionally, each load-shift clutch has a clutch input and a clutch output, each clutch comprising:

[0116] a first unit connectable to the clutch input or the clutch output, the first unit comprising at least one first abutment surface;

[0117] a second unit connectable to the clutch output or the clutch input, respectively, the second unit comprising at least one second abutment surface arranged to selectively engage the first abutment surface, the first abutment surface and the second abutment surface being adapted to each other to allow disengagement under load, preferably in both directions;

[0118] A third unit, the third unit comprising at least one retaining member, the third unit being arranged to be selectively in a first mode or a second mode relative to the second unit, wherein the at least one retaining member in the first mode locks the at least one second abutment surface for coupling the second unit to the first unit rotationally, e.g. in both directions, and in the second mode releases the at least one second abutment surface for decoupling the second unit from the first unit. A transmission system comprising such a load-shifting clutch (or clutches) can be manufactured in a small form factor suitable for integration in a two-wheeled bicycle.

[0119] Optionally, each clutch comprises an actuator for moving the third unit from the first position to the second position or from the second position to the first position relative to the second rotatable unit.

[0120] Optionally, the third unit comprises at least one actuation member arranged to move the third unit from the first position to the second position or from the second position to the first position relative to the second rotatable unit.

[0121] Optionally, the clutch includes a first rotatable unit connectable to an input portion; a second rotatable unit connectable to an output portion; a third rotatable unit arranged to rotate together with the second rotatable unit, the third rotatable unit being arranged to be selectively in a first rotational position or a second rotational position relative to the second rotatable unit, wherein the system is arranged to selectively rotationally couple the second rotatable unit to the first rotatable unit in the first rotational position, and to separate the second rotatable unit from the first rotatable unit in the second rotational position; wherein the system is arranged to temporarily change the rotational speed of the third rotatable unit relative to the second rotatable unit so as to rotate from the first position to the second position, or from the second position to the first position.

[0122] Optionally, each clutch also includes a fourth unit, which includes a selector arranged to be selectively in a gripping mode or a non-gripping mode; the selector in the gripping mode is arranged to grip at least one actuating member to rotate the third rotatable unit from a first position to a second position or from the second position to the first position relative to the second rotatable unit; the selector in the non-gripping mode is arranged to not engage at least one actuating member.

[0123] Optionally, the first unit of the first power-shift clutch and the first unit of the second power-shift clutch are coupled or integrated together.

[0124] Optionally, the second unit of the second load-shift clutch is supported against the first unit of the first load-shift clutch.

[0125] The clutch described herein may be, for example, a load-shift clutch as described in WO 2018 / 199757 A2, WO 2020 / 085911 A2 or WO 2021 / 080431 A1, the entire texts of which are incorporated herein by reference.

[0126] Optionally, the transmission system comprises a control unit configured to control the bicycle in general and to control one or more actuators of the transmission system in particular. The control unit may be configured to receive sensor signals from one or more sensors of the bicycle and in particular of the transmission system. The control unit may control the one or more actuators, for example, based on the received sensor signals. The sensor signals may, for example, comprise a shift signal from a user-operable shifter, wherein the control unit controls the transmission system to shift a gear of the transmission based on the received shift signal.

[0127] Optionally, the control unit is configured to receive the first shift signal and the second shift signal, and is configured to control the CVT, in particular the CVT actuator, and / or control the first transmission, in particular the first transmission clutch, and / or optionally control the second transmission, in particular the second transmission clutch (and / or the third transmission, for example via the third transmission clutch), for selecting the gear ratio of the transmission system, for example by selectively coupling or decoupling the first clutch and / or actuating the CVT in response to receiving the shift signal first and / or the second shift signal. The controller allows to simplify the operation of the transmission system. Moreover, by connecting the CVT and the first transmission in series, there is no risk of locking the transmission system when the CVT and the first clutch (and optionally the second clutch and the third clutch) are actuated independently and / or simultaneously.

[0128] Optionally, the transmission system comprises a first housing holding the CVT and the first transmission, wherein the control unit is arranged in the first housing. Thus, the first housing may include the CVT, the first transmission and the control unit. Optionally, the transmission system further comprises a second housing separated from the first housing, which holds the second transmission and / or the third transmission. The first housing may be configured to be arranged at or near the crank of the bicycle, so that the CVT and the first transmission operate together as a crank transmission. The first housing may correspond to the crank housing. The second housing may be configured to be arranged at or near the hub of the driving wheel of the bicycle, for example at or near the rear wheel hub, so that the second transmission and / or the third transmission operate as a hub transmission. Thus, the second housing may correspond to the hub housing. It should be understood that the opposite configuration may also be envisaged, i.e., the first housing is arranged at the wheel hub and the second housing is arranged at the crank. The control unit is preferably held by the first housing or the second housing. The control unit and the CVT are preferably contained in the same housing, for example, the first housing or the crank housing. The CVT and the first transmission are preferably contained in the same housing, for example, the first housing or the crank housing.

[0129] Optionally, the transmission system includes a battery that is connected to power a control unit and / or one or more sensors and / or actuators of the transmission system. The battery is, for example, included in the first housing or the second housing of the transmission system, or is arranged outside the first housing and the second housing. In particular, when arranged outside, the battery can optionally additionally provide power for the propulsion motor of the bicycle. The transmission system may include a wired connection between the battery and the control unit and / or between the battery and one or more sensors and / or actuators of the bicycle. The battery may optionally be non-rechargeable. The battery may also be non-replaceable. The power consumption of the sensors and / or actuators of the transmission system may, for example, be so low that the battery does not need to be recharged, and the battery life of the battery is sufficient to substantially correspond to the life of other mechanical components such as the transmission system.

[0130] Optionally, the transmission system comprises an actuator battery connected for, for example, only powering one or more transmission actuators of the transmission system, and an additional, separate control unit battery connected for, for example, only powering the control unit. Each actuator optionally comprises a corresponding actuator battery. The actuator battery may additionally or alternatively, for example, only power one or more sensors of the transmission system. The transmission actuator (one or more) may be configured to require less power than the control unit, so that the transmission actuator (one or more) may therefore be provided with a relatively small dedicated actuator battery compared to the control unit battery. The actuator battery may be charged, for example, by locally collected power, for example, by solar cell cells mounted to the bicycle and / or the generator. The actuator battery may be included in a common housing with the CVT, for example, a first housing. The control unit battery may be arranged outside the first housing and the second housing, and may specifically correspond to a propulsion battery of an (electric) bicycle, which also powers the electric propulsion motor of the bicycle. For example, the control unit battery corresponding to the propulsion battery may be charged separately from the actuator battery, for example, by connecting to the mains.

[0131] Optionally, the control unit is arranged to be wirelessly connected to a user-operable gear shifter. The gear shifter may generate a signal and transmit the signal wirelessly to the controller. Therefore, the control unit may include an input antenna for receiving a wireless gear shift signal, and one or more outputs for controlling one or more actuators respectively. Alternatively, the control unit is arranged to be wired to the user-operable gear shifter.

[0132] Optionally, the control unit comprises an electrical connection interface for electrically, for example wired, connecting the control unit to any sensor and / or actuator of the transmission system of the bicycle. The electrical connection may transmit electronic communication signals and / or power signals. For example, the CVT and the first transmission may be configured as a bicycle crank transmission located at or near the crank of the bicycle, wherein an additional, for example separate transmission, such as a second transmission and / or a third transmission may be provided as a hub transmission at or near the driven wheel hub of the bicycle. The electrical connection may be configured, for example, to wire the control unit as part of a first transmission in the crank transmission or the hub transmission to a second transmission in the hub transmission or the crank transmission. Thus, the control unit may receive and process a shift signal from a user-operable shifter, and in turn transmit a control signal to the hub transmission actuator and / or the crank transmission actuator to control the operation of the hub transmission and / or the crank transmission based on the received shift signal. The electrical connection between the control unit and the transmission actuator is preferably wired and optionally releasable. Alternatively, the control unit may comprise a wireless connection interface for wirelessly connecting the control unit to any transmission actuator of the bicycle.

[0133] Optionally, the first shift signal is an upshift signal and the second shift signal is a downshift signal, and the controller is configured to selectively control the CVT and / or the first (and / or second and / or third) clutch to select the next higher system transmission ratio in response to receiving the upshift signal, and to select the next lower system transmission ratio in response to receiving the downshift signal. Thus, the rider only needs to provide an upshift signal or a downshift signal, for example, with the aid of one or more controllers, levers, switches, etc. Preferably, the first shift signal and the second shift signal are electronic signals. The first clutch and / or the second clutch and / or the third clutch may include a first actuator and / or a second actuator and / or a third actuator, respectively, for electrically actuating the corresponding clutch to couple or disengage. The controller then controls the first and second (and third) actuators in response to the upshift or downshift signal provided by the rider. Depending on the system transmission ratio used at that point in time, the next higher system transmission ratio can be achieved by actuating the first actuator and / or the second actuator (and / or the third actuator). The controller is configured to select and actuate the appropriate actuator. Therefore, gear shifting becomes simple for the user.

[0134] Optionally, the first shift signal is an upshift signal, the second shift signal is a downshift signal, and the controller is configured to selectively control the CVT and / or the first clutch (and / or the second clutch and / or the third clutch) to select the next second, next third, next fourth higher or lower system transmission ratio in response to receiving a jump-out signal, the jump-out signal including, for example, the upshift signal and the downshift signal simultaneously or within a specified time interval typically less than 1 s.

[0135] Optionally, the first shift signal and the second shift signal are wireless signals, and wherein the control unit is arranged to receive the wireless shift signals.

[0136] Optionally, the system comprises one or more actuators, in particular one or more electric actuators, arranged to actuate the CVT and the first clutch (and the second and third clutches).

[0137] Optionally, one or more actuators are operatively connected to the control unit.

[0138] Optionally, the control unit and the one or more actuators are arranged for wireless communication. Optionally, the control unit and the one or more actuators are arranged for wired communication. It will be understood that a combination of wireless and wired communication may be envisaged.

[0139] Optionally, the system comprises a torque sensor for measuring the input torque at the input, wherein the torque sensor is operatively connected to the control unit.The torque sensor may for example be arranged to measure the torque at the crank and / or at the crankshaft.

[0140] Optionally, a torque sensor is integrated into the transmission system.

[0141] Optionally, the control unit and the torque sensor are arranged to communicate wirelessly.

[0142] Optionally, the torque sensor is arranged to be powered by rotational movement of the crank and / or crankshaft about the crank axis.

[0143] Optionally, the torque sensor is arranged to be powered wirelessly.

[0144] Optionally, the system includes an electric motor for propelling or assisting in the propulsion of the vehicle. Optionally, the electric motor is connected to the CVT input. Optionally, the electric motor is connected between the CVT and the first transmission. Optionally, the electric motor is connected to the system output. Optionally, the electric motor is connected between the first transmission and the second transmission. Optionally, the electric motor is connected between the first transmission and the system output. Optionally, the electric motor is connected between the second transmission and the system output.

[0145] Optionally, the system comprises a battery arranged to power the electric motor and further arranged to power one or more actuators and / or sensors.

[0146] It will be appreciated that the CVT may be any type of CVT. Optionally, the continuously variable transmission is of the ratchet type, for example using a flywheel or a one-way drive module. Optionally, the continuously variable transmission is of the friction type, ring type or pulley type.

[0147] According to another aspect, a distributed transmission system is provided, comprising: a hub assembly as described herein, and an electronic derailleur transmission. According to another aspect, a distributed transmission system is provided, comprising: a hub assembly as described herein, and an electronic derailleur transmission. According to another aspect, a distributed transmission system is provided, comprising: a hub assembly as described herein, a crank assembly as described herein, and an electronic derailleur transmission.

[0148] According to another aspect, a distributed transmission system is provided, comprising: a crank assembly including a CVT and a first transmission as described herein; and a hub assembly including a second transmission and / or a third transmission as described herein. The CVT and the first transmission may be contained in a common housing, such as a crank housing. The second transmission and / or the third transmission may be included in a separate hub housing, for example, at least partially formed by a hub housing separate from the crank housing.

[0149] According to another aspect, a distributed transmission system is provided, comprising: a crank assembly including a second transmission and / or a third transmission as described herein; and a hub assembly including a CVT and a first transmission as described herein. The CVT and the first transmission may be included in a common housing, for example, formed at least in part by a hub housing. The second transmission and / or the third transmission may be included in a common crank housing.

[0150] According to another aspect, a distributed transmission system is provided, comprising: a crank assembly including a CVT as described herein; and a hub assembly including a first transmission and / or a second transmission and / or a third transmission as described herein. The CVT may be included in a crank housing. The first transmission and / or the second transmission and / or the third transmission may be included in a common hub housing, which is, for example, at least partially formed by a hub shell separate from the crank housing.

[0151] According to another aspect, a distributed transmission system is provided, comprising: a crank assembly including a first transmission and / or a second transmission as described herein; and a hub assembly including a CVT as described herein. The CVT and the first transmission may be included in a common housing, such as a hub housing. The first transmission and / or the second transmission may be included in a crank housing.

[0152] Optionally, the distributed transmission system comprises a control unit, eg as described herein, configured to receive a shift signal from the user operable shifter arrangement and for controlling the hub transmission and / or the crank transmission based on the received shift signal.

[0153] Optionally, the crank housing includes a control unit configured to control the crank transmission and is also connected to the hub assembly, for example, by wire or wireless, for controlling the hub transmission. Alternatively, the hub housing may include a control unit configured to control the hub transmission and is also connected to the crank transmission system, for example, by wire or wireless, for controlling the crank transmission. It will also be understood that, alternatively, both the crank housing and the hub housing may include corresponding control units.

[0154] Optionally, the crank housing includes a battery, for example, as described herein, which is connected to power the sensors and / or actuators of the crank transmission, and the battery is also connected to the hub assembly to power the sensors and / or actuators of the hub transmission. Therefore, the hub housing does not need to include a battery. The battery, which is a relatively heavy component, may preferably be arranged in the crank housing to improve the handling of the bicycle. The crank housing may include a charging port to allow the battery to be charged by an external power source. The crank housing may also include an electric propulsion motor, for example, powered by a battery. Alternatively, the hub housing may include a battery, as described herein, which is connected to power the sensors and / or actuators of the hub assembly, and is also connected to the crank transmission system to power the sensors and / or actuators of the crank transmission system. Therefore, the crank housing does not need to include a battery. It will also be understood that both the crank housing and the hub housing may include corresponding batteries as described herein. The battery of the crank transmission and / or the hub transmission may be rechargeable, for example, by connecting to the mains for charging or charging locally by an energy collection device such as a solar panel. The battery may alternatively be non-rechargeable. The battery may alternatively be disposed externally to the crank housing and hub housing.

[0155] Optionally, only one of the crank housing and the hub housing comprises a battery, and only one of the crank housing and the hub housing comprises a control unit, wherein the battery is connected, for example by a wired connection, to power the control unit.

[0156] Optionally, the distributed transmission system may include a wired connection between the crank assembly and the hub assembly, in particular a wired connection between a control unit and / or a battery held by one of the crank housing and the hub housing on the one hand and one or more sensors and / or actuators held by the other of the crank housing and the hub housing on the other hand. Thus, the electrical connection may be wired, but may alternatively or additionally be wireless. For example, the control unit and one or more sensors and / or actuators may be connected wirelessly, while the battery and the sensors and / or actuators are connected wired. One or both of the crank assembly and the hub assembly may, for example, include a connector interface for releasably connecting electrical wires, thereby directly connecting the hub assembly to the crank assembly. Thus, a modular distributed transmission system may be obtained, in which a plurality of transmissions may be easily communicatively connected to each other.

[0157] According to another aspect, a bicycle is provided, comprising a transmission system, such as the distributed transmission system described herein or the hub assembly and / or crank assembly as described herein.A bicycle may, for example, comprise a distributed transmission system as described herein.

[0158] Optionally, the bicycle comprises a torque transmission system having a torque transmission member, such as a chain or belt or a shaft, wherein the crank drives an input of the torque transmission system, and wherein an output of the torque transmission system drives a driven wheel of the bicycle, wherein the transmission system is arranged between the crank and the input of the torque transmission system. The CVT and the first transmission (and optionally the second and third transmissions) may be housed in a common housing located at the crank position.

[0159] Optionally, the bicycle comprises a torque transmission system having a torque transmission member, such as a chain or belt or a shaft, wherein the crank drives an input of the torque transmission system, and wherein an output of the torque transmission system drives a driven wheel of the bicycle, wherein the transmission system is arranged between the output of the torque transmission system and a hub of the driven wheel. The CVT and the first transmission (and optionally the second and third transmissions) may be housed in a common housing at the wheel axle.

[0160] Optionally, the bicycle comprises a torque transmission system having a torque transmission member, such as a chain or a belt or a shaft, wherein the crank drives the input of the torque transmission system, and wherein the output of the torque transmission system drives a driven wheel of the bicycle, wherein the CVT and the first transmission of the transmission system are arranged between the crank and the input of the torque transmission system, and wherein the second transmission of the transmission system is arranged between the output of the torque transmission system and the hub of the driven wheel. The CVT and the first transmission can be accommodated at the position of the crank, and the second transmission can be accommodated at the wheel axle.

[0161] Optionally, the bicycle comprises a torque transmission system having a torque transmission member, such as a chain or a belt or a shaft, wherein the crank drives the input of the torque transmission system, and wherein the output of the torque transmission system drives a driven wheel of the bicycle, wherein the CVT and the first transmission of the transmission system are arranged between the crank and the input of the torque transmission system, and wherein the second transmission of the transmission system is arranged between the output of the torque transmission system and the hub of the driven wheel. The CVT and the first transmission may be accommodated in a common housing located at the crank position, and the second transmission may be accommodated at the wheel axle.

[0162] Optionally, the CVT is arranged between the first transmission and the second transmission. Optionally, the CVT is arranged between the second transmission and the third transmission. Optionally, the CVT is arranged between the system input and the first transmission or between the second transmission and the system output. Optionally, the CVT is arranged between the system input and the first transmission or between the third transmission and the system output. The CVT can be a ratchet type CVT, such as using a flywheel or a one-way drive module. The CVT can be used to increase the number of system transmission ratios. The CVT can be controlled to selectively operate with one of two or three (or more) different transmission ratios. The CVT can be controlled to operate with a first CVT transmission ratio and a second CVT transmission ratio. The ratio of the second CVT transmission ratio to the first CVT transmission ratio can be selected to be, for example, about half of the ratio of the second transmission ratio to the first transmission ratio. The CVT can be controlled to operate with a first CVT transmission ratio, a second CVT transmission ratio, and a third CVT transmission ratio. The ratio of the second CVT gear ratio to the first CVT gear ratio can be selected to be, for example, approximately one-third of the ratio of the second gear ratio to the first gear ratio, and the ratio of the third CVT gear ratio to the first CVT gear ratio can be selected to be, for example, approximately two-thirds of the ratio of the second gear ratio to the first gear ratio.

[0163] The CVT may, for example, include a first drive element rotatable about a first axis; a second drive element rotatable about a second axis parallel to the first axis, wherein the first drive element and the second drive element are movable relative to each other in directions transverse to the first axis and the second axis; and a first coupling element disposed at a first constant radius from the first axis and at a second variable radius from the second axis for transmitting torque between the first drive element and the second drive element.

[0164] The CVT may be configured to be operable according to any gear ratio within a continuous range of CVT gear ratios. The CVT may be specifically configured to be operable according to a predetermined limited set of gear ratios within a continuous range of CVT gear ratios.

[0165] The gear ratio of a transmission as described herein is specifically the output speed of the transmission divided by the input speed of the transmission.

[0166] According to one aspect, a gearless transmission unit, e.g. for a bicycle, is provided, the gearless transmission unit providing at least two discrete selectable gear ratios, wherein a first gear ratio of the at least two gear ratios is provided by a first annular drive member, and wherein a second gear ratio of the at least two gear ratios is provided by a second annular drive member.

[0167] Optionally, the first and second endless drive members are placed in parallel between the input and output of the gearless transmission unit, and the gearless transmission unit comprises a selector for selecting power transmission via the first or second endless drive member.

[0168] Optionally, the gearless transmission unit comprises a clutch for selecting power transmission via the first endless drive member or the second endless drive member.

[0169] Optionally, the gearless transmission unit also includes a third annular drive member and a fourth annular drive member, wherein the third annular drive member and the fourth annular drive member are placed in parallel between the output parts of the first annular drive member and the second annular drive member and the output part of the gearless transmission unit, and the gearless transmission unit includes a selector for selecting power transmission via the third annular drive member or the fourth annular drive member.

[0170] Optionally, the gearless transmission unit comprises a clutch for selecting power transmission via the third endless drive member or the fourth endless drive member.

[0171] Optionally, the clutch is arranged to be coupled and / or decoupled under load. The clutch is, for example, a load-shift clutch.

[0172] Optionally, at least one of the first, second, third and fourth annular drive members is non-lubricated. In particular, each annular drive member of the gearless transmission unit can be non-lubricated. Thus, no lubricating fluid is provided on at least one of the first annular drive member, the second annular drive member, the third annular drive member and the fourth annular drive member, in particular on all four of the annular drive members. Thus, a dry drive system can be obtained.

[0173] Optionally, at least one of the first, second, third and fourth endless drive members comprises, or is, for example, a dry belt or a dry chain.

[0174] Optionally, at least one of the first, second, third and fourth endless drive members comprises a lubricated chain.In particular, and as an alternative to a dry drive system, each endless drive member of the gearless transmission unit may be lubricated, for example with a lubricating fluid such as oil.

[0175] Optionally, the gearless transmission unit comprises a continuously variable transmission.

[0176] According to one aspect, each transmission provided by the transmission system described herein is oil-free, preferably lubrication-free.

[0177] According to one aspect, a hub assembly for a bicycle is provided, the hub assembly including a gearless transmission unit.

[0178] According to one aspect, a crank assembly for a bicycle is provided, the crank assembly including a gearless transmission unit.

[0179] According to one aspect, a crank assembly for a bicycle without a gear transmission unit is provided.

[0180] It will be understood that any one or more of the above aspects, features and options may be combined. It will be understood that any one option described for one aspect may be equally applicable to any other aspect. It will also be clear that all aspects, features and options described in view of the transmission system are equally applicable to bicycles. It will also be clear that all aspects, features and options described in view of the control device and control system are equally applicable to the transmission system, assembly and bicycle. It will be understood that any aspects, options and features related to the hub assembly are equally applicable to the crank assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0181] The present invention will be further described based on the exemplary embodiments shown in the accompanying drawings. The exemplary embodiments are given by way of non-limiting illustration. It should be noted that the accompanying drawings are only schematic representations of embodiments of the present invention given by way of non-limiting examples.

[0182] In the attached picture:

[0183] Figure 1A-1B A schematic example of a transmission system is shown;

[0184] Figure 2A-2B A schematic example of a transmission system is shown;

[0185] Figure 3A-3B A schematic example of a transmission system is shown;

[0186] Figure 4A-4B shows a schematic layout of a transmission system;

[0187] Figure 5A-Figure 5B shows a schematic layout of a transmission system;

[0188] Figure 6A-6B shows a schematic layout of a transmission system;

[0189] Figure 7A-7B A schematic example of a transmission system is shown;

[0190] Figure 8A-8B shows a schematic layout of a transmission system;

[0191] Figure 9A-9Bshows a schematic layout of a transmission system;

[0192] Figure 10A-10B shows a schematic layout of a transmission system;

[0193] Figure 11A-11C An example of a transmission system for a crank assembly is shown;

[0194] Fig.12 A schematic example of a transmission system is shown;

[0195] Fig.13 A schematic example of a transmission system is shown;

[0196] Fig.14 A schematic example of a transmission system is shown;

[0197] Figure 15-19 shows a cross-sectional view of a hub assembly;

[0198] Figure 20A-20C A schematic example of a bicycle transmission system is shown;

[0199] Fig.21 A schematic example of a transmission system is shown;

[0200] Fig. 22 A schematic example of a transmission system is shown;

[0201] Fig.23 An example of a bicycle is shown; and

[0202] Fig.24 An example of a bicycle is shown. DETAILED DESCRIPTION

[0203] Fig.23 A bicycle 1000 is shown. The bicycle 1000 includes a frame 1002 having a front fork 1005 and a rear fork 1007, and a front wheel 1011 and a rear wheel 1013 located in the front fork and the rear fork, respectively. The bicycle 1000 also includes a crank 1017 and a front sprocket 1019. The bicycle 1000 also includes a rear hub 1022 of a rear wheel 1013 and a set of rear sprockets 1021. A chain or belt 1023 is engaged with the front sprocket 1019 and a selectable one of the rear sprockets 1021 in the tower group to form an offset drive 908. The bicycle 1000 includes a bicycle transmission system 1. Here, the transmission system includes a rear derailleur 480 for switching the chain 1023 from one to another. In this example, a hub transmission is provided, interconnected, between the tower group of the rear sprocket 1021 and the rear hub 1022. The hub transmission is selectively operable according to a plurality of gear ratios.

[0204] Figure 20A-20CA schematic example of a bicycle transmission system 1 is shown, comprising a transmission 907 housed by a housing 490. The transmission 907 can be implemented, for example, as a first transmission 100 or as a second transmission 200 as described below, or any other transmission. The transmission 907 can in particular include a planetary carrier gear set. In this example, the transmission 907 acts as a hub transmission, for example, such as for example Fig.23 1000. Here, the transmission 200 provides a plurality of selectable gear ratios between the driver 906 and the hub shell 902 of the rear wheel 1013 of the bicycle. Thus, the housing 490 can be at least partially formed by the hub shell 902 and / or the driver 906. Alternatively, the transmission 907 acts as a crank transmission, such as the first transmission 100, for example, providing a plurality of selectable gear ratios between the crank 1017 and the front sprocket 1019 of the bicycle 1000.

[0205] Figure 15-19 A cross-sectional view of a hub assembly 900 for a bicycle 1000 is shown. In this example, the hub assembly is a rear wheel hub assembly. Here, the hub assembly 900 includes a hollow axle 901 extending along a wheel axis 903. In this example, the hollow axle 901 is arranged to be non-rotatably fixed to a frame, such as a bicycle frame. The hub assembly 900 includes a hub shell 902. Here, the hub shell 902 is provided with holes 904, such as for connecting spokes of a wheel, and the hub assembly 900 also includes a driver 906. The driver 906 in this example is arranged to receive a gear box (not shown). The hub shell 902 and the driver 906 at least partially form a hub shell of the hub assembly 900.

[0206] The hub assembly 900 may include various sensors and / or actuators, such as speed sensors, torque sensors, brake actuators, shift actuators, etc. In this example, the hub assembly includes a transmission system having a transmission 907 operable between the driver 906 and the hub housing 902 according to at least two different gear ratios. Here, the transmission 907 includes a planetary gear set 910, which includes a sun gear 912, a planet carrier 914 having planet gears 916, and a ring gear 918. In this example, the clutch C1 is arranged to selectively couple two of the sun gear, the planet carrier, and the ring gear. In this example, the clutch C1 is arranged to selectively couple the planet carrier 914 and the ring gear 918. The planet carrier 914 is also fixedly coupled to the hub housing 902. Therefore, depending on whether the planet carrier 914 and the ring gear 918 are rotationally coupled or rotationally decoupled, driving the driver 906 causes the hub housing 902 to rotate relative to the driver 906 according to a first gear ratio or a second gear ratio. An overrunning clutch may be positioned between sun gear 912 and axle 901 .

[0207] The clutch C1 can be used, for example, to selectively operate the planetary gears according to a first gear ratio when the planetary carrier 914 is engaged with the ring gear 918, and to selectively operate the planetary gears according to a second gear ratio when the planetary carrier 914 is disengaged from the ring gear 918. The clutch C1 is electrically operable here. It should be understood that the use of a planetary gear set and an electrically operable clutch or brake can achieve multiple gear ratios in alternative ways, such as by selectively coupling or decoupling the sun gear from the non-rotating axle 901.

[0208] The hub assembly includes an electric shift actuator 504. Here, an electric clutch actuator 920 is used to move the clutch between a coupled state, in which the clutch couples the planet carrier 914 to the ring gear 918, and a disengaged state, in which the clutch separates the planet carrier 914 from the ring gear 918. The actuator 920 and / or any additional or alternative sensors and / or actuators held by the hub housing can be communicatively connected to an external control unit via a cable 926. In addition, the electric clutch actuator 920 and / or any additional or alternative sensors and / or actuators held by the hub housing can be powered via the cable 926, for example, by an external battery. The cable 926 at least partially forms a conductive path between the clutch actuator 920 held inside the hub housing and an external electrical component arranged outside the hub housing, such as an external power source or a control unit.

[0209] The assembly includes an electrical connection interface including a first connection portion 921 and a second connection portion 922. The first connection portion 921 and the second connection portion 922 can be releasably connected to each other. Therefore, the second connection portion 922 can be physically separated from the first connection portion 921, for example. The first connection portion 921 includes a first electrical contact 931, and the second connection portion includes a second electrical contact 932. When the first connection portion 921 and the second connection portion 922 are connected to each other, the first contact 931 and the second contact 932 are in conductive contact with each other to transmit electrical signals between the first connection portion 921 and the second connection portion 922. The second contact 932 is electrically connected to the cable 926. The first contact 931 is electrically connected to the clutch C1 or an actuator that operates the clutch. Here, the first contact 931 and the second contact 932 are configured to provide four separate transmission channels between the first connection portion 921 and the second connection portion 922, but it will be understood that any other number of transmission channels is also possible. It will be appreciated that, alternatively, the cable 926 may be electrically connected directly to the actuator or other electronics within the hub assembly.

[0210] Figure 16-Figure 19 A close-up view of the first connection portion 921 and the second connection portion 922 is shown.

[0211] The first connecting part 921 is here formed by a bushing which is connected to the hollow axle 901 .

[0212] It will be appreciated that the first connection part 921 can also be formed integrally with the axle 901. The second connection part 922 is here formed by an end cap of the hub shaft. A bearing 936, here a ball bearing, is arranged between the driver 906 and the axle 901. The first connection part 921 is specifically arranged between the bearing 936 and the axle 901. Thus, an electrical signal path extending between the first electrical contact 931 and the clutch C1 can be arranged, the signal path extending between the bearing 936 and the axle 901. A seal 935 is arranged between the first connection part 921 and the second connection part 922.

[0213] exist Fig.16 In the embodiment of the present invention, the cable 926 extends from the second connection part 922, here from the end cap of the hub shaft. The cable 926 is specifically fixed to the second connection part 922.

[0214] Fig.17 An example is shown in which the second connection part 922 is provided with a socket connector 923 for releasably connecting to one or more complementary plug connectors 924. It will be appreciated that the second connection part 922 may be provided with a plug connector instead. The plug connector 924 is wired to, for example, an external control unit and / or an external battery. In this example, two cables 926 are releasably connectable to the second connection part 922.

[0215] Fig.18 An example is shown in which a wireless transceiver 925 is connectable to the second connection part 922 via a plug connection 923 / socket connection 924. A wireless communication channel may thus be provided between the second connection part 922 and an external control unit.

[0216] Fig.19 An example is shown in which the wireless transceiver 925 is fixed to or integrated with the second connection portion 922 .

[0217] Figure 20A-20C Shows such as Figure 15-19Schematic example of a hub assembly 900 of a rear derailleur 480 connected to an electronic rear derailleur 480 via an electrical connection interface. The rear derailleur 480 associated with an offset drive 908 includes a front sprocket 1023 of a tower group connected to a rear sprocket 1021 via a chain or belt 1019. In particular, the rear derailleur 480 is configured to switch the chain or belt 1019 from one rear sprocket 1021 in the tower group to another rear sprocket so as to obtain different gear ratios using the offset drive 908. In particular, the rear derailleur 408 is electrically driven and electronically controlled. A transmission 907 is coupled in series to the offset drive 908. In an example, the transmission 907 is a hub transmission that can be operated according to at least two different gear ratios. The transmission 907 includes or is associated with an electronic shift actuator 504. The shift actuator 504 is configured to switch the transmission 907 from one gear ratio to another gear ratio, for example by activating and / or stopping one or more clutches of the transmission 907. The shift actuator 504 is held by a housing 490, which also houses the transmission 907. In this example, the housing 490 may be formed by a hub housing and / or a driver.

[0218] exist Fig. 20A and Fig. 20B In the example of , the rear derailleur 480 and the shift actuator 504 are powered by a common power source 507. In this example, the power source 507 includes or is a single battery 508. It should be understood that the battery can accumulate power suitable for powering one or more sensors and / or actuators, and includes a variety of power accumulation devices, including electrochemical cells, supercapacitors, and the like. Fig. 20A In the example of FIG. 4 , the battery 508 is mounted outside the housing 490, such as in or to the derailleur. The battery 508 powers the derailleur 480 and the shift actuator 504, which is accommodated by the housing 490. Thus, power can be transmitted from the battery 508 to the shift actuator 504 via the electrical connection interfaces 921, 922. Fig. 20B In the example of , the battery 508 is housed by the housing 490. The battery 508 powers the shift actuator 504, which is housed by the housing 490, and the battery 508 powers the derailleur 480, which is outside the housing 490. Therefore, power can be transmitted from the battery 508 to the derailleur 480 via the electrical connection interfaces 921, 922. Therefore, the battery 508 can be arranged inside the housing 490 or outside the housing 490, for example, mounted to the body of the derailleur 480. Fig. 20C In the example of , the derailleur 480 and the shift actuator 504 are powered by corresponding power sources, here by corresponding batteries 508, one of which is arranged inside the housing 490 and one of which is arranged outside the housing 409, for example mounted to the body of the derailleur 480.

[0219] Fig.21 A schematic example of a transmission system 1 is shown, similar to Fig. 20B example. In this specific example, the transmission system 1 includes a generator 509. The generator 509 is here housed by the housing 490. The generator 509 is configured to convert the rotational power of the transmission components of the transmission 907 into electricity. The electricity generated by the generator 509 can be used to power one or more sensors and / or actuators of the transmission system 1, such as the shift actuator 504 and the derailleur 480 in this example and an optional control unit 500. In this example, the generator 509 charges a single battery 508 held by the housing 490. In this example, the derailleur 480 and the shift actuator 504 are not directly connected to the generator 509, but are connected to the battery 508. It should be understood that the battery can be omitted in the illustration of the generator. Although in Fig.21 In FIG. 4 , both the generator 509 and the battery 508 are housed within the housing 490 , but it will be appreciated that the generator may be housed within the housing 490 and the battery external to the housing, such as mounted to a derailleur.

[0220] Fig. 22 A schematic example of a transmission system 1 is shown, similar to Fig. 20A . In this specific example, a generator 509 is mounted to the exterior of the housing 490. The generator 509 may be mounted to a derailleur. The generator 509 is configured to convert the rotational power of a component of the derailleur or wheel into electricity. The electricity generated by the generator 509 may be used to power one or more sensors and / or actuators of the transmission system 1, such as the shift actuator 504 and the derailleur 480 and an optional control unit 500 in this example. In this example, the generator 509 charges a single battery 508 held by the housing 490. In this example, the derailleur 480 and the shift actuator 504 are not directly connected to the generator 509, but are instead connected to the battery 508. It should be understood that the battery may be omitted from the illustration of the generator. Although in Fig. 22 In the embodiment shown, both the generator 509 and the battery 508 are housed outside of the housing 490, but it will be appreciated that the battery 508 may be housed within the housing 490 with the generator 509 being external to the housing, such as mounted to a derailleur.

[0221] Fig.21 and Fig. 22A schematic example of a transmission system 1 is shown, wherein the housing 490 also holds an optional control unit 500. The control unit 500 is here connected to one or more optional external sensors 506, such as a torque sensor, a speed sensor, a cadence sensor and / or a heart rate monitor. The control unit 500 is here also connected to an optional external user interface 505, such as a manual shifting device, for example at the handlebars of the bicycle. The control unit 500 can receive a shift instruction from the user through the user interface 505, and in turn control the shift actuator 504 and / or the derailleur 480 accordingly. Thus, the instruction signal can be transmitted from the user interface 505 to the control unit 500, for example via the electrical connection interfaces 921, 922. In addition, the sensor signal can be transmitted from one or more external sensors 506 to the control unit 500, for example via the electrical connection interfaces 921, 922. The control signal can be transmitted from the control unit 500 to the shift actuator 504. The control signal can also be transmitted from the control unit 500 to the derailleur 480, for example via the electrical connection interfaces 921, 922.

[0222] Figure 1A and Figure 1B An exemplary transmission system 1 is shown in which a continuously variable transmission (CVT) 403 is connected in series with a first transmission 100. Here, the output of the CVT 403 is connected to the input of the first transmission 100. However, the output of the first transmission 100 may also be connected to the input of the CVT 403. The first transmission 100 is operable according to a first gear ratio and a second gear ratio. In this example, the first transmission 100 includes a planetary gear set 50. In this example, the planetary gear set is configured to selectively provide a 1:1 gear ratio in a first mode, or selectively provide an acceleration or deceleration gear ratio in a second mode.

[0223] exist Figure 1A and Figure 1B In the embodiment of the present invention, the first transmission 100 is connected to the second transmission 200 via an endless drive member 55 such as a chain, a belt or a universal drive. The second transmission can be a hub transmission of a bicycle. The second transmission 200 can be operated according to a third gear ratio and a fourth gear ratio. The second transmission 200 can, for example, include a second planetary gear set. The second planetary gear set can be configured to selectively provide a 1:1 gear ratio in the third mode, or selectively provide an acceleration or deceleration gear ratio in the fourth mode.

[0224] exist Figure 1A , Figure 1BIn an exemplary arrangement of, CVT 403 and first transmission 100 can be configured to be used as a crank transmission, for example, between a crank and a front sprocket of a bicycle. CVT 403 and first transmission 100 can be, for example, disposed in a common housing, such as a crank housing of a bicycle. Second transmission can be configured to be used as a hub transmission, for example, between a rear sprocket and a wheel hub of a bicycle. Annular drive member 55 can, for example, connect the front sprocket and the rear sprocket for transmitting torque from the front sprocket to the rear sprocket.

[0225] FIG2 shows an example of a transmission system 1, such as for a two-wheeled bicycle. The transmission system 1 comprises an input I and an output O. The input I may, for example, be connected to a crank of a bicycle. The output O may, for example, be connected to the hub of a driven wheel of a bicycle. Between the input I and the output O, the system comprises a first transmission 100, a CVT 403 and a second transmission 200. The first transmission 100, the CVT 403 and the second transmission 200 are connected in series with each other. The first input 101 of the first transmission 100 is connected to the system input I. The second output 202 of the second transmission 200 is connected to the system output O. The first output 102 of the first transmission 100 is connected to an input 404 of the CVT 403. The output 405 of the CVT is connected to the second input 201 of the second transmission 200. It will be understood that the CVT output 405 and the second input 201 may be connected via a transmission such as Figure 1A , Figure 1B Intermediate members such as chains, belts or intermediate shafts are shown to be connected to each other. It will be appreciated that, also in this example, the CVT may be positioned upstream of the first transmission 100, such as Figure 1A , Figure 1B shown.

[0226] The first transmission 100 can be operated according to a first gear ratio and a second gear ratio. Similarly, the second transmission 200 can be operated according to a third gear ratio and a fourth gear ratio. The first transmission 100 and the second transmission 200 can include corresponding gear arrangements, such as one or more gears, for providing a reduced or increased gear ratio between the first input 101 and the first output 102 and between the second input 201 and the second output 202, respectively. Therefore, the series arrangement of the first transmission 100 and the second transmission 200 can provide four different system gear ratios between the system input I and the system output O.

[0227] In order to shift between the first gear ratio and the second gear ratio, the first transmission 100 may include a first clutch, in this example a load-shift clutch C1. Similarly, the second transmission 100 may include a second clutch, in this example a load-shift clutch C2, for selectively shifting between the third gear ratio and the fourth gear ratio of the second transmission 200. Therefore, the first load-shift clutch C1 and the second load-shift clutch C2 are arranged in series between the system input I and the system output O.

[0228] The first transmission 100 has two parallel transmission paths, namely a first transmission path 100A and a second transmission path 100B, between a first input 101 and a first output 102. At least one of the first transmission path 100A and the second transmission path 100B includes a first load-shift clutch C1. In addition, at least one of the parallel transmission paths 100A, 100B includes a transmission gear arrangement. In this example, the first transmission path 100A includes a first gear arrangement R1 arranged to provide a first gear ratio, and the second transmission path 100B includes a second gear arrangement R2 for providing a second gear ratio.

[0229] Similarly, the second transmission 200 has two parallel transmission paths, namely a third transmission path 200A and a fourth transmission path 200B, between the second input 201 and the second output 202. At least one of the third transmission path 200A and the fourth transmission path 200B includes a second load-shifting clutch C2. In addition, at least one of the parallel transmission paths 200A, 200B of the second transmission 200 includes a transmission gear device. In this example, the first transmission path 200A includes a third gear device R3 arranged to provide a third gear ratio, and the fourth transmission path 200B includes a fourth gear device R4 for providing a fourth gear ratio.

[0230] The load-shift clutches C1 and C2 may be used to select an appropriate transmission path between the system input I and the system output O. More specifically, the first load-shift clutch C1 may be used to selectively switch between a parallel first transmission path 100A and a second transmission path 100B of the first transmission 100, and the second load-shift clutch C2 may be used to selectively switch between a parallel third transmission path 200A and a fourth transmission path 200B of the second transmission 200.

[0231] The load-shift clutch includes at least two states, such as a coupled state and a disengaged state, wherein the coupled state couples the clutch input with the clutch output to transmit torque through the clutch, and the disengaged state separates the clutch input with the clutch output to transmit torque without the clutch. In the disengaged state, the load-shift clutches C1, C2 enable torque to be transmitted through different parallel transmission paths.

[0232] In the coupled state of the first load-shift clutch C1, torque can be transmitted from the system input I to the first output 102 through the second transmission path 100B. In the decoupled state, torque can be transmitted from the system input I to the first output 102 through the first transmission path 100A. Similarly, in the coupled state of the second load-shift clutch C2, torque can be transmitted from the second input 201 to the system output O through the fourth transmission path 200B. In the decoupled state, torque can be transmitted from the first input 201 to the system output O through the third transmission path 200A.

[0233] In this example, the load-shift clutches C1, C2 are respectively arranged in the second transmission path 100B and the fourth transmission path 200B, but it will be understood that the first load-shift clutches C1, C2 may also be respectively arranged in the first transmission path 100A and the third transmission path 200A. Here, the first load-shift clutch C1 is arranged between the first input 101 and the second gear device R2, but the first load-shift clutch C1 may also be arranged between the second gear device R2 and the first output 102. Similarly, here, the second load-shift clutch C2 is arranged between the second input 201 and the fourth gear device R4, but the second load-shift clutch C2 may also be arranged between the fourth gear device R4 and the second output 202.

[0234] Here, the first transmission path 100A includes a first flywheel clutch V1. For example, when torque is transmitted through the second transmission path 100B, for example, when the first output 102 rotates faster than the first input 101, the first flywheel clutch V1 can be overspeeded. Here, the third transmission path 200A includes a third flywheel clutch V2. For example, when torque is transmitted through the fourth transmission path 200B, for example, when the second output 202 rotates faster than the second input 201, the third flywheel clutch V2 can be overspeeded. When overspeeding, the flywheel clutches V1, V2 are preferably low friction to reduce losses.

[0235] Here, the flywheel clutches V1 , V2 are connected to the inputs of the respective first and third gear arrangements R1 , R3 , but it will be appreciated that the flywheel clutches V1 , V2 may also be connected to the outputs of the respective first and third gear arrangements R1 , R3 .

[0236] At least in this example, the load-shift clutches C1, C2 are specifically arranged to be coupled and decoupled under load, i.e. when torque is transmitted through the load-shift clutches. The load-shift clutches C1, C2 are, for example, shape-closing clutches. It will be understood that any of the load-shift clutches may also be a force-closing clutch, which is arranged to transmit torque in at least one rotational direction.

[0237] It will be understood that any of the clutches C1, C2 as described herein, for example in conjunction with any of the accompanying drawings, may specifically be a load-shift clutch as described in WO 2018 / 199757 A2, WO 2020 / 085911 A2 or WO 2021 / 080431A1, the entire contents of which are incorporated herein by reference.

[0238] Here, both the first transmission 100 and the second transmission 200 include additional clutches. In this example, the first transmission 100 includes a second flywheel clutch VB1 and the second transmission 200 includes a fourth flywheel clutch VB2. Here, the second flywheel clutch VB1 and the fourth flywheel clutch VB2 are connected to the respective inputs of the load-shift clutches C1, C2, but it will be understood that the flywheel clutches VB1 and VB2 can also be connected to the respective outputs of the load-shift clutches C1, C2. Alternatively, the flywheel clutches VB1, VB2 can be omitted, i.e. replaced by a solid connection. The second flywheel clutch VB1 and the fourth flywheel clutch VB2 can preferably be connected to the respective inputs of the load-shift clutches C1, C2 so that the outputs of the load-shift clutches C1, C2 can be kept rotating even without any torque input through their inputs. This can facilitate the coupling and / or decoupling of the load-shift clutches C1, C2. The clutches VB1 and VB2 can be specifically arranged to allow a reverse rotation direction of the output O, i.e. opposite to the driving rotation direction relative to the input I. Here, the first clutch is connected in series between the second flywheel clutch VB1 and the second gear arrangement R2 in the second transmission path 100B. Similarly, the second clutch is connected in series between the fourth flywheel clutch VB2 and the fourth gear arrangement R4 in the fourth transmission path 200B. It will be appreciated that other arrangements are possible. Figure 4B Shows Figure 4A An exemplary (coaxial) layout of a transmission system 1 is shown.

[0239] In this example, the output 102 of the first transmission 100 is connected to the input 404 of the CVT 403. The output 405 of the CVT 403 is connected to the input 201 of the second transmission 200. The CVT 403 is arranged to provide a gear ratio between the CVT input 404 and the CVT output 405. The CVT 403 can be operated, for example, according to at least a fifth gear ratio and a sixth gear ratio between the input 404 and the output 405 and additionally according to a seventh gear ratio therebetween, etc. Thus, the CVT 403 can be arranged to be operable according to various gear ratios within a continuous range of CVT gear ratios. The CVT 403 can be particularly arranged to be operable according to a predetermined limited set of gear ratios within a continuous range of CVT gear ratios. For example, the CVT 403 can be operated according to any selected one or a predetermined limited set of CVT gear ratios, such as a fifth gear ratio, a sixth gear ratio, etc. The transmission system 1 can include a CVT actuator arranged to actuate a gear ratio change of the CVT.

[0240] In this example, see in particular Figure 2B The CVT input portion 404 is connected to the output portion 102 of the first transmission 100, and is provided with a gear 100A2 for meshing with the gear 100A1 to form a first transmission path 100A, and a gear 100B2 for meshing with the gear 100B1 to form a second transmission path 100B. The CVT output portion 405 is connected to the second input portion 201 of the second transmission 200, and is provided with a gear 200A1 for meshing with the gear 200A2 to form a third transmission path 200A, and a gear 200B1 for meshing with the gear 200B2 to form a fourth transmission path 200B.

[0241] In this example, the CVT 403 is associated with an intermediate shaft 400, which is offset from the input shaft I and the output shaft O. In this example, the intermediate shaft 400 is a split shaft, which includes a first intermediate shaft 400A and a second intermediate shaft 400B that can rotate relative to each other. The first transmission 100 is formed between the input shaft I and the first intermediate shaft 400A. The CVT 403 is configured to apply a gear ratio, such as a seventh gear ratio and an eighth gear ratio, between the first intermediate shaft 400A and the second intermediate shaft 400B. The second transmission 200 is formed between the second intermediate shaft 400B and the output shaft O.

[0242] It will be appreciated that the CVT can be implemented in various ways. In this example, the CVT is a ratchet-type CVT, which uses a flywheel or a one-way drive module. However, other types of CVTs may be used, such as a pulley-based CVT, a toroidal CVT, a hydrostatic CVT, an electric CVT, a cone CVT, an epicyclic CVT, a friction disc CVT, a magnetic CVT, etc. The CVT referred to herein may specifically be a CVT as described in co-pending application NL2028686, the entire text of which is incorporated herein by reference.

[0243] The variable transmission system 1 described so far can be operated according to various gear ratios, wherein the CVT 403 provides a (pre)programmable gear ratio. For example, Table 1 shows the gear ratios that can be programmed by Figure 2A An example of a system gear ratio obtained for the transmission system 1 is shown. The example of Table 1 shows a seven-speed transmission system 1 having a substantially constant transmission step length of approximately 1.25.

[0244]

[0245] In the example of Table 1, each successive gear shift changes the system gear ratio by approximately 25%. The gear ratio RCVT of the CVT 403 may be preprogrammed. The CVT may be controlled accordingly to switch from one preprogrammed gear ratio to another.

[0246] Table 2 shows the Figure 2A Another example of a system gear ratio obtained by the transmission system 1 is shown. This example shows a 10-speed transmission system 1 with a constant transmission step size of approximately 1.17.

[0247]

[0248] In the example of Table 2, each successive gear shift changes the system gear ratio by approximately 17%. The gear ratios (RCVT) of the CVT 403 can be preprogrammed. The CVT can be controlled accordingly to switch from one preprogrammed gear ratio to another.

[0249] Table 3 shows the Figure 2A Another example of a system gear ratio obtained by the transmission system 1 is shown. This example shows a 16-speed transmission system 1 with a constant transmission step length of approximately 1.10.

[0250]

[0251]

[0252] In the example of Table 3, each successive shift will change the system gear ratio by approximately 10%. The gear ratio (RCVT) of the CVT 403 can be preprogrammed. The CVT can be controlled accordingly to switch from one preprogrammed gear ratio to another.

[0253] Table 4 shows that Figure 2A Another example of a system gear ratio obtained by the transmission system 1 is shown. This example shows a 16-speed transmission system 1 with a constant transmission step length of approximately 1.12.

[0254]

[0255]

[0256] In the example of Table 4, each successive shift changes the system gear ratio by approximately 12%. The gear ratios (RCVT) of the CVT 403 can be preprogrammed. In this example, the CVT 403 is only preprogrammed to operate according to four different gear ratios. The CVT can be controlled to switch from one preprogrammed gear ratio to another.

[0257] In this example of Table 4, a first transmission ratio of R1=1.11 is obtained by meshing a 63-tooth main gear 100A1 and a 57-tooth secondary gear 100A2; a second transmission ratio of R2=1.73 is obtained by meshing a 76-tooth main gear 100B1 and a 44-tooth secondary gear 100B2; a third transmission ratio of R3=0.55 is obtained by meshing a 78-tooth main gear 200A1 and a 42-tooth secondary gear 200A2; and a fourth transmission ratio of R4=1.35 is obtained by meshing a 51-tooth main gear 200B1 and a 69-tooth secondary gear 200B2. These gear pairs are such that the sum of all the teeth of each meshing gear pair is equal. In this case, the number of teeth of each meshing gear pair is 120 teeth in total. The gear pairs are specifically such that the sum of the radii of each main-secondary gear pair is the same for all gear pairs. Thus, the main gears can be arranged to rotate about a common main axis, which is defined here by the coaxial input shaft I and output shaft O, and the secondary gears can be arranged to rotate about a common secondary axis, which is defined here by the intermediate shaft 400 parallel to the main axis, and each pair of gears can be permanently engaged. Clutches C1 and C2 can be used to select the desired gear pair for transmitting torque, and therefore select the desired gear ratio, without shifting the gears. The exemplary first gear ratio, second gear ratio, third gear ratio and fourth gear ratio and the associated gear teeth are summarized in Table 5. Other examples are given in Tables 6-9.

[0258]

[0259]

[0260]

[0261] The examples of Tables 1-4 show a relationship between system transmission ratios with a substantially constant transmission ratio step size between consecutive system transmission ratios. It will be appreciated that any relationship may also be achieved using the CVT 403, such as gradually increasing and / or decreasing the transmission ratio step size between consecutive system transmission ratios. The CVT 403 may be operated accordingly, such as using a control unit.

[0262] Table 10 shows the Figure 1A , Figure 1B , Figure 2A Another example of system gear ratios obtained by the transmission system 10 is shown. The example includes gear ratios R1, R2, R3, R4 corresponding to the example of Table 10. The CVT unit 403 is preprogrammed to operate according to various gear ratios RCVT within a continuous range of gear ratios.

[0263]

[0264]

[0265] The CVT 403 provides intermediate gear ratio steps between system gear ratios that are available using only the first transmission 100 and the second transmission 200. Thus, the combined first transmission 100 and the second transmission 200 can provide a range of system gear ratios, and the CVT 403 can be used to provide appropriate intermediate steps between the continuous ratios. The CVT 403 can also be used to expand the range of system gear ratios provided by the first transmission 100 and the second transmission 200.

[0266] Here, the successive system transmission step sizes are constant, here 7%, thereby providing a set of linear system transmission ratios, here twenty-one. It will be appreciated that a non-linear set can also be obtained by programming the CVT transmission ratio RCVT accordingly. For example, gradually increasing or decreasing transmission step sizes can be obtained. These step sizes can even be changed on the fly, i.e. during operation of the transmission, for example by appropriately selecting or reprogramming the CVT transmission ratio RCVT.

[0267] In this example, the gear ratios are selected so that the number of different CVT gear ratios RCVT is less than the number of system gear ratios. The number of different CVT gear ratios RCVT is specifically less than half the number of system gear ratios, more specifically about 25% of the number of system gear ratios. Here, the CVT 403 operates according to five different gear ratios, specifically 1.00, 1.07, 1.15, 1.23 and 1.32, wherein an additional CVT gear ratio 1.42 is provided to extend the range provided by the first transmission 100 and the second transmission 200.

[0268] Table 11-13 provides the following information: Figure 1A , Figure 1B , Figure 2A Other examples of system ratio sets available for the transmission system are shown, where the transmission ratios R1, R2, R3, R4 again correspond to the examples of Table 10. Tables 11-13 show 17-speed, 13-speed and 9-speed transmission systems, respectively, instead of a 21-speed transmission system, compared to Table 10. The overall range of system ratios is essentially the same between the examples, here about 400%, but the CVT provides fewer intermediate steps compared to Table 10.

[0269]

[0270]

[0271] Figure 2B It shows that Figure 2A An exemplary schematic layout of the transmission system 1 is shown. Figure 2B In the example of , the input shaft and the output shaft are arranged coaxially relative to each other, but it will be understood that an offset arrangement may also be provided in which the input shaft and the output shaft are offset relative to each other. It will also be understood that the CVT403 and / or the input portion I and / or the output portion O may be arranged coaxially. Here, the CVT403 associated with the intermediate axis 406 is arranged to be offset from the input shaft and the output shaft to obtain a particular compact arrangement. The first transmission output portion 102 and the CVT input portion 404 are connected to each other. The CVT output portion 405 and the second transmission input portion 201 are also connected to each other. A continuously variable gear ratio may be provided between the CVT input portion 404 and the CVT output portion 405. Figure 2B The transmission system of the bicycle can be, for example, a crank transmission system. The crank transmission system can be included in a housing at the bicycle crank.

[0272] Figure 3A Another example of the transmission system 1 is shown, which includes a continuously variable transmission (CVT) 403 connected in series with the first transmission 100 and the second transmission 200, which is similar to Fig.11A However, in this example, instead of Fig.11AIn the example of , the CVT 403 is arranged at the input side of the first transmission 100, so that the first transmission 100 is arranged between the CVT 403 and the second transmission 200. Fig.12 The first transmission 100 and the second transmission 200 shown in A are similar to, for example Fig.11A The CVT403 can also be used with Figure 4A The illustrated CVT 403 is similar, for example a ratchet-type CVT.

[0273] Figure 3B It shows that Figure 3A The exemplary schematic layout of the transmission system 1 is shown. In this example, as Figure 2A and 2B Alternatively to the example shown, the CVT input 404 is associated with, for example connected to, a system input I of the transmission system 1, which in this example is a rotatable input shaft. The input shaft I can, for example, be attached to a crank of a bicycle. Thus, the input shaft I can be a crank spindle. Figure 3B The transmission shown may be, for example, a crank transmission system. A CVT output 405 is connected to the first input 101 of the first transmission 100. The CVT 403 is arranged to provide a continuously variable transmission ratio, for example, a set of pre-programmed CVT transmission ratios, between the CVT input 404 and the CVT output 405. In this example, the CVT input 404 is fixed to the input shaft, while the CVT output 405 is rotatable relative to the input shaft. The CVT output 405 is connected to the first input 101 of the first transmission 100, and is provided with a gear 100A1 for meshing with a gear 100A2 to form a first transmission path, and a gear 100B1 for meshing with a gear 100B2 to form a second transmission path 100B.

[0274] In this example, the CVT 403 is arranged coaxially with the input shaft I. The CVT is configured to apply a gear ratio, for example, the seventh and eighth gear ratio, between a CVT input 404, which is rotatably fixed to the input shaft I, and a CVT output 405. The first transmission 100 is formed between the CVT output 405 and the intermediate shaft 400. The second transmission 200 is formed between the intermediate shaft 400 and the output shaft O. In this example, the intermediate shaft 400 is rotatable relative to the fixed mounting shaft 401. The fixed mounting shaft 401 can be mounted, for example, to a housing of the transmission system.

[0275] exist Figure 3BIn the example of, clutches C1 and C2 can be, for example, clutches as described in WO 2018 / 199757 A2, WO 2020 / 085911A2 or WO 2021 / 080431A1. Therefore, clutch C1 has a first rotatable unit C1A connected to gear 100B1 at the clutch input and a second rotatable unit C1B connected to gear 100A2 at the clutch output. The first rotatable unit C1A includes at least one first abutment surface. The second rotatable unit C1B includes at least one second abutment surface arranged to selectively engage the first abutment surface, and the first abutment surface and the second abutment surface are adapted to each other to allow disengagement preferably in two directions under load. Clutch C1 also has a third rotatable unit C1C. The third rotatable unit C1C comprises at least one retaining member, the third unit C1C being arranged to be selectively in a first mode or a second mode relative to the second unit C1B, wherein the at least one retaining member in the first mode locks at least one second abutment surface for coupling the second unit C1B to the first unit C1A, for example, rotationally in both directions, and in the second mode releases at least one second abutment surface to decouple the second unit C1B from the first unit C1A. In this example, the clutch C1 comprises a third rotatable unit C1C comprising at least one actuating member, the at least one actuating member being arranged to move the third rotatable unit C1C from a first position to a second position or from a second position to a first position relative to the second rotatable unit C1B. Optionally, the clutch C1 further comprises a fourth unit C1D, which comprises a selector arranged to be selectively in a gripping mode or a non-gripping mode; the selector in the gripping mode is arranged to grip at least one actuating member to rotate the third rotatable unit C1C from a first position to a second position or from a second position to a first position relative to the second rotatable unit; the selector in the non-gripping mode is arranged not to engage at least one actuating member. Similarly, the clutch C2 comprises a first rotatable unit C2A connected to an input portion, a second rotatable unit C2B connected to an output portion, and a third rotatable unit C2C arranged to rotate together with the second rotatable unit. The third rotatable unit C2C is arranged to be selectively in a first rotational position or a second rotational position relative to the second rotatable unit. The clutch C2 is arranged to selectively rotationally couple the second rotatable unit C2B to the first rotatable unit C2A in the first rotational position, and to separate the second rotatable unit C2B from the first rotatable unit C2A in the second rotational position. The clutch C2 is arranged to temporarily change the rotation speed of the third rotatable unit C2C relative to the second rotatable unit C2A to rotate from the first position to the second position, or from the second position to the first position.

[0276] Figure 3A , Figure 3B The example also includes an optional torque sensor 465. The torque sensor 465 is arranged to measure the torque transmission through the transmission system 1, in particular between the first transmission 100 and the second transmission 200, which in this example is transmitted via the intermediate shaft 400.

[0277] Figure 4A , Figure 4B Various examples of transmission systems are shown. In these examples, the CVT 403 is arranged between the system input I and the first transmission 100, such as Figure 3A As shown schematically. CVT403 is housed in a housing 490. A CVT input 404 is mounted to the input shaft I and rotates therewith. CVT403 applies a CVT gear ratio between the CVT input 404 and the CVT output 405. The CVT gear ratio can be selected from a continuous range of gear ratios. CVT403 can, for example, be arranged to operate according to a selective one of a limited set of preselected CVT gear ratios within a continuous gear ratio range. A CVT actuator can be provided for actuating a gear ratio change of the CVT. The CVT output 405 can rotate relative to the input shaft I around the input shaft I. The first input 101 of the first transmission 100 is associated with or mounted to the CVT output 405. In this example, gears 100A1 and 100B1 of the first transmission 100 are mounted to or integrally formed with the CVT output 405 to mesh with gears 100A2 and 100B2, respectively, which are associated with and rotatable about the mounting shaft 401 to form a first gear ratio and a second gear ratio of the first transmission 100. The first gear ratio or the second gear ratio is selected using a clutch C1. The second transmission 200 is formed between the mounting shaft 401 and the output shaft O. The third gear ratio and the fourth gear ratio obtainable with the second transmission 200 can be selected using a clutch C2.

[0278] Figure 5A , Figure 5B Shown with Figure 4A , Figure 4B , which further includes an electric motor 450. Here, the electric motor 450 is included in a housing 490. In this example, the electric motor 450 is coupled to a CVT input 404 via reduction gears 451, 452, 453. The CVT input 404 is in turn coupled to an input shaft I. Therefore, the electric motor 450 drives the input shaft I to rotate via the CVT input 404. The input shaft I can additionally be driven by an additional power source, such as by the user's muscle power transmitted to the input shaft I via a crank.

[0279] exist Figure 4A , Figure 4B and Figure 5A , Figure 5B In the example of , the clutches C1 and C2 may be, for example, clutches as described in WO 2018 / 199757A2, WO 2020 / 085911A2 or WO 2021 / 080431A1, or Figure 2B shown.

[0280] Fig. 6A , Figure 6B Shows something like Figure 4B An example of a transmission system 1 of the example shown. The CVT input 404 is rotatable about a CVT input axis 411. In this example, the CVT input is mounted to the input shaft I and therefore rotates together with the input shaft I about the CVT input axis 411. The CVT output 405 is rotatable about a CVT output axis 412 relative to the CVT input 405.

[0281] In this example, the CVT output 405 is laterally movable relative to the CVT input 404 in a direction transverse to the CVT input axis 411. Various CVT gear ratios can be obtained by moving the CVT output 405 laterally relative to the CVT input 404. In this example, the CVT input 404 and the CVT output 405 are coupled by coupling elements that are arranged to transfer torque from the CVT input 404 to the CVT output 405 at different radii. For example, the coupling element may be arranged at a first constant radius from the CVT input axis and at a second variable radius from the CVT output axis, wherein the second radius can be varied by moving the CVT output 405 laterally relative to the CVT input 404, thereby offsetting the CVT output axis 412 from the CVT input axis 411. Examples of such CVTs are described in detail in co-pending patent application NL2028686.

[0282] Fig. 6A The transmission system 1 is shown in a first state in which the CVT input axis 411 and the CVT output axis 412 coincide. In this first state, the CVT 403 operates according to a 1:1 gear ratio. Figure 6B The transmission system 1 is shown in a different second state in which the CVT output axis 412 is offset from the CVT input axis 411. The transmission system transitions from the first state to the second state by movement of the CVT output 405 relative to the CVT input 404 in a direction transverse to the CVT input axis 411.

[0283] In this example, the CVT output 405 is pivotably driven about a parallel axis; parallel to the CVT input axis 411. In this specific example, the CVT output 405 is pivotably coupled to the fixed mounting shaft 401 by a pivot arm 415. The pivot arm here extends between the mounting shaft 401 and the CVT output 405. The CVT output 405 is pivotably driven from the mounting shaft 401 at a constant radius; the constant radius is defined by the pivot arm 415. In this example, the main gears 100A1 and 100B1 of the first transmission 100 are mounted to the CVT output 405 and can therefore also be pivoted together with the CVT output 405 about the mounting shaft 401. Because the secondary gears 100A2 and 100B2 of the first transmission 100 are rotationally associated with the mounting shaft 401 , the primary-secondary gear pairs 100A1 - 100A2 and 100B1 - 100B2 may remain meshingly engaged as the CVT output 405 pivots about the mounting shaft 401 .

[0284] The CVT shift actuator may be arranged to pivot the pivot arm about the mounting shaft 401, thereby biasing the CVT output 405 relative to the CVT input 404. The pivot arm 415 may for example be fixed to the mounting shaft 401, wherein the CVT shift actuator is arranged to rotate the mounting shaft 401 about its longitudinal axis.

[0285] Fig. 7A , Figure 7B An example of a gearless transmission system 1 is shown. The transmission system 1 in this example is similar to Fig. 6A , Figure 6B , but instead of a gear drive for the first transmission 100 and the second transmission 200, the first transmission and the second transmission include a belt drive for transmitting torque. Specifically, the first transmission 100 includes a first endless drive member 110A arranged in a first transmission path 100A and a second endless drive member 110B arranged in a second transmission path 100B. The first endless drive member 110A and the second endless drive member 110B, such as a first and a second belt or chain, respectively connect a first main wheel 100A1 and a second main wheel 100B1, such as a main sprocket, with a first secondary wheel 100A2 and a second secondary wheel 100B2, such as a secondary sprocket.

[0286] In this example, the second transmission 200 similarly includes a third endless drive member 210A arranged in the third transmission path 200A and a fourth endless drive member 210B arranged in the fourth transmission path 200B. The third endless drive member 210A and the fourth endless drive member 210B, such as a third and fourth belt or chain, respectively connect the third main wheel 200A1 and the fourth main wheel 200B1, such as the main sprocket, with the third secondary wheel 200A2 and the fourth secondary wheel 200B2, such as the secondary sprocket. It will be understood that any gear drive of the transmission system described herein can also be configured as a belt drive.

[0287] Fig. 7A , Figure 7B The exemplary gearless transmission system 1 shown does not include meshing gears and therefore may not require oil lubrication. There is no oil bath for lubricating the rotating components of the transmission. Instead, standard bearings, such as roller bearings, are used. Therefore, no oil seals are required to seal the housing 290 in this example. As an alternative to lubricating oil, a minimal amount of grease may be applied. The annular drive member and its associated wheels may even be completely free of lubrication.

[0288] Figure 8A-8B An exemplary distributed transmission system 1 is shown, wherein a CVT 403 and a first transmission 100 are held by a first housing 490, which is here a crank housing 490, because the CVT 403 and the first transmission 100 are operated together here as a crank transmission, and a second transmission 200 is held by a second housing, which is here a hub housing, because the second transmission is operated here as a hub transmission. The crank transmission system, which here includes the CVT 403 and the first transmission 100, is connected to the hub transmission system, which here includes the second transmission 200, via an endless drive member 55, which is here a chain. The CVT 403 is connected at the input side of the first transmission 100, wherein here the first transmission 100 includes a planetary gear set 50. The planetary gear set is arranged in one of the transmission paths of the first transmission 100, here in the second transmission path 100B. The other transmission path, here the first transmission path 100A, provides a gear ratio of 1:1 in this example. Here, the first transmission 100 is connected to the second transmission 200 via an endless drive member 55 such as a chain or a belt, but it will be understood that the second transmission 200 and the endless drive member 55 may also be omitted. Fig. 8A , Figure 8B In an exemplary arrangement of, the CVT 403 and the first transmission 100 can be configured to be used as a crank transmission, for example, between a crank and a front sprocket of a bicycle, and the second transmission can be configured to be used as a hub transmission, for example, between a rear sprocket and a wheel hub of a bicycle. The annular drive member 55 can, for example, connect the front sprocket and the rear sprocket for transmitting torque from the front sprocket to the rear sprocket.

[0289] exist Fig. 8A In the example of FIG. 4 , the planetary gear rotation axis is parallel to the input axis 411 , while in Figure 8B In the example of , the planet gear rotation axis is arranged to form a certain angle with the input axis 411 , specifically transverse to the input axis 411 .

[0290] Fig. 8A The planetary gears 53 in the embodiment are implemented as stepped planetary gears. In this way, the transmission ratio obtainable with the planetary gears can be increased compared to an arrangement with non-stepped planetary gears. Therefore, each planetary gear 53 includes a large planetary member 53A and a small planetary member 53B fixed to each other and rotating together around their respective rotation axes. The large planetary member 53A of the stepped planetary gear is engaged with the ring gear 54, while the small planetary member 53B is engaged with the sun gear 51.

[0291] The first transmission 100 is selectively operable according to two different gear ratios R1, R2, wherein here, R1=1.00 and R2=2.00. R2 is provided by a planetary gear set. The first transmission 100 is switchable between a first transmission path 100A and a second transmission path 100B by means of a clutch C1. The clutch C1 may be connected at the input of the planetary gear set or at the output of the planetary gear set.

[0292] Torque is transmitted from the CVT input 404 to the CVT output 405. The planet carrier 52 is fixed to the CVT output 205 and rotates together with it about the input shaft I. Torque is transmitted from the planet carrier 52 via the stepped planetary gears 53 to the sun gear 51, which can be coupled to the first transmission output 102 via the clutch C1. However, if the clutch C1 is disengaged, the torque is not transmitted through the planetary gear set, but is transmitted through the first transmission path 100A that bypasses the planetary gear set. Via the first transmission path 100A, the torque is transmitted from the CVT output 405 to the first transmission output 102 via the flywheel clutch V1. The output 102 of the first transmission 100 can here be connected to the input 201 of the second transmission 200 via an endless drive member 55 such as a chain or belt. Other connections are also conceivable.

[0293] Fig. 9A and Fig. 9B An exemplary transmission system 10 is shown, specifically according to Fig. 8A and Figure 8B Example. Fig. 9A , Fig. 9BAn exemplary CVT 403 is shown in FIG. Here, the CVT includes a first drive element 410 rotatable around a first axis. Here, the first axis coincides with axis I. The CVT also includes a second drive element 420A, 420B, 400 rotatable around a second axis parallel to the first axis, wherein the second drive element can move relative to the first drive element in a direction transverse to the first axis. The CVT includes a first coupling element 411 for transmitting torque between the first drive element 410 and the second drive element 420A, wherein the first coupling element is arranged at a constant first radius from the first axis and a variable second radius from the second axis. Such a CVT is described, for example, in the co-pending application NL2028686, the entire text of which is incorporated herein by reference. In this example, optionally, the CVT includes a third drive element 430 rotatable around a third axis parallel to the second axis. Here, the third axis also coincides with axis I. The third drive element 430 and the second drive element 420B can move relative to each other in a direction transverse to the third axis; and the second connecting element 421 is arranged at a third constant radius from the third axis and a fourth variable radius from the second axis for transmitting torque between the third drive element 430 and the second drive element 420B. Such a CVT is described, for example, in the co-pending application NL2028686, which is incorporated herein by reference in its entirety. It will be understood that such a CVT can also be used in the other examples shown herein. It will be understood that, Figure 7B The CVT may be a CVT having the first drive element 410 and the second drive element 420A but without the third drive element 430 .

[0294] Fig. 10A and Fig. 10B An example of a transmission system 10 is shown, which may be Figure 9A-9B An offset alternative configuration of the example shown in . Fig. 10A and Fig. 10B The CVT units 403 are different in structure from each other, so that Fig. 10A In the embodiment, the second drive member parts 420A, 420B are connected at a radius larger than the radius where the coupling elements 411, 421 are located, and in Fig. 10B In the embodiment, the second drive member parts 420A, 420B are connected at a smaller radius than the radius where the coupling elements 411, 421 are located.

[0295] Similar to Figure 9A-9B In the example of FIG. 1 , one transmission path of the first transmission 100 provides a 1:1 gear ratio between the third drive element 430 and the output O, while the other transmission path provides a non-single gear ratio, in this case a gear ratio of 2.00. Fig. 9A and Fig. 9BAs an alternative to the coaxially arranged planetary gear set 50 shown, the second transmission path 100B extends via an offset intermediate axis, which is here defined by a fixedly mounted shaft 401. Fig. 9A , Fig. 9B Compared to the coaxial arrangement shown, Fig. 10A and Fig. 10B The example is relatively compact in the axial direction. Fig. 10A and Fig. 10B Compared with the bias arrangement, Figure 9A-9B The coaxial arrangement is relatively compact in the radial direction.

[0296] Figure 11A-11C An exemplary embodiment of a transmission system 1 described herein as a crank transmission for a bicycle is shown. Figure 11A-11C In particular, a crank assembly 10 is shown, wherein the transmission system 1 is arranged between a crank 60 and a (front) sprocket 62 of a bicycle. Fig.11A A top view of the crank assembly 10 is shown. Fig. 11B A side view of the crank assembly 10 is shown. Fig. 11C A cross-sectional view of the crank assembly 10 is shown.

[0297] In this example, the crank 60 is connected to or forms the system input I and is connected to the front sprocket via the CVT 403 and the first transmission 100 and optionally via the second transmission 200. The front sprocket 62 can engage an endless drive member such as a chain or belt. Therefore, the transmission system 1 can selectively provide one of a plurality of gear ratios between the crank 60 and the front sprocket 62.

[0298] The crank 60 and the front sprocket 62 are associated with input and output shafts, respectively, which are rotatable about a common crank axis 407 (coaxial). The crank 60 and the front sprocket 62 are connected via an intermediate shaft 400, which is rotatable about an intermediate axis 406 offset parallel to the crank axis 407.

[0299] In addition or as an alternative to the crank 62, an electric motor 450, here a brushless DC motor, is arranged to drive the front sprocket 62. The electric motor 450 can be connected to any one of the input shaft, the intermediate shaft and the output shaft. In this example, the electric motor 450 is connected to the input shaft via a pinion 453. Here, a separate gear arrangement 451, 452 is provided between the electric motor 450 and the intermediate shaft, which includes a gear 451 mounted on the input shaft and a gear 452 mounted on the intermediate shaft. Therefore, the transmission system can provide different gear ratios between the electric motor and the front sprocket 62 and between the crank 60 and the front sprocket 62. The torque input by the electric motor 450 is transmitted from the intermediate shaft through the transmission path of the transmission system, for example, through the transmission path of the second transmission.

[0300] Here, the output axis 408 of the electric motor 450 extends transversely to the crank axis 407. The electric motor can be housed in a bicycle frame, for example, in a seat tube or a down tube of the bicycle frame. In this example, the output axis 408 extends radially relative to the crank axis 407 in a direction corresponding to the direction in which the bicycle down tube extends. The electric motor 450 in this example specifically has a cylindrical housing for being housed in the down tube. The intermediate shaft is angularly spaced from the electric motor 450 to provide a compact arrangement.

[0301] Fig.12 Shows something like Figure 2A The transmission system 1 is shown. Fig.13 Shows something like Figure 3A Here, as shown in the transmission system Fig.12 and Fig.13 The transmission system 1 shown includes a control unit 500. It will be understood that each example described herein may include a control unit 500 configured to receive a first shift signal and a second shift signal, and configured to control a first load-shift clutch and / or a second load-shift clutch and / or a third load-shift clutch to selectively engage or disengage in response to receiving the first shift signal and / or the second shift signal. The shift signal may be sent, for example, from a user interface 505, such as from a manual shifting device, for example at a handlebar of a bicycle, and / or one or more sensors 506, such as a torque sensor, a speed sensor, a cadence sensor, and / or a heart rate monitor.

[0302] The first shift signal may be an upshift signal and the second shift signal may be a downshift signal. The control unit 500 may be configured to selectively control the first load-shift clutch and / or the second load-shift clutch and / or the third load-shift clutch (and optionally the CVT) to select the next higher system transmission ratio in response to receiving the upshift signal and to select the next lower system transmission ratio in response to receiving the downshift signal. The controller may also be configured to selectively control the first load-shift clutch and / or the second load-shift clutch and / or the third load-shift clutch to select the next second, next third, next fourth, next fifth, next sixth, next seventh, next eighth higher or lower system transmission ratio in response to receiving a bail-out signal. The bail-out signal may, for example, include the upshift signal and the downshift signal simultaneously or within a specified time interval.

[0303] Thus, the control unit 500 may be wirelessly connected to the first actuator 501, for example, for actuating the first clutch, for example, the first load-shift clutch C1, and wirelessly connected to the second actuator 502, for example, for actuating the second clutch, for example, the second load-shift clutch C2. The control unit 500 may also be wirelessly connected to the third actuator 503, for example, for actuating the CVT 403. The CVT 403 may be operated according to various gear ratios. Each CVT gear ratio may be pre-programmed and adapted to the gear ratios of the first transmission 100 and the second transmission 200. The power supply 507 may supply power, for example, electricity, to the control unit 500 and the actuators 501, 502, 503, the sensor 506 and / or the user interface 505. The power supply may, for example, include a battery. The control unit 500 may also be arranged to operate the electric motor 450. The control unit 500 may be configured to adjust the output power or output torque of the electric motor 450. The control unit 500 may also be configured to operate the clutch for coupling and decoupling the electric motor 450 with the transmission system. The electric motor 450 may be powered by a separate power source.The control unit 500 may, for example, include a look-up table to synchronize actuation of one or more actuators in response to a gear shift signal.

[0304] Fig.14 Shows something like Fig.13 An example of a transmission 200 in which the CVT 403 and the first transmission 100 are included in a first housing 490, and in which the second transmission 200 is included in a separate second housing 491. Here, the first housing 490 corresponds to a crank housing, and the CVT 403 and the second transmission 200 act as a crank transmission. Here, the second housing 491 corresponds to a hub housing, for example, partially formed by a hub shell of a driven wheel, and the second transmission acts as a hub transmission. It will be understood that, alternatively, the first housing may correspond to a hub housing, and the second housing may correspond to a crank housing. In this example, the first housing 490 also includes a control unit 500, a power source 507, an electric motor 450, and actuators 501, 503 for actuating the first transmission 100 and the CVT. In this example, the second housing 491 includes an actuator 502 for actuating the second transmission 200. The actuator 502 held by the second housing 491 is connected to the control unit 500 held by the first housing 491 via a wired or wireless connection. Here, the actuator 502 is powered by a power source 507 held by the first housing 490 , wherein in this example, power is supplied from the power source 507 to the actuator 502 via the control unit 500 .

[0305] Fig.24A bicycle 1000 is shown. The bicycle 1000 includes a frame 1002 having a front fork 1005 and a rear fork 1007, and a front wheel 1011 and a rear wheel 1013 located in the front fork and the rear fork, respectively. The bicycle 1000 also includes a crank 1017 and a front sprocket 1019. In this example, the CVT 403 and the first transmission 100 are interconnected between the crank 1017 and the front sprocket 1019. The bicycle 1000 also includes a rear sprocket 1021 and a rear hub 1022 of the rear wheel 1013, wherein a chain 1023 passes through the front sprocket 1019 and the rear sprocket 1021. In this example, the second transmission 200 is interconnected between the rear sprocket 1021 and the rear hub 1022. The CVT 403 can be arranged between the crank 1017 and the front sprocket 1019, specifically between the crank 1017 and the first transmission 100. The bicycle 1000 further comprises a control unit 500, which is here connected to the handlebars 1031. Here, the bicycle 1000 does not comprise a front derailleur and a rear derailleur.

[0306] In this document, the present invention is described with reference to specific examples of embodiments of the invention. However, it will be apparent that various modifications and changes may be made therein without departing from the spirit of the invention. For purposes of clarity and concise description, features are described herein as being part of the same or separate embodiments, however, alternative embodiments having a combination of all or some of the features described in these separate embodiments are also contemplated.

[0307] In the claims, any reference signs between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of other features or steps than those listed in a claim. Furthermore, the words "a" and "an" shall not be construed as being limited to "only one", but are used to mean "at least one" and do not exclude a plurality. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage.

Claims

1. A hub assembly for a wheel, the hub assembly comprising a hub shell for holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting one or more of the sensors and / or actuators to electrical components arranged externally of an electronic derailleur, the electrical connection interface being arranged to transmit power and / or electronic communication signals between the external electrical components and the one or more sensors and / or actuators.

2. The hub assembly according to claim 1, characterized in that The one or more sensors and / or actuators and the derailleur are powered by a common power source.

3. The hub assembly according to claim 2, characterized in that The power source includes a generator and / or a battery.

4. The hub assembly according to claim 3, characterized in that The derailleur includes a battery, for example mounted to the derailleur body, which is connected to power the derailleur and the sensor and / or actuator held by the hub housing.

5. The hub assembly according to claim 3 or 4, characterized in that: The hub housing holds the battery, and wherein the derailleur is connected to be powered by the battery held by the hub housing.

6. The hub assembly according to any one of claims 2 to 5, characterized in that: An axle, such as a through axle, is included, wherein the battery is mounted to or held by the axle for powering the one or more sensors and / or actuators held by the hub housing and the derailleur.

7. The hub assembly according to any one of claims 2 to 6, characterized in that: The derailleur includes the generator.

8. The hub assembly according to any one of claims 2 to 7, characterized in that: The hub housing holds the generator.

9. A hub assembly according to any one of the preceding claims, characterised in that The hub housing comprises a drive for connecting to a torque transmitting member and a hub shell for connecting to a driven wheel, wherein the hub assembly comprises a hub transmission capable of selectively operating according to at least two different gear ratios, the hub transmission being connected between the drive and the hub shell, wherein the one or more sensors and / or actuators comprises a shift actuator for operating the hub transmission to switch from one gear ratio to another gear ratio.

10. A hub assembly according to any one of the preceding claims, characterised in that The electrical connection interface is arranged to provide a wired electrical connection between the one or more sensors and / or actuators and external electrical components.

11. A hub assembly according to any one of the preceding claims, characterised in that The electrical connection interface is configured to connect to an external control unit, an external battery, an external user-operable shifter, and an external transmission.

12. A hub assembly according to any one of the preceding claims, characterised in that The connection interface comprises: a first connection part, the first connection part having a first electrical contact electrically connected to the one or more sensors and / or actuators; and a second connection part, the second connection part being releasably connectable to the first connection part and having a second electrical contact, the second electrical contact being arranged to be electrically connected to an external electrical component, wherein the first electrical contact and / or the second electrical contact are arranged to contact each other so as to conduct electrical signals therebetween when the first connection part and the second connection part are mechanically coupled to each other.

13. The hub assembly according to claim 12, characterized in that The second connection portion includes a battery electrically connected to the second electrical contact.

14. The hub assembly according to any one of claims 12-13, characterized in that: A third connection portion is included, which is arranged to be mechanically, electrically connected or capable of being, for example, releasably connected to the second connection portion.

15. The hub assembly according to claim 14, characterized in that The third connection portion includes an electrical cable for providing a wired conductive path between the second electrical contact and the external electrical component.

16. The hub assembly according to claim 14 or 15, characterized in that The third connection portion comprises a wireless transmitter and / or a receiver for providing a wireless communication channel between the third connection portion and the external electrical component.

17. The hub assembly according to any one of claims 12 to 16, characterized in that: The first electrical contact and the second electrical contact are arranged to provide at least two separate transmission channels, preferably at least three separate transmission channels, more preferably at least four separate transmission channels between the first connecting part and the second connecting part.

18. The hub assembly according to any one of claims 12 to 17, characterized in that: Both the first connection portion and the second connection portion include a through hole for receiving a through shaft therethrough.

19. The hub assembly according to any one of claims 12 to 18, characterized in that: The first connection portion is fixed to or integrated with the wheel axle, and the second connection portion is fixed to or integrated with the hub axle end cap.

20. The hub assembly according to any one of claims 12 to 19, characterized in that The first connecting portion and the second connecting portion are coaxially arranged relative to the wheel axis.

21. The hub assembly according to any one of claims 12 to 20, characterized in that: The first and second electrical contacts are radially oriented relative to the wheel axis.

22. The hub assembly according to any one of claims 12 to 21, characterized in that The first and second electrical contacts are annular and extend around the wheel axis in use.

23. The hub assembly according to any one of claims 12 to 22, characterized in that The first connection portion and the second connection portion are rotatable relative to each other about a wheel axis when the first electrical contact and the second electrical contact remain in contact.

24. The hub assembly according to any one of claims 12 to 23, characterized in that A bearing is arranged between the driver and the wheel axle for allowing the driver to rotate relative to the wheel axle around the wheel axis, wherein the first connecting portion is arranged between the bearing and the wheel axle in a radial direction.

25. The hub assembly of claim 24, wherein: The bearing is axially engaged by the second connecting portion.

26. The hub assembly according to any one of claims 12 to 25, characterized in that A seal is included which is arranged, in use, between the first connection part and the second connection part when the first connection part and the second connection part are connected.

27. The hub assembly according to any one of claims 12 to 26, characterized in that The second electrical contact is configured to be electrically connected to rear derailleur electronics.

28. The hub assembly according to any one of claims 12 to 27, characterized in that The second electrical contact is configured to be electrically connected to crank assembly electronics.

29. The hub assembly according to any one of claims 12 to 28, characterized in that The second electrical contact is configured to be electrically connected to a user-operable shifter.

30. A crank assembly for a bicycle, the crank assembly comprising: A crank housing for holding one or more sensors and / or actuators and an electrical connection interface for electrically connecting the one or more sensors and / or actuators to externally arranged electrical components, wherein the electrical connection interface is arranged to transmit power and / or electronic communication signals between the external electrical components and the one or more sensors and / or actuators.

31. The crank assembly according to claim 30, characterized in that The invention comprises an input shaft connected to a crank and an output shaft connected to a torque transmitting member, and a crank transmission which can be selectively operated according to at least two different gear ratios, the crank transmission being connected between the input shaft and the output shaft, wherein the one or more sensors and / or actuators comprise a shift actuator for operating the crank transmission to switch from one gear ratio to another gear ratio.

32. The crank assembly according to claim 31, characterized in that The input shaft and the output shaft are rotatable about a common drive axis, and wherein the crank assembly includes an electric motor connected to the input shaft or the output shaft, wherein the electric motor has a rotatable output member, which is rotatable about an electric motor output axis extending transverse to the drive axis.

33. A transmission system for a human powered vehicle, such as a bicycle, comprising: an electronically actuatable hub transmission having a first electronic actuator for selecting one of at least two different selectable gear ratios; an electronically actuatable derailleur having a second electronic actuator for selecting one of the plurality of rear sprockets; as well as A common power source is used to power both the first electric actuator and the second electric actuator.

34. The transmission system according to claim 33, characterized in that: The common source of electrical power includes a generator and / or a battery.

35. The transmission system of claim 34, wherein: The derailleur includes a battery, such as a battery mounted to the derailleur body.

36. The transmission system according to claim 34 or 35, characterized in that: A hub housing housing the hub transmission and the first electric actuator holds the battery.

37. The transmission system according to any one of claims 34 to 36, characterized in that: An axle, such as a through axle, is included, wherein the battery is mounted to or retained by the axle for powering the first and second electric actuators.

38. The transmission system according to any one of claims 34 to 37, characterized in that: The derailleur includes the generator.

39. The transmission system according to any one of claims 34 to 38, characterized in that: The hub housing holds the generator.

40. The transmission system according to any one of claims 34 to 39, characterized in that: The derailleur includes a control unit, for example mounted to a derailleur body, the control unit being configured to control the first and second electronic actuators.

41. The transmission system according to any one of claims 34 to 40, characterized in that: The hub housing houses a control unit configured to control the first and second electronic actuators.

42. Bicycle comprising a hub assembly according to any one of claims 1-29 and / or a crank assembly according to any one of claims 30-32 or a transmission system according to any one of claims 33-41.

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