Gear shifting system for a bicycle

Abstract

The present disclosure relates to a derailleur system for a bicycle comprising a derailleur mechanism having a first transmission path and a second transmission path. The derailleur system is movable from a first state in which the first transmission path is selected for transmitting torque and the second transmission path is deselected for not transmitting torque, to a second state associated with a second transmission ratio in which the second transmission path is selected for transmitting torque and the first transmission path is deselected for not transmitting torque. For a downshift, the derailleur system is configured to move from the first state to the second state by preselecting the second transmission path, followed by deselecting the first transmission path, wherein deselecting the first transmission path automatically results in selecting the second transmission path.

Description

Technical Field

[0001] This invention relates to a transmission system for human-powered vehicles or light electric vehicles, such as bicycles. Background Technology

[0002] Bicycle derailleur systems are known in themselves. Many bicycle derailleur systems are configured to provide a variety of different gear ratios.

[0003] One known type of bicycle derailleur system is based on a chain connecting the front and rear sprockets, wherein the rear sprocket is, for example, one of multiple rear sprockets coupled in a cassette, and is equipped with a rear derailleur to provide selectable different gear ratios. Alternatively or additionally, the front sprocket is one of multiple front sprockets and is equipped with a front derailleur to provide selectable different gear ratios.

[0004] Another known type of bicycle derailleur system uses a closed derailleur. This closed derailleur can be, for example, a bicycle hub derailleur with internal gears. It can also be a crank unit with internal gears. Closed derailleurs can be used in conjunction with derailleur systems.

[0005] A potential drawback of current closed-loop transmission systems is the lack of diverse gear ratios. A common disadvantage of current closed-loop transmission systems with more gear ratios is their increased weight.

[0006] WO2024 / 180094 describes a bicycle derailleur including an axle shaft, at least one sun gear rotatably mounted around the axle shaft, at least one clutch mechanism, and a camshaft for actuating the at least one clutch mechanism. The clutch mechanism is configured to selectively prevent the at least one sun gear from rotating about the axle shaft in a first rotational direction in a first operating mode, and to selectively prevent the at least one sun gear from rotating about the axle shaft in an opposite second rotational direction in a second operating mode. Each clutch mechanism includes a first engagement member and a second engagement member configured to be actuated by the camshaft such that the first engagement member selectively engages with a corresponding sun gear in the first operating mode, and the second engagement member selectively engages with a corresponding sun gear in the second operating mode. Summary of the Invention

[0007] The object of this invention is to provide an improved transmission system for human-powered vehicles or light electric vehicles, such as bicycles. It is understood that the transmission system can be used in various vehicles, such as bicycles or other human-powered vehicles or light electric vehicles. The object of this invention is to provide an improved transmission system for human-powered vehicles or light electric vehicles, such as bicycles.

[0008] According to one aspect, a transmission system for a human-powered vehicle, such as a bicycle, is provided, including a shift mechanism having a first transmission path and a second transmission path between an input and an output for selectively transmitting torque according to a first gear ratio or a second gear ratio; wherein the first gear ratio provides a greater increase in rotational speed than the second gear ratio, or wherein the first gear ratio provides a smaller decrease in rotational speed than the second gear ratio; wherein the transmission system is movable from a first state to a second state associated with the first gear ratio, in which the first transmission path is selected to transmit torque and the second transmission path is deselected to not transmit torque, the second state being associated with the second gear ratio, in which the second transmission path is selected to transmit torque and the first transmission path is deselected to not transmit torque, wherein the transmission system is configured to move from the first state to the second state by pre-selecting the second transmission path and subsequently deselecting the first transmission path, wherein deselecting the first transmission path automatically results in the selection of the second transmission path. It is understandable that since the selection of the second drive path is automatically triggered, there is no need to use an actuator, such as an electric actuator.

[0009] Optionally, it includes a first clutch or brake mechanism associated with a first transmission path and a second clutch or brake mechanism associated with a second transmission path.

[0010] Optionally, in the first state, the first clutch or brake mechanism is in a one-way torque transmission mode, transmitting torque from the input to the output via a first transmission path in a first rotational direction, while the second clutch or brake system is in a two-way mode, allowing relative rotation between the input and output in the first rotational direction and in the opposite second rotational direction; in the second state, the second clutch or brake mechanism is in a one-way torque transmission mode, transmitting torque from the input to the output via a second transmission path in the first rotational direction, while the first clutch or brake mechanism is in a two-way mode, allowing relative rotation between the input and output in the first rotational direction and in the second rotational direction; and wherein the transmission system is configured to move from the first state to the second state by moving the second clutch or brake mechanism from its two-way mode to a one-way ratchet mode that allows relative rotation between the input and output in the second rotational direction, and then moving the first clutch or brake mechanism from its one-way torque transmission mode to its two-way mode; wherein moving the first clutch or brake mechanism from its one-way torque transmission mode to its one-way mode automatically causes the second clutch or brake mechanism to move from its one-way ratchet mode to its one-way torque transmission mode.

[0011] Therefore, one aspect can provide a transmission system for a human-powered vehicle, such as a bicycle, including a shift mechanism having a first transmission path and a second transmission path between an input and an output for selectively transmitting torque according to a first gear ratio or a second gear ratio; wherein the first gear ratio provides a greater increase in rotational speed than the second gear ratio, or wherein the first gear ratio provides a smaller decrease in rotational speed than the second gear ratio; a first clutch or brake mechanism associated with the first transmission path and a second clutch or brake mechanism associated with the second transmission path; wherein the transmission system is movable from a first state to a second state, the first state being associated with the first gear ratio, in which the first clutch or brake mechanism is in a unidirectional torque transmission mode, transmitting torque from the input to the output via the first transmission path in a first rotational direction, while the second clutch or brake mechanism is in a bidirectional mode, allowing the input and output to transmit torque in a unidirectional manner. The outputs rotate relative to each other in a first rotational direction and in the opposite second rotational direction; the second state refers to the second clutch or brake mechanism being in a unidirectional torque transmission mode, transmitting torque from the input to the output through a second transmission path in the first rotational direction, while the first clutch or brake mechanism is in a bidirectional mode, allowing relative rotation between the input and output in the first and second rotational directions; and wherein the transmission system is configured to move from the first state to the second state by moving the second clutch or brake mechanism from its bidirectional mode to a unidirectional ratchet mode that allows relative rotation between the input and output in the second rotational direction, and then moving the first clutch or brake mechanism from its unidirectional torque transmission mode to its bidirectional mode; wherein moving the first clutch or brake mechanism from its unidirectional torque transmission mode to its bidirectional mode automatically causes the second clutch or brake mechanism to move from its unidirectional ratchet mode to its unidirectional torque transmission mode.

[0012] Optionally, the first clutch or brake mechanism includes a first engagement member, such as a first clutch pawl, for transmitting torque between the first rotating member and the clutch unit in a first rotational direction, and wherein the second clutch or brake mechanism includes a second engagement member, such as a second clutch pawl, for transmitting torque between the second rotating member and the clutch unit in a first rotational direction.

[0013] Optionally, in a first state, the first engagement member is in a unidirectional torque transmission mode to transmit torque between the first rotating member and the clutch unit in a first rotational direction, while the second engagement member is in a bidirectional mode to allow the second rotating member and the clutch unit to rotate relative to each other in the first rotational direction and in the opposite second rotational direction; in a second state, the second engagement member is in a unidirectional torque transmission mode to transmit torque between the second rotating member and the clutch unit in the first rotational direction, while the first engagement member is in a bidirectional mode to allow the first rotating member and the clutch unit to rotate relative to each other in the first rotational direction and in the second rotational direction; and wherein the transmission system is configured to move from the first state to the second state by moving the second engagement member from its bidirectional mode to a unidirectional ratchet mode that allows the second rotating member and the clutch unit to rotate relative to each other in the second rotational direction, and then moving the first engagement member from its unidirectional torque transmission mode to its bidirectional mode; wherein moving the first engagement member from its unidirectional torque transmission mode to its bidirectional mode automatically causes the second engagement member to move from its unidirectional ratchet mode to its unidirectional torque transmission mode.

[0014] Optionally, the transmission system includes an actuator cam having a first cam lob and a second cam lob, the first cam lob and the second cam lob being configured to cooperate with a first engagement member and a second engagement member, respectively.

[0015] Optionally, in a first state, the first cam lob pushes the first engaging member to hold, in particular, lock the first engaging member in its unidirectional torque transmission mode, while the second cam lob releases the second engaging member to allow the second engaging member to assume its bidirectional mode; in a second state, the second cam lob pushes the second engaging member to hold, in particular, lock the second engaging member in its unidirectional torque transmission mode, while the first cam lob releases the first engaging member to allow the first engaging member to assume its bidirectional mode; wherein the transmission system is configured to move from the first state to the second state by pushing the second engaging member to its unidirectional ratchet mode with the second cam lob, and subsequently releasing the first engaging member from the first cam lob; wherein releasing the first engaging member from the first cam lob automatically moves the second engaging member from its unidirectional ratchet mode to its unidirectional torque transmission mode. Optionally, the engaging member is disengaged by spring bias, and the cam lob can only force the engaging member to engage.

[0016] Optionally, the transmission mechanism includes a planetary gear set.

[0017] Optionally, the planetary gear set includes a planet carrier, a ring gear, a first sun gear, and a second sun gear. The planet carrier carries a stepped planetary gear having a first radius and a second radius. The ring gear meshes with the stepped planetary gear. The first sun gear meshes with the stepped planetary gear at the first radius, and the second sun gear meshes with the stepped planetary gear at the second radius.

[0018] Optionally, the first rotating member is associated with the first sun gear, and the second rotating member is associated with the second sun gear.

[0019] Optionally, the first cam cam angle and the second cam cam angle are each included in the platform section between the two ramp sections.

[0020] Optionally, the transmission system can move from a first state to a second state via an intermediate state, or vice versa, in which the platform segment of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and the platform segment of the second cam lobe positions the second engagement member in its one-way ratchet mode.

[0021] Optionally, the transmission system can move from a first state to a second state via an intermediate state, or vice versa, in which the edge of the platform segment of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and the edge of the platform segment of the second cam lobe positions the second engagement member in its one-way ratchet mode.

[0022] Optionally, the transmission system can move from a first state to a second state via an intermediate state, or vice versa, in which one of the ramp segments of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and one of the ramp segments of the second cam lobe positions the second engagement member in its one-way ratchet mode.

[0023] Optionally, the actuator cam may be coupled to the actuator via an elastic member to achieve elasticity of the actuator cam in its actuation direction.

[0024] Optionally, the actuator cam is actuated in two opposite directions, and the actuator cam is elastic in both actuation directions.

[0025] Optionally, the first cam cam angle and the second cam cam angle are elastically connected to each other in the actuation direction of the actuator cam to achieve relative movement between the first cam cam angle and the second cam cam angle.

[0026] Optionally, the actuator cam is or includes a camshaft that holds a first cam cam angle and a second cam cam angle.

[0027] Optionally, the system includes an electric actuator for actuating the movement of the transmission system from a first state to a second state.

[0028] Optionally, the electric actuator is configured to actuate the transmission system from a first state to a second state, or vice versa, and to pause actuation in an intermediate state before continuing actuation to the second state.

[0029] Optionally, the electric actuator is configured to pause actuation for a predetermined period of time.

[0030] Optionally, the system includes a detector configured to detect whether the first clutch mechanism and / or the second clutch mechanism are in their one-way ratchet mode and generate an associated detector signal, wherein the electric actuator is configured to pause actuation for a period of time based on the detector signal.

[0031] Optionally, the system includes a detector capable of measuring the angular position of the camshaft, and the detector is located on the electric actuator and / or between the electric actuator and the camshaft and / or the elastic member.

[0032] Alternatively, the clutch or brake mechanism is configured to disengage under load.

[0033] Optionally, the first clutch or braking mechanism and the second clutch or braking mechanism are configured to move from their unidirectional torque transmission mode to their bidirectional mode.

[0034] Optionally, the first clutch or brake mechanism and the second clutch or brake mechanism in their engaged positions include complementary engagement surfaces for transmitting torque, wherein these complementary engagement surfaces are configured to be pushed away from engagement when transmitting torque.

[0035] According to one aspect, an internal gear transmission hub is provided, which includes one or more clutches or braking systems as described herein.

[0036] According to one aspect, an internal gear bicycle crank transmission is provided, which includes one or more clutches or braking systems as described herein.

[0037] According to one aspect, a human-powered vehicle or light electric vehicle, such as a bicycle, is provided, which includes one or more clutch or braking systems, hub gearboxes and / or crank gearboxes as described herein.

[0038] It will be understood that any of the aspects, features, and options described herein may be combined. Any aspects, features, and options described regarding this transmission system also apply to transmissions as well as to human-powered vehicles or lightly electric vehicles, such as bicycles. Attached Figure Description

[0039] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings, in which: Figure 1 A schematic example of a transmission system for a human-powered vehicle is shown; Figure 2A and Figure 2B A schematic example of a clutch mechanism for a transmission system in a manually driven vehicle is shown. Figure 3A and Figure 3B A schematic example of a clutch mechanism for a transmission system in a manually operated vehicle is shown. Figures 4A to 4C The diagram illustrates schematic examples of clutch mechanisms in different states; Figures 5A to 5C The diagram illustrates schematic examples of clutch mechanisms in different states; Figures 6A to 6C The diagram illustrates schematic examples of clutch mechanisms in different states; Figure 7 A bicycle is shown. Detailed Implementation

[0040] Figure 1 An example of a transmission system 1000 for a human-powered vehicle or a light electric vehicle, such as a bicycle, is shown. The transmission system 1000 includes a gear mechanism, which in this example includes a planetary gear mechanism. The planetary gear mechanism includes a ring gear RG, a planet carrier PC, and multiple different sun gears SG1-SG4. The planet carrier PC carries four stepped planetary gears with different radii PG1-PG4. The sun gears SG1-SG4 mesh with the stepped planetary gears at their respective planetary gear radii PG1-PG4.

[0041] The transmission system 1000 is configured to provide multiple different gear ratios. To select one of the gear ratios, braking mechanisms B1-B4 can be used to brake one of the sun gears SG1-SG4 onto the axle axle AX. Braking mechanisms B1-B4 can be the braking mechanisms described herein, or other types of braking mechanisms.

[0042] Optionally, clutch mechanisms C1 and C2 can be provided for selectively engaging the input clutch to the ring gear RG or planet carrier PC, and selectively engaging the planet carrier PC or ring gear RG to the output clutch O. Freewheels F1-F4 can be used to supplement clutch mechanisms C1 and C2. Clutch mechanisms C1 and C2 can be, for example, the clutch mechanisms described herein, or any other clutch mechanism. Particularly when using clutch mechanisms C1 and C2, the sun gears SG1-SG4 may need to be selectively braked in both the forward and backward rotational directions.

[0043] In the example, the transmission system 1000 includes an electric drive unit for propelling or assisting in propelling the bicycle. This electric drive unit may be concentrically mounted around the axle axle AX. Alternatively, the electric drive unit may be at least partially mounted inside the axle axle AX. The electric drive unit may include an electric motor. The electric motor may include a stator and a rotor. The electric drive unit may include a planetary gear set. The electric drive unit may include a rotation sensor and / or a position sensor.

[0044] WO2024 / 180094 also describes an example of a transmission mechanism that cooperates with the clutch mechanism described herein, the entire contents of which are incorporated herein by reference. It will be understood that other transmission mechanisms are also suitable for use in conjunction with the clutch mechanism described herein.

[0045] Figures 2A to 3B An example of a clutch or brake mechanism 100 is shown, for example, for use as... Figure 1 The exemplary transmission mechanism 1000 is shown. The clutch or brake mechanism 100 is configured to transmit torque between an input section I arranged to be connected to a torque source and an output section O arranged to be connected to a load.

[0046] The clutch or brake mechanism 100 includes a first unit 1. The first unit 1 may be associated with, for example, a rotating component of the transmission mechanism, such as being rotatably coupled to, the rotating component or a portion thereof. For example, the first unit may be fixed to, as... Figure 1 On one of the sun gears SG1-SG4 of the exemplary transmission system shown. The first unit 1 can be connected to either the input section I or the output section O. In this example, the first unit 1 is connected to the input section. The first unit 1 includes a first engagement surface 11. Here, the first unit 1 includes a plurality of first engagement surfaces 11, such as three, four, five, six, eight, ten, or twelve first engagement surfaces 11, or any other suitable number. Here, the first engagement surfaces 11 form an inclined first side of the teeth 10 of the first unit 1.

[0047] The mechanism 100 includes a second unit 2. The second unit 2 can be connected to either the output unit O or the input unit I. In this example, the second unit 2 is connected to the output unit O.

[0048] The mechanism 100 includes a third unit 3. In this example, the third unit 3 includes an actuator cam 31, which is represented here as a camshaft 31 with a cam cam angle 32.

[0049] The second unit 2 includes an engagement member, here a clutch pawl 4. In this example, the clutch pawl 4 has a second engagement surface 41 arranged to selectively engage the first engagement surface 11 of the first unit 1. In this example, the clutch pawl 4 includes a torque transmission portion 42 configured to engage the second unit 2. Here, the clutch pawl 4 is configured to pivot about a pivot axis 44 passing through the torque transmission portion 42 relative to the remainder of the second unit 2. In this example, the clutch pawl 4 includes a base portion 43 configured to contact the third unit 3, here an actuator cam 31.

[0050] In this example, unit 1, unit 2, and unit 3 are all concentric around a common central axis A. However, the mechanism 100 can also be designed differently.

[0051] The mechanism 100 is configured to selectively operate in a bidirectional mode and a unidirectional mode. In bidirectional mode, the actuator pawl 4 allows the first unit 1 to move, preferably without obstruction, relative to the second unit 2 in both a first direction and an opposite second direction. Here, the first direction is a first rotational direction R1. Here, the second direction is a second rotational direction R2. In unidirectional mode, the actuator pawl 4 is either in a unidirectional torque transmission mode or a unidirectional ratchet mode. In unidirectional torque transmission mode, as... Figure 2B As shown, the clutch pawl 4 prevents the first unit 1 from moving relative to the second unit 2 in a first direction R1, and preferably allows the first unit 1 to move relative to the second unit 2 in a second direction R2. The clutch or brake mechanism 100 can be configured to clutch-engage the first unit 1 relative to the second unit 2. For example, both the first unit 1 and the second unit 2 can be rotatable, such that in a one-way mode, in the first direction R1, the first unit 1 can be rotatably coupled to the second unit 2 to drive the second unit 2 to rotate, thereby preventing relative rotation of the first unit 1 relative to the second unit 2 in the first direction. The clutch or brake mechanism 100 can also be configured to brake the first unit 1 relative to the second unit 2. For example, the first unit 1 can be rotatable, while the second unit 2 is fixed, such that in a one-way mode, rotation of the first unit 1 in the first direction R1 can be prevented.

[0052] In this example, the clutch pawl 4 is configured to move between its two-way mode and its one-way mode, which is pivoting.

[0053] Figure 2AAn example of mechanism 100 in bidirectional mode is shown. Here, the clutch pawl 4 allows the first unit 1 to move relative to the second unit in a first direction R1 and a second direction R2. In this example, the third unit 3 in bidirectional mode is in a rotational position relative to the clutch pawl 4, such that the base portion 43 is not engaged by the cam lobe 32. Therefore, here, the clutch pawl 4 is disengaged from the first unit 1. Here, in bidirectional mode, the clutch pawl 4 pivots radially away from the first unit 1. Here, in bidirectional mode, the clutch pawl 4 pivots radially inward toward the third unit 3. Here, in bidirectional mode, the second engagement surface 41 of the clutch pawl 4 is positioned outside the movement trajectory of the first engagement surface 11. Figure 2A As shown, the second mating surface 41 is positioned such that when the first unit 1 rotates relative to the second unit 2 in the first direction R1 and the second direction R2, the first mating surface 11 cannot engage it.

[0054] Figure 2B An example of a system in unidirectional torque transmission mode is shown. Figure 2B In the example, in the unidirectional torque transmission mode, the first unit 1 moves relative to the second unit 2 in the first direction R1. Here, in the unidirectional torque transmission mode, the actuator cam 31 is in a second position to position the clutch pawl 4 such that the second engagement surface 41 of the clutch pawl 4 remains, in particular, locked, engaged with the first engagement surface 11 to prevent movement of the first unit 1 relative to the second unit 2 in the first direction R1. In this example, the third unit 3 in the unidirectional torque transmission mode is in a rotational position relative to the clutch pawl 4 such that the base portion 43 is engaged by the cam cam lobe 32. Here, in the torque transmission mode, the clutch pawl 4 pivots radially toward the first unit 1. Here, in the torque transmission mode, the clutch pawl 4 pivots radially away from the third unit 3. Here, in the torque transmission mode, the second engagement surface 41 of the clutch pawl 4 is positioned in the movement trajectory of the first engagement surface 11. Figure 2B As shown, the second engagement surface 41 is positioned such that when the first unit 1 rotates relative to the second unit 2 in the first direction R1, the first engagement surface 11 engages it. In this example, in the unidirectional torque transmission mode, when the first unit 1 rotates relative to the second unit 2 in the first direction R1, the second engagement surface of the clutch pawl remains engaged with the first engagement surface. It can be understood that in Figure 2B In this configuration, the cam cam lob 32 is positioned to contact the base portion 43, preventing the clutch pawl 4 from pivoting and thus preventing the second engagement surface 41 from disengaging from the first engagement surface 11, for example, even if the engagement surfaces 11, 41 are arranged to push the clutch pawl 4 away from engagement. It is also clear that moving the cam lob 32 from... Figure 2B The position shown is moved to the position where the cam is not engaged at the base (e.g., as shown). Figure 2A(As shown). The second mating surface 41 will disengage from the first mating surface 11. This disengagement can occur under load, i.e., when torque is being transmitted from the first mating surface 11 to the second mating surface 41, and vice versa.

[0055] In this example, the second unit 2 has a seat 22. The seat 22 is configured to engage the torque transmission portion 42 of the clutch pawl 4 (although a gap may be drawn between the torque transmission portion 42 and the seat 22 in the figures for clarity). Specifically, the seat 22 is configured to receive torque from or transmit torque to the clutch pawl 4. The seat has a first end 22A and a second end 22B. Figure 2B In the example, the torque transmission portion 42 engages the seat portion at its first end 22A. Here, movement of the first unit 1 relative to the second unit 2 in a first direction R1 causes the torque transmission portion 42 to contact the second unit 2 at a first position, specifically at the first end 22A of the seat portion 22. The first end 22A may form a rigid stop to securely support torque from / to the clutch pawl 4. The first end 22A may include a shape complementary to the torque transmission portion 42. The seat portion 22 here includes a contact surface 24 that is inclined in the direction of the second engagement surface 41 and away from the first unit 1. The contact surface 24 here is inclined in the direction of the second direction R2 and away from the first unit 1. The contact surface 24 here is inclined in the direction of the third unit 3. Here, the contact surface 24 is substantially flat. The contact surface 24 is configured to accommodate translation of the torque transmission portion along the contact surface 24.

[0056] Figure 3A An example of a system in unidirectional ratchet mode is shown. Figure 3A In the example, in the one-way ratchet mode, the first unit 1 moves relative to the second unit 2 in the second direction R2. Figure 3A In the middle, the clutch pawl 4 is positioned with Figure 2B The positions are the same. Unit 1 is already relative to... Figure 2B The first unit 1 has a gripping surface 12 configured to engage the clutch pawl 4 in a second direction R2 in a one-way ratchet mode. Here, the gripping surface 12 is formed by a second side of the teeth 10 opposite to the first engagement surface 11. When in the one-way ratchet mode, the first unit 1 moves relative to the second unit 2 in the second direction R2, and the gripping surface 12 engages the clutch pawl 4. Figure 3A In the example, the gripping surface 12 engages the protrusion 45 of the clutch pawl 4 to drive the clutch pawl 4 in the second direction R2.

[0057] Figure 3B An example of a system in unidirectional ratchet mode is shown. Figure 3BIn the example, in the one-way ratchet mode, the first unit 1 moves relative to the second unit 2 in the second direction R2. Figure 3B In the middle, the first unit 1 is already relative to Figure 3A The position shown is moved further. For example... Figure 3A As shown, in the one-way ratchet mode, by moving the clutch pawl 4 along with the first unit 1 relative to the second unit 2 in the second direction R2, movement of the first unit 1 relative to the second unit 2 in the second direction R2 is permitted. Therefore, the first unit 1 can rotate freely in the second rotational direction, causing the clutch pawl 4 to ratchet. The movement of the first unit 1 relative to the second unit 2 in the second direction R2 causes the torque transmission portion 42 to contact the second unit 2 at a second position, such that the second engagement surface 41 of the clutch pawl 4 is positioned to allow the first unit 1 to rotate relative to the second unit 2 in the second rotational direction R2. Here, the second position is at or near the second end 22B of the seat 22. In the one-way ratchet mode, when the first unit 1 moves in the second direction R2, the clutch pawl 4 moves in the second direction R2 and, in particular, translates in a direction away from the first engagement surface 41 to allow movement of the first unit 1 in the second direction R2. When the clutch pawl 4 moves along the second direction R2 in the one-way ratchet mode, the torque transmission portion 42 moves away from the first unit 1, for example, along the direction of the third unit 3. Similarly, in the one-way ratchet mode, when the clutch pawl 4 moves along the second direction R2, the contact surface of the base portion 43 moves relative to the third unit 3, here relative to the cam cam angle 32, in the second direction R2.

[0058] Understandable. Figures 2A to 3B It is described based on the relative movement of the first unit 1 with respect to the second unit 2. It can be understood that the movement of the first unit 1 with respect to the second unit 2 may include a) the movement of the first unit 1 when the second unit 2 is stationary, b) the movement of both the first unit 1 and the second unit 2, and c) the movement of the second unit 2 when the first unit 1 is stationary. Figures 2A to 3B This is described with the first unit 1 connected to the input section I and the second unit 2 connected to the output section O. It will be clear that it is also possible for the second unit 2 to be connected to the input section I and the first unit 1 to be connected to the output section O. Figures 2A to 3B In the example, Unit 1 and Unit 2 are concentric. As will become clear from the following text, this is not a strict requirement.

[0059] Figures 2A to 3B The cam cam 32 in the example includes a plateau segment 33 that extends from the common axis A with a constant radius. The plateau segment 33 extends between two ramp segments 34 and 35 of the cam cam 32. In this example, the shape of the cam cam 32 converts the rotation of the actuator cam 31 relative to the second unit 2 into the pivoting motion of the clutch pawl 4.

[0060] In this example, the actuator cam 31 can move indefinitely in one actuation direction. In such a case... Figures 2A to 3B In the example shown, the actuator cam 31 can rotate infinitely counterclockwise about axis A. Therefore, one of the two ramp segments 34 can be an engaging ramp segment for moving the clutch pawl 4 into the engaging range of the first unit 1, while the other of the two ramp segments 35 can be a disengaging ramp segment for moving the clutch pawl 4 out of the engaging range of the first unit 1. In this example, the cam lobes 32 are symmetrical because the two ramp segments 34, 35 are essentially mirror images of each other; however, it can be understood that the shapes, such as the ramp angles, of the two ramp segments 34, 35 can differ from each other.

[0061] Figures 4A to 6C Another example of a clutch or brake mechanism 100 is shown, similar to Figures 2A to 3B Example. In this example, the clutch mechanism 100 includes a first clutch mechanism and a second clutch mechanism, the first clutch mechanism in Figures 4A to 6C As shown on the left, the second clutch mechanism is... Figures 4A to 6C The clutch mechanism is shown on the right side. It includes two clutch pawls, namely a first clutch pawl 4A and a second clutch pawl 4B, which are associated with the first clutch mechanism and the second clutch mechanism, respectively. Here, the first clutch pawl 4A and the second clutch pawl 4B are movably connected to the same second unit 2. The second clutch unit 2 is in... Figures 4A to 6C Set the center to transparent for clear display.

[0062] In this example, the first unit 1 includes two rotating members, namely a first rotating member 1A and a second rotating member 1B. The first rotating member 1A and the second rotating member 1B can rotate relative to each other. For example, the first rotating member 1A can be associated with one of the sun gears SG1-SG4, while the second rotating member 1B can be associated with the other of the sun gears SG1-SG4, such as... Figure 1 As shown in the example, a first clutch pawl 4A is arranged to engage a first rotating member 1A, and a second clutch pawl 4A is arranged to engage a second rotating member 1B. In this example, the actuator cam 31 includes a first cam lob 32A and a second cam lob 32B for cooperating with the first clutch pawl 4A and the second clutch pawl 4B, respectively. The first cam lob 32A and the second cam lob 32B can, for example, be arranged on a common camshaft, such as being axially spaced from each other. Although the first clutch mechanism and the second clutch mechanism are... Figures 4A to 6C They are displayed side-by-side, but in practice they can be arranged coaxially around axis A and axially spaced apart from each other, for example, according to... Figure 1 Example. Figures 4A to 6CThe first clutch or brake mechanism 100 and the second clutch or brake mechanism 100 can, for example, form Figure 1 Any two of the braking mechanisms B1-B4 in the example.

[0063] Figure 4A , Figure 5A and Figure 6A The clutch mechanism 100 in a first state is shown. In the first state, the first clutch mechanism is in its unidirectional torque transmission mode, while the second clutch mechanism is in its bidirectional mode. More specifically, in the first state, the first cam lob 32A holds the first clutch pawl 4A engaged with the first unit, while the second cam lob 32B releases the second clutch pawl 4B to disengage it from the first unit 1. The first clutch pawl 4A is held engaged, particularly by the platform section 34A of the first cam lob 32A. In the first state, the clutch mechanism 100 can cause the transmission system 1000 to operate according to a first gear ratio. For example, in the first state, the clutch mechanism 100 brakes. Figure 1 In the example, one of the sun gears SG1-SG4 is used to establish a torque transmission path between the input section I and the output section O of the transmission system 1000. Here, in the first state, the first rotating member 1A and the second rotating member 1B rotate in opposite rotational directions D1 and D2.

[0064] Figure 4C , Figure 5C and Figure 6C The clutch mechanism 100 in its second state is shown. In the first state, the first clutch mechanism is in its bidirectional mode, while the second clutch mechanism is in its unidirectional torque transmission mode. More specifically, in the second state, the second cam lobe 32B keeps the second clutch pawl 4B engaged with the first unit 1, while the second cam lobe 32B releases the first clutch pawl 4A, disengaging the first clutch pawl 4B from the first unit 1. The second clutch pawl 4B is maintained engaged particularly through the platform section 34B of the second cam lobe 32B. In the second state, the clutch mechanism 100 can cause the transmission system 1000 to operate according to a second gear ratio different from the first gear ratio. Here, in the second state, the first rotating member 1A and the second rotating member 1B rotate in the same rotational directions D1, D2. Therefore, the rotational direction of the first rotating member 1B has been reversed relative to the first state.

[0065] Figure 4B , Figure 5B and Figure 6BThe clutch mechanism 100 is shown in an intermediate state. The clutch mechanism 100 moves from a first state to a second state via this intermediate state. In the intermediate state, relative to the first state, the first clutch mechanism maintains its unidirectional torque transmission mode, while the second clutch mechanism has moved to its unidirectional ratchet mode. More specifically, the second clutch pawl 4B is actuated by the second cam lob 32B, while the first clutch pawl 4A continues to be actuated by the first cam lob 32A. Here, in the intermediate state, the first clutch pawl 4A and the second clutch pawl 4B are simultaneously actuated by the first cam lob 32A and the second cam lob 32B, respectively. In the intermediate state, only one of the first clutch pawl 4A or the second clutch pawl 4B transmits torque between the first unit 1 and the second unit 2. The other of the first clutch pawl 4A and the second clutch pawl 4B undergoes ratchet motion, for example, being overtaken in the reverse direction. In these examples, the first clutch pawl 4A transmits torque in the intermediate state, while the second clutch pawl 4B undergoes ratchet motion. Therefore, in the intermediate state, the first clutch mechanism is in its one-way torque transmission mode, while the second clutch mechanism is in its one-way ratchet mode. In the intermediate state, the clutch mechanism 100 causes the transmission system 1000 to operate according to the gear ratio that provides the maximum output speed, which is here the first gear ratio. Here, in the intermediate state, the first rotating member 1A and the second rotating member 1B rotate in opposite directions of rotation. The transition from the intermediate state to the second state causes the rotation direction D2 of the second rotating member 1B to reverse, while the rotation direction D1 of the first rotating member 1A remains unchanged.

[0066] The clutch mechanism 100 is configured to move from a first state to a second state via this intermediate state. Therefore, moving the clutch mechanism from the first state to the second state will result in a downshift.

[0067] exist Figures 4A to 4C In the example, in the first and second states, the first clutch pawl 4A and the second clutch pawl 4B are respectively driven by the platform segments 33A and 33B of the corresponding first cam lobes 32A and 32B. Figure 4B In the intermediate state shown, the first clutch pawl 4A and the second clutch pawl 4B are simultaneously driven by the platform sections 33A and 33B of the corresponding first cam cam angle 32A and second cam cam angle 32B.

[0068] exist Figures 5A to 5C In the example, in the first and second states, the first clutch pawl 4A and the second clutch pawl 4B are respectively driven by the platform segments 33A and 33B of the corresponding first cam lobes 32A and 32B. Figure 5BIn the intermediate state shown, the first clutch pawl 4A and the second clutch pawl 4B are simultaneously pushed by the edges of the platform sections 33A and 33B, exactly at the transition point from the platform sections 33A and 33B to their adjacent ramp sections 34A and 35B.

[0069] exist Figures 6A to 6C In the example, in the first and second states, the first clutch pawl 4A and the second clutch pawl 4B are respectively driven by the platform segments 33A and 33B of the corresponding first cam lobes 32A and 32B. However, in the intermediate state, as... Figure 6B As shown, the first clutch pawl 4A and the second clutch pawl 4B are simultaneously actuated by the ramp sections 34A and 35B of their respective cam lobes 32A and 32B. Therefore, in this arrangement, the first clutch pawl 4A and the second clutch pawl 4B cannot be simultaneously supported by their associated platform sections 33A and 33B. In each state, either the first clutch pawl 4A or the second clutch pawl 4B is actuated by the platform sections 33A and 33B of their associated cam lobes 32A and 32B.

[0070] Figure 7 An example of a bicycle 10 is shown. The bicycle includes a frame 1002 and a front fork 1005. The bicycle includes a handlebar 1003. A front wheel 1011 is mounted to the front fork 1005. The frame 1002 includes a rear fork 1007, on which a rear wheel 1013 is mounted. A crank bridge 1004 is mounted to the frame 1002. The crank bridge 1004 can be connected to a housing 308, which is connected to the frame. Pedals 1017 are connected to the crank bridge 1004. A front sprocket 1009 is also connected to the crank bridge 1004. A crank derailleur, providing multiple selectable gear ratios, can be provided at the crank, between the crank bridge 1004 and the front sprocket 1009. The crank derailleur may include one or more derailleur systems 1000 as described herein. The rear wheel is provided with a hub 1022. A rear sprocket 1021 is connected to the hub. The wheel hub may include a hub derailleur that provides multiple selectable gear ratios. The hub derailleur may include one or more derailleur systems 1000 as described herein. In this example, the rear sprocket 1021 is connected to the wheel hub 1022. The crank bridge 1004 is connected to the front sprocket 1009 via the derailleur system 1000, as described above. The front sprocket 1009 drives the rear sprocket 1021 via an annular member such as a chain or belt. In this example, the bicycle 1 includes a shifter 1024 configured to send shift control signals to a receiver of the control electronics 150 of the derailleur system 100.

[0071] The invention has been described herein with reference to specific examples of embodiments thereof. However, it will be apparent that various modifications and changes may be made therein without departing from the spirit of the invention. For the purposes of clarity and concise description, features are described herein as part of the same or different embodiments; however, alternative embodiments having combinations of all or some of the features described in these different embodiments are also contemplated.

[0072] However, other modifications, variations, and alternatives are also possible. Therefore, the specifications, drawings, and examples should be viewed in an illustrative rather than restrictive sense.

[0073] In the claims, any reference numerals within parentheses should not be construed as limiting the scope of the claims. The word “comprising” does not exclude the presence of other features or steps besides those listed in the claims. Furthermore, the words “a” and “an” should not be construed as limited to “only one”, but are used to mean “at least one” and do not exclude multiple. The mere restatement of certain illustrated facts in mutually different claims does not indicate that combinations of these measures cannot be advantageously used.

Claims

1. A transmission system for a human-powered vehicle, such as a bicycle, comprising: A transmission mechanism having a first transmission path and a second transmission path between an input section and an output section, for selectively transmitting torque according to a first transmission ratio or a second transmission ratio; Wherein, the first gear ratio provides a greater increase in rotational speed than the second gear ratio, or wherein the first gear ratio provides a smaller decrease in rotational speed than the second gear ratio; The transmission system can be from The system moves from a first state to a second state, where the first state is associated with the first gear ratio. In the first state, the first transmission path is selected to transmit torque, and the second transmission path is deselected to prevent torque transmission. The second state is associated with the second gear ratio. In the second state, the second transmission path is selected to transmit torque, and the first transmission path is deselected to prevent torque transmission. The transmission system is configured to move from the first state to the second state by pre-selecting the second transmission path and then deselecting the first transmission path, wherein deselecting the first transmission path automatically results in the selection of the second transmission path.

2. The system according to claim 1, characterized in that, It includes a first clutch or brake mechanism associated with the first transmission path and a second clutch or brake mechanism associated with the second transmission path.

3. The system according to claim 2, characterized in that, In the first state, the first clutch or brake mechanism is in a one-way torque transmission mode, transmitting torque from the input to the output through the first transmission path in the first rotation direction, while the second clutch or brake system is in a two-way mode, allowing the input and the output to rotate relative to each other in the first rotation direction and in the opposite second rotation direction. In the second state, the second clutch or brake mechanism is in a one-way torque transmission mode, transmitting torque from the input to the output through the second transmission path in the first rotation direction, while the first clutch or brake mechanism is in a two-way mode, allowing the input and the output to rotate relative to each other in the first rotation direction and in the second rotation direction. and The transmission system is configured to move from the first state to the second state by moving the second clutch or brake mechanism from its bidirectional mode to a unidirectional ratchet mode that allows relative rotation between the input and output in the second rotational direction, and then moving the first clutch or brake mechanism from its unidirectional torque transmission mode to its bidirectional mode. Specifically, moving the first clutch or brake mechanism from its one-way torque transmission mode to its one-way mode automatically causes the second clutch or brake mechanism to move from its one-way ratchet mode to its one-way torque transmission mode.

4. The system according to claim 2 or 3, characterized in that, The first clutch or brake mechanism includes a first engagement member, such as a first clutch pawl, for transmitting torque between the first rotating member and the clutch unit in the first rotational direction, and wherein the second clutch or brake mechanism includes a second engagement member, such as a second clutch pawl, for transmitting torque between the second rotating member and the clutch unit in the first rotational direction.

5. The system according to claim 4, characterized in that, In the first state, the first engagement member is in a unidirectional torque transmission mode to transmit torque between the first rotating member and the clutch unit in the first rotation direction, while the second engagement member is in a bidirectional mode to allow relative rotation between the second rotating member and the clutch unit in the first rotation direction and in the opposite second rotation direction. In the second state, the second engagement member is in a unidirectional torque transmission mode to transmit torque between the second rotating member and the clutch unit in the first rotation direction, while the first engagement member is in a bidirectional mode to allow relative rotation between the first rotating member and the clutch unit in the first rotation direction and in the second rotation direction. and The transmission system is configured to move from the first state to the second state by moving the second engagement member from its bidirectional mode to a unidirectional ratchet mode that allows relative rotation between the second rotating member and the clutch unit in the second rotational direction, and then moving the first engagement member from its unidirectional torque transmission mode to its bidirectional mode. Specifically, moving the first engaging member from its unidirectional torque transmission mode to its bidirectional mode automatically causes the second engaging member to move from its unidirectional ratchet mode to its unidirectional torque transmission mode.

6. The system according to claim 5, characterized in that, The transmission system includes an actuator having a first cam cam angle and a second cam cam angle configured to cooperate with the first engagement member and the second engagement member, respectively.

7. The system according to claim 6, characterized in that, In the first state, the first cam lob pushes the first engagement member to maintain the first engagement member in its unidirectional torque transmission mode, while the second cam lob releases the second engagement member to allow the second engagement member to present its bidirectional mode. In the second state, the second cam lob pushes the second engagement member to maintain the second engagement member in its unidirectional torque transmission mode, while the first cam lob releases the first engagement member to allow the first engagement member to present its bidirectional mode. The transmission system is configured to move from a first state to a second state by pushing the second engagement member to its one-way ratchet mode with the second cam lob, and then releasing the first engagement member from the first cam lob. Specifically, releasing the first engagement member from the first cam cam automatically moves the second engagement member from its one-way ratchet mode to its one-way torque transmission mode.

8. The system according to any one of the preceding claims, characterized in that, The speed change mechanism includes a planetary gear set.

9. The system according to claim 8, characterized in that, The planetary gear set includes a planet carrier, a ring gear, a first sun gear, and a second sun gear. The planet carrier carries a stepped planetary gear having a first radius and a second radius. The ring gear meshes with the stepped planetary gear. The first sun gear meshes with the stepped planetary gear at the first radius, and the second sun gear meshes with the stepped planetary gear at the second radius.

10. The system according to claim 9, characterized in that, The first rotating member is associated with the first sun gear, and the second rotating member is associated with the second sun gear.

11. The system according to any one of claims 6 to 10, characterized in that, The first cam cam angle and the second cam cam angle each comprise a platform section between the two ramp sections.

12. The system according to claim 11, characterized in that, The transmission system can move from the first state to the second state via an intermediate state, or vice versa, in the intermediate state, where the platform segment of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and the platform segment of the second cam lobe positions the second engagement member in its one-way ratchet mode, or vice versa.

13. The system according to claim 11 or 12, characterized in that, The transmission system can move from the first state to the second state via an intermediate state, or vice versa, in the intermediate state where the edge of the platform segment of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and the edge of the platform segment of the second cam lobe positions the second engagement member in its one-way ratchet mode, or vice versa.

14. The system according to claim 13, characterized in that, The transmission system can move from the first state to the second state via an intermediate state, or vice versa, in the intermediate state, where one of the ramp segments of the first cam lobe positions the first engagement member in its one-way torque transmission mode, and one of the ramp segments of the second cam lobe positions the second engagement member in its one-way ratchet mode, or vice versa.

15. The system according to any one of claims 6 to 14, characterized in that, The actuator cam can be connected to the actuator via an elastic member to achieve elasticity of the actuator cam in its actuation direction.

16. The system according to any one of claims 6 to 15, characterized in that, The first cam cam and the second cam cam are elastically connected to each other in the actuation direction of the actuator cam to achieve relative movement between the first cam cam and the second cam cam.

17. The system according to any one of claims 6 to 16, characterized in that, The actuator cam is or includes a camshaft, the camshaft holding the first cam cam angle and the second cam cam angle.

18. The system according to any one of the preceding claims, characterized in that, Includes an electric actuator for actuating the movement of the transmission system from the first state to the second state.

19. The system according to claim 18, characterized in that, The electric actuator is configured to actuate the transmission system from the first state toward the second state, or vice versa, and to pause the actuation in an intermediate state before continuing actuation to the second state.

20. The system according to claim 19, characterized in that, The electric actuator is configured to pause the actuation for a predetermined period of time.

21. The system according to claim 19 or 20, characterized in that, The device includes a detector configured to detect whether the first clutch mechanism and / or the second clutch mechanism are in their one-way ratchet mode and generate an associated detector signal, wherein the electric actuator is configured to pause the actuation for a period of time based on the detector signal.

22. The system according to any one of the preceding claims, characterized in that, The clutch or brake mechanism is configured to disengage under load.

23. The system according to any one of claims 2 to 22, characterized in that, The first clutch or brake mechanism and the second clutch or brake mechanism are configured to move from their unidirectional torque transmission mode to their bidirectional mode.

24. The system according to claim 23, characterized in that, The first clutch or brake mechanism and the second clutch or brake mechanism, in their engaged positions, include complementary engagement surfaces for transmitting torque, wherein the complementary engagement surfaces are configured to disengage when transmitting torque.

25. The system according to any one of the preceding claims, characterized in that, The system is implemented as a hub-and-spoke transmission.

26. The system according to any one of the preceding claims, characterized in that, The system is implemented as a crank gearbox.

27. A human-powered vehicle, such as a bicycle, characterized in that: Including the transmission system according to any one of the preceding claims.

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