Anti-backup electric control sprocket assembly, gear shifting system and bicycle

Abstract

This application discloses an anti-backward electronically controlled chainring assembly, a shifting system, and a bicycle. When the freewheel shifts gears, the electronically controlled drive mechanism can actively drive the bushing to move axially, causing the chainring to adjust its position synchronously. This effectively reduces the angle between the chain, chainring, and freewheel, improving riding efficiency. The reduced angle expands the engagement range between the chain and teeth, reducing chain slippage, asymmetrical wear, and axial stress, lowering the risk of tooth deformation, and extending component lifespan. Compared to the traditional passive adjustment method of the chain-driven chainring, this application's embodiment uses an electronically controlled drive mechanism for active control, resulting in smoother and more precise chainring movement, avoiding jamming, and ensuring stable positioning after reaching its destination, thus improving riding stability. Furthermore, the one-way transmission characteristic of the overrunning clutch engages the drive chainring when the bottom bracket rotates forward and disengages when rotating in reverse, preventing chain slippage caused by pedaling back and further enhancing transmission reliability.

Description

Technical Field

[0001] This application relates to the field of bicycles, and in particular to an anti-backward electronic chainring assembly, a shifting system, and a bicycle. Background Technology

[0002] Currently, shifting gears on multi-speed bicycles requires manual operation by the rider. When encountering changes in gradient or needing to adjust speed, riders must rely on experience to judge when to shift gears, which poses a significant challenge for beginners. Inexperienced riders who make mistakes will experience noticeable jerking, not only wasting energy but also severely impacting the riding experience. Furthermore, some gears have excessively large angles between the chainring and chain during shifting, leading to reduced riding efficiency and further compromising smoothness and comfort. This results in beginners facing a double challenge of both experience and efficiency when adapting to shifting. Utility Model Content

[0003] This application aims to provide an anti-backward electronically controlled chainring assembly, a gear system, and a bicycle that can improve the riding efficiency of cyclists.

[0004] According to a first aspect embodiment of this application, the anti-backward electronically controlled crankset assembly includes:

[0005] The center axle is used for rotatable mounting to the chassis;

[0006] An overrunning clutch is mounted on the outer peripheral wall of the central shaft;

[0007] A bushing is fitted onto the outside of the central shaft and connected to the overrunning clutch; the bushing is movable along the axial direction of the central shaft.

[0008] The toothed disc is disposed on the bushing;

[0009] An electronically controlled drive mechanism is connected to the bushing and / or the gear disc;

[0010] The control module is electrically connected to the electric drive mechanism and is used to control the operation of the electric drive mechanism so as to drive the bushing to move axially along the central shaft through the electric drive mechanism.

[0011] A bicycle gear shifting system according to a second aspect embodiment of this application includes:

[0012] As in the first aspect embodiment, the anti-backward electronically controlled crank assembly;

[0013] The flywheel speed changer is connected to the control module and is used to adjust the flywheel's gear position.

[0014] The bicycle according to a third aspect embodiment of this application includes the bicycle gear shifting system as described in the first aspect embodiment.

[0015] The anti-backlash electronically controlled chainring assembly, gearshifting system, and bicycle of this application embodiment allow the electronically controlled drive mechanism to actively drive the bushing to move axially during freewheel shifting, synchronously adjusting the chainring's position. This effectively reduces the angle between the chain, chainring, and freewheel, improving riding efficiency. The reduced angle expands the chain-tooth engagement range, reducing chain slippage, asymmetrical wear, and axial stress, lowering the risk of tooth deformation, and extending component lifespan. Compared to the traditional passive chain-driven chainring adjustment method, this application embodiment uses an electronically controlled drive mechanism for active control, resulting in smoother and more precise chainring movement, preventing jamming, and ensuring stable positioning after reaching the correct position, thus improving riding stability. Furthermore, the one-way transmission characteristic of the overrunning clutch engages the drive chainring during forward rotation and disengages during reverse rotation, preventing chain slippage caused by pedaling back and further enhancing transmission reliability.

[0016] Other features and advantages of this application will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a schematic diagram illustrating the connection between a traditional chainring and a freewheel.

[0019] Figure 2 A schematic diagram illustrating the fit between the chainring and the freewheel in an embodiment of this application;

[0020] Figure 3 Electrical system diagram of the anti-reverse electronically controlled crank assembly provided in the embodiments of this application;

[0021] Figure 4 This is a schematic diagram of the overall structure of the anti-reverse crank plate device provided in the embodiments of this application;

[0022] Figure 5 A partial cross-sectional view (composed of a lead screw and a nut) of the anti-reverse gear plate device provided in an embodiment of this application.

[0023] Figure 6 A partial cross-sectional view (composed of rack and gear) of the anti-reverse gear plate device provided in the embodiment of this application.

[0024] Figure label:

[0025] Central axis 100; Keyway 101;

[0026] Bushing 200;

[0027] Crankset 300;

[0028] Electrically controlled drive mechanism 400; lead screw 401; nut 402; electrically controlled drive unit 403; drive motor 404; reducer 405; guide groove 406; worm gear 407; fourth bearing 408; rack 409; gear 410;

[0029] Assembly base 500; mounting hole 501; anti-rotation part 502;

[0030] First bearing 600;

[0031] Second bearing 700;

[0032] Third bearing 800;

[0033] Overrunning clutch 900; key structure 910;

[0034] Frame 1000;

[0035] Flywheel 1100;

[0036] Control module 1210; display unit 1220; position detection unit 1230; torque detection unit 1240; cadence detection unit 1250; human-machine interaction unit 1260; lactic acid detection device 1270; heart rate detection device 1280; blood pressure detection device 1290. Detailed Implementation

[0037] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0038] In the description of this application, the use of terms such as "first," "second," etc., is for the purpose of distinguishing technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0039] In the description of this application, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0040] In the description of this application, it should be noted that, unless otherwise explicitly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0041] The technical solution of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of this application, not all embodiments.

[0042] To better describe the anti-backward electronic chainring assembly, bicycle, and bicycle shifting system of this application, a brief description is provided here of the 300° angle change between the chain and chainring during conventional bicycle gear shifting. (Reference) Figure 1 When the chain is in the highest gear position on the cassette 1100, i.e., the highest gear ratio, there is a large angle θ between the chain and the chainring 300. Because of this angle θ, a large axial component of the chain's driving force cannot be used to drive the cassette 1100 to rotate, resulting in energy waste. Understandably, the larger the angle θ, the more energy is wasted. This embodiment reduces energy waste by lowering the angle θ, thereby improving riding efficiency. (Refer to...) Figure 2 , Figure 2 The dashed rectangle can be understood as the position of the crankset 300 before it moves, and the solid rectangle can be understood as the position of the crankset 300 after it moves. The included angle after the movement is β, which is significantly smaller than the angle θ, thus effectively reducing the axial force component.

[0043] Based on the above scenario, the following describes the anti-backward electronic crankset assembly, control method, device, equipment, medium, and bicycle according to embodiments of this application.

[0044] See Figures 3 to 6 As shown, one embodiment of this application provides an anti-reverse electronically controlled crankset assembly, which includes:

[0045] The central shaft 100 is used for rotatable mounting on the frame 1000;

[0046] Overrunning clutch 900 is installed on the outer peripheral wall of central shaft 100;

[0047] The bushing 200 is sleeved on the outside of the central shaft 100 and connected to the overrunning clutch 900. The bushing 200 can move along the axial direction of the central shaft 100.

[0048] The toothed plate 300 is located on the bushing 200;

[0049] An electrically controlled drive mechanism 400 is connected to a bushing 200 and / or a gear sprocket 300;

[0050] The control module 1210 is electrically connected to the electric drive mechanism 400 and is used to control the operation of the electric drive mechanism 400 so as to drive the bushing 200 to move axially along the central shaft 100.

[0051] In this embodiment, when the freewheel 1100 shifts gears, the electronically controlled drive mechanism 400 can actively drive the bushing 200 to move axially, causing the chainring 300 to adjust its position synchronously. This effectively reduces the angle between the chain, chainring 300, and freewheel 1100, improving riding efficiency. The reduced angle expands the engagement range between the chain and teeth, reducing chain slippage, asymmetrical wear, and axial stress, lowering the risk of tooth deformation, and extending component lifespan. Compared to the traditional passive adjustment method where the chain drives the chainring 300, this embodiment actively controls the chainring 300 through the electronically controlled drive mechanism 400, resulting in smoother and more precise movement, avoiding jamming, and ensuring stable positioning after reaching its destination, thus improving riding stability. Furthermore, the one-way transmission characteristic of the overrunning clutch 900 allows the bottom bracket 100 to engage and drive the chainring 300 when rotating forward and disengage when rotating backward, preventing chain slippage caused by pedaling back and further enhancing transmission reliability.

[0052] The aforementioned control module 1210 can use electronic control devices, such as electronic switches, electronic control panels, etc., to enable direct manual control of operation. In this case, the position that the drive chainring 300 can move to can be adjusted by the user based on their riding experience.

[0053] The aforementioned control module 1210 can employ a microprocessor such as a single-chip microcomputer or DSP, for example, an STM32 series processor. This allows for direct automatic adjustment of the crankset 300's position, ensuring it remains in a favorable relative position with the freewheel 1100. For instance, without position detection, the energizing duration of the drive motor 404 in the electronic drive mechanism 400 can be directly controlled to adjust the crankset 300's position; for example, 1 second of energization can move the crankset by the corresponding gear. Furthermore, to achieve more accurate crankset 300 displacement control, the crankset 300 can be returned to its zero position (e.g., the leftmost or rightmost end) after each use of the bicycle to avoid cumulative errors.

[0054] The aforementioned bottom bracket 100 can be mounted on the frame 1000 via the assembly mount 500. Specifically, the assembly mount 500 can be equipped with a bearing system, and the bottom bracket 100 is mounted on the bearing system to enable the bottom bracket 100 to rotate. In addition, crank connecting shafts can be provided at both ends of the bottom bracket 100 for connecting cranks. The cranks are used to mount pedals, and the rider rotates the cranks by pedaling, thereby driving the bottom bracket 100 to rotate.

[0055] The aforementioned overrunning clutch 900 may have its inner ring sleeved on the outside of the central shaft 100, or it may be installed on the central shaft 100 in other ways. The inner ring of the overrunning clutch 900 may be fixed relative to the central shaft 100 in the circumferential direction. The overrunning clutch 900 is used for unidirectional transmission, that is, for unidirectional torque transmission.

[0056] The aforementioned bushing 200 is fitted on the outside of the central shaft 100 and connected to the overrunning clutch 900. The bushing 200 can move along the axial direction of the central shaft 100. After the sprocket 300 is fixed on the bushing 200, the sprocket 300 can be moved along the axial direction of the central shaft 100, thereby adjusting the relative position of the sprocket 300 and the central shaft 100.

[0057] Understandably, because the overrunning clutch 900 is a one-way drive, when the rider is pedaling and driving the bottom bracket 100 to rotate in one direction, the overrunning clutch 900 is engaged, and the bottom bracket 100 can drive the bushing 200 and the chainring 300 to rotate through the overrunning clutch 900, which in turn can drive the chain to move. However, when the rider is pedaling in the opposite direction and driving the bottom bracket 100 to rotate in the opposite direction, the overrunning clutch 900 is disengaged, and the bottom bracket 100 cannot drive the bushing 200 and the chainring 300 to rotate through the overrunning clutch 900.

[0058] The aforementioned electronically controlled drive mechanism 400 can be installed on the outside of the bottom bracket 100, for example, on the assembly seat 500 and / or the frame 1000. The electronically controlled drive mechanism 400 can be connected to the bushing 200, or to the chainring 300, or both. The electronically controlled drive mechanism 400 drives the bushing 200 to move axially along the bottom bracket 100, thereby causing the chainring 300 to move axially along the bottom bracket 100.

[0059] In some implementations, reference Figure 3 The anti-reverse electronic crankset assembly also includes:

[0060] The display unit 1220 is mounted on the frame 1000 and is electrically connected to the control module 1210.

[0061] In this embodiment, by providing a display unit 1220 on the frame 1000, the rider can easily understand the current position of the chainring 300 during riding, thereby facilitating the rider to improve the efficiency and accuracy of adjusting the chainring 300.

[0062] In some implementations, reference Figure 3 The anti-reverse electronic crankset assembly also includes:

[0063] The position detection unit 1230 is electrically connected to the control module 1210 and is used to obtain the position of the crankset 300 on the central axis 100.

[0064] In this embodiment, the current position of the chainring 300 can be directly determined by setting the position detection unit 1230, which makes it easier for the control module 1210 to adaptively adjust the position of the chainring 300 according to the current gear information of the freewheel 1100. Usually, the chainring 300 will correspond as closely as possible to the gear 410 corresponding to the current gear of the freewheel 1100 to reduce the tilt angle of the chain.

[0065] The aforementioned position detection unit 1230 can be configured in various ways. For example, a laser radar mounted on the frame 1000 can be used to detect the distance between the frame 1000 and the chainring 300, and then the position of the chainring 300 on the bottom bracket 100 can be determined by simple addition and subtraction. Alternatively, other non-contact sensors such as ultrasonic sensors can be used to complete the detection. In addition, a displacement sensor can be used to directly detect the movement distance of the rack 409. There are various specific detection methods, and no specific limitation is made in this embodiment.

[0066] In some implementations, reference Figure 6 The electronically controlled drive mechanism 400 includes:

[0067] Rack 409 extends axially along central shaft 100 and is slidable axially along central shaft 100; bushing 200 and / or toothed disc 300 are rotatably connected to rack 409;

[0068] Gear 410 meshes with rack 409;

[0069] The electric drive unit 403 is connected to the gear 410 and electrically connected to the control module 1210. The control module 1210 is used to control the operation of the electric drive unit 403 so that the gear 410 is rotated by the electric drive unit 403, causing the rack 409 to move, thereby driving the sprocket 300 and / or bushing 200 to move.

[0070] The rack 409 can be mounted on the assembly seat 500 or on the frame 1000. The rack 409 can extend along the axial direction of the central shaft 100 and slide along the axial direction of the central shaft 100. The rack 409 can have multiple teeth, which are arranged along the axial direction of the central shaft 100. The bushing 200 can be rotatably connected to the end of the rack 409 near the chainring 300, the chainring 300 can be rotatably connected to the end of the rack 409 near the chainring 300, or both the bushing 200 and the chainring 300 can be rotatably connected to the end of the rack 409 near the chainring 300. Gear 410 can be rotatably mounted on assembly 500 or frame 1000. Gear 410 meshes with rack 409. Electric drive unit 403 can be mounted on assembly 500 or frame 1000. Electric drive unit 403 is connected to gear 410 to drive gear 410 to rotate. Electric drive unit 403 can be a direct drive motor 404 or a combination of drive motor 404 and reducer 405. Electric drive unit 403 drives gear 410 to rotate, gear 410 in turn drives rack 409 to slide, rack 409 in turn drives bushing 200 to move axially along central shaft 100, thereby driving chainring 300 to move axially along central shaft 100.

[0071] In this embodiment, the electronically controlled drive unit 403 drives the gear 410 to rotate, which in turn drives the rack 409 to slide. The rack 409 then drives the bushing 200 to move axially along the central axis 100, thereby driving the chainring 300 to move axially along the central axis 100. This operation is simple and convenient, saving time and effort. Furthermore, since the electronically controlled drive unit 403 indirectly drives the bushing 200 to move through the cooperation of the gear 410 and the rack 409, even if the bushing 200 is subjected to an axial collision, such as a fall causing the chainring 300 to collide with a stone, and the stone exerts an axial force on the chainring 300, the axial force is not easily transmitted to the electronically controlled drive unit 403, thus preventing it from affecting or even damaging the electronically controlled drive unit 403.

[0072] It should be noted that the electric drive mechanism 400 can also be other structures, such as linear motors, hydraulic cylinders, or other telescopic structures. The electric drive mechanism 400 moves by its own telescopic drive shaft sleeve 200.

[0073] In some implementations, reference Figure 6 When the electronically controlled drive mechanism 400 is based on a gear 410 and a rack 409, the electronically controlled drive unit 403 includes:

[0074] The drive motor 404 is electrically connected to the control module 1210;

[0075] The reducer 405 is connected to the drive motor 404 at its input end and to the gear 410 at its output end.

[0076] In this embodiment, the electronically controlled drive unit 403 is equipped with a speed reducer 405, which can control the rotation speed of the gear 410 according to actual needs, thereby controlling the movement speed of the rack 409, and thus controlling the movement speed of the chain 300. This makes it more convenient to use and more practical.

[0077] It should be noted that if the driving force of the drive motor 404 is sufficient, the reducer 405 may not be necessary.

[0078] The aforementioned reducer 405 can be any commonly available reducer on the market.

[0079] In some implementations, reference Figure 6 When the electronically controlled drive mechanism 400 is based on a gear 410 and a rack 409, the gear 410 is mounted on the assembly base 500 or the frame 1000, and the electronically controlled drive unit 403 is mounted on the assembly base 500 or the frame 1000.

[0080] In this embodiment, the gear 410 and the electronically controlled drive unit 403 can be mounted on the assembly base 500, thereby enabling the chainring 300 assembly to form a single assembly structure, making assembly more convenient. Of course, the gear 410 and the electronically controlled drive unit 403 can also be mounted on the frame 1000, which is more convenient for installation and wiring.

[0081] In some implementations, reference Figure 5 The electrically controlled drive mechanism 400 is mounted on the outside of the central shaft 100, and the electrically controlled drive mechanism 400 includes:

[0082] The lead screw 401 extends axially along the central shaft 100 and can slide axially along the central shaft 100. The bushing 200 and / or the toothed plate 300 are rotatably connected to the lead screw 401.

[0083] Nut 402, nut 402 can rotate about its own axis, nut 402 is threadedly connected to lead screw 401;

[0084] The electric drive unit 403 is connected to the nut 402 and electrically connected to the control module 1210. The control module 1210 is used to control the operation of the electric drive unit 403 so that the nut 402 is rotated by the electric drive unit 403, causing the lead screw 401 to move, thereby driving the gear sprocket 300 and / or bushing 200 to move.

[0085] The aforementioned electronically controlled drive mechanism 400 includes a lead screw 401, a nut 402, and an electronically controlled drive unit 403. The lead screw 401 can be mounted on the assembly seat 500 or on the frame 1000. The lead screw 401 can extend along the axial direction of the central shaft 100 and slide along the axial direction of the central shaft 100. The lead screw 401 cannot rotate around its own axis. It can be that the bushing 200 is rotatably connected to the end of the lead screw 401 near the chainring 300, or the chainring 300 is rotatably connected to the end of the lead screw 401 near the chainring 300, or both the bushing 200 and the chainring 300 are rotatably connected to the end of the lead screw 401 near the chainring 300. Nut 402 can be rotatably mounted on assembly seat 500 or frame 1000. Nut 402 has a threaded hole and is threadedly connected to lead screw 401 through the threaded hole. Electric drive unit 403 can be mounted on assembly seat 500 or frame 1000. Electric drive unit 403 is drively connected to nut 402 to drive nut 402 to rotate. Electric drive unit 403 drives nut 402 to rotate. Since lead screw 401 cannot rotate around its own axis, nut 402, through threaded connection with lead screw 401, can drive lead screw 401 to move. Lead screw 401 then drives bushing 200 to move axially along central shaft 100, thereby driving chainring 300 to move axially along central shaft 100.

[0086] In some implementations, reference Figure 5 When the electric drive mechanism 400 is based on the lead screw 401 and the nut 402, the nut 402 is rotatably mounted on the assembly base 500 or the frame 1000, and the electric drive unit 403 is mounted on the assembly base 500 or the frame 1000.

[0087] In this embodiment, the nut 402 and the electronically controlled drive unit 403 can be mounted on the assembly base 500, thereby enabling the chainring 300 assembly to form a unified assembly structure, making assembly more convenient. Of course, the nut 402 and the electronically controlled drive unit 403 can also be mounted on the frame 1000, which is more convenient for installation and wiring.

[0088] It should be noted that nut 402 can be mounted on assembly seat 500 or frame 1000 via fourth bearing 408 to make nut 402 rotate more smoothly.

[0089] In some implementations, reference Figure 5 In the case where the electronically controlled drive mechanism 400 is based on the lead screw 401 and the nut 402, the electronically controlled drive unit 403 includes:

[0090] The drive motor 404 is electrically connected to the control module 1210;

[0091] The worm gear 407 is connected to the drive motor 404 at its input end and to the nut 402 at its output end.

[0092] The aforementioned nut 402 can be configured as a worm gear nut 402, which is formed by providing internal threads on the inner circumferential wall of a conventional worm gear. The electrically controlled drive unit 403 may further include a reducer 405. Both the drive motor 404 and the reducer 405 can be mounted on the assembly base 500 or the frame 1000. The worm 407 can be rotatably mounted on the assembly base 500 or the frame 1000. The output end of the drive motor 404 is connected to the input end of the reducer 405, and the output end of the reducer 405 is connected to the worm 407. The drive motor 404 drives the worm 407 to rotate through the reducer 405. The worm 407 drives the worm gear nut 402 to rotate through meshing with it, thereby driving the lead screw 401 to move axially along the central shaft 100.

[0093] In this embodiment, the nut 402 is configured as a worm gear nut 402, and the electric drive unit 403 drives the nut 402 to rotate via the worm 407, making the drive more convenient and the rotation smoother. The electric drive unit 403 can also be equipped with a reducer 405, which can control the rotation speed of the nut 402 according to actual needs, thereby controlling the movement speed of the lead screw 401, and thus controlling the movement speed of the gear sprocket 300, making it more convenient to use and more practical.

[0094] It should be noted that the outer peripheral wall of the nut 402 may also be provided with an external gear ring, and the electric drive unit 403 may be provided with a drive gear 410. The drive gear 410 meshes with the external gear ring, thereby driving the nut 402 to rotate.

[0095] In some implementations, reference Figure 5 , Figure 6 The anti-reverse electronic crankset assembly also includes:

[0096] Assembly seat 500 is used to mount the frame 1000. Assembly seat 500 is provided with mounting hole 501, and the central shaft 100 is rotatably mounted in mounting hole 501.

[0097] The aforementioned assembly base 500 may be detachably mounted on the frame 1000. For example, the assembly base 500 may be snapped onto the frame 1000 or mounted on the frame 1000 by fasteners. The assembly base 500 is provided with a horizontally extending mounting hole 501, the two ends of which may pass through. The central shaft 100 may be mounted within the mounting hole 501 via a bearing system, thereby enabling the central shaft 100 to rotate.

[0098] In this embodiment, the central shaft 100 is installed in the assembly seat 500 to form an assembly structure, which makes installation and replacement more convenient and provides users with a better user experience.

[0099] In some implementations, reference Figure 5 , Figure 6 The anti-reverse electronic crankset assembly also includes:

[0100] The first bearing 600 is installed at the end of the mounting hole 501 that is away from the toothed plate 300;

[0101] The second bearing 700 is installed at the end of the mounting hole 501 near the toothed plate 300;

[0102] The central shaft 100 is rotatably mounted within the first bearing 600 and the second bearing 700.

[0103] In this embodiment, the rotation setting of the central shaft 100 can be achieved by using the first bearing 600 and the second bearing 700, which satisfies the rotation requirements of the central shaft 100 and makes the rotation of the central shaft 100 smoother.

[0104] In some implementations, reference Figure 6 When the electric drive mechanism 400 is designed based on the structure of gear 410 and rack 409, the rack 409 is slidably installed in the mounting hole 501. The rack 409 is annular and sleeved on the outside of the central shaft 100. The inner peripheral wall of the rack 409 is in contact with the outer peripheral wall of the second bearing 700.

[0105] In this embodiment, the rack 409 is ring-shaped, which not only makes assembly more convenient, but also makes the force more even and improves its practicality.

[0106] It should be noted that although the rack 409 is annular, the teeth on the rack 409 do not need to surround the rack 409. In addition, the rack 409 only needs to have teeth in some positions along the axial direction. For example, the end near the gear plate 300 does not need to have teeth.

[0107] It is understood that in some embodiments of this application, the rack 409 may not be annular but elongated, which will not be elaborated here.

[0108] In some implementations, such as Figure 6 As shown, the inner peripheral wall of the rack 409 is fitted to the outer peripheral wall of the second bearing 700. In this embodiment, this arrangement not only makes the rack 409 more securely installed, but also reduces the resistance encountered when the rack 409 slides, and further makes the central shaft 100 more securely installed.

[0109] In some implementations, such as Figure 6As shown, an anti-rotation part 502 is provided between the assembly seat 500 and the rack 409. The anti-rotation part 502 is used to restrict the rack 409 from rotating around its own axis. For example, the outer peripheral wall of the rack 409 may be provided with a guide groove 406, which extends along the axial direction of the rack 409. The anti-rotation part 502 can be inserted into the guide groove 406 and slide relative to the guide groove 406.

[0110] In this embodiment, an anti-rotation part 502 is provided to prevent the rack 409 from rotating arbitrarily, which would affect the meshing effect with the gear 410 and the movement effect of the drive shaft sleeve 200.

[0111] In some implementations, reference Figure 5 When the electric drive mechanism 400 is designed based on the structure of nut 402 and lead screw 401, the lead screw 401 is slidably installed in the mounting hole 501. The lead screw 401 is provided with a sleeve hole that passes through the axial direction and is sleeved on the outside of the central shaft 100 through the sleeve hole.

[0112] In this embodiment, the lead screw 401 can be understood as being sleeve-shaped and fitted onto the outside of the central shaft 100. This arrangement not only makes assembly more convenient but also ensures more uniform force distribution and better practicality.

[0113] It should be noted that in some embodiments, the lead screw 401 may not be a sleeve, but a solid rod. The lead screw 401 can be located on one side of the central shaft 100, which will not be elaborated further here.

[0114] In some implementations, such as Figure 5 As shown, the inner peripheral wall of the lead screw 401 is fitted to the outer peripheral wall of the second bearing 700. In this embodiment, this arrangement not only makes the lead screw 401 more securely installed, but also reduces the resistance encountered when the lead screw 401 slides, and further makes the central shaft 100 more securely installed.

[0115] In some embodiments, an anti-rotation part 502 is provided between the assembly seat 500 and the lead screw 401, the anti-rotation part 502 being used to restrict the lead screw 401 from rotating around its own axis.

[0116] The outer peripheral wall of the aforementioned lead screw 401 may be provided with a guide groove 406. The guide groove 406 extends along the axial direction of the lead screw 401. The anti-rotation part 502 can be inserted into the guide groove 406 and can slide relative to the guide groove 406.

[0117] In this embodiment, an anti-rotation part 502 is provided to prevent the lead screw 401 from rotating arbitrarily and affecting the effect of the nut 402 driving the lead screw 401 to move axially along the central shaft 100.

[0118] It is understandable that the lead screw 401 may only have external threads in some positions. For example, the position where the guide groove 406 is provided may not have external threads.

[0119] In some embodiments, the first bearing 600 may be a ball bearing. In this embodiment, the ball bearing's strong axial bearing capacity can better withstand the axial force when the crankset 300 moves, and the ball bearing can also better fix the central shaft 100.

[0120] It should be noted that the first bearing 600 can also be other suitable types of bearings, which will not be elaborated here.

[0121] In some implementations, reference Figure 5 , Figure 6 The second bearing 700 is configured as a needle roller bearing. For example, the second bearing 700 may be a needle roller bearing without an inner ring.

[0122] In this embodiment, the second bearing 700 is configured as a needle roller bearing. The inner and outer rings of the needle roller bearing can move relative to each other along the axial direction. Even if the inner peripheral wall of the rack 409 or the lead screw 401 is pressed against the outer peripheral wall of the second bearing 700, the rack 409 or the lead screw 401 can still move along the axial direction of the central shaft 100. Moreover, it can reduce the axial friction force on the rack 409 or the lead screw 401, making the rack 409 or the lead screw 401 move more smoothly along the axial direction of the central shaft 100, and the gear shifting of the sprocket 300 is smoother.

[0123] It should be noted that the second bearing 700 can also be other suitable types of bearings, such as roller bearings, which will not be elaborated here.

[0124] In some implementations, reference Figure 5 , Figure 6 The anti-reverse electronic crankset assembly also includes:

[0125] The third bearing 800 is located on the bushing 200 and / or the gear plate 300 and is coaxial with the bushing 200. The third bearing 800 is connected to the rack 409 or the lead screw 401. The bushing 200 rotates relative to the rack 409 or the lead screw 401 through the third bearing 800.

[0126] The aforementioned third bearing 800 may include an inner ring and an outer ring that rotate relative to each other. One of the inner ring and the outer ring is fixedly connected to the bushing 200 and / or the gear sprocket 300, and the other is fixedly connected to one end of the rack 409 or the lead screw 401. The bushing 200 can rotate relative to the rack 409 or the lead screw 401 by the relative rotation of the inner ring and the outer ring. The structure is simple, and the bushing 200 can rotate relative to the rack 409 or the lead screw 401 when it rotates to any angle, which makes it more practical.

[0127] It should be noted that one of the inner and outer rings of the third bearing 800 can be fixedly connected to the bushing 200, fixedly connected to the gear sprocket 300, or fixedly connected to both the bushing 200 and the gear sprocket 300.

[0128] In some implementations, such as Figure 5 , Figure 6 As shown, the overrunning clutch 900 can slide along the axial direction of the central shaft 100.

[0129] A key structure 910 can be installed between the inner ring of the overrunning clutch 900 and the central shaft 100. The inner ring of the overrunning clutch 900 can slide along the axial direction of the central shaft 100 via the key structure 910 and is relatively fixed to the central shaft 100 in the circumferential direction. Specifically, the outer peripheral wall of the central shaft 100 may be provided with a keyway 101, which extends along the axial direction of the central shaft 100. The key structure 910 is installed in the overrunning clutch 900 and located within the keyway 101, and the key structure 910 can slide relative to the keyway 101 along the axial direction of the central shaft 100.

[0130] In this embodiment, the overrunning clutch 900 can slide along the axial direction of the central shaft 100, thereby enabling the bushing 200 connected to the overrunning clutch 900 to move along the axial direction of the central shaft 100.

[0131] It should be noted that in some embodiments, the inner ring of the overrunning clutch 900 may be fixedly connected to the central shaft 100, while the bushing 200 may be slidably connected to the outer ring of the overrunning clutch 900 along the axial direction of the central shaft 100.

[0132] See Figure 3 As shown, one embodiment of this application provides a bicycle gear shifting system, including:

[0133] Such as the anti-backward electronically controlled crank assembly mentioned above;

[0134] The flywheel speed change device is connected to the control module 1210 and is used to adjust the gear position of the flywheel 1100.

[0135] In this embodiment, the bicycle gear system includes the anti-backward electronic crankset assembly as described above, and thus possesses the beneficial effects of the anti-backward electronic crankset assembly as described above, which will not be repeated here.

[0136] In this embodiment, the bicycle gear system includes the anti-backward electronic crankset assembly as described above, and thus possesses the beneficial effects of the anti-backward electronic crankset assembly as described above, which will not be repeated here.

[0137] The aforementioned flywheel shifting device can adjust the gear position of the flywheel 1100, and can also feed back the current gear position information of the flywheel 1100 to the control module 1210, so that the control module 1210 can adjust the position of the chainring 300 according to the gear position information of the flywheel 1100.

[0138] The aforementioned flywheel transmission device can be made using a commercially available, mature electronically controlled flywheel 1100 transmission adjustment mechanism.

[0139] Understandably, when the flywheel derailleur does not have a memory function, the control module 1210 can memorize the gear change state according to control commands to determine the current gear position of the flywheel 1100. Furthermore, to reduce the impact of accumulated errors, after each stop of riding, the flywheel 1100 can be controlled to return to a specific gear, such as the intermediate gear.

[0140] In some implementations, see Figure 3 The bicycle gear system also includes:

[0141] The torque detection unit 1240 is electrically connected to the control module 1210 and is used to detect the output torque of human stepping.

[0142] The cadence detection unit 1250 is electrically connected to the control module 1210 and is used to detect the cadence of a human pedaling the crank.

[0143] The torque detection unit 1240 mentioned above can be a torque sensor, stress sensor, etc., and can be installed on the crank, bottom bracket 100, etc. to detect the torque generated by the rider pedaling the crank.

[0144] The aforementioned cadence detection unit 1250 can be a pressure sensor, angular velocity sensor, photoelectric sensor, contact sensor, etc., and can determine the rider's cadence by directly detecting the rotation frequency of structures such as the crank and chainring 300.

[0145] It should be noted that torque reflects the rider's effort level while riding. Generally, the more effort is exerted, the greater the torque. Cadence directly reflects the rider's pedaling speed. Generally, the faster the speed, the more effort is required. Based on the aforementioned principles, the rider's torque and cadence can be combined to effectively determine whether the rider is currently in a relatively strenuous state. When it is determined that the rider is exerting a lot of effort, the 1100 flywheel is controlled to shift up a gear, and when it is too easy, the 1100 flywheel is controlled to shift down a gear. There are many ways to determine riding status using torque and cadence. For example, one can directly use the product of torque and cadence, and then use this product and a pre-set threshold or threshold range to determine whether the riding state is ideal. For instance, if the product is greater than the pre-set threshold or threshold range, one can shift up; if it is less than the pre-set threshold or threshold range, one can shift down. Of course, one can also introduce a weighting factor to perform a weighted calculation on torque and cadence, thereby obtaining a better calculated value for judging the pre-set threshold or threshold range in some scenarios (the aforementioned product can be understood as a calculated value). Then, the calculated value and the pre-set threshold or threshold range can be used to complete the judgment. There are many ways to use this method, and the user can choose the method according to their actual needs.

[0146] In some implementations, see Figure 3 The bicycle gear system also includes:

[0147] The human-machine interaction unit 1260 is communicatively connected to the control module 1210.

[0148] In this embodiment, taking into account the differences in individual physical fitness and the possibility that the bicycle may be used by multiple people, a human-computer interaction unit 1260 can be added to adjust the preset threshold or threshold range to better meet the usage needs of different cyclists.

[0149] It should be noted that, in the presence of other smart terminals, cyclists can also transmit instructions to the control module 1210 to modify the preset threshold or threshold range through other smart terminals, thereby completing the adjustment of the preset threshold or threshold range.

[0150] In some embodiments, the torque detection unit 1240 is disposed on the crank and / or chainring 300 and / or the bottom bracket 100; and / or,

[0151] The cadence detection unit 1250 is mounted on the crank and / or chainring 300 and / or bottom bracket 100.

[0152] The torque detection unit 1240 can be installed on the crank, chainring 300, or bottom bracket 100. Theoretically, it can detect torque. Although the values ​​obtained by direct detection may be different depending on the location, they can all be preprocessed through simple mathematical operations to obtain the output torque that can represent the rider's pedaling force.

[0153] The torque detection unit 1240 may include multiple torque sensors. In this case, torque sensors can be set at multiple locations in the crank, chainring 300, and bottom bracket 100. After normalization, the mean value can be calculated to obtain the torque closest to the real value and eliminate the error caused by the acquisition of a single sensor.

[0154] The torque detection unit 1240 can be installed on the crank, chainring 300, or bottom bracket 100. Theoretically, it can detect torque. Although the values ​​obtained by direct detection will be different depending on the location, they can all be obtained by simple preprocessing to represent the torque generated by the rider pedaling.

[0155] The aforementioned cadence detection unit 1250 may include multiple cadence sensors. In this case, torque sensors can be set at multiple locations in the crank, chainring 300, and bottom bracket 100. After normalization, the mean value can be calculated to obtain the cadence closest to the real one, eliminating the error caused by the acquisition of a single sensor.

[0156] In some implementations, see Figure 3 The bicycle gear system also includes:

[0157] Lactic acid detection device 1270, communicatively connected to control module 1210, is used to detect lactic acid in the human body; and / or,

[0158] The heart rate detection device 1280 is communicatively connected to the control module 1210 and is used to detect human heart rate.

[0159] In this embodiment, considering that lactic acid and heart rate can effectively reflect the functional state of the human body, a lactic acid detection device 1270 is introduced to detect the cyclist's lactic acid, and a heart rate detection device 1280 is introduced to detect the heart rate. This allows for timely downshifting when lactic acid levels are high and heart rate is high, thus avoiding injury to the cyclist.

[0160] In addition, the lactate detected by the lactate detection device 1270 and / or the heart rate detected by the heart rate detection device 1280 can also be considered in combination with the aforementioned cadence and torque. For example, the gear control can be performed by using the product of the three or four, or by using the weighted calculation result of the three or four. The specific control method can refer to the aforementioned cadence and torque control method.

[0161] In some implementations, see Figure 3 The bicycle gear system also includes:

[0162] The blood pressure detection device 1290 is communicatively connected to the control module 1210 and is used to detect human blood pressure.

[0163] In this embodiment, considering that blood pressure can effectively reflect the functional state of the human body, a blood pressure detection device 1290 is introduced to detect the rider's blood pressure, so that when the blood pressure is too high, the gear can be downshifted in time to avoid injury to the rider.

[0164] In addition, the heart rate detected by the blood pressure detection device 1290 can also be considered in conjunction with the aforementioned cadence and torque. For example, the product of the three and the weighted sum of the three can be used to calculate the gear control. The specific control method can refer to the aforementioned cadence and torque control method.

[0165] It should be noted that lactate, heart rate, and blood pressure can be selectively combined with cadence and torque according to actual needs. You can choose one of them to combine with cadence and torque, or you can choose multiple parameters. When multiple parameters are selected, they can be comprehensively considered with the cadence and torque obtained above. For example, you can use the product of all selected parameters, or the weighted calculation result of all selected parameters, to control the gear. For specific control methods, please refer to the above-mentioned cadence and torque control methods.

[0166] In some embodiments, the lactate detection device 1270, the heart rate detection device 1280, and the blood pressure detection device 1290 can all be installed on a smart wearable device, and the collected data can be transmitted to the control module 1210 via wireless communication through the smart wearable device.

[0167] The lactic acid detection device 1270, heart rate detection device 1280, and blood pressure detection device 1290 mentioned above can all be directly adopted from commercially available products.

[0168] In some implementations, the lactate detection device 1270, the heart rate detection device 1280, and the blood pressure detection device 1290 can be equipped with separate detection modules. These detection modules can be connected to the control module 1210 via data cables. When in use, the detection modules are installed on the cyclist, and when not in use, they can be hung on the bicycle.

[0169] This application also provides a bicycle that includes the anti-backward electronic chainring assembly as described above. Because the bicycle has the anti-backward electronic chainring assembly, it possesses all the beneficial effects of the anti-backward electronic chainring assembly.

[0170] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A backlash-proof electronically controlled crankset assembly, characterized in that, include: The center axle is used for rotatable mounting to the chassis; An overrunning clutch is installed on the outer peripheral wall of the central shaft; A bushing is fitted onto the outside of the central shaft and connected to the overrunning clutch; the bushing is movable along the axial direction of the central shaft. The toothed disc is disposed on the bushing; An electronically controlled drive mechanism is connected to the bushing and / or the gear disc; The control module is electrically connected to the electric drive mechanism and is used to control the operation of the electric drive mechanism so as to drive the bushing to move axially along the central shaft through the electric drive mechanism.

2. The anti-reverse electronically controlled crank assembly according to claim 1, characterized in that, The anti-reverse electronically controlled crank assembly also includes: The display unit is mounted on the vehicle frame and is electrically connected to the control module.

3. The anti-reverse electronically controlled crank assembly according to claim 1, characterized in that, The anti-reverse electronically controlled crank assembly also includes: The position detection unit is electrically connected to the control module and is used to obtain the position of the dental disc on the central axis.

4. The anti-reverse electronically controlled crank assembly according to claim 1, characterized in that, The electronically controlled drive mechanism includes: A rack extends axially along the central axis and is slidable axially along the central axis; the bushing and / or the gear plate are rotatably connected to the rack; The gear meshes with the rack; An electronically controlled drive unit is connected to the gear and electrically connected to the control module; the control module is used to control the operation of the electronically controlled drive unit so that the gear is rotated through the electronically controlled drive unit, causing the rack to move, thereby driving the toothed sprocket and / or the bushing to move.

5. The anti-reverse electronically controlled crank assembly according to claim 1, characterized in that, The electrically controlled drive mechanism is mounted on the outside of the central shaft, and the electrically controlled drive mechanism includes: A lead screw extends axially along the central axis and is slidable along the central axis; the bushing and / or the toothed disc are rotatably connected to the lead screw. A nut, which is rotatable about its own axis, and is threadedly connected to the lead screw; An electronically controlled drive unit is connected to the nut and electrically connected to the control module. The control module controls the operation of the electronically controlled drive unit to rotate the nut, thereby moving the lead screw and / or the toothed sprocket.

6. The anti-reverse electronically controlled crank assembly according to claim 1, characterized in that, The anti-reverse electronically controlled crank assembly also includes: An assembly mount is provided for mounting on the vehicle frame, and the assembly mount is provided with mounting holes in which the central shaft is rotatably mounted.

7. The anti-reverse electronically controlled crankset assembly according to claim 6, characterized in that, The anti-reverse electronically controlled crank assembly also includes: A first bearing is installed at the end of the mounting hole away from the toothed disc; The second bearing is installed at one end of the mounting hole near the toothed disc; The central shaft is rotatably mounted within the first bearing and the second bearing.

8. A bicycle gear shifting system, characterized in that, include: The anti-reverse electronically controlled crank assembly as described in any one of claims 1 to 7; The flywheel speed changer is electrically connected to the control module and is used to adjust the flywheel's gear position.

9. The bicycle transmission system according to claim 8, characterized in that, Also includes: The torque detection unit is electrically connected to the control module and is used to detect the output torque of human stepping. The cadence detection unit is electrically connected to the control module and is used to detect the cadence of a human pedaling the crank.

10. A bicycle, characterized in that, Includes the anti-reverse electronically controlled crank assembly as described in any one of claims 1 to 7.

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