Bicycle chain with partially reduced outer contour of the inner plate

Description

[0001] The present invention relates to a roller chain for bicycles, in which certain shifting problems that occur when shifting from a larger to an adjacent smaller sprocket (also referred to as a chainring) on ​​the cassette at the rear wheel are avoided. The aforementioned shifting process is also referred to as outboard shifting. Furthermore, the present invention also relates to an inner link for such a roller chain, a drive arrangement with at least two adjacent sprockets and a bicycle chain, as well as a bicycle drive system.

[0002] In the following description of the invention, as well as in some of the accompanying figures, location and direction references such as "left", "right", "front", "back", "top", "bottom", etc., correspond to the rider's perspective on a bicycle. With regard to a bicycle chain or its components, the location and direction references used in the application refer to the upper run of the bicycle chain in its mounted state on the bicycle. Technical background

[0003] A bicycle can be equipped with a drivetrain, such as a chain drive. Bicycle drivetrains can be used to transfer torque from a rider to a rear wheel to propel the bicycle. For example, a drivetrain can transfer torque from a front chainring assembly via a chain to a rear sprocket or pinion, such as a sprocket from a cassette or cassette, to drive a rear wheel. Such a drivetrain can be referred to as a drive train.

[0004] Bicycle chainring assemblies can consist of one chainring or multiple individual chainrings. The front chainrings are generally referred to as chainrings. Chainrings can be attached using various types of fasteners. For example, a chainring can be attached with chainring bolts or mounted directly to the crank arm of a bicycle. The rear chainrings are often referred to as sprockets. A set of rear chainrings or sprockets may be called a cassette, sprocket set, or sprocket pack. Such a cassette is typically configured to attach to a freehub body of a rear wheel. General structure of a roller chain

[0005] A general roller chain is known from US 2017 / 234403 A1.

[0006] Roller chains, known from the prior art as drive chains for bicycles with derailleur gears, typically consist of chain links arranged to pivot relative to one another, forming a closed chain strand for transmitting drive power. Each pair of inner plates or outer plates forms an inner plate or outer plate chain link, respectively (see...). Fig. 26 / 27 The tabs each have two end sections with a typically rounded outer contour, the end sections being connected via a connecting section with a mostly tapered outer contour (cf. Figs. 3 to 5 ). Perforations are provided in the end areas of the tabs, usually concentric to the rounded outer contour (see below). Fig. 9 ). Friction conditions at the contact between chain roller and tooth on the sprocket

[0007] The alternating inner and outer link chain links are pivotably connected to each other at the chain joints by means of chain pins (also called chain rivets) (see Fig. 26 / 27 ).

[0008] The chain pins are pressed into the holes in the outer plates (see...). Fig. 27 ), while between the holes in the inner plates and the chain pins (see Fig. 11A / B ) there is play in each case to ensure rotational mobility between the chain links.

[0009] The inner flaps usually have collars on their inside in the area of ​​the perforations (see below). Fig. 9 ), wherein a chain roller is rotatably arranged on each pair of mirror-image collars (cf. Fig. 11A / B ). Friction conditions at the chain roller due to rubbing relative movement as well as due to rolling during normal chain engagement without shifting.

[0010] Such an arrangement of rotatable chain rollers is a prerequisite for favorable friction conditions between the chain roller and the sprocket tooth, especially during the process of the chain engaging with the sprocket teeth in drive operation of the chain (cf. Figs. 12 to 15 as well as 30 to 33). During this process, the chain rollers roll on the outer contour of the teeth that are each newly engaging. The force flow between the chain link and the sprocket tooth occurs through contact points, both between the cylindrical outer surface of the roller and the load flank on the sprocket tooth (see...). Fig. 15 ), as well as between the cylindrical inner surface of the roll and the collar (cf. Figs. 9 to 11B ) the inner flap.

[0011] At the contact point between the collar and the roller, there are usually good lubrication conditions, and between these two elements in contact there are large contact surfaces.

[0012] At the contact point between the load flank on the pinion tooth and the chain roller (see Fig. 15 In these areas, lubrication conditions are typically much worse, and there is no large-area contact. On the other hand, the relative motion between the roller and tooth flank is predominantly rolling, rather than sliding. Therefore, friction remains within limits. Interaction processes and guiding function of the chain links

[0013] The spaces between the pairs of links of the chain links (cf. Fig. 26 These represent passages for the teeth of the sprockets. These passages are designed to ensure that the teeth of the sprockets engage securely, thus preventing the chain from slipping off the sprockets.

[0014] This intervention process takes place both in the case of propulsion (see above). Fig. 2a and 2b , 12 to 15 as well as 30 to 33), in which the chain repeatedly engages with the teeth of a single, rotating sprocket, as well as when the chain is moved from one sprocket to the adjacent sprocket for the purpose of changing gears (cf. Figs. 16 to 25 ).

[0015] Chain misalignment is common not only when shifting gears but also during drive. In drive mode, misalignment occurs when the chainrings involved are not aligned, meaning they are not in the same plane, which is the most common situation with bicycles equipped with derailleur gears. Even under these conditions, the teeth of the chainring must engage securely with the gaps in the chain to prevent the chain from derailing.

[0016] A shifting process, on the other hand, means an actively controlled moving of the chain from the smaller to the larger sprocket (inboard shifting) or a moving of the chain from the larger to the smaller sprocket (outboard shifting). Chamfers to facilitate the procedure

[0017] To fulfill the engagement and guiding functions described above under as many conditions as possible, including when running at an angle, the aim is to make the gaps between the pairs of plates as large as possible in the direction perpendicular to the inside of the plates (= transverse direction of the chain = axis of rotation of the sprockets) (cf. Fig. 2A , 20 and 26 ). The chamfers already mentioned in the area of ​​the outer contours of the inner links of the chain, which are closer together, help (see below). Fig. 9 and 11B ), to create a wider inlet funnel for the tooth tips of the sprocket teeth entering the spaces.

[0018] Chamfers on chain links of bicycle chains, in their complex design, already go significantly beyond what is commonly understood by the term "chamfer" (usually at an angle of 45 degrees, e.g. to break a sharp edge on a solid part or on a sheet metal part). Discussion of the inner flap overhang (longitudinal and transverse overhang)

[0019] Is there a protrusion of the inner plates relative to the chain rollers (cf. e.g.) Fig. 11A / B and 13), then this inner plate overhang takes on a guiding function for the chain when it is engaged with the sprocket or pinion.

[0020] An overhang of the inner plate outer contour in the longitudinal direction of the chain (longitudinal overhang) extends into the space between a pair of outer plates (cf. Fig. 26 ) into. This longitudinal overhang becomes effective (cf. Fig. 12 / 13), when the sprocket tooth dips into the outer plate gap, and the chain roller gets closer and closer to the tooth flank. A pronounced longitudinal overhang is shown, for example, in DE10127139A1, see there. Fig. 1 and 3 .

[0021] A protrusion in the transverse direction of the chain (transverse protrusion, cf. e.g. Fig. 5 , 11A and 13 The chain roller can only assume a guiding function once it has already entered the tooth gap well. This aspect is addressed in DE102008031162A1, see paragraph

[0017] therein. Fig. 1 and 4 . Chamfers on the inner flap overhang

[0022] Due to the different requirements for longitudinal and transverse overhangs, these are used in different configurations. German patent DE102017009632A1 shows differently inclined chamfers on the inner tab overhang in the longitudinal and transverse directions (see, for example, that document). Fig. 3 ).

[0023] Just as with the inner flap in general, the inner flap overhang in particular also widens the entry funnel for the tooth tips by arranging chamfers (cf. Fig. 11A / B This increases the likelihood that the tooth tips will enter the gap between the links as directly as possible under all operating conditions, and that the chain will not ride up on the tooth tips.

[0024] Conditions for shifting to the larger sprocket (inboard shifting) or to the smaller sprocket (outboard shifting)

[0025] In order for a bicycle chain to be moved between adjacent chainrings, it must be shifted laterally parallel to the axis of rotation of the chainring, or perpendicular to the plane of extension of the chainring, by a suitable chain guide device (on a front derailleur in the area of ​​the bottom bracket or on a rear derailleur in the area of ​​the rear axle), in order to first disengage the chain from the teeth of the chainring to be left.

[0026] To ensure the chain engages smoothly and without problems on the adjacent sprocket, the chain shift must ideally occur at a specific, design-defined angular position of the sprockets relative to the chain. This is particularly important if the sprockets have corresponding shifting features at defined points along their circumference, such as protrusions and / or recesses, designed to facilitate the chain's transition between adjacent sprockets.

[0027] In the case of shifting to the adjacent larger chainring or sprocket (inboard shifting), shifting features in the form of recesses on the larger chainring or sprocket are usually provided to create space and, if necessary, receiving protrusions for the chain links of the overflowing chain section, especially for the laterally protruding outer plates of the chain.

[0028] In the case of shifting to the adjacent smaller sprocket (outboard shifting, see below). Figs. 16 to 25 ) the chain, as a result of the action of the chain guide device (here the rear derailleur arranged in the slack side of the chain, not shown in the figures), comes out of engagement with the larger sprocket, while a driving engagement of the exiting chain section with the larger sprocket continues to take place (cf. Figs. 16 to 19 ).

[0029] In particular, a sufficient degree of lateral movement of the chain relative to the teeth must be present (see...). Fig. 20 and 23 - where the lateral movement of the chain shown there is only schematically indicated, since in reality it corresponds more to a gradual, curved transition involving several chain links).

[0030] This lateral movement of the chain can occur, especially when there is a transverse as well as longitudinal overhang of the inner link links (as described above, see in particular). Fig. 13 ) and, depending on the ratio of the thickness of the teeth in the transverse direction to the clear width between the inner chain plates, may be restricted at least as long as the chain is still engaged with the sprocket to be left.

[0031] The effect of the reduced lateral movement of the chain relative to the teeth in connection with the chain being moved to the adjacent sprocket only at predetermined points with corresponding shifting features or shifting aids is discussed, for example, in DE102008031162A1, see, for example, paragraph

[0007] . Outboard switching procedure

[0032] During outboard shifting (i.e., when shifting from the larger to the adjacent smaller sprocket), a specific inner link of the chain first passes a specific tooth of the larger sprocket on its side facing the smaller sprocket (outboard side), see "b" in Figs. 16 to 25 .

[0033] Subsequently, a tooth of the smaller sprocket, following in the direction of rotation, dips into the gap between the plates of a chain link of the overrunning chain section (see "c" in Figs. 16 to 25 In the illustrated embodiment or gear jump, this is an outer plate chain link; with other tooth number differences or sprocket sizes, it can also be an inner plate chain link.

[0034] This process involves a bending of the overflowing chain section radially inwards around a specific pivot point or chain rivet of the last outer plate chain link still engaged with the larger sprocket, which is opposed to the direction of rotation (at "a" in Figs. 16 to 25 ).

[0035] This bending movement of the chain during the shift to the smaller sprocket is thus linked to a twisting of the corresponding inner link ("b" in Figs. 16 to 25 ) compared to the preceding outer link plate that is still engaged with the larger sprocket ("a" in Figs. 16 to 25 ), as well as with a corresponding movement of the periphery of the rounded outer contour of the left angulating inner flap relative to the adjacent tooth load flank (cf. Fig. 17 , 19 and 24 ).

[0036] If the periphery of the outer contour of the angulating inner flap lies against this tooth load flank, which is the case in the prior art (cf. Fig. 17 ), so at this point – unlike in a contact between chain roller and tooth of the sprocket, where a low-friction rolling process of the chain roller takes place on the flank of the tooth – sliding friction occurs, which causes the pivoting movement of the angling inner plate chain link ("b" in Fig. 17 ), and thus hinders the switching process.

[0037] In addition to the friction that arises at this point in the prior art, depending on the geometry of the load flank of the last sprocket tooth emerging from the exiting chain section of the larger sprocket, a torque "M" can also be generated (cf. Fig. 17), which can be formed from the chain tension force X on the one hand and from the counterforce Y, which is eccentric to this (geometry-dependent) and is transferred from the load flank ZL to the outer contour of the inner flap.

[0038] This torque thus attempts to pull the buckling chain link ("b" in Fig. 17 ) to prevent buckling and the overflowing chain section (cf. Fig. 16 ) instead to stretch.

[0039] Another effect of the front periphery of the left inner plate of the angling inner plate chain link colliding with the load flank of the last emerging pinion tooth in the prior art (cf. Fig. 17 , 20 and 22 The problem lies in the fact that this not only disrupts the desired smooth bending movement of this inner link chain, but also the lateral displacement of the overflowing chain section, which begins even before this bending movement (cf. Fig. 20 / 22) through the switching mechanism, which initiates the outboard switching.

[0040] These frictional forces and reaction moments occurring in the contact area between the outer periphery of the inner tab of the angling chain link "b" with the last emerging pinion tooth of the larger pinion are particularly critical when, as is desirable, the so-called "tangential condition" is to be fulfilled particularly well during outboard shifting.

[0041] "Tangential condition particularly well fulfilled" means that the chain section overflowing between the sprockets (cf. Fig. 16 and 20 ) a theoretical tangent to the smaller sprocket, starting from the incoming chain section already engaging the smaller sprocket and extending to the outgoing chain section still engaged with the larger sprocket, mapped as closely as possible (cf. Fig. 16 ).

[0042] Today, chainring arrangements or sprocket sets are designed with various shifting features at precisely defined points, as well as with a relative rotational angle position between adjacent sprockets that is exactly coordinated with the shifting features, so that the chain rollers of the chain run exactly into the spaces between the teeth of the smaller chainring or sprocket during shifting feature-supported outboard shifting and when the tangential condition is met, without coming into contact with its tooth tips or even riding on them.

[0043] This desired fulfillment of the tangential condition results in a correspondingly low or even non-existent shifting jerk during operation. In other words, when the tangential condition is ideally met, the chain section that runs over between the sprockets during the shifting process is completely straight, and simultaneously, the outgoing and incoming chain sections following the overgoing section in both directions engage with the larger and smaller sprockets simultaneously, transmitting power, so that there is no interruption in torque during the shifting process.

[0044] In other words, a shifting process with an ideally fulfilled tangential condition of the overflowing chain section means a virtually silent and jerk-free shifting process, even in the direction of drive, and thus represents the ideal to be strived for.

[0045] However, since even slight frictional or other disruptive forces during the outboard shifting process, as described above, such as the potentially generated torques "M", can disturb the misalignment and the intended tangential path of the overrunning chain section, thus lengthening it uncontrollably, avoiding these disruptive influences is of great importance. If these disruptive influences cause an unwanted deviation of the chain path from the intended path described above in the area of ​​the overrunning chain section, this can lead to the incoming chain section (cf. Fig. 16 ) rides up on the tips of the smaller sprocket's teeth, and then, in the further course of the shifting process, skips one or even several teeth of the smaller sprocket.

[0046] This, in turn, leads to a sudden forward jump of the outgoing, overriding, and incoming chain sections at the end of the shifting process, and thus also of the entire load-bearing section of the chain, which may be under high tension, by the same amount. This is not only disruptive and potentially dangerous for the rider, for example, due to the risk of slipping off the pedal, but also places unintended stress on the entire drivetrain, potentially causing damage or reducing its lifespan. Recognizing the interrelationships

[0047] The applicant is of the opinion that, in the present case, the recognition of the interrelationships to the long-ununderstood outboard switching errors already constitutes a significant part of the inventive activity.

[0048] This becomes evident, not least, from the detailed analysis of the prior art and its disadvantages above. This applies in particular to the problem present in the prior art and outlined above, according to which the angling inner link "b" of the overrunning chain section is prevented from pivoting around the chain rivet, since the front periphery of the left inner link of this chain link rests against and rubs against the load flank of the last emerging tooth of the larger sprocket.

[0049] As described, in addition to this unwanted friction, torques can even arise that straighten the kinking inner link of the chain against its kinking motion, thus disrupting or preventing the tangential entry of the overrunning chain section into the teeth of the small sprocket, which is necessary for smooth shifting. Furthermore, the collision of the front periphery of the left inner link of the kinking chain also disrupts the lateral misalignment of the overrunning chain section, which initiates the shifting process.

[0050] The problem described in detail above remains unchanged with the current state of the art. This is because the relationships and causes for the shifting errors occurring during outboard shifting under load, especially the shifting jolt caused by the exiting chain section skipping sprocket teeth, have remained unknown despite numerous analyses.

[0051] Because when observing and analyzing switching processes to the smaller adjacent sprocket, despite the already highly refined sprocket geometries in the prior art, shifting errors were still observed, especially under load, which manifested themselves in the chain skipping described above, and for which there was no explanation.

[0052] Therefore, in the applicant's opinion, the recognition and presentation of the connections and reasons for these switching errors already constitutes an invention, as a prerequisite for the task of the present invention. Object of the invention

[0053] Against this background, the object of the present invention is to overcome the disadvantages described above in the prior art and thus to further improve outboard shifting, especially under load. The applicant has recognized that, in particular, both frictional and normal force-transmitting pressing contact between the front left or inboard-side longitudinal periphery of the angular inner tab on the one hand and the load flank of the last emerging pinion tooth of the larger pinion on the other hand must be avoided.

[0054] As detailed above, the applicant has discovered a previously unrecognized problem and has found that this rubbing or pressing contact, or more generally the collision between the left front inner tab projection and the load flank on the last emerging tooth of the larger pinion, is one of the main causes of switching errors still present in the prior art when switching outboard gears.

[0055] From this, the inventive task was formulated to prevent the rubbing or pressing contact between the inner plate and the tooth, in order to ensure the desired tangential condition of the overrunning chain section during outboard shifting, even under load. Inventive solution

[0056] This problem, previously unknown in the prior art and therefore inventive, was solved in an equally inventive manner by reducing the front overhang of the left or inboard-side inner chain link in a defined area where it is not required for the chain guiding functions described above (see in particular Figs. 6 to 8 , 10 to 11B as well as 25 ), namely at least in a front lower longitudinal end section of the inner plate's outer periphery. This specific area is chosen such that, when the inner plate is installed in a bicycle chain on a bicycle, it lies opposite the load flank of a tooth of the larger sprocket that last emerges from a trailing section of the chain during outboard shifting from a larger sprocket to an adjacent smaller sprocket.

[0057] This specific partial reduction of the front left or inboard-side inner plate overhang prevents this inner plate overhang from hindering the initial lateral movement of the overrunning chain section and the buckling movement of the inner plate chain link during outboard shifting by means of a pressing or rubbing contact with the aforementioned load flank, or even from counteracting this buckling movement by generating torque (see in particular Fig. 17 as well as 20 / 22).

[0058] The solution according to the invention is also characterized by the fact that it is independent of specific operating conditions such as the chain tensile force in the tension wing of the chain, furthermore of parameters in the design of the toothing such as number of teeth, radial depth of the tooth root, i.e. the tooth space between two teeth adjacent in the circumferential direction, and in particular also of the degree of wear on the load flanks of the teeth.

[0059] According to the invention, the projection of the inner link relative to the respective chain roller is reduced and at least partially negative in a front lower longitudinal end region of the inner link's outer periphery compared to the projection in a front upper longitudinal end region and / or in a rear lower longitudinal end region of the inner link's outer periphery. The outer contour of the inner link can therefore be recessed only at a single location or in a single region, namely precisely in the area where, otherwise, an undesirable frictional contact would occur between the load flank of the last emerging pinion tooth during the shifting process and the inboard-side inner link during outboard shifting.

[0060] A term such as "front lower longitudinal end" refers to the lower part or section of the front longitudinal end of the inner link plate, with directional terms, as mentioned in the introduction, referring to the upper run of the bicycle chain when mounted on the bicycle. Similarly, a front upper longitudinal end is the upper part or section of the front longitudinal end, and a rear upper or lower longitudinal end is the upper or lower part or section of the rear longitudinal end, respectively. "Negative longitudinal overhang" means that, in a side view, the chain roller protrudes beyond the inner link plate in the respective area. The "associated" chain roller for the front longitudinal end is the front chain roller, and for the rear longitudinal end, it is the rear chain roller of a chain link.

[0061] In order to be able to install the inner link in a chain in two different orientations resulting from a rotation of 180°, the projection of the inner link relative to the respective associated chain roller can be further reduced and preferably be at least partially negative in a rear upper longitudinal end region of the inner link outer periphery compared to the projection in a front upper longitudinal end region and / or a rear lower longitudinal end region of the inner link outer periphery.

[0062] The projection of the inner link outer periphery beyond the associated chain roller can be reduced or negative within an angular range of, for example, approximately 45°, as shown in Figure 6 as indicated.

[0063] Furthermore, protection is claimed for a bicycle chain with alternatingly arranged inner plate chain links and outer plate chain links, which are pivotably connected to each other by means of chain pins, wherein a chain roller is provided on each chain pin, and wherein the inner plate chain links have inboard-side inner plates according to the invention, as previously described.In principle, it can be provided that for each inner link chain link, only the projection of the inboard-side inner link relative to the respective associated chain roller in a front lower longitudinal end region of the inner link outer periphery is reduced compared to the projection in a rear lower longitudinal end region of the inner link outer periphery of the inboard-side inner link, as well as compared to the projection in a front lower longitudinal end region and a rear lower longitudinal end region of the inner link outer periphery of the outboard-side inner link, and preferably is at least partially negative. This corresponds to a reduced projection only in region "f" of the in . Figure 11 depicted inner link chain link.

[0064] To enable the chain to be mounted in two different directions of travel, it is also possible that, for each inner link chain link, the projection of the inboard-side inner link relative to the respective associated chain roller in a front lower longitudinal end region of the inner link's outer periphery is reduced compared to the projection in a rear lower longitudinal end region and is preferably at least partially negative, and wherein the projection of the outboard-side inner link in a rear lower longitudinal end region of the inner link's outer periphery is reduced compared to the projection in a front lower longitudinal end region of the outer periphery of the outboard-side inner link and is preferably at least partially negative. This corresponds to a reduced projection only in regions "f" and "d" of the Figure 11 depicted inner link chain link.

[0065] It is also possible, for example for manufacturing or design reasons, that for each inner link chain link, the inboard-side inner link and the outboard-side inner link each have a reduced front lower longitudinal overhang and a reduced rear lower longitudinal overhang, which are reduced compared to the front upper longitudinal overhang and the rear upper longitudinal overhang, resulting in a reduced overhang in areas "d", "e", "f" and "g" in Fig. 11 corresponds.

[0066] In order to enable the chain to be used in all possible assembly directions, particularly in the case of a chain without top / bottom asymmetry, it can be provided that for each inner link chain element, the projection of the inboard-side inner link in a front lower longitudinal end region and a rear upper longitudinal end region of the inner link outer periphery is reduced and preferably at least partially negative compared to the projection in a front upper longitudinal end region and a rear lower longitudinal end region of the inner link outer periphery of the inboard-side inner link, and that the projection of the outboard-side inner link in a front upper longitudinal end region and a rear lower longitudinal end region is reduced and preferably at least partially negative compared to the projection in a front lower longitudinal end region and a rear upper longitudinal end region of the inner link outer periphery of the outboard-side inner link.This corresponds to a reduced overhang in the areas "f", "i", "d", and "k" of the in . Figure 11 depicted inner link chain link.

[0067] The chain links of a bicycle chain can have an upper / lower asymmetry, i.e., in particular, a waisted outer contour between the longitudinal end areas at the lower (towards the chainring) edge and a straight outer contour between the longitudinal end areas at the upper (away from the chainring) edge.

[0068] Furthermore, protection is claimed for a drive arrangement for a bicycle, with a larger sprocket and an adjacent smaller sprocket, as well as a bicycle chain according to the invention as described above, wherein, due to the partially reduced longitudinal projection of the inboard-side inner plates during outboard shifting, the load flank of the last sprocket tooth exiting the exiting chain section of the larger sprocket does not come into contact with the outer periphery of the inboard-side inner plate of the first kinking inner plate chain link.

[0069] It is particularly preferred that a chain section that overflows during outboard shifting from the larger to the smaller sprocket forms at least an approximate tangent to the smaller sprocket.

[0070] Finally, protection is also claimed for a bicycle drive system comprising even-numbered sprockets with alternating thick and thin teeth, as well as a chain or drive arrangement according to the invention, as described above. The term "sprocket" can refer to both the front sprocket(s) (if provided) and the pinions of the rear sprocket cluster.

[0071] The chain according to the invention can be used particularly advantageously in conjunction with sprockets having an even number of teeth, which have alternating thick and thin teeth, as is the subject of, for example, DE102015219522A1. With such sprockets (see also Fig. 20 and 23 ) the chain is guided not only on the inner link plates, but also on the outer link plates, into whose space between the plates the thick teeth enter.

[0072] The chain according to the invention can advantageously also be provided or combined with top / bottom asymmetrical chain plates. A chain with such asymmetrical chain plates is known, for example, from DE102017009632A1. Such a chain is generally mounted or used such that the tapered side of the chain points radially towards the sprockets or pinions, while the non-tapered side of the chain faces radially outwards and away from the sprockets or pinions.

[0073] In such a combination of the inventive partial reduction of the inner flap outer contour with an top / bottom asymmetric chain, for example (cf. Fig. 10 ) on the front lower, tapered side of the inner chain plate facing the teeth of the sprockets (cf. Fig. 6) to avoid contact with the tooth load flank, the overhang may be omitted in some areas, while an inner flap overhang may still be provided on the upper side facing away from the teeth (cf. Figs. 3 to 8 ), also to obtain the largest possible material cross-section of the inner plates and thus a high load-bearing capacity or tensile strength of the chain.

[0074] The advantages of the chain according to the invention in an embodiment as described above with top / bottom asymmetrical chain plates, in combination with sprockets with thick and thin teeth, as also described above, can also be combined. In this case, there are only very minimal requirements for the presence of inner plate projection for the purpose of guiding the chain on the teeth (cf. Fig. 13 as well as above under "Discussion of the inner flap overhang").

[0075] A further advantage of the chain according to the invention arises during normal chain operation without shifting. Due to the partially reduced longitudinal projection of the inner link plate according to the invention, the recesses or milled areas provided on the left side of the sprockets for receiving the longitudinal projection of the inner link plate in the prior art (cf. Fig. 30 / 31 ) are reduced or even eliminated (cf. Fig. 32 / 33 ).

[0076] This increases tooth strength and reduces the need for machining the sprockets during manufacturing. This advantage applies not only to multi-sprocket sets on the rear wheel, but also to multi- and single-chainring systems in the bottom bracket area or on the crank arm of a bicycle.

[0077] The details of the invention can be derived from the foregoing, in conjunction with the Figs. 6 to 8 , 10 to 11B , 14 / 15 , 18 / 19 , 23 to 25 , 28 / 29 as well as 32 / 33to be seen, in each case in comparison to or in contrast to the corresponding representations Figs. 3 to 5 , 9 , 12 / 13 , 16 / 17 , 20 to 22 , 26 / 27 as well as 30 / 31 , which show the situation of the aforementioned figures, but with a chain according to the state of the art.

[0078] The core of the invention becomes particularly clear from a comparison of the Fig. 17 and 19 as well as 22 and 25, together with the preceding explanations and the following character description.

[0079] Furthermore, for example, from Fig. 11B in conjunction with Fig. 28 / 29 It is evident that a chain according to an embodiment of the invention can also be at least partially symmetrical insofar as not only the left (inboard-side) inner plate, but both inner plates of each inner plate chain link in the area of ​​a lower longitudinal projection (cf. Fig. 3 / 6) of the inner flap (at d and at f in Fig. 11A / B ) may have a reduced outer contour according to the invention.

[0080] Such a partially symmetrical design of the chain can be chosen to allow the chain to be mounted or used in two opposite directions of travel. However, the advantages of the invention are also achieved in principle with a chain in which only the lower longitudinal projection (cf. Fig. 3 ) the left inner chain plate (at d in Fig. 11A / B ) has a reduced outer contour (cf. Fig. 25 ), while the three remaining lower longitudinal projections (at e, f and g in Fig. 11A / B ) the two inner chain plates can have an unchanged outer contour according to the state of the art (cf. Figs. 3 to 5 ).

[0081] It is also possible that all four lower longitudinal projections (at d, e, f and g in Fig. 11A / B) the two inner chain plates are given a reduced outer contour according to the invention, for example for production-related, load-optimizing or design reasons. In this case, two of the areas with reduced outer contour (at e and at f in Fig. 11A / B ) not to the effect according to the invention as described above and as in particular in Fig. 19 and 25 This is evident because these two outer contour areas e and g of the inner tabs - when shifting on the rear wheel or on a bicycle cassette - never come into position directly opposite the load flank of the last emerging tooth of the larger sprocket.

[0082] Especially in the case of a non-top / bottom asymmetric chain (not shown), it is also conceivable that, in addition to d and f, i and k, or even in all eight areas dk according to Fig. 11A to provide a reduced inner flap outer contour (where "k" in the representation of Fig. 11 A(partially concealed). In both cases, the advantage according to the invention is achieved regardless of all possible mounting directions of the chain.

[0083] The invention will be explained in more detail below with reference to exemplary embodiments shown in the figures, which serve only as non-limiting examples.

[0084] It shows: Fig. 1 : an exemplary bicycle with a bicycle chain according to the invention in a side view from the right. Fig. 2A / 2B : the load-free engagement of a bicycle chain, here with top / bottom asymmetrical chain plates, in a sprocket of a multi-sprocket set on the rear wheel of a bicycle in a top view and in a side view from the right (although a chain according to an embodiment of the invention is shown here, the following apply) Fig. 2A / 2B in the same way also for the state of the art); Figs. 3 to 5: an inner plate of an inner plate chain link of a bicycle chain according to the prior art in three main views; Figs. 6 to 8 : an inner plate of an inner plate chain link of a bicycle chain according to an embodiment of the invention in the three views shown in the figure Figs. 3 to 5 ; Fig. 9 : the inner flap according to Figs. 3 to 5 in perspective view; Fig. 10 : the inner flap according to Figs. 6 to 8 in Fig. 9 corresponding view; Fig. 11A / 11B : an inner link of a bicycle chain according to an embodiment of the invention in two perspective views; Fig. 12 / 13 : the engagement of a bicycle chain according to the state of the art under load in a sprocket in a side view from the left, as well as an enlarged section view according to the dashed marking in Fig. 12 ; Fig. 14 / 15 : the situation according to Fig. 12 / 13 with a bicycle chain according to an embodiment of the invention; Fig. 16 / 17: the engagement of a bicycle chain according to the state of the art during outboard shifting under load, in a sprocket pair of a multi-sprocket package in a side view from the left, as well as an enlarged section view according to the dashed marking in Fig. 16 ; Fig. 18 / 19 : the situation according to Fig. 16 / 17 with a bicycle chain according to an embodiment of the invention; Figs. 20 to 22 : the situation according to Fig. 16 / 17 with a state-of-the-art bicycle chain in a rear view ( Fig. 20 ) as well as in other views; Figs. 23 to 25 : the situation according to Fig. 18 / 19 with a bicycle chain according to an embodiment of the invention in further, Figs. 20 to 22 corresponding views; Fig. 26 / 27 : four links of a state-of-the-art bicycle chain in top and side view; Fig. 28 / 29 : four links of a bicycle chain according to an embodiment of the invention in top and side view; Fig. 30 / 31: the engagement of a bicycle chain according to the state of the art under load in a sprocket in a side view from the left, as well as an enlarged section view according to the dashed marking in Fig. 30 ; and Fig. 32 / 33 : the situation according to Fig. 30 / 31 with a bicycle chain according to an embodiment of the invention and with modified left-hand tooth flanks on the sprocket. Figs. 34-36 : three further embodiments of an inner flap according to the invention, each in different views or partial views in the respective partial figures A to D.

[0085] The Figures 3-5 , 9 , 12, 13 , 16, 17 , 20-22 , 26 , 27 , 30 and 31 Each example represents the state of the art. Figure 1 , 2A, 2B , 6-8 , 10 , 11A, 11B , 14, 15 , 18, 19 , 23-25 , 28, 29 , 32 and 33 as well as 34 to 36Exemplary embodiments of the invention, wherein identical or corresponding features are in all cases designated by the same reference numerals. The exemplary embodiments of the invention are primarily described insofar as they differ from the prior art, to which reference is otherwise made.

[0086] In order to avoid overloading the figures, not all features of every figure are marked with reference symbols, but primarily only those features that are needed to explain the respective figure.

[0087] Figure 1 Figure 1 shows an exemplary bicycle B with a drive arrangement D according to an embodiment of the invention. The drive arrangement D comprises a front chainring CR, a rear sprocket cluster R with several sprockets S, and a chain K which can be moved from one sprocket S to the next by means of the rear derailleur RD.

[0088] The directional terms right / left and front / back used below refer to a bicycle B in the direction of travel, thus corresponding to the rider's perspective on bicycle B.

[0089] The bicycle frame F typically has a left and a right rear dropout or frame eye, between which the rear wheel RW is mounted. The rear wheel RW rotates together with the sprocket cluster R around the rear wheel axle A. The term axial here refers to the rear wheel axle A or the axis of rotation A of the sprocket cluster R, or a direction parallel to it. Fig. 1 runs perpendicular to the drawing plane.

[0090] The diameter of the sprockets S decreases axially outwards, meaning the largest sprocket is positioned axially further inwards, or "inboard," or, as explained above regarding directional characteristics, further to the left than the smaller sprockets. Similarly, the term "outboard shifting" describes a shifting operation in which the chain is moved from a larger to an adjacent smaller sprocket, i.e., axially outwards or to the right when shifting at the rear wheel. The preceding explanations apply to a bicycle with both a known and a drive arrangement according to the invention.

[0091] The Figures 2A and 2B The figures show, in a top view from above or in a side view from the right, a larger sprocket S1 and a smaller sprocket S2 adjacent on the outboard side of the sprocket package R, as well as a part of the chain K according to an embodiment of the invention, which is in free engagement with the larger sprocket S1 in this case.

[0092] As the figures show, the chain K comprises alternating inner link chain links 10 and outer link chain links 12, which are pivotably connected to each other by chain pins 14.

[0093] The inner link chain links 10 each comprise two inner links 16 arranged in an axially symmetrical manner opposite each other, the outer link chain links 12 each comprise two outer links 18 arranged in an axially symmetrical manner opposite each other.

[0094] A section of the chain K according to the prior art or embodiment of the invention is shown in a top view and a side view in the Figures 26 and 27 or 28 and 29 are shown separately again, with the side views of the Figure 27 and 29 The outer flaps facing the viewer were omitted.

[0095] When the chain K is engaged with a sprocket, as in Fig. 2With the larger pinion S1, the pinion teeth Z engage in the spaces 10z and 12z between the inner tabs 16 and between the outer tabs 18, respectively (see also Fig. 26 ).

[0096] In order to show the engagement of the pinion teeth Z at least in the spaces 12z between the outer tabs 16, the representation of Fig. 2B The right-hand or outboard-side outer tabs 16 have been omitted.

[0097] Since the inner plates 16 are closer together than the outer plates 18, a lateral leading contact between the sprocket teeth Z and the chain K takes place mainly in the area of ​​the inner plates 16.

[0098] The in the Figures 3 to 5 as well as 9 for the state of the art and in the Figures 6 to 8 and 10For the embodiment of the invention, the inner tabs 16 shown individually in different views each have an elongated shape and each has two opposing longitudinal end regions 22 in the longitudinal direction L with a usually rounded outer contour, wherein the end regions are connected via a connecting region 23 with an outer contour that is usually tapered at least at the lower edge (cf. Figs. 3 to 5 ). The entire inner flap outer periphery or outer contour is designated here as 21.

[0099] As explained in the introduction, the terms "top" and "bottom" refer to the upper run of the bicycle chain K when mounted on the bicycle.

[0100] In the end regions of the inner plates 16, holes 16o are usually provided concentrically to the rounded outer contour. The chain pins 14 are pressed into the holes 18o in the outer plates 18 (see figure). Fig. 27), while there is sufficient play between the holes 16o in the inner plates 16 and the chain pins 14 to ensure the rotational mobility between the chain links 10, 12.

[0101] The inner flaps 16 typically have collars 16c on their inner side 16i in the area of ​​the perforations 16o (cf. Fig. 9 ), wherein a chain roller 20 is rotatably arranged on each pair of mirror-image collars 16c (and thus also above the chain pin 14) (cf. Fig. 11A / B The cylindrical inner surface 26 of the collars 16c forms a contact surface for the chain pins 14, the cylindrical outer surface 28 of the collars 16c forms a contact surface for the chain rollers 20.

[0102] To facilitate the smoothest possible entry of the pinion teeth Z into the spaces 10z between the inner tabs 16, chamfers 25 are provided on their inner surfaces 16i over at least part of the outer circumference, forming in particular a kind of entry funnel for the pinion teeth. For historical or manufacturing reasons, there may be a central outer contour area 27 without a chamfer in the region of the longitudinal ends 22; however, it is also conceivable and intended to make the chamfer continuous at these points.

[0103] The inner tabs known from the prior art of the Figures 3 to 5 and 9 are essentially mirror-symmetrical with respect to a central plane E running perpendicular to a longitudinal direction L of the tabs, which in Fig. 3 is indicated and runs perpendicular to the plane of the drawing.

[0104] In contrast to the chain rollers to be provided on collar 16c, which are in the Figures 3 to 5Not shown, the inner plates have both a longitudinal projection (at 22) and a transverse projection (at 24), i.e., a projection relative to the chain roller in the longitudinal and transverse directions, respectively. As in particular Figure 3 As illustrated, in the prior art the inner plates are symmetrically designed such that a front and a rear longitudinal projection (i.e., a projection in the front and rear longitudinal end regions 22h, 22v relative to the front and rear chain roller 20, respectively) are essentially the same. Each of the longitudinal projections can be further divided into an upper and a lower longitudinal projection (a projection in the upper and lower part 22o, 22u of the longitudinal end region 22), which are also essentially the same.

[0105] Overall, the known inner plate 16 thus has a (longitudinal) projection in the front upper longitudinal end region 22vo, in the front lower longitudinal end region 22vu, in the rear upper longitudinal end region 22ho and in the rear upper longitudinal end region 22hu, each projecting in relation to the corresponding chain roller, which are essentially symmetrical to each other. (cf. Fig. 9 ). The areas of the inner flap 16 where a transverse overhang is present are marked with 24.

[0106] In the inventive inner tabs 16 of the Figures 6 to 8 and 10 This symmetry is broken by the fact that in a certain, in the Figures 8 and 10In each case, the radial extent of the inner link is reduced in the area 19 of the inner link outer periphery 21, indicated by a dashed oval. Consequently, the projection of the inner link 16 relative to the chain roller (not shown in these figures) is also reduced. In some areas, the projection is even negative, so that in a side view the chain rollers 20 partially protrude beyond the inner links 16, as for example in Fig. 15 can be seen.

[0107] In the exemplary embodiment of the Figures 6 to 8 and 10 There is a reduced overhang in an anterior lower longitudinal end region 22vu, which is reduced compared to the overhang in the anterior upper longitudinal end region 22vo, in the posterior lower longitudinal end region 22hu and in the posterior upper longitudinal end region 22ho (cf. Fig. 10 ).

[0108] The size and extent of the reduced overhang of the aforementioned embodiment are particularly evident from the Figures 6 and 8 in which the course of the outer contour 21 of a conventionally designed inner chain link according to the state of the art is additionally shown by means of a dotted line (cf. Figures 3 and 5 ) is marked.

[0109] An embodiment of an inner link chain link 10, which has two inner links 16 according to the Figures 6 to 8 and 10 includes, and that in two perspective views in Fig. 11A and Fig. 11B As shown, the reduced longitudinal overhang is only present in the front lower longitudinal end area 22vu of the inboard-side chain link 16l and in the rear lower longitudinal end area 22hu of the outboard-side chain link 16r, i.e., only at "f" and "d", as best illustrated in Fig. 11B can be seen.

[0110] The Figures 12 and 13Illustrating the guiding function of the longitudinal and transverse overhang at 22 and 24 of the inner plates 16 when the chain K known from the prior art engages a sprocket S under load, i.e. when a tensile force FZ acts on the chain, which Figures 14 and 15 The same situation is illustrated for a chain K according to the invention. In order to be able to recognize the engagement of the inner link links with the chain inner plates 16 on the load flanks ZL of the pinion teeth Z, the following are shown in the Figures 12 to 15 Most of the chain links located at the front of the drawing (18) have been omitted for illustrative purposes.

[0111] According to the invention, the area 19 of the inner tab outer periphery 21 with reduced or negative longitudinal projection is selected such that the switching problems present in the prior art during outboard switching are reduced or eliminated, as already mentioned in the introduction with reference to the Figures 16 to 25 was explained in more detail, whereby the Figures 16 to 17and 20 to 22 illustrate the outboard switching in the state of the art, which Figures 18 and 19 as well as 23 to 25 the outboard switching for an embodiment of the present invention.

[0112] Fig. 17 or 19 is a close-up of the section shown in Figure 16 or 18 with a dashed oval marked area. Fig. 22 or 25 is a close-up of the section shown in Fig. 20 or 23 areas marked with a dashed circle and Fig. 21 Figure 24 is an enlarged left side view of the vehicle shown in the rear view. Fig. 20 or 23 areas marked with a dashed rectangle. In the Figure 21 and 24 are the chain rollers omitted, in Figure 24 additionally the inboard-side outer tab of the last chain link still engaged with the larger sprocket.

[0113] How best to Fig. 17or 19, when shifting outboard, a specific inner link 10.1 of the chain passes a specific tooth Z1 of the larger sprocket S1 on its side facing the smaller sprocket S2 (outboard side), see also Fig. 20 / 21 and Fig. 23 / 24 .

[0114] A tooth Z2 of the smaller sprocket S2, following in the direction of rotation Q, then enters the space between the links of a chain link of the overrunning chain section K2 (at "c" in Figs. 16 to 25 ).

[0115] This process is associated with a bending of the overflowing chain section K2 radially inwards around a specific chain pin 14.1 of the outer plate chain link 12.1, which is still engaged with the larger sprocket S1 and opposes the direction of rotation (at "a" in Figs. 16 to 25 It should be noted that, for the sake of clarity, the left or inboard-side outer tab of the outer-link chain link 12.1 (at "a") is shown in the Figures 16-19was omitted.

[0116] The bending movement of the chain K during the transfer to the smaller sprocket S2 is thus linked to a rotation of the associated inner link 10.1 (at "b" in Figs. 16 to 25 ) around the chain pin 14.1 relative to the preceding outer plate chain link 12.1, which is still engaged with the larger sprocket S1 (at "a" in Figs. 16 to 25 ), as well as with a corresponding movement of the periphery of the rounded outer contour of the left (inboard-side) angling inner flap 16l relative to the adjacent tooth load flank ZL (cf. Fig. 17 , 19 and 24 ).

[0117] If the outer contour 21 of the angling left inner flap 16l lies against the adjacent tooth load flank ZL, which is the case in the prior art (cf. Fig. 17), so at this point - unlike in a contact between chain roller and tooth of the sprocket, where a low-friction rolling process of the chain roller takes place on the flank of the tooth - a pressing or sliding friction occurs, which hinders the pivoting movement of the angling inner plate chain link 10.1, and thus the switching process as well as compliance with the tangential condition described above.

[0118] In addition to the friction arising at this point in the prior art between the outer contour 21 of the angling left inner tab 16l and the tooth load flank ZL, depending on the geometry of the load flank ZL of the last sprocket tooth Z0 of the larger sprocket S1 emerging from the exiting chain section K1, a torque "M" can also be generated (cf. Fig. 17), which can be formed from the chain tensile force X acting on the inner plate 10.1 on the one hand and from the counterforce Y, which is eccentric to this (depending on the geometry of the load flank ZL and the chain link outer contour 21) and is transferred from the load flank ZL to the outer contour 21 of the inner plate 10.1.

[0119] This torque M thus attempts to counteract the buckling chain link 10.1 (at "b" in Fig. 17 ) to prevent it from buckling and instead to straighten the overflowing chain section K2.

[0120] Another effect of the front periphery 21 of the left inner plate 16l of the angling inner plate chain link colliding with the load flank ZL of the last emerging pinion tooth Z0 in the prior art (cf. Fig. 17 , 20 and 22The problem lies in the fact that this not only disrupts the desired smooth bending movement of this inner link chain, but also the lateral displacement of the overflowing chain section, which begins even before this bending movement (cf. Fig. 20 / 22 ) by the derailleur RD, which initiates the outboard shifting. The collision between the front longitudinal end area 22v of the outer contour 21 of the inboard inner plate 16l and the last emerging sprocket tooth Z0 for a chain K according to the state of the art is particularly well in Fig. 22 to recognize.

[0121] These frictional forces and reaction moments M occurring in the contact area between the outer periphery 21 of the inner plate 16l of the angling chain link "b" with the last emerging sprocket tooth Z0 of the larger sprocket S1 are particularly critical if, as described above, the tangential condition is to be fulfilled during outboard shifting, i.e., if the chain section K2 running over between the sprockets (cf. Fig. 16 and 20 ) a theoretical tangent T to the smaller sprocket S2, starting from the incoming chain section K3 already engaging the smaller sprocket S2 and extending to the outgoing chain section K1 still engaged with the larger sprocket S1, should be mapped as closely as possible (cf. Fig. 16 ).

[0122] The problem described above is overcome according to the invention by reducing the outer contour 21 of the inboard-side inner tabs 16l at least precisely in the area 19 where, in the prior art, a collision or friction with the load flank ZL of the last emerging pinion tooth Z0 would occur during outboard shifting, as can be seen in particular from the comparison described above of the Figures 14, 15 , 18, 19 , 23-25 , 28 , 29 and 32-33 illustrated embodiment of the invention with the corresponding representations of the prior art in the Figures 12, 13 , 16, 17 , 20 to 22 , 26 , 27 , 30 and 31 emerges.

[0123] Out of Figure 23Furthermore, the interaction between the bicycle chain and sprockets with alternating thick (wide) teeth Zb and thin (narrow) teeth Zs is particularly evident during the shifting process. Such sprockets are especially advantageous due to the improved adherence to the intended chain path, particularly the tangential condition, during the shift between adjacent sprockets (see above under "Conditions for shifting to the larger sprocket", as well as the description of the tangential condition above under "Procedure of outboard shifting").

[0124] Furthermore, when using front sprockets with such alternating thick (wide) teeth Zb and thin (narrow) teeth Zs, the requirements for the inner plate projection 22, 24 for the purpose of guiding the chain on the teeth of the sprockets are reduced (cf. Fig. 13as well as above under "Discussion of the inner plate projection"). As already mentioned in the introductory description, the chain according to the invention is therefore particularly suitable for use together with sprockets and chainrings with alternating wide teeth Zb and narrow teeth Zs.

[0125] A section of a chain with inner plate links 10 according to Fig. 11 The assembled chain K is again separately in the Figures 28 and 29 depicted, whereby in Fig. 28 The areas 19 with reduced outer contour are each marked by a dashed circle.

[0126] As in the Figures 30 to 33 As illustrated, when using a chain according to the invention, due to the partially reduced inner plate longitudinal projection according to the invention, recesses or milled recesses ZA provided on the left side of the sprocket S in the prior art for receiving the inner plate longitudinal projection (see figure) can also be used. Fig. 30 / 31) are reduced or even eliminated entirely, as in the Fig. 32 / 33 This is shown. This increases the effective width of the tooth load flank ZL, which improves the power transmission between the chain K and the sprocket S and, in particular, increases the service life of the sprocket S.

[0127] The Figures 34 to 36 Finally, various possibilities for designing the transition between the area 19 of the inner flap outer periphery 21 with reduced longitudinal projection 22 and the mostly flat inner surface 16i of the inner flap 16 or the adjacent chamfer 25 in an inner flap 16 according to the invention are illustrated, namely as a simple edge 28 (cf. Figure 34 ) as a further chamfer 30 or as a rounded edge 32. The latter two possibilities further reduce the probability that the disturbances described at the beginning will occur during outboard switching operations.

Claims

1. Bicycle chain (K) having an inner link plate (16) and chain rollers (20), wherein a protrusion of the inner link plate (16) in relation to the respectively assigned chain roller (20) in a front lower longitudinal end region (22vu) of an inner link plate outer periphery (21) is reduced, and is negative at least in regions, in comparison to the protrusion in a front upper longitudinal end region (22vo) or / and in a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21).

2. Bicycle chain (K) according to Claim 1, wherein the protrusion of the inner link plate (16) in relation to the respectively assigned chain roller (20) furthermore also in a rear upper (22ho) longitudinal end region of the inner link plate outer periphery (21) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a front upper longitudinal end region (22vo) or / and a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21).

3. Bicycle chain (K) according to either of the preceding claims, wherein the protrusion of the inner link plate outer periphery (21) over the respectively assigned chain roller (20) is reduced or is negative within an angular range (a).

4. Bicycle chain (K) according to one of the preceding claims, having alternatingly arranged inner link plate chain links (10) and outer link plate chain links (12), which chain links are connected pivotably to one another by means of chain pins (14), wherein a chain roller (20) is provided at each chain pin (14), and wherein the inner link plate chain links (10) have the inner link plate (16) as an inboard-side inner link plate (161).

5. Bicycle chain (K) according to Claim 4, wherein, for each inner link plate chain link (10), the protrusion of the inboard-side inner link plate (161) in relation to the respectively assigned chain roller (20) in a front lower longitudinal end region (22vu) of the inner link plate outer periphery (21) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21) of the inboard-side inner link plate (161) and in comparison to the protrusion in a front lower longitudinal end region (22vu) and in a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21) of the outboard-side inner link plate (16r).

6. Bicycle chain (K) according to Claim 4, wherein, for each inner link plate chain link (10), the protrusion of the inboard-side inner link plate (161) in relation to the respectively assigned chain roller in a front lower longitudinal end region (22vu) of the inner link plate outer periphery (21) of the inboard-side inner link plate (161) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a rear lower longitudinal end region (22hu), and wherein the protrusion of the outboard-side inner link plate (16r) in a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a front lower longitudinal end region (22vu) of the outer periphery (21) of the outboard-side inner link plate (16r).

7. Bicycle chain (K) according to Claim 4, wherein, for each inner link plate chain link (10), the protrusion of the inboard-side inner link plate (161) and of the outboard-side inner link plate (16r) in each case in a front lower longitudinal end region (22vu) and in a rear lower longitudinal end region (22hu) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a front upper longitudinal end region (22vo) and in a rear upper longitudinal end region (22ho) .

8. Bicycle chain according to Claim 4, wherein, for each inner link plate chain link (10), the protrusion of the inboard-side inner link plate (161) in a front lower longitudinal end region (22vu) and in a rear upper longitudinal end region (22ho) of the inner link plate outer periphery (21) is reduced, and is preferably negative at least in regions, in comparison to the protrusion in a front upper longitudinal end region (22vo) and in a rear lower longitudinal end region (22hu) of the inner link plate outer periphery (21) of the inboard-side inner link plate (161), and wherein the protrusion of the outboard-side inner link plate (16r) in a front upper longitudinal end region (22vo) and in a rear lower longitudinal end region (22hu) is reduced, and is preferably negative at least in regions, in comparison to a protrusion in a front lower longitudinal end region (22vu) and in a rear upper longitudinal end region (22ho) of the inner link plate outer periphery (21) of the outboard-side inner link plate (16r).

9. Bicycle chain (K) according to one of Claims 4 to 7 having chain link plates with asymmetry at the top / bottom.

10. Drive arrangement (D) for a bicycle (B), having a larger pinion (S1) and a smaller pinion (S2) adjacent on the outboard side, and having a bicycle chain (K) according to one of Claims 4 to 9, in which, because of the regionally reduced longitudinal protrusion of the inboard-side inner link plates (161), during the outboard shifting between the two pinions (S1, S2) the load flank (ZL) of the last pinion tooth (Z0) of the larger pinion (S2) to emerge from the outgoing chain portion (K1) does not come into contact with the outer periphery (21) of the inboard-side inner link plate (161) of the first bending inner link plate chain link (10.1).

11. Drive arrangement (D) according to Claim 10, wherein, during the outboard shifting, a chain portion (K2) running over from the larger pinion (S1) to the smaller pinion (S2) forms a tangent (T) to the smaller pinion (S2).

12. Bicycle drive system comprising chain wheels with an even number of teeth and with alternatingly thick and thin teeth (Z), having a bicycle chain (K) according to one of Claims 4 to 9, or having a drive arrangement (D) according to Claim 10 or 11.