System and method for bicycle transmission

Abstract

To provide a bicycle transmission system which can be stored in a bottom bracket position without losing power transmission efficiency.SOLUTION: In a bicycle transmission system, two circular cones forming a set are arranged parallel to each other, facing each other in a housing. A first circular cone is engaged with a first shaft. A second circular cone is engaged with a second shaft parallel to the first shaft. The second shaft has a proximate position and a distal position relative to the first shaft. A driver is arranged perpendicular to the first circular cone or the second circular cone and passes therebetween. The driver causes a part of the first circular cone to engage with a part of the second circular cone when the second circular cone is in the proximal position. A driver mover moves the driver between the first circular cone and the second circular cone when the second circular cone is in the distal position. A transmission component is coupled to an end of the second shaft.SELECTED DRAWING: Figure 3A

Description

[Technical Field]

[0001] This application claims the benefit under 34 U.S.C. § 119(e) of U.S. Provisional Application No. 63 / 311,722 (SYSTEM AND METHOD FOR BICYCLE TRANSMISSION), filed February 18, 2022, the disclosure of which is incorporated herein by reference. [Background technology]

[0002] The present invention generally relates to a bicycle shifting system that securely houses the majority of the bicycle's shifting system at the bottom bracket without losing power transmission efficiency. This protects the system from damage and debris caused by bicycle riding, especially off-road riding. The result is a much more robust shifting system than prior art, which significantly reduces maintenance time and costs. Additionally, the present invention offers industry-leading torque ratio ranges and other benefits, such as shifting under load and static conditions.

[0003] Mechanisms that allow cyclists to change the torque ratio of their bicycles, such as bicycle derailleurs, have been around for many years. The most common system employs a derailleur system, which shifts the chain up and down between successively sized spur gears. This has been around for over 100 years. This basic design has been consistently refined over the years to optimize weight and performance. Other systems, such as gear mechanisms within the wheel hub, have also been commercialized to address the shortcomings of the derailleur.

[0004] Continual refinement of derailleur systems has allowed them to maintain their dominance in the marketplace through improvements in efficiency, weight and cost, three variables generally considered to be most important to cyclists.

[0005] However, derailleur systems have inherent design drawbacks. First, they cannot change gears to change torque ratios while stationary, so cyclists must plan ahead to downshift before coming to a stop. Second, they must hold the rear tire and rotate the crank until the derailleur can shift, which is difficult and tedious.

[0006] Second, derailleur systems are exposed to the environment and cyclists, which negatively impacts system efficiency. This can lead to a number of significant problems depending on the intended use. Chain drives are highly efficient when clean and lubricated. However, as dirt accumulates during use, they rapidly lose efficiency. As a result, chain drives require constant cleaning and lubrication to maintain their efficiency. This lubrication can sometimes encourage dirt buildup on the chain, leading to chronic chain grease stains on cyclists' feet.

[0007] Third, exposure to these conditions can make the derailleur system susceptible to damage, or at the very least, to being thrown out of index calibration, leading to expensive maintenance costs. This damage can easily occur when the bike is knocked over from a stationary or standing position, or more commonly when riding over difficult terrain.

[0008] Wheel-hub derailleur designs are quite popular because the torque-changing mechanism is protected within a sealed housing. This addresses the efficiency and robustness issues of derailleur systems. They also allow for the use of a flexible belt drive between the crank and hub, replacing the chain and its associated drawbacks. However, these commercialized designs, such as Shimano's Alfine® and Roloff's Speedhub®, generally have poor starting efficiency, generally do not offer a wide torque ratio range, and are significantly heavier than derailleur designs.

[0009] For the latter, a heavier rear tire is a drawback to mountain biking, as it increases the unsprung mass of the rear suspension (i.e., the additional weight on the rear wheel and bike frame stays creates upward inertia when going over bumps, negatively impacting rear wheel traction), reducing suspension performance.

[0010] In recent years, newer derailleur designs have been commercialized to address the shortcomings of the derailleur system. The Enviolo Nuvinci system utilizes a toroidal variator system that allows for infinitely variable torque within its range. This system allows cyclists to dial in the desired ratio rather than relying on the derailleur system's index steps (which can range from 16 to 30 percent).

[0011] However, the Enviolo Nuvinci system has many drawbacks: it is significantly heavier than a derailleur system, is located within the wheel hub, has a smaller torque ratio range (approximately 352% compared to up to 550% for the best derailleur systems), and is significantly less efficient due to the inherent limitations of this variator, which requires a greater clamping force on the rollerball surface to prevent disengagement.

[0012] Two other designs have been successfully commercialized that employ a traditional gearbox system that utilizes a pawl to change the torque ratio. Both systems require unique modifications to the cycle frame to accommodate the bottom bracket mounting location. The Pinion system has been successfully incorporated into bicycle designs by over 100 manufacturers. Located at the bottom bracket, the Pinion system centers the bicycle's weight for improved balance and, on rear-suspension bicycles, reduces unsprung weight.

[0013] The latter benefit is that it reduces the rear wheel's upward inertia and keeps it set when hitting bumps, improving rear wheel contact and traction. Pinion systems are available in ratio ranges up to 676% and feature even indexing steps. Pinion systems also utilize a pawl system to change gear ratios, allowing the cyclist to shift gears while standing still. The greatest advantage of the pinion system is that the shifting mechanism is enclosed and protected in a housing. Protecting the torque-changing mechanism, like the wheel hub design, maintains system efficiency and reduces maintenance and the risk of damage. It also allows for the use of a flexible belt drive.

[0014] The drawbacks of the pinion design are significant enough to prevent its full market adoption. First, like the wheel hub design, the system is significantly heavier than a derailleur system—up to 100% heavier—due to the need to use steel in the mating gears to ensure durability. Second, it does not shift well under load, forcing the cyclist to slow their pedaling to change gears. This can be a significant issue in mountain biking applications, where steep or difficult trails require the cyclist to change gears suddenly without losing momentum.

[0015] The Paul system effectively creates a second freewheel with 14-22 engagement points. This creates a delay in the engagement of the torque-driven system. This limits the cyclist's ability to effectively ratchet up difficult obstacles by momentarily reversing the crank rotation of the tire to some degree before moving forward. Due to inherent losses in the gearbox design, it is less efficient (90-95%) than a clean derailleur system. Finally, the gearbox design, like the wheel hub design, requires regular oil changes and is prone to leaks, increasing the maintenance burden on the cyclist.

[0016] Another commercially available gearbox design is the Effigear, which has many of the same advantages and disadvantages as pinion gearboxes, but with some differences. The Effigear only has nine gear ratio options, resulting in a torque ratio range of just 469%, with large, uneven percentage steps between each gear. However, its pawl mechanism has 48 engagement points, allowing the cyclist to ratchet more effectively.

[0017] Again, whether it's a road bike, mountain bike, beach cruiser, or any other style, it's the rider who provides the power through their legs to move the bike. The rider moves themselves and the bike over the terrain being covered. Adding weight to the gear shifting system requires additional effort simply to move. Issues with the timing and speed of gear changes are not only difficult for the rider, but can be very dangerous. Also, the efficiency with which the rider's effort is converted into the mechanical movement of the bike is very important to the rider. Summary of the Invention [Problem to be solved by the invention]

[0018] Therefore, there is a need for a method and system that can solve one or more of the problems set forth above. [Means for solving the problem]

[0019] The present invention solves the problems of the prior art by providing a novel system and method for a bicycle derailleur that is low maintenance, highly efficient, lightweight, compact in size, has a wide torque ratio range, and is located at the bottom bracket for ideal center of gravity balance.

[0020] According to an exemplary embodiment, a bicycle transmission is provided. The bicycle transmission includes a housing through which a first shaft extends, two sets of conical gear assemblies, each set consisting of a first conical gear assembly and a second conical gear assembly, a drive belt, a drive belt moving device, and a transmission gear. The two sets of conical gear assemblies are arranged in parallel and opposite to each other within the housing. Each of the first conical gear assembly and the second conical gear assembly has a plurality of gears of different sizes arranged in progressive order. The first conical gear assembly engages with the first shaft. The second conical gear assembly engages with a second shaft parallel to the first shaft. The second shaft has a proximal position and a distal position relative to the first shaft. The drive belt is disposed perpendicular to the first cone gear assembly or the second cone gear assembly and passes between the first cone gear assembly and the second cone gear assembly. The drive belt engages one gear of the first cone gear assembly and one gear of the second cone gear assembly when the second cone gear assembly is in a proximal position. The drive belt moving device moves the drive belt along the progressive sequence of the gears when the second cone gear assembly is in a distal position. The transmission gear is coupled to an end of the second shaft.

[0021] According to another embodiment, there is also provided a bicycle transmission. The bicycle transmission includes a housing through which a first shaft extends, a first conical gear assembly disposed within the housing and engaging the first shaft, a second conical gear assembly disposed within the housing and engaging a second shaft parallel to the first shaft, a conical gear adjusting device, a drive belt, a drive belt moving device, and a transmission gear. The first conical gear assembly includes a plurality of first gears. The first gears are different in size and arranged in a first progressive order. The second conical gear assembly includes a plurality of second gears. The second gears are different in size and arranged in a second progressive order, the first progressive order being reversed from the second progressive order. The second shaft has a first end and a second end. The cone gear adjusting device includes a first eccentric cam disposed in a bearing and a second eccentric cam coupled to a cam rotor. The first eccentric cam receives a first end of the second shaft. The second eccentric cam receives a second end of the second shaft. The first eccentric cam and the second eccentric cam enable the second cone gear assembly to have a proximal position relative to the first cone gear assembly and a distal position relative to the first cone gear assembly through the cam rotor. The drive belt is disposed perpendicular to the first or second cone gear assembly and passes between the first and second cone gear assemblies. The drive belt engages one gear of the first cone gear assembly with one gear of the second cone gear assembly when the second cone gear assembly is in the proximal position. The drive belt moving device moves the drive belt through the progressive gear sequence when the second conical gear assembly is in a distal position. The transmission gear is coupled to an end of the second shaft.

[0022] According to yet another embodiment, a bicycle transmission is also provided. The bicycle transmission includes a housing through which a first shaft extends, a first conical gear assembly disposed within the housing and engaging around the first shaft, a second conical gear assembly substantially equivalent to the first conical gear assembly, a drive belt shifting device, and a transmission gear. The first conical gear assembly includes a plurality of first gears, each of which is different in size from the others and arranged in a first progressive order. The second conical gear assembly includes a plurality of second gears, each of which is different in size from the others and arranged in a second progressive order. The first progressive order and the second progressive order are reversed. Each of the first gears is disposed within the housing and engages around a second shaft parallel to the first shaft. The second shaft is supported by a first eccentric cam disposed in a bearing and a second eccentric cam coupled to a cam rotor. The first eccentric cam and the second eccentric cam enable the second cone gear assembly to have a proximal position relative to the first cone gear assembly and a distal position relative to the first cone gear assembly. The drive belt moving device moves the drive belt through the progressive gear sequence when the second cone gear assembly is in the distal position. The transmission gear is coupled to the end of the second shaft.

[0023] According to yet another embodiment, there is provided a method for providing a bicycle transmission. The method includes the steps of providing a housing through which a first shaft extends, providing a first conical gear assembly disposed within the housing and engaging around the first shaft, providing a second conical gear assembly substantially equivalent to the first conical gear assembly, providing a drive belt movement device, and providing a Geneva mechanism. The first conical gear assembly includes a plurality of first gears, each of which is different in size from the other and arranged in a first progressive order. The second conical gear assembly includes a plurality of second gears, each of which is different in size from the other and arranged in a second progressive order. The first progressive order and the second progressive order are reversed. Each of the first gears is disposed within the housing and engages around a second shaft parallel to the first shaft. The second shaft is supported by a first eccentric cam disposed in a bearing and a second eccentric cam coupled to a cam rotor. The first eccentric cam and the second eccentric cam enable the second cone gear assembly to have a proximal position relative to the first cone gear assembly and a distal position relative to the first cone gear assembly. The drive belt movement device moves the drive belt through the progressive gear sequence when the second cone gear assembly is in the distal position. The Geneva mechanism synchronizes the linear motion of the drive belt movement device with the movement of the second cone gear assembly between the distal and proximal positions. [Brief explanation of the drawings]

[0024] [Figure 1A] FIG. 1 is a right side view of a cone gear bicycle transmission in accordance with at least one embodiment of the present invention.

[0025] [Figure 1B] 1 is a left side perspective view of a cone gear bicycle transmission in accordance with at least one embodiment of the present invention. FIG.

[0026] [Figure 2] 1 is a general schematic diagram of a bicycle equipped with a cone gear bicycle transmission in accordance with at least one embodiment of the present invention;

[0027] [Figure 3A] 1 is an exposed left perspective view of a cone gear bicycle derailleur in accordance with at least one embodiment of the present invention.

[0028] [Figure 3B] 1 is an exploded left perspective view of a cone gear bicycle transmission in accordance with at least one embodiment of the present invention;

[0029] [Figure 3C] 1 is a partial right side perspective view of a cone gear bicycle transmission in accordance with at least one embodiment of the present invention.

[0030] [Figure 4] 1 is a top view of a cone gear bicycle derailleur in accordance with at least one embodiment of the present invention;

[0031] [Figure 5] FIG. 1 is a conceptual diagram of cone interaction for a cone gear bicycle derailleur in accordance with at least one embodiment of the present invention.

[0032] [Figure 6] FIG. 2 is an end view of a second conical gear assembly in a proximal position relative to a first conical gear assembly, in accordance with at least one embodiment of the present invention.

[0033] [Figure 7] FIG. 10 is an end view of a second conical gear assembly in a distal position relative to a first conical gear assembly, in accordance with at least one embodiment of the present invention.

[0034] [Figure 8]8A and 8B are top and right end views of a second conical gear assembly in a proximal position relative to a first conical gear assembly, in accordance with at least one embodiment of the present invention.

[0035] [Figure 9] 9A and 9B are diagrams of a second conical gear assembly in a distal position relative to a first conical gear assembly, in accordance with at least one embodiment of the present invention;

[0036] [Figure 10] FIG. 1 is an end view of an engaged sprocket gear assembly and outer transmission gear when the second cone gear assembly of a cone gear bicycle transmission is in a proximal position, in accordance with at least one embodiment of the present invention.

[0037] [Figure 11] FIG. 1 is an end view of a disengaged sprocket gear assembly and outer transmission gear when the second cone gear assembly of a cone gear bicycle transmission is in a proximal position, in accordance with at least one embodiment of the present invention. [Figure 12] FIG. 1 is an end view of a conical gear assembly with a driver as a transfer wheel on a spring-loaded transfer wheel arm, in accordance with at least one embodiment of the present invention.

[0038] [Figure 13] FIG. 1 is a perspective view of a conical gear assembly with a driver as a transfer wheel on a spring-loaded transfer wheel arm, in accordance with at least one embodiment of the present invention.

[0039] [Figure 14] FIG. 1 is an end view of a conical gear assembly with a driver as a chain in accordance with at least one embodiment of the present invention.

[0040] [Figure 15]FIG. 1 is a perspective view of a conical gear assembly with a driver as a chain, in accordance with at least one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0041] Before proceeding with the detailed description, it should be understood that the present teachings are presented by way of example and not by way of limitation. The concepts herein are not limited to use or application with any particular system or bicycle transmission. Accordingly, while the apparatus described herein is shown and described with reference to exemplary embodiments for convenience of explanation, the principles herein may likewise be applied in other types of systems, including human-powered or power-assisted drive systems, where it is advantageous to have a sealed, highly efficient, high-torque ratio transmission system.

[0042] Examples of applications in which the present invention can improve performance are various variations of human-powered bicycles and watercraft (i.e., road bikes, gravel bikes, cyclocross bikes, hybrid bikes, mountain bikes, beachcomber bikes, fat bikes, incumbent bikes, rickshaw bikes, paddleboats, and pedal-assist kayaks), and power-assisted bicycles, versions of the above examples incorporating a motor and battery to augment the cyclist's efforts. The present invention is also useful in applications such as machining equipment, motor-driven automobiles, aircraft, and autonomous vehicles where a transmission combination of high torque ratio, high efficiency, compact size, and low weight is desired or required.

[0043] DETAILED DESCRIPTION OF THE INVENTION In the following description, the present invention will be described in terms of preferred embodiments with reference to the figures, in which like numbers represent identical or similar elements, for example, element 100 first appears in FIG.

[0044] 1A and 1B show an embodiment of a bicycle transmission. This bicycle transmission relates to a sealed conical gear bicycle transmission 100 (hereinafter abbreviated as CGBT100). FIG. 1A is a right side perspective view of the CGBT 100. FIG. 1B is a left side perspective view of the CGBT 100.

[0045] To facilitate the description of the system and method embodiments of the CGBT 100, the orientation of the CGBT 100 shown in the figures will be referenced to a coordinate system having three mutually orthogonal axes, as shown in Figure 1. The axes intersect each other at the origin of the coordinate system, which is selected to be the center of the CGBT 100. However, the axes shown in all figures are offset from their actual positions for clarity and ease of illustration.

[0046] For both figures, the CGBT 100 is an essentially sealed transmission system because the housing 102 substantially encloses the transmission gearing. Also shown are a left crank 104, a right crank 106, and a driver 108 (e.g., chainring 108′). The left crank 104, the right crank 106, and the driver 108 may be specifically selected for the rider using the CGBT 100 and / or the intended cycling conditions. Additionally, the left crank 104 and the right crank 106 may also be referred to as the left crank arm 104 and the right crank arm 106 without departing from this invention.

[0047] Turning to FIG. 2 , in at least one embodiment, the CGBT 100 is structured and arranged in a compact form to fit within the form factor of the bottom bracket location 200 of a given bicycle 202 and can interface with a controller 204 located on the handlebar 206 or other location on the bicycle frame where the rider uses it to change gear ratios. In at least one embodiment, the controller 204 on the handlebar may take on the appearance of a traditional bicycle shift controller, which may be left and right shifters driven by cable or wireless communication (as indicated by wireless transmission signal 208) depending on the embodiment of the CGBT 100 employed. Of course, in at least one embodiment, the bicycle 202 may be an electric bicycle in which an embodiment of the CGBT 100 is deployed.

[0048] In at least one embodiment, the CGBT 100 may also be wirelessly interfaced with a user's remote computing device, such as a smartphone 206. The interface between the CGBT 100 and the controller 204 may be via cable, electrical wiring, or wireless transmission, such as ANT+, WiFi, Bluetooth, or other data exchange medium. Additionally, for at least one embodiment, the CGBT 100 may incorporate electronic controls to provide transmission capabilities beyond those offered by current commercial designs.

[0049] 3A and 3B are assembled and exploded perspective views, respectively, of CGBT 100 with the housing removed for ease of illustration and description. With reference to FIGS. 3A and 3B, the advantageous properties of CGBT 100, which incorporates a belt and clutch design in an advantageous and novel manner, can be more fully realized.

[0050] As shown most clearly in the exploded view of FIG. 3B , for at least one embodiment, the CGBT 100 includes two opposing conical structures with engageable transmission elements, with the first conical structure acting as a driver to transmit rotational torque to the second conical structure. In the illustrated embodiment, this is provided by a first conical gear assembly 300 engaged with a first shaft 302. More specifically, the first conical gear assembly 300 has a plurality of first gears 304, each of a different size and arranged in a first progressive order. The CGBT 100 also has a second conical gear assembly 306 engaged with a second shaft 308 parallel to the first shaft 302. This second conical gear assembly 306 has a plurality of second gears 310, each of a different size and arranged in a second progressive order opposite the first progressive order.

[0051] The second shaft 308 has a first end 312 and a second end 314. The first end 312 is disposed through the second conical gear assembly 306 and engages a first eccentric cam 316. In at least one embodiment, the first eccentric cam 316 is disposed within a bearing 318. The second end 314 of the second shaft 308 is engaged with a second eccentric cam 320. The second eccentric cam 320 is coupled to a cam rotor 322, e.g., a device structured and arranged to rotate the second eccentric cam 320 one revolution in a clockwise or counterclockwise direction to effect a transition between the first gear 304 and the second gear 310. In at least one embodiment, the second end 314 passes through a bearing associated with the second eccentric cam 320 and is coupled to an outer transmission gear 326.

[0052] In at least one embodiment, the cam rotor 322 is actuated by a manual cable system. In this case, a user can shift gear ratios by manually shifting a continuous loop cable or dual cables to rotate the cam rotor 322 via a shift lever on the bicycle handlebars. In at least one such embodiment, there are two shift levers, one for upshifts and one for downshifts. One full stroke of the shift lever is designed to rotate the motor drive 180 degrees or 360 degrees to complete a full shift cycle. Such a cable system may be used in embodiments where the user / cyclist does not want to handle a battery pack, resulting in a lighter weight shifting system.

[0053] In yet another embodiment, the cam rotor 322 is an electric torque motor 324, also known as a servo motor or stepper motor. The use of a torque motor 324 may be used in certain embodiments because it allows for faster gear changes, requires less actuation force from the cyclist's fingers, eliminates potential issues with cable stretch and adjustment, and may be considered more consistent by some users.

[0054] Additionally, in at least one embodiment, the second eccentric cam 320 is fixedly coupled to an electric torque motor 324, and more specifically, is disposed within a wide-opening torque motor aperture. Additionally, to shift from one gear set to another, the torque motor 324 rotates 360° clockwise or counterclockwise, depending on whether the CGBT 100 is upshifting or downshifting.

[0055] The first eccentric cam 316 and the second eccentric cam 320 enable the second conical gear assembly 306 to have at least a distal position relative to the first conical gear assembly 300 and a proximal position relative to the first conical gear assembly 300, as established by the torque motor 324.

[0056] A drive belt 328 is disposed perpendicular to one of the two conical gear assemblies and passes between them as a mechanical conduit, transmitting rotational torque from the first conical gear assembly 300 on the driving side to the second conical gear assembly 306 on the driven side. Thus, the first shaft 302 is the drive shaft and the second shaft 308 is the driven shaft. In at least one embodiment, the drive belt 328 is a double-sided toothed drive belt. Thus, the teeth of the first gear 304 and the teeth of the second gear 310 simultaneously engage opposite sides of the drive belt 328.

[0057] With respect to the advantageous embodiment in which the drive belt 328 passes between the first cone gear assembly 300 and the second cone gear assembly 306, in such a configuration, the drive belt 328 is actually under compression between the two cone gear assemblies, but is otherwise relaxed / slack. As such, the drive belt 328 is not under the same expansion tension as in conventional chain or belt configurations. Therefore, it may not experience stretching as often occurs with chains, belts, or cables.

[0058] In at least one alternative embodiment, the drive belt 328 may be positioned outside of both the first cone gear assembly 300 and the second cone gear assembly 306 so that the CGBT 100 operates in a substantially similar manner, with the proximal and distal relationship of the second cone gear assembly 306 relative to the first cone gear assembly 300 essentially reversed. For example, in the distal position, the drive belt is under tension and engages the second cone gear assembly 306, while in the proximal position, the drive belt is not engaged with the second cone gear assembly 306.

[0059] In yet another embodiment, the belt drive may be replaced by a transmission wheel on a spring-loaded transmission wheel arm. In this case, the first conical gear assembly transmits torque to the second conical gear assembly through the transmission wheel when the second shaft is in a proximal position relative to the first shaft. More specifically, FIG. 12 shows a simplified end view with the driver as a transmission wheel 1200 on a spring-loaded transmission wheel arm 1202, with the transmission wheel 1200 positioned between the first conical gear assembly 300 and the second conical gear assembly 306. This alternative embodiment employing the transmission wheel 1200 can also be understood in the perspective view of FIG. 13, which further shows a high-torque motor 1300 coupled to the CGBT 100 to provide further power augmentation.

[0060] In at least one embodiment, it is anticipated that drive belt 328 will be a belt. However, a chain or cable may be substituted for the belt without departing from the scope of the present invention, with the cone gear assembly appropriately modified to engage the chain or cable. More specifically, Figure 14 shows a simplified end view with the driver as a chain 1400 with an associated chain guide 1402 positioned around the second cone of gear 310.

[0061] In at least one embodiment, drive belt 328 is fabricated from a flexible polymer material, which may be blended with a fibrous material, such as carbon fiber, to provide rigidity and durability to the shape. Furthermore, in at least one embodiment, first conical gear assembly 300 and second conical gear assembly 306 (more specifically, first gear 304 and second gear 310 comprising each assembly) are fabricated from a strong, lightweight material, such as a magnesium alloy, an aluminum alloy, or titanium and its alloys, that can effectively support the load and shear forces generated by the cyclist's torque through the cranks. For embodiments in which first gear 304 and second gear 310 are provided from aluminum alloy, magnesium alloy, or titanium and its alloys, a wear-resistant coating, such as hard anodized coating and / or titanium nitride coating, can be applied to reduce wear over time.

[0062] In the illustrated exemplary embodiment, drive belt 328 is disposed around second cone gear assembly 306. As explained further below, drive belt 328 engages one of first gears 304 and one of second gears 310 when second cone gear assembly 306 is in the proximal position.

[0063] When the second cone gear assembly 306 is in a distal position, and therefore positioned away from the first cone gear assembly 300, at least one drive belt moving device 330 moves the drive belt 328 along a forward direction.

[0064] In at least one embodiment, at least one drive belt movement device 330 is provided, at least in part, by a first belt guide assembly 332. A first belt guide assembly 332 may be desirable in embodiments aimed at reducing weight. However, in at least one embodiment, a single first belt guide assembly 332 is sufficient to accomplish the change from one gear set to another. In at least one alternative embodiment, the drive belt movement device 330 of the CGBT 100 includes a second belt guide assembly 334.

[0065] As shown, in at least one embodiment, the first belt guide assembly 332 includes a first belt guide 336 (such as, but not limited to, a belt cage) disposed about at least a portion of the drive belt 328. The belt guide 336 is structured and arranged to guide the drive belt 328 around the second conical gear assembly 306 and to guide the first linear drive 338 and the first support rail 340 as the drive belt 328 moves from one gear assembly to another. In the illustrated embodiment, the first linear drive 338 is a first linear drive screw that passes through the first belt guide 336. As the first linear drive screw is rotated, its thread profile engages a matching thread profile in the first belt guide 336, thereby advancing or retracting the first belt guide 336 along a plane parallel to the gap between the first conical gear assembly 300 and the second conical gear assembly 306.

[0066] The second belt guide assembly 334 may be substantially symmetrical to the first belt guide assembly 332 and includes a second belt guide 342 (such as, but not limited to, a belt cage), a second linear drive 344, and a second support rail 346. Also, in the illustrated embodiment, the second linear drive 344 is a second linear drive screw that passes through the second belt guide 342. As the second linear drive screw is rotated, its thread profile engages a matching thread profile in the second belt guide 342, thereby advancing or retracting the second belt guide 342 along a plane parallel to the gap between the first conical gear assembly 300 and the second conical gear assembly 306.

[0067] Returning to first conical gear assembly 300, first shaft 302 has a first end 348 that extends through a housing (not shown) for engagement with left crank 104. First shaft 302 also has a second end 350 that is unconstrainedly disposed through a sprocket gear assembly 352 for engagement with right crank 106. In at least one embodiment, second end 350 is disposed through a bearing 354 that is disposed within sprocket gear assembly 352.

[0068] Those skilled in the art will appreciate that a Geneva mechanism, also known as a Geneva drive or Maltese cross, is a gear mechanism that converts continuous rotational motion into intermittent rotational motion. In an advantageous embodiment of the present invention, the CGBT 100 employs a Geneva mechanism 356 to synchronize the linear motion of the drive belt movement device 330 with the transition of the second conical gear assembly 306 between its distal and proximal positions.

[0069] More specifically, torque motor 324 operates to transition second cone gear assembly 306 from a proximal position to a distal position and then back to the proximal position in one rotation of torque motor 324. The movement of drive belt movement device 330 to transition drive belt 328 from one set of first and second gears to the next typically requires much less movement than the displacement of second cone gear assembly 306 between the proximal and distal positions. The use of Geneva mechanism 356 advantageously allows one primary operation, i.e., the rotation of torque motor 324, to drive both tasks: transitioning second cone gear assembly 306 between the proximal and distal positions and moving drive belt movement device 330.

[0070] In the illustrated embodiment, the Geneva mechanism 356 includes a first Geneva gear 358 and a second Geneva gear 360. Each of the first Geneva gear 358 and the second Geneva gear 360 is sequentially triggered by a first pin 362 or a second pin 364, as provided by the second eccentric cam 320. The first Geneva gear 358 engages a first gear 366 that engages the first linear drive 338. The second Geneva gear 360 couples to a second gear 368 that engages the second linear drive 344. As illustrated, the first Geneva gear 358 and the second Geneva gear 360 have a slot 370 that engages the first pin 362 or the second pin 364, as described further below.

[0071] The arrangement of the Geneva mechanism 356, provided at least in part by the first Geneva gear 358 and the first gear 366 engaging the linear drive 338, can be more fully understood with reference to FIG. 3C, which is a right-side perspective view of a portion of the CGBT 100 assembly. Referring to FIG. 3C, the first Geneva gear 358 provides a linkage gear 372 that meshes with the first gear 366. The second Geneva gear 360 likewise comprises a linkage gear (although it is not shown in FIG. 3C for ease of illustration and explanation, and is not entirely visible in FIGS. 3A or 3B).

[0072] Additionally, when the first pin 362 or the second pin 364 (not shown in FIG. 3C ) imparts rotation to the first Geneva gear 358, the first gear 366 also rotates, imparting rotation to the first linear drive 338 and moving the first belt guide 336, thereby shifting the drive belt 328 (not shown in FIG. 3C ). Similarly, when the first pin 362 or the second pin 364 imparts rotation to the second Geneva gear 360 (not shown in FIG. 3C ), the second gear 368 (not shown in FIG. 3C ) also rotates, imparting rotation to the second linear drive 344 (not shown in FIG. 3C ), thereby shifting the second belt guide 342 (not shown in FIG. 3C ), thereby shifting the drive belt 328 to a different gear set.

[0073] More specifically, and for ease of explanation with reference to the first Geneva gear 358, when the torque motor 324 is actuated to rotate clockwise or counterclockwise, the first pin 362 or the second pin 364 engages the slot 370 of the first Geneva gear 358, intermittently rotating the first Geneva gear 358, whose fixedly coupled gear profile engages and rotates the first gear 366, which in turn engages and rotates the first linear drive 338. The nesting of the Geneva mechanism 356 into the radial profile of the second eccentric cam 320 / cam rotor 322 locks the drive belt movement device 330 in place until the second eccentric cam 320 / cam rotor 322 is again rotated. This locks the drive belt movement device 330 in place and keeps it constantly calibrated to align the drive belt 328 with each gear stage.

[0074] The ratio of the gears of the Geneva mechanism 356, the first gear 366, and the first linear drive 338 is such that a 360-degree rotation of the cam rotor 322 moves the drive belt displacement device 330 a precisely indexed amount to advance the drive belt 328 from its nominal position in one gear stage to another. The intermittent operation of the Geneva mechanism 356 delays the indexing of the drive belt 328 until the second cone gear assembly 306 has rotated sufficiently away from the first cone gear assembly 300 (from a proximal position to a distal position). As a result, the drive belt 328 is not fixed between the two cone gear assemblies and is free to move laterally between the gear stages.

[0075] The rotational shift of the driven cone gear assembly and drive belt movement device 330 is fixedly coordinated to allow for quick and efficient gear changes with minimal interruption of the user's torque transmission from the crank to the rear wheel, and allows the cyclist to easily change gears even when the bicycle is stationary or under high torque loads on the drivetrain.

[0076] 3B, a control unit 374 is also disposed within housing 102 (not shown). In at least one embodiment, control unit 374 is a printed circuit board 376 ("PCB") control board having a battery 378, which operates torque motor 324 in response to control signals.

[0077] In at least one embodiment, this control signal may be provided by the cyclist via the controller 204 described above. In yet another embodiment, the control signal may be provided by the CGBT 100 itself in response to at least one predetermined torque load detected on either the first shaft 302 or the second shaft 308. Furthermore, in at least one embodiment, the CGBT 100 may include one or more torque sensors disposed proximate the first shaft 302 and / or the second shaft 308. When the control unit 374 is provided with instructions regarding the torque ratio, measurements from the one or more torque sensors may be used as feedback to the CGBT 100 to determine automatic shifting. Furthermore, these settings may be user-adjustable using the controller 204 while the bicycle (and more specifically, the CGBT 100) is actively in use, allowing the user to modify, engage, or disengage automated features.

[0078] In at least one embodiment, the cyclist / user can also initiate a special control signal, such as by holding / pressing a shift lever on the handlebars for an extended period of time. Such a special control signal can immediately instruct the CGBT 100 to drop to its lowest torque ratio. This is particularly useful when the cyclist is starting from a standstill or when the cyclist quickly encounters a sudden change in road or trail gradient. In at least one embodiment, the reverse functionality can also be provided, such that holding or pressing a different shift lever on the handlebars for an extended period of time can immediately instruct the CGBT 100 to rise to its highest torque ratio state.

[0079] The battery 378 provides sufficient current and voltage, e.g., between 3 volts and 60 volts, to effectively operate the shifting system of the CGBT 100. For ease of illustration and description, the battery is shown in the figures as being integrated within the CGBT 100. However, the battery may be permanently mounted within an enclosed housing or in a location within or on the bicycle frame, or may be designed to be easily removable so that a cyclist can replace it with a fully charged battery for longer trips. The battery 378 can be charged by an external charging adapter that plugs into a power input receiver, such as a micro-sub connector. The battery 378 can also be charged by a wireless charging system in which an antenna receiver is located within the enclosed housing and electrically connected to the control unit.

[0080] In summary, in at least one embodiment, the CGBT 100:

[0081] With this descriptive overview in mind, operation of the CGBT 100 can be described as follows: A cyclist drives pedals attached to the left crank 104 and right crank 106. This imparts rotation to the first shaft 302. More specifically, rotation is imparted to the first cone gear assembly 300. When the second cone gear assembly 306 is in the proximal position, the drive belt 328 meshes the first gear 304 of the first cone gear assembly 300 with the second gear of the second cone gear assembly 306. As a result, rotation of the first cone gear assembly 300 drives rotation of the second cone gear assembly 306. The relationship of the first gear 304 meshing with the second gear 310 mechanically determines whether the second conical gear assembly 306 (more specifically, the second shaft 308) rotates faster, slower, or at approximately the same speed as the first shaft 302.

[0082] A second end 314 of the second shaft 308 is coupled to the outer transmission gear 326, such that rotation of the second shaft 308 drives rotation of the outer transmission gear 326. The second cone gear assembly 306 is located proximal to the first cone gear assembly 300, and the outer transmission gear 326 meshes with a sprocket gear assembly 352 that is disposed in a non-constrained arrangement relative to the first shaft 302. In at least one embodiment, rotation of the sprocket gear assembly 352 imparts rotation to the driver 108, which is the chainring 108'.

[0083] Furthermore, in a conventional bicycle, when a cyclist rotates the left and right cranks 104 and 106, the shaft to which the chainrings are attached directly rotates. In contrast, the CGBT 100 advantageously indirectly converts the rotation of the left and right cranks 104 and 106 to drive the rotation of the first cone gear assembly 300. The rotation of this first cone gear assembly 300 is converted by the paired first gear 304 and the drive belt 328 passing therebetween to the rotation of the second gear 310, which rotates the second shaft 308 mechanically coupled to the driver 108. Due to the internal workings of the CGBT 100, the driver 108 may rotate faster, slower, or at the same speed as the rotation of the left and right cranks 104 and 106.

[0084] 4 shows a top view of the exposed CGBT 100 assembly to further understand the first conical gear assembly 300 and the second conical gear assembly 306. Furthermore, in at least one embodiment, each conical gear assembly 300 / 306 is comprised of a series of gears (first gear 304 and second gear 310) with a 3:1 ratio between the minimum and maximum conical diameters, resulting in a combined torque ratio range of 600%. As shown, in at least one embodiment, the first conical gear assembly 300 and the second conical gear assembly 306 each have 12 discrete gears. However, various gear set numbers and ratio ranges may be selected for different embodiments depending on what ratios are desired and what size constraints are acceptable.

[0085] Additionally, in at least one embodiment, the first conical gear assembly 300 and the second conical gear assembly 306 have gears of essentially the same size arranged in progressive order, with one conical gear assembly having an opposite orientation to the other. In other words, the first conical gear assembly 300 is essentially identical to the second conical gear assembly 306, but with an opposite orientation. In yet another embodiment, the first conical gear assembly 300 and the second conical gear assembly 306 have gears of different sizes arranged in progressive order, with one conical gear assembly having an opposite orientation to the other. In other words, the first conical gear assembly 300 is not identical to the second conical gear assembly 306, but with an opposite orientation.

[0086] 5 illustrates a simplified diagram of an advantageous relationship between first cone gear assembly 300, second cone gear assembly 306, and drive belt 328. First cone gear assembly 300 is conceptually represented as first cone 500, and second cone gear assembly 306 is conceptually represented as second cone 502. Drive belt 328 is disposed around second cone 502 and passes between first cone 500 and second cone 502. As drive belt 328 moves from second end 504 toward first end 506 of second cone 502, drive belt 328 correspondingly moves along first cone 500 from first end 508 to second end 510. Indeed, evaluating the first conical gear assembly 300 as cone 500 and the second conical gear assembly 306 as cone 502, it will be further understood that the two opposing parallel cones 500 and 502 form a continuously variable transmission.

[0087] Because the relative diameter of the second cone 502 at the second end 504 is larger than the relative diameter of the first cone 500 at the first end 508, one rotation of the first cone 500 results in only a partial rotation of the second cone 502. This relationship, of course, changes as the position of the drive belt 328 changes. At intermediate points, the rotations of the first cone 500 and the second cone 502 are substantially the same. As the drive belt moves between the first end 506 of the second cone 502 and the second end 510 of the first cone 500, one rotation of the first cone 500 is converted into multiple rotations of the second cone 502.

[0088] To allow the CGBT 100 to advantageously transition between sets of gears, as described above, the second conical gear assembly 306 transitions between a proximal position and a distal position. Figures 6 and 7 conceptually illustrate this transition from an end view. For ease of illustration and description, only one first gear 304 is shown on the first shaft 302, while the second conical gear assembly 306 is shown more fully.

[0089] As shown in Figure 6, initially, the second conical gear assembly 306 is in a proximal position 600 relative to the first conical gear assembly 300 (more specifically, the first shaft 302). As such, the drive belt 328 is fully engaged between the first gear 304 and the second gear 310. Figure 6 also shows an end view of the second eccentric cam 320. The second shaft 308 supporting the second gear 310, which essentially constitutes the second conical gear assembly 306, is located to the left of the second eccentric cam 320.

[0090] In Figure 7, the torque motor (not shown) has been activated and rotated 180 degrees. Because the second eccentric cam 320 is now eccentric, the second cone gear assembly 306 has now physically moved from the initial proximal position 600 shown in Figure 6, which allows engagement with the first gear 304 of the first cone gear assembly 300 via the drive belt 328, to a distal position 700, which establishes disengagement between the drive belt 328 and the first gear 304. This movement from the proximal position 600 to the distal position 700 is also understood by the fact that the second shaft 308 is shown to the right of the second eccentric cam 320.

[0091] Figures 6 and 7 show a simplified representation of this transition between proximal position 600 and distal position 700. In contrast, Figures 8A / 8B and 9A / 9B further illustrate the actual elements within CGBT 100. For each set, Figures 8A and 9A provide a top view. For each set, Figures 8B and 9B provide an end view. For each set, the top and end views are aligned with each other to aid in understanding the location of the elements and their relative positional changes. Additionally, the 12 gear sets provided by first gear 304 and second gear 310 are also shown, numbered 1 through 12.

[0092] Turning first to Figures 8A and 8B, an embodiment of the CGBT 100 is shown when the second cone gear assembly 306 is in the proximal position 600. In this case, the second cone gear assembly 306 engages the first cone gear assembly 300 via the drive belt 328. As shown, the CGBT 100 is now seated on the fifth first gear 304 of the first cone gear assembly 300 and on the fifth second gear 310 of the second cone gear assembly 306. The relationship and position of the drive belt displacement device 330 can also be seen more clearly in Figure 8A as well.

[0093] In at least one embodiment, the CGBT 100 also includes a locking solenoid 800 structured and arranged to engage and lock the second eccentric cam 320 against potential movement unless (or until) the CGBT 100 initiates an intentional gear change. Such a lock may be desirable for embodiments of the CGBT 100 used on mountain bikes where the bicycle is more likely to be subjected to stresses from being bumped or rocked.

[0094] As can be further seen in FIG. 8B, the lock solenoid 800 engages a lock pin with a collar 802 affixed to the second eccentric cam 320 and torque motor 324 assembly. The nature of the Geneva mechanism 356 can also be further seen. More specifically, the first Geneva gear 358 is positioned proximate to the torque motor 324 so as to be actuated by at least the first pin 362 when the torque motor 324 operates. The teeth of the first gear 366 are meshed with a connecting gear 372 coupled to the first Geneva gear 358, which in turn is meshed with an intermediate gear 804 coupled to the first linear drive 338.

[0095] 8A and 8B, the state of the second cone gear assembly 306 when in the proximal position can also be seen by noting the position of the second shaft 308 within the second eccentric cam 320. The second shaft 308 is shown to the left of the eccentric cam 320.

[0096] 9A and 9B, the CGBT 100 is midway through a gear transition from the fifth gear set to the sixth gear set. The lock solenoid 800 is disengaged and the torque motor 324 is operating to rotate the eccentric cams (of which the second eccentric cam 320 is visible) 180 degrees (one-half turn). The second conical gear assembly 306 is now in the distal position. This is also seen by the fact that the second shaft 308 is shown to the right of the second eccentric cam 320.

[0097] The rotation of torque motor 324, second eccentric cam 320, and collar 802 also drives first pin 362 into engagement with Geneva mechanism 356 (more specifically, first Geneva gear 358), which imparts rotation to first gear 366, intermediate gear 804, and linear drive gear 804. This causes drive belt shifting device 330 (more specifically, first belt guide 336) to transition drive belt 328 from the fifth gear set to the sixth gear set.

[0098] 9A and 9B, the drive belt 328 transitions from the fifth gear set to the sixth gear set. As shown in FIGS. 9A and 9B, the transition of the drive belt 328 occurs with the second cone gear assembly 306 in the distal position 700. Furthermore, in at least one embodiment, to facilitate and simplify the movement of the physical elements, the Geneva mechanism 356 can be used to precisely execute the transition process of the CGBT 100 in the following discrete, synchronized steps: the second cone gear assembly 306 transitions from the proximal position to the distal position, the drive belt movement device 330 transitions from one gear set to the next, and the second cone gear assembly 306 transitions to the proximal position.

[0099] 10 and 11 are end views of outer transmission gear 326 and sprocket gear assembly 352. More specifically, when second cone gear assembly 306 is in proximal position 600 shown in Figures 8A and 8B, outer transmission gear 326 is engaged as shown in Figure 10. When second cone gear assembly 306 is in distal position 700 shown in Figures 9A and 9B, outer transmission gear 326 is disengaged as shown in Figure 11.

[0100] The overall weight of the CGBT100 is lighter than comparable commercial gearboxes and is considered within the range of available derailleur options. This is because conventional gearbox systems require the use of primarily high-molecular-weight steel working components due to the inherent toughness of steel required for spur gear meshing under high torque. The present invention, on the other hand, eliminates this requirement by using an elastomeric belt to transmit power between components. As a result, lightweight materials such as aluminum alloys, magnesium alloys, titanium and their alloys, and plastics can be used in the drive system.

[0101] In at least one embodiment, the CGBT 100 can fit within the physical constraints of bicycle design. It can provide a Q-factor of 175 mm or less. Q-factor is the lateral distance of the tire between the ends of the crank where the tire pedals attach to the crank. This is important because it determines where the cyclist places their feet. A typical Q-factor range is 165-185 mm. The length and height of the present invention fit within the constraints dictated by road clearance and frame design.

[0102] In another embodiment, the CGBT 100 can incorporate an anti-theft feature, allowing the cyclist to enable theft mode in the app. The app then notifies the control unit 374 to rotate the second conical gear assembly 306 180 degrees instead of 360 degrees and hold it in place. This disengages the conical gear assembly from the drive belt 328, preventing torque transmission through the derailleur and making the bicycle unpedalable. Because the invention includes a built-in control unit and battery power, it can also include a GPS unit and accelerometer. The control unit can sense bicycle movement beyond a set distance while in disabled mode and send a message to the cyclist's app that the bicycle may be exhibiting unauthorized movement. GPS location information can then be continuously provided to the rider's app to facilitate recovery.

[0103] In another embodiment, a high torque (e.g., approximately 85 Nm) motor can be placed in series with two conical gear sets within the housing 102 of the CGBT 100 and engaged with the driver 108 to provide power boost (i.e., e-bike). Such an embodiment is conceptually illustrated in FIGS. 13 and 15. FIG. 13 illustrates an embodiment of the CGBT 100 incorporating a transfer wheel 1200 as the driver between the first conical gear assembly 300 and the second conical gear assembly 306, along with a torque motor 1300 for additional power boost. FIG. 15 illustrates an embodiment of the CGBT 100, as shown in FIG. 3a, incorporating a belt 328 as the driver between the first conical gear assembly 300 and the second conical gear assembly 306, along with a torque motor 1300 for additional power boost.

[0104] In yet another embodiment, a compact torque motor can be placed within the envelope of the drive cone gear assembly to provide a direct power boost to the first cone gear assembly 300 at a lower torque value than typical commercially available e-bikes. This can be advantageous for riders who want a more sporadic, smaller amount of power assist compared to a standard e-bike (i.e., when climbing certain challenging climbs) and do not want the added weight of a larger motor and larger battery.

[0105] Further, to summarize the advantageous CGBT 100, in at least one embodiment, the CGBT 100 includes a housing 102 having a first shaft 302 extending therethrough, a first conical gear assembly 300 disposed within the housing 102 and engaged around the first shaft 302, a second conical gear assembly 306 disposed within the housing 102 and engaged around a second shaft 308 parallel to the first shaft 302, a conical gear adjustment device, a drive belt 328, a drive belt movement device, and a driver 108. The first conical gear assembly 300 includes a plurality of first gears 304, each of which is different in size from the others and arranged in a first progressive order. The second conical gear assembly 306 includes a plurality of second gears 310. The second gears 310 are different in size and arranged in a second progressive order. The first and second progressive orders are reversed. The second shaft 308 has a first end and a second end. The cone gear adjustment device includes a first eccentric cam 316 disposed in a bearing and a second eccentric cam 320 coupled to a cam rotor. The first eccentric cam 316 receives the first end of the second shaft 308. The second eccentric cam 320 receives the second end of the second shaft 308. The first eccentric cam 316 and the second eccentric cam 320 allow the second cone gear assembly 306 to have a proximal position relative to the first cone gear assembly 300 and a distal position relative to the first cone gear assembly 300, via the cam rotor. The drive belt 328 is disposed perpendicular to the first cone gear assembly 300 or the second cone gear assembly 306 and passes between the first cone gear assembly 300 and the second cone gear assembly 306. The drive belt 328 meshes one gear in the first cone gear assembly 300 with one gear in the second cone gear assembly 306 when the second cone gear assembly 306 is in the proximal position.The drive belt movement device moves the drive belt 328 through the progressive gear sequence when the second conical gear assembly 306 is in the distal position. The driver 108 is coupled to the end of the second shaft 308.

[0106] Further, to summarize the advantageous CGBT 100, in at least one embodiment, the CGBT 100 includes a housing 102 having a first shaft 302 extending therethrough, a first conical gear assembly 300 disposed within the housing 102 and engaging the first shaft 302, a second conical gear assembly 306 substantially equivalent to the first conical gear assembly 300, a drive belt movement device, and a driver 108 transmission gear. The first conical gear assembly 300 includes a plurality of first gears 304, each of which differs in size from the others and is arranged in a first progressive order. The second conical gear assembly 306 includes a plurality of second gears 310, each of which differs in size from the others and is arranged in a second progressive order, the first progressive order being reversed from the second progressive order. Each of the first gears 310 is disposed within the housing 102 and engages around a second shaft 308 parallel to the first shaft 302. The second shaft 308 is supported by a first eccentric cam 316 disposed in a bearing and a second eccentric cam 320 coupled to a cam rotor. The first eccentric cam 316 and the second eccentric cam 320 enable the second cone gear assembly 306 to have a proximal position relative to the first cone gear assembly 300 and a distal position relative to the first cone gear assembly 300. The drive belt moving device moves a drive belt 328 through the progressive gear sequence when the second cone gear assembly 306 is in the distal position. The driver 108 is coupled to an end of the second shaft 308.

[0107] Also, a method for providing an advantageous CGBT 100 according to the above description includes the steps of: providing a housing 102 having a first shaft 302 extending therethrough; providing a first conical gear assembly 300 disposed within the housing 102 and engaging around the first shaft 302; providing a second conical gear assembly 306 substantially equivalent to the first conical gear assembly 300; providing a drive belt displacement device; and providing a Geneva mechanism. The first conical gear assembly 300 includes a plurality of first gears 304, each of which is different in size from the others and arranged in a first progressive order. The second conical gear assembly 306 includes a plurality of second gears 310, each of which is different in size from the others and arranged in a second progressive order. The first progressive order and the second progressive order are reversed. Each of the first gears 304 is disposed within the housing 102 and engages a second shaft 308 parallel to the first shaft 302. The second shaft 308 is supported by a first eccentric cam 316 disposed in a bearing and a second eccentric cam 320 coupled to a cam rotor. The first eccentric cam 316 and the second eccentric cam 320 enable the second cone gear assembly 306 to have a proximal position relative to the first cone gear assembly 300 and a distal position relative to the first cone gear assembly 300. The drive belt movement device moves the drive belt through the progressive gear sequence when the second cone gear assembly 306 is in the distal position. The Geneva mechanism synchronizes the linear motion of the drive belt movement device with the movement of the second cone gear assembly 306 between the distal and proximal positions.

[0108] Changes can be made in the above-described methods, systems, and structures without departing from the scope of this specification. Accordingly, it should be noted that the matter contained in the above description and / or shown in the accompanying drawings should be interpreted as illustrative and not limiting. Indeed, many other embodiments are possible, as will be apparent to those skilled in the art. The scope of the following claims is not limited to the embodiments discussed herein, but only by their terms and the doctrine of equivalents.

Claims

1. A bicycle transmission, a housing through which the first shaft extends; a set of two cones consisting of a first cone and a second cone; Driver and a driver movement device; a transmission component; the two sets of cones are arranged in parallel and opposite directions within the housing; the first cone engages a first shaft; the second cone engages a second shaft parallel to the first shaft; the second shaft has a proximal position and a distal position relative to the first shaft; the driver is disposed perpendicular to the first cone or the second cone and passes between the first cone and the second cone; the driver engages a portion of the first cone with a portion of the second cone when the second cone is in a proximal position; the driver movement device moves the driver between the first cone and the second cone when the second cone is in a distal position; The transmission component is coupled to an end of the second shaft.

2. the position of the second shaft is determined by a cone adjustment device; The cone adjustment device is a first eccentric cam disposed in a bearing; a second eccentric cam coupled to the cam rotor; the first eccentric cam receives a first end of the second shaft; the second eccentric cam receives a second end of the second shaft; 2. The bicycle transmission according to claim 1, wherein the first eccentric cam and the second eccentric cam enable the second cone to move between a proximal position and a distal position by the cam rotor rotating the second eccentric cam about a central axis.

3. 3. The bicycle transmission according to claim 2, further comprising a solenoid locker that locks the cone adjuster from operation while the second cone is in the proximal position.

4. 3. The bicycle transmission according to claim 2, wherein the cam rotor is a torque motor.

5. 3. The bicycle transmission according to claim 2, wherein said cam rotor is a manual cable-driven rotor.

6. the first cone and the second cone are a first cone gear assembly and a second cone gear assembly, respectively; 2. The bicycle transmission according to claim 1, wherein each of the first conical gear assembly or the second conical gear assembly has a plurality of gears of different sizes arranged in progressive order.

7. 2. The bicycle transmission according to claim 1, wherein the first cone and the second cone are identical.

8. 2. The bicycle transmission according to claim 1, wherein the driver is a chain.

9. 2. The bicycle transmission according to claim 1, wherein the driver is a belt.

10. 2. The bicycle transmission according to claim 1, wherein the driver is a transmission wheel.

11. 2. The bicycle transmission according to claim 1, wherein the transmission component is a transmission wheel.

12. 2. The bicycle transmission according to claim 1, wherein the transmission component is a belt.

13. 2. The bicycle transmission according to claim 1, wherein the transmission part is a chain.

14. 2. The bicycle transmission according to claim 1, wherein the cone constitutes a continuously variable transmission.

15. 2. The bicycle transmission according to claim 1, wherein the bicycle transmission is mounted on an electric bicycle.

16. 10. The bicycle transmission of claim 1, wherein the transmission is coupled with a high torque motor to provide additional power boost.

17. the driver movement device includes a cage disposed around at least a portion of the driver; the cage engages a linear drive screw extending transversely relative to the driver; Clockwise rotation of the linear drive screw moves the cage in a first direction; 2. The bicycle transmission of claim 1, wherein counterclockwise rotation of said linear drive screw causes said cage to move in a second direction opposite said first direction.

18. 18. The bicycle transmission of claim 17, further comprising a Geneva mechanism that synchronizes the linear movement of the front driver movement device with the movement of the second cone between its distal and proximal positions.

19. 19. The bicycle transmission of claim 18, wherein the Geneva mechanism drives a linear drive screw that engages the cage.

20. A bicycle transmission, a housing through which the first shaft extends; a first cone disposed within the housing and engaging around the first shaft; a second cone disposed within the housing and engaged around a second shaft parallel to the first shaft; a cone adjustment device; Driver and a driver movement device; a transmission component; the second cone is arranged opposite and parallel to the first cone; the second shaft having a first end and a second end; The cone adjustment device is a first eccentric cam disposed in a bearing; a second eccentric cam coupled to the cam rotor; the first eccentric cam receives a first end of the second shaft; the second eccentric cam receives a second end of the second shaft; the first eccentric cam and the second eccentric cam enable the second cone to have a proximal position relative to the first cone and a distal position relative to the first cone by the cam rotor; the driver is disposed perpendicular to the first cone or the second cone and passes between the first cone and the second cone; the driver engages a portion of the first cone with a portion of the second cone when the second cone is in a proximal position; the driver movement device moves the driver between the first cone and the second cone when the second cone is in a distal position; The transmission component is coupled to an end of the second shaft.

21. 21. The bicycle transmission of claim 20, further comprising a solenoid locker that locks the cone adjuster from operation while the second cone is in the proximal position.

22. 21. The bicycle transmission according to claim 20, wherein the cam rotor is a torque motor.

23. 21. The bicycle transmission according to claim 20, wherein the first cone and the second cone are identical.

24. the first cone being a first cone gear assembly having a plurality of different sized gears arranged in progressive order; 21. The bicycle transmission of claim 20, wherein the second cone is a second cone gear assembly having a plurality of different sized gears arranged in progressive order.

25. 21. The bicycle transmission according to claim 20, wherein the bicycle transmission is mounted on an electric bicycle.

26. 21. The bicycle transmission of claim 20, wherein the transmission is coupled with a high torque motor to provide additional power boost.

27. the driver movement device includes a cage disposed around at least a portion of the driver; the cage engages a linear drive screw extending transversely relative to the driver; Clockwise rotation of the linear drive screw moves the cage in a first direction; 21. The bicycle transmission of claim 20, wherein counterclockwise rotation of said linear drive screw causes said cage to move in a second direction opposite said first direction.

28. 28. The bicycle transmission of claim 27, further comprising a Geneva mechanism that synchronizes the linear movement of the driver movement device with the movement of the second cone between its distal and proximal positions.

29. A bicycle transmission, a housing through which the first shaft extends; a first cone disposed within the housing and engaging around the first shaft; a second cone equivalent to the first cone, the second cone being arranged opposite and parallel to the first cone; Driver and a driver movement device; a transmission component; the second cone engages around a second shaft disposed within the housing parallel to and offset from the first shaft; the second shaft is supported by a first eccentric cam disposed in a bearing and a second eccentric cam coupled to a cam rotor; the first eccentric cam and the second eccentric cam enable the second cone to have a proximal position relative to the first cone and a distal position relative to the first cone; the driver is disposed perpendicular to the first cone or the second cone and passes between the first cone and the second cone; the driver engages a portion of the first cone with a portion of the second cone when the second cone is in a proximal position; the driver movement device moves the driver between the first cone and the second cone when the second cone is in a distal position; The transmission component is coupled to an end of the second shaft.

30. 30. The bicycle transmission of claim 29, further comprising a solenoid locker that locks the cone adjuster from operation while the second cone is in the proximal position.

31. 30. The bicycle transmission according to claim 29, wherein the cam rotor is a torque motor.

32. the first cone being a first cone gear assembly having a plurality of different sized gears arranged in progressive order; 30. The bicycle transmission of claim 29, wherein said second cone is a second cone gear assembly having a plurality of different sized gears arranged in progressive order.

33. 30. The bicycle transmission according to claim 29, wherein the bicycle transmission is mounted on an electric bicycle.

34. 30. The bicycle transmission of claim 29, wherein the transmission is coupled with a high torque motor to provide additional power boost.

35. the driver movement device includes a cage disposed around at least a portion of the driver; the cage engages a linear drive screw extending transversely relative to the driver; Clockwise rotation of the linear drive screw moves the cage in a first direction; 30. The bicycle transmission according to claim 29, wherein counterclockwise rotation of said linear drive screw causes said cage to move in a second direction opposite said first direction.

36. 35. The bicycle transmission of claim 34, further comprising a Geneva mechanism that synchronizes the linear movement of the driver movement device with the movement of the second cone between its distal and proximal positions.

Images