Continuously variable transmission for bicycle

Abstract

The present invention relates to a continuously variable transmission for a bicycle. The continuously variable transmission for a bicycle can automatically shift gears continuously in response to changes in driving force and load according to the bicycle-riding environment without user intervention, recharges, by means of a generator, with power generated during riding and shifting, prevents reverse rotation of the central shaft, and also allows transmission to be manually controlled by means of a load-providing unit when necessary. To that end, the continuously variable transmission for a bicycle comprises: a transmission unit which receives rotational power from the central shaft, which is driven and rotated by a user, and automatically shifts gears in response to resistance when rotating, the rotational power being delivered in the order of a first carrier, a first planetary gear, a first ring gear, a first sun gear, and an output shaft; and a load-providing unit which is installed to engage with the transmission unit and selectively provides a load to the transmission unit. Therefore, the continuously variable transmission for a bicycle facilitates gear changes based on the bicycle-riding environment.

Description

continuously variable transmission for bicycles

[0001] The present invention relates to a continuously variable transmission for a bicycle, and more specifically, to a continuously variable transmission for a bicycle that automatically performs continuously variable transmission according to changes in driving force and load according to a driving environment without user operation, charges power generated during driving and shifting through a generator, prevents reverse rotation of a central shaft, and allows manual control of shifting through a load providing unit when necessary.

[0002] The gearbox typically installed on a bicycle is configured to have multiple chain gears of various diameters mounted on the pedal axle and rear axle, and to operate the chain to engage a desired number of chain gears among the multiple chain gears to achieve gear shifting.

[0003] However, these multi-stage chain-gear transmissions suffered from noise and vibration when changing gears for gear changes, as well as frequent chain detachment, which led to a high failure rate and increased manufacturing costs. Furthermore, they fundamentally lacked stepless shifting, requiring the user to operate the shift lever while driving to shift gears, increasing the risk of safety accidents.

[0004] To solve the above problems of the multi-stage chain gear system, various technologies related to continuously variable transmission devices have been proposed.

[0005] A prior art performing the above function is as shown in Korean Patent Publication No. 10-2012-0080371, which comprises: a shaft rotatably assembled to a boss of a bicycle, first and second pedal cranks assembled to both sides, and a first gear arranged on one side of an outer diameter; a one-way unit fastened and arranged to the boss, the inner ring preventing reverse rotation of the outer ring, and the second gear formed on the outer diameter of the outer ring; a carrier unit rotatably arranged on the shaft in an idle state, a third gear installed on one side to mesh with the first gear, a fourth gear arranged on the other side to mesh with the third gear, and a fifth gear integral with the fourth gear and meshing with the second gear is provided on one side of the fourth gear; A drive wheel unit is provided which is rotatably arranged on the shaft in an idle state, has a sixth gear formed on one side of the cylinder body to mesh with the fifth gear inwardly, and has a seventh gear formed on one side of the outer diameter of the cylinder body to which an electric unit for transmitting power toward the rear wheel of the bicycle is connected; and a control unit which is installed on one side of the carrier unit and controls the rotation of the carrier unit in the drive wheel unit in proportion to the driving resistance applied to the drive wheel unit.

[0006] However, the conventional technology configuration had the following problems.

[0007] The above technology allows for continuously variable transmission, but this structure has the problem that only automatic transmission is possible through the transmission mechanism and manual transmission is not possible.

[0008] Additionally, there is a problem of low efficiency because only the user's power is output through the transmission mechanism.

[0009] The purpose of the present invention is to solve the above-mentioned conventional problems, and to enable automatic, continuously variable transmission according to changes in driving force and load according to the driving environment without user operation, to charge the power generated during driving and transmission through a generator, to prevent reverse rotation of the central shaft, and to allow manual control of transmission through a load providing unit when necessary.

[0010] In addition, another object of the present invention is to enable both the user's power and the motor's power to be output through a transmission mechanism.

[0011] In order to solve such a problem, the present invention has as its basic technical configuration features a transmission unit that rotates a central shaft by driving the central shaft, receives the rotational power of the central shaft in the order of a first carrier, a first planetary gear, a first ring gear, a first sun gear, and an output shaft, and transmits the rotational power to the output shaft while automatically changing gears according to resistance during rotation, and a load providing unit that is installed in conjunction with the transmission unit to selectively provide a load to the transmission unit.

[0012] According to the present invention, the load providing unit is characterized in that it receives the rotational power of the second ring gear that rotates integrally with the first ring gear in the order of the double planetary gear, the third ring gear, the second sun gear, and the generator rotor, and rotates and provides the load in the reverse order.

[0013] According to the present invention, a support frame is installed integrally with the first ring gear, and the support frame is characterized in that it is unidirectionally linked with the first carrier through a second clutch.

[0014] According to the present invention, the second clutch is characterized in that the second latch gear installed on the first carrier and the second latch rotatably installed on the inner surface of the support frame are selectively engaged with the second latch gear to selectively rotate the first carrier.

[0015] According to the present invention, the double planetary gear is characterized by comprising a second planetary gear and a third planetary gear installed on one shaft, wherein the second planetary gear meshes with the inner side of the second ring gear, and the third planetary gear meshes with the inner side of the third ring gear and the outer side of the second sun gear.

[0016] According to the present invention, the second gear is characterized in that it is engaged with the outside of the generator rotor.

[0017] According to the present invention, it is characterized by further including a motor unit that is installed in conjunction with the transmission unit and provides electric power to the transmission unit.

[0018] According to the present invention, a central shaft is connected to a first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inside of the first ring gear and engaged with the outside of the first sun gear, and a second ring gear integrally formed at a position spaced apart from the first ring gear is a double planetary gear in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inside of the second ring gear, the third planetary gear is engaged with the inside of the third ring gear and engaged with the outside of the second sun gear, and the second sun gear is engaged with the outside of the generator rotor, and the number of teeth Zg of the first sun gear is 28 to 32, the number of teeth Zf of the first ring gear is 98 to 106, and the number of teeth Zh of the first planetary gear is 34 to 386. The other technical features of the configuration are that the number of teeth Zb of the third ring gear (second ring gear) is 102 to 113, the number of teeth Za of the second sun gear is 40 to 46, the number of teeth Zc of the third planetary gear (left side of the double gear) is 30 to 34, the number of teeth Zd of the second planetary gear (right side of the double gear) is 26 to 30, and the number of teeth Ze of the second ring gear (third ring gear) is 99 to 107.

[0019] According to the present invention, the speed ratio of the central shaft and the chain wheel output shaft is characterized by being i = 1+Zf / Zg.

[0020] According to the present invention, the speed increase ratio from the first carrier to the first gear is characterized by i first gear = n first gear / n first carrier = 1+Zf / Zg.

[0021] According to the present invention, the gear ratio between the third ring gear and the second sun gear is characterized by i generator rotor = n second sun gear / n third ring gear = (1+Zb / Za) / (1-ZbZd / ZcZe).

[0022] According to the present invention, the rotation speed of the first sun gear is jointly determined by the rotation speeds of the first carrier and the first ring gear, and is characterized in that the rotation speed of the first sun gear n first sun gear = (1+Zf / Zg) * n first carrier - Zf / Zg * n first ring gear.

[0023] According to the present invention, a central shaft is connected to a first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inside of the first ring gear and are engaged with the outside of the first sun gear, and a second ring gear integrally formed at a position spaced apart from the first ring gear is a double planetary gear in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inside of the second ring gear, the third planetary gear is engaged with the inside of the third ring gear and is engaged with the outside of the second sun gear, and the second sun gear is engaged with the outside of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, and when starting from a stationary state, the first carrier drives the first planetary gear, and when the first planetary gear rotates the first ring gear, the speed of the first ring gear is When trying to overtake, the second clutch is engaged, the first ring gear and the first carrier rotate at the same speed, the first ring gear drives the second ring gear and the third ring gear to rotate, the third ring gear drives the second planetary gear, the third planetary gear, and the second sun gear to rotate, and the second sun gear drives the generator rotor, and when the generator charging load is 0 and the generator rotor is in an idle state, which is another characteristic of the technical configuration.

[0024] According to the present invention, a central shaft is connected to a first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inside of the first ring gear and are engaged with the outside of the first sun gear, and a second ring gear integrally formed at a position spaced apart from the first ring gear is a double planetary gear in which a second planetary gear and a third planetary gear are integrally combined, the second planetary gear is engaged with the inside of the second ring gear, the third planetary gear is engaged with the inside of the third ring gear and is engaged with the outside of the second sun gear, and the second sun gear is engaged with the outside of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, and when driving on a downhill road or on a flat ground with a tailwind, the power of the central shaft is input to the first carrier in a state in which the second ring gear is stopped by increasing the charging load of the generator. Another feature of its technical configuration is what is output from the first gear.

[0025] According to the present invention, a central shaft is connected to a first carrier, a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inside of the first ring gear and are engaged with the outside of the first sun gear, a second ring gear integrally formed at a position spaced apart from the first ring gear is a double planetary gear in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inside of the second ring gear, the third planetary gear is engaged with the inside of the third ring gear and is engaged with the outside of the second sun gear, the second sun gear is engaged with the outside of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, and when operating between high and low speeds, the generator rotor is controlled to operate at a rotational speed between a stationary state and an idling state, so that the rotational speed of the first ring gear is greater than 0 and greater than the rotational speed of the central shaft. Another feature of its technical composition is that it is confined to a small area.

[0026] As described above, the continuously variable transmission device for a bicycle according to an embodiment of the present invention is capable of automatically performing continuously variable transmission according to changes in driving force and load according to the driving environment without user operation, and charges the power generated during driving and shifting through a generator, prevents reverse rotation of the central shaft, and allows manual control of shifting through a load providing unit when necessary, and is composed of a transmission unit that allows the user to drive and rotate the central shaft, and receives the rotational power of the central shaft in the order of a first carrier, a first planetary gear, a first ring gear, a first sun gear, and an output shaft, and transmits it to the output shaft while automatically shifting according to resistance during rotation, and a load providing unit that is installed in conjunction with the transmission unit and selectively provides a load to the transmission unit, so that gear adjustment is easy according to the driving environment.

[0027] In addition, the continuously variable transmission device for a bicycle of the present invention further includes a motor unit that provides electric power to the transmission unit by being installed in conjunction with the transmission unit so that both the user's power and the motor's power can be output through the transmission mechanism, thereby having the effect of increasing driving efficiency and improving driving comfort.

[0028] Fig. 1 is a perspective view showing the combined continuously variable transmission device for a bicycle according to the present invention.

[0029] Fig. 2 is a cross-sectional view showing a continuously variable transmission device for a bicycle according to the present invention.

[0030] Figure 3 is an exploded perspective view of the body of the continuously variable transmission device for a bicycle according to the present invention.

[0031] Figure 4 is a perspective view showing the combined transmission unit and load providing unit of the continuously variable transmission device for a bicycle according to the present invention.

[0032] Figure 5 is an exploded perspective view of the central axis of the continuously variable transmission device for a bicycle according to the present invention.

[0033] Figure 6a is an exploded perspective view of the transmission unit and load providing unit of the continuously variable transmission device for a bicycle according to the present invention, viewed from the right side.

[0034] Figure 6b is an exploded perspective view of the transmission unit and load providing unit of the continuously variable transmission device for a bicycle according to the present invention, viewed from the left.

[0035] Fig. 7 is an exploded cross-sectional perspective view of the transmission unit and load providing unit of the continuously variable transmission device for a bicycle according to the present invention, viewed from the right side.

[0036] Figure 8 is a partial enlarged view of Figure 7.

[0037] Fig. 9 is an exploded cross-sectional perspective view of the transmission unit and load providing unit of the continuously variable transmission device for a bicycle according to the present invention, viewed from the left.

[0038] Figure 10 is a partial enlarged view of Figure 9.

[0039] Fig. 11 is an exploded perspective view showing the state in which the torque sensor and the first carrier of the continuously variable transmission device for a bicycle according to the present invention are connected.

[0040] Figure 12 is a schematic diagram showing the principle of the continuously variable transmission device for a bicycle according to the present invention.

[0041] 3) When riding in road conditions between the two situations above, the charging load of the load providing unit 200 is controlled so that the rotation speed of the first ring gear 140 is in the range of greater than 0 and less than the rotation speed of the central shaft 110. The rotation speed increase ratio of the output shaft 160 is also adjusted to a comfortable riding value between 1 and 4.4. The most comfortable speed increase ratio is provided to the rider.

[0042] The terms "about," "substantially," etc., as used herein, are used in the sense of a numerical value or a value close to a numerical value when manufacturing and material tolerances inherent to the meanings mentioned are presented, and are used to prevent unscrupulous infringers from unfairly exploiting the disclosure in which exact or absolute values ​​are mentioned to aid understanding of the present invention.

[0043] The present invention described above is not limited to the above-described embodiments and the attached drawings, and it will be apparent to a person skilled in the art to which the present invention pertains that various substitutions, modifications, and changes are possible within a scope that does not depart from the technical spirit of the present invention.

[0044]

[0045] [Explanation of symbols]

[0046] * Explanation of symbols for major parts of the drawing *

[0047] 10: Continuously variable speed bicycle gearbox

[0048] 100: Transmission 110: Center shaft

[0049] 120: 1st carrier 130: 1st planetary gear

[0050] 140: 1st ring gear 150: 1st sun gear

[0051] 160: Output shaft

[0052] 200: Subordinate part 210: Second ring gear

[0053] 220: Double planetary gear 221: Second planetary gear

[0054] 223: Third planetary gear 230: Third ring gear

[0055] 240: Second gear 250: Generator rotor

[0056] 260: Support frame 270: Second clutch

[0057] 271: Second latch gear 273: Second latch

[0058] 300: Body 400: Motor

Claims

1. A transmission unit that rotates the central shaft by the user, and transmits the rotational power of the central shaft in the order of the first carrier, the first planetary gear, the first ring gear, the first sun gear, and the output shaft, and transmits it to the output shaft while automatically changing gears according to the resistance during rotation; A continuously variable transmission for a bicycle, characterized by comprising a load providing unit that selectively provides a load to the transmission unit by being installed in conjunction with the above-mentioned transmission unit.

2. In paragraph 1, The above load providing unit, A continuously variable transmission for a bicycle, characterized in that the rotational power of a second ring gear that rotates integrally with the first ring gear is transmitted to a double planetary gear, a third ring gear, a second sun gear, and a generator rotor in that order, thereby rotating and providing a load in the reverse order.

3. In paragraph 1, A continuously variable transmission device for a bicycle, characterized in that a support frame is installed integrally with the first ring gear and the support frame is unidirectionally linked with the first carrier through a second clutch.

4. In paragraph 3, The above second clutch, A continuously variable transmission device for a bicycle, characterized in that a second latch gear installed on a first carrier and a second latch rotatably installed on an inner surface of the support frame are selectively engaged with the second latch gear to selectively rotate the first carrier.

5. In paragraph 2, The above double planetary gear is, A continuously variable transmission for a bicycle, comprising a second planetary gear and a third planetary gear installed on one shaft, wherein the second planetary gear meshes with the inner side of the second ring gear, and the third planetary gear meshes with the inner side of the third ring gear and the outer side of the second sun gear.

6. In paragraph 2, A continuously variable transmission for a bicycle, characterized in that the second gear is engaged with the outer side of the generator rotor.

7. In paragraph 1, A continuously variable transmission for a bicycle, characterized in that it further includes a motor unit that is installed in conjunction with the above-mentioned transmission unit and provides electric power to the transmission unit.

8. The central shaft is connected to the first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inner side of the first ring gear, are engaged with the outer side of the first sun gear, and the second ring gear is integrally formed at a position spaced apart from the first ring gear, and among the double planetary gears in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inner side of the second ring gear, the third planetary gear is engaged with the inner side of the third ring gear, is engaged with the outer side of the second sun gear, and the second sun gear is engaged with the outer side of the generator rotor, The number of teeth Zg of the first gear is 28 to 32. The number of teeth Zf of the first ring gear is 98 to 106. The number of teeth Zh of the first planetary gear is 34 to 386, The number of teeth Zb of the third ring gear (second ring gear) is 102 to 113. The number of teeth Za of the second gear is 40 to 46. The number of teeth Zc of the third planetary gear (left side of the double gear) is 30 to 34. The number of teeth Zd of the second planetary gear (right side of the double gear) is 26 to 30. A continuously variable transmission for a bicycle, characterized in that the number of teeth Ze of the second ring gear (third ring gear) is 99 to 107.

9. In paragraph 8, A continuously variable transmission for a bicycle, characterized in that the speed ratio between the central shaft and the chain wheel output shaft is i = 1 + Zf / Zg.

10. In paragraph 8, A continuously variable transmission for a bicycle, characterized in that the gear ratio from the first carrier to the first gear is i first gear = n first gear / n first carrier = 1 + Zf / Zg.

11. In paragraph 8, A continuously variable transmission for a bicycle, characterized in that the gear ratio between the third ring gear and the second sun gear is i generator rotor = n second sun gear / n third ring gear = (1 + Zb / Za) / (1 - ZbZd / ZcZe).

12. In paragraph 8, A continuously variable transmission for a bicycle, characterized in that the rotational speed of the first sun gear is jointly determined by the rotational speeds of the first carrier and the first ring gear, and the rotational speed of the first sun gear n First sun gear = (1+Zf / Zg) * n First carrier - Zf / Zg * n First ring gear.

13. The central shaft is connected to the first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inner side of the first ring gear and are engaged with the outer side of the first sun gear, and a second ring gear formed integrally at a position spaced apart from the first ring gear is a double planetary gear in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inner side of the second ring gear, the third planetary gear is engaged with the inner side of the third ring gear and is engaged with the outer side of the second sun gear, the second sun gear is engaged with the outer side of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, A continuously variable transmission for a bicycle, characterized in that when starting from a stationary state, the first carrier drives the first planetary gear, and when the first planetary gear rotates the first ring gear and the speed of the first ring gear is about to overtake the speed of the first carrier, the second clutch is engaged, the first ring gear and the first carrier rotate at the same speed, the first ring gear drives the second ring gear and the third ring gear to rotate, the third ring gear drives the second planetary gear, the third planetary gear, and the second sun gear to rotate, and the second sun gear drives the generator rotor, the generator charging load is 0 and the generator rotor is in an idling state.

14. The central shaft is connected to the first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inner side of the first ring gear and are engaged with the outer side of the first sun gear, and a second ring gear is integrally formed at a position spaced apart from the first ring gear, and among the double planetary gears in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inner side of the second ring gear, the third planetary gear is engaged with the inner side of the third ring gear and is engaged with the outer side of the second sun gear, and the second sun gear is engaged with the outer side of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, A continuously variable transmission for a bicycle, characterized in that when driving on a downhill slope or on a flat surface with a tailwind, the power of the central shaft is input to the first carrier and output from the first sun gear while the second ring gear is stopped by increasing the charging load of the generator.

15. The central shaft is connected to the first carrier, and a plurality of first planetary gears are installed on the first carrier, the first planetary gears are engaged with the inner side of the first ring gear and are engaged with the outer side of the first sun gear, and a second ring gear formed integrally at a position spaced apart from the first ring gear is a double planetary gear in which the second planetary gear and the third planetary gear are integrally combined, the second planetary gear is engaged with the inner side of the second ring gear, the third planetary gear is engaged with the inner side of the third ring gear and is engaged with the outer side of the second sun gear, the second sun gear is engaged with the outer side of the generator rotor, and a second clutch that rotates in one direction is installed on the first ring gear and the first carrier, A continuously variable transmission device for a bicycle, characterized in that when running between high and low speeds, the generator rotor is controlled to operate at a rotational speed between a stationary state and an idling state, so that the rotational speed of the first ring gear is in a range greater than 0 and less than the rotational speed of the central shaft.

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