• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Transmission system for vehicles with chain transmission (4) or similar and with suspension of the rear wheel mounted eccentric with respect to the axis of the plates (2). It has a few degrees of play in the transmission between the pedals or the engine and the rear wheel, optionally with one or more springs (29) of return of the transmission in the direction of rotation of the chain with the advance of the vehicle. The degrees of play can be located between the pedals or the engine and the plate (2) or between the pinion (9) and the rear wheel. For example, it may comprise a gear or a front spider (19) fixed to the axis of the pedals or of the motor, imbricated to internal teeth (27) of the plate (2) with the degrees of play. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2670470A1
    申请号:ES201631530
    申请日:2016-11-30
    公开日:2018-05-30
    发明作者:Cesar Rojo Vidal
    申请人:Cesar Rojo Vidal；
    IPC主号:
    专利说明:

    5
    10
    fifteen
    twenty
    25
    30
    35
    DESCRIPTION
    Transmission system for vehicles SECTOR OF THE TECHNIQUE
    The present invention relates to a transmission system for vehicles (bicycles or the like) with rear suspension, which eliminates the effect of recoil on the pedals caused by increasing the distance between the rear axle of the wheel and the pedal box at Activate the rear suspension of the vehicle and / or the difference between the diameter of the plate and pinion present in almost all these vehicles.
    STATE OF THE TECHNIQUE
    Bicycles that have a rear suspension, in addition to the eventual front suspension, have a disadvantage because the distance between the pedal box and the rear axle can vary with the position of the rear suspension, causing elongation of the chain or belt transmission.
    To avoid the worst consequences, many bicycles comprise a longer chain than necessary, picked up by a tensioner that releases that extra length against a spring. However, the tensioner must be arranged in the part that does not transmit chain stresses, usually in the lower part. The adjustment of the length in that part of the chain is simple, but in order to reach the top of the chain the involuntary rotation of the plate must occur, in the opposite direction to the advance or pedaling (anti-clockwise in the figures of this request) which is transmitted to the axis of the pedal box or engine. This implies that the cyclist or motor receives a force contrary to the direction of rotation that can be harmful.
    On other occasions, the distance between the pedal box and the rear axle does not vary with the operation of the suspension, but changing its relative position also causes a movement of the plate that can reach the cyclist or engine.
    In addition, in the same way that the suspension affects the chain, the suspension cannot absorb the bump if the chain is tense. Therefore, the resistance supplied by the cyclist or motor against the unintentional rotation of the plate affects the
    5
    10
    fifteen
    twenty
    25
    30
    35
    suspension operation. It is therefore the cyclist or the engine who absorbs the bump.
    It is apparent that, in a current transmission system, the transmission generates unwanted forces on the suspension by operating it inefficiently and also on the cyclist or engine causing it to become more fatigued, less reliable, etc.
    BRIEF EXPLANATION OF THE INVENTION
    The invention consists of a transmission system for vehicles according to the claims.
    It is mainly applied to bicycles, but it can also be applied to any similar vehicle (motorcycles, ...) that comprises a belt, chain or similar transmission, and a suspension that affects at least one of the ends (plate or pinion) of the belt, which usually corresponds to the rear wheel.
    One of the objectives of this invention is to reduce fatigue in the cyclist due to the recoil of the pedals due to the performance of the suspension.
    Another objective of this invention is to improve the operation of the suspension, independent of its performance with respect to the engine or the cyclist and the chain.
    The system described in this patent releases an element such as a plate, pinion, crown, connecting rod or cogwheel on the shaft to which it is coupled in a limited number of degrees (for example 5-10 °). In this way, not all movements propagate between the rear wheel and the drive system (pedals or motor). Leaving the axle released in a limited number of degrees in the sense that the chain stretches means that when the suspension is compressed, these generated forces that would eventually reach the cyclist are not transmitted. In return they are absorbed by the rotation of the plate, pinion or connecting rod, independent of its axis, which makes the chain can be extended without external brake and without affecting the cyclist or engine. In turn, it increases the efficiency of the suspension system and significantly reduces the fatigue of the cyclist.
    Specifically, the transmission system is intended for vehicles that have a rear wheel with a rear wheel axle on which at least one sprocket is mounted.
    5
    10
    fifteen
    twenty
    25
    30
    35
    (hereinafter singular: "the pinion") connected by a chain or similar to one or more plates or crowns (hereinafter "the plate") operated by a drive system. This chain or similar will have a tensioner that adapts the useful length to the necessary one. For its part, the rear wheel is mounted on an eccentric suspension with respect to the axis of the plates. According to the invention, degrees of play are available in the transmission between the drive system and the rear wheel. These degrees of play can be located between the drive system and the plate or between the rear wheel and the pinion.
    Preferably, the system will comprise one or more transmission return springs in the direction of rotation of the chain with the advance of the vehicle. In this way, the drive system will never rotate in a vacuum, that is, without transmitting effort to the rear wheel.
    In a preferred embodiment, the transmission system comprises a front gear or spider fixed to the axis of the drive system, imbricated to internal teeth of the plate but maintaining this degree of play overlapping.
    In another embodiment the front spider is fixed to the axis of the plate, intertwined with the degrees of play to internal teeth of the axis of the drive system.
    In another added embodiment, the transmission system comprises a rear spider integral with the rear wheel, imbricated to internal teeth of the pinion, maintaining the degree of play overlapping.
    DESCRIPTION OF THE DRAWINGS
    For a better understanding of the invention, the following figures are included.
    FIG. 1 It is a side view of the components assembled on a plate according to one of the possible configurations.
    FIG. 2 It is an exploded view of the previous example where you can see all the components of it from one end.
    FIG. 3 It is an exploded view of the previous example from another end.
    5
    10
    fifteen
    twenty
    25
    30
    35
    FIG. 4 It is a side view of an example system configuration on a connecting rod.
    FIG. 5 It is a side view of the example of FIG. 4 on the inner side where you can see the system.
    FIG. 6 It is an exploded perspective view of the example of FIG. Four.
    FIG. 7 It is a schematic view of how the sinking of the suspension affects the lengthening of the distance between the pedal box and the rear wheel axle.
    FIG. 8 It is a schematic view of the transmission system showing the angle that the plate will move.
    FIG. 9 It is a schematic view of the compressed transmission system where it is shown how the chain rotates the connecting rods.
    FIG. 10 It is a schematic view of the transmission system where the operation of the invention is shown at rest.
    FIG. 11 It is a schematic view of the transmission system with the fully compressed suspension where it is shown how this invention prevents the connecting rods from rotating in the opposite direction to that of the vehicle.
    FIG. 12 It is a schematic view of the transmission system where the operation of a variant of the invention is shown with the system mounted on the rear axle, the suspension is at rest.
    FIG. 13 It is a schematic view of the transmission system with the fully compressed suspension showing how this invention prevents the connecting rods from rotating counterclockwise. This figure shows a variation of the invention where the system is mounted on the rear axle.
    FIG. 14 It is a side view of a state-of-the-art bicycle where the main parts thereof are shown illustratively.
    5
    10
    fifteen
    twenty
    25
    30
    35
    EMBODIMENTS OF THE INVENTION
    Next, an embodiment of the invention will be briefly described as an illustrative and non-limiting example thereof.
    The transmission system of the invention will be shown in this description of an embodiment applied to a bicycle, as seen in FIG. 14. This figure shows a generic bicycle transmission system with suspension on the rear wheel according to the state of the art. You can see several characteristic pieces such as the connecting rods (1) and the plate (2), the axis of the pedal box (3), the chain (4), the swingarm (5) of the bicycle, the axis of the rear wheel (6), a rear derailleur (7), a chain tensioner (8) that is responsible for maintaining the tension chain at all times, the sprockets (9) and the main triangle (10) of the bicycle, which It is where the center of the pedal box axis (3) is located. As the axle of the rear wheel (6) and that of the pedal box (3) are on two independent parts, the swingarm (5) and the main triangle (10), the distance between these two varies when the suspension is compressed causing the aforementioned effect in which the chain must increase its length between the tangent of the plate (2) and the pinions (9).
    In FIG. 7 shows the transmission system of the invention in its two main states: fully extended and fully compressed. In this illustration, the resting position of the different elements is shown in the lower part, while in the upper position the compression position is arranged, which corresponds to the moment in which the suspension acts and is compressed. In the compression position of the suspension, the segment (11), which is the resting distance between the pedal box (3) and the rear wheel axle (6), an extra segment (12) is added. This addition is caused because the swingarm (5) does not pivot on the axis of the pedal box (3) or the plates (2) since if this were the efficiency of the system would be reduced. If an arc (13) is drawn with its center in the pedal box (3) and one of the ends on the axle of the rear wheel (6), it can be seen as on the other end of the arc, which connects with the compressed suspension generates that extra segment (12) that is equivalent to the increase in distance between the plate (2) and pinions (41).
    The segment (11) has the same measure in both positions, it is perfectly seen how the distance between the pedal box (3) and the rear wheel axle (6) has increased by an extra segment (12). Therefore the distance
    5
    10
    fifteen
    twenty
    25
    30
    35
    between the tangent of the plate (2) and the tangent of the pinion (9) has increased, and the chain (4) needs to cover a greater distance. The size of the extra segment (12) will depend on the design of the bicycle or vehicle and the displacement of the rear suspension.
    In FIG. 8 shows a conventional transmission system where you can see the same transmission but now with two segments representing two radii (14) and (15) drawn on the plate (2) that will be used to show how the plate (2) ) rotates counterclockwise due to suspension movement. The first radius (14) is defined between the axis of the pedal box (3) and the point of tangency of the chain (4) with the plate (2) in the rest position. The connecting rods (1) and the axis of the pedals (16) are shown to have a reference of how the elongation of the distance between the axis of the rear wheel (6) and the axis of the pedal box (3) affects the cyclist, since he rests his feet at the height of the pedal axis (16).
    In FIG. 9 shows the same transmission system whose starting position was shown in FIG. 8, but in a state of compression of the suspension. This state may not correspond to the maximum compression of the suspension. The increase in the distance between the axle of the rear wheel (6) and the axle of the pedal box (3) occurs throughout the suspension travel and in almost all suspension systems, which is a fact not linked to a specific compression position of the suspension system. In this scheme to the segment (11) the extra segment (12) has been added, so the chain (4) has to travel a greater distance between the tangents to the plate (2) and the pinion (9). Therefore, the chain stretches the plate (2) counterclockwise (as shown in the figures, since in an image drawn from the opposite side it would be time), causing the cranks (1) to rotate and therefore a displacement (17) of the cyclist's legs.
    The angle of rotation of the plate (2) is represented by the spokes (14) and (15). The first radius (14) represents the point of union of the chain (4) with the plate (2) in the rest position (in this position, and as the first radius (14) is represented, it is normal to the segment it represents the chain (4) The second radius (15) corresponds to the one that is placed in an upright position after the recoil of the plate (2) by the compression of the suspension.It can be seen that the plate (2) moves in an anti-clockwise direction. schedule (from this side of the bicycle), thus displacing the connecting rods (1) .These connecting rods (1) generate a
    5
    10
    fifteen
    twenty
    25
    30
    35
    vertical displacement (17) on the cyclist's legs, this effect being one of those that the patent intends to solve. The angle of rotation of the connecting rods is the same as the angle between the spokes (14) and (15).
    In FIG. 10 shows one of the variants proposed in this invention. Unlike a conventional system where the plate (2) and the connecting rods (1) move in solidarity, in this invention, the plate (2) and the connecting rods (1) have a certain number of degrees of play between them, which allows them to rotate each other a certain and controlled number of degrees. In this case the connecting rods (1) bear only the internal part of the mechanism represented by the circle (18), which is equivalent to the gear or front spider (19) shown in FIG. 1,2, 3 and 5, and on it is the plate (2). In this dish (2) two lines (20) and (21) have been drawn that are intended to show the same effect as shown in FIGS. 8 and 9, with radii (14) and (15), to represent the angle of rotation of the plate (2), due to the elongation received by the chain (4). As can be seen, in the illustration, the first straight line (20) is normal to the chain (4) The effective position of the connecting rod (1) at the time of compression of the suspension can be any other without affecting the operation of the system, this does not have to be in a horizontal position.
    In FIG. 11 this same version of the invention shown in FIG.
    10, this case in a compression position of the suspension. As indicated above, this position is representative and refers to any position between the rest position and the maximum compression position, including the latter. In this case, the distance between the axle of the pedal box (3) and the axle of the rear wheel (6) increases with respect to the segment (11), as previously mentioned. It is when this elongation occurs when the floating plate system is put into operation leaving controlled levels of play to the plate (2), so that the increase in chain length (4) between the tangents to the plate (2) and the Pinion (9) does not generate a rotation movement on the connecting rods (1). The relative movement between the connecting rods (1) and the floating plate (2) is limited in a number of degrees that can vary depending on the suspension system, type of transmission, suspension travel, among others. The angle of rotation of the plate (2) is represented by the lines (20) and (21). In the drawing it can be seen how the first line (20) is no longer normal to the chain (4) as it was in FIG. 10, or as it still is in a current system represented in FIG. 9 between the connecting rod (1) and the plate (2), but in this case the floating plate (2) is able to rotate on the shaft of the box
    5
    10
    fifteen
    twenty
    25
    30
    35
    pedals (3) and with respect to the connecting rods (1) a certain number of degrees. If the number of degrees of the game were not limited, it would be impossible to rotate the plate (2) in such a way that it would not be possible to move the vehicle since the connecting rods (1) would turn free and would not displace the transmission.
    In FIG. 12 shows a variation of the invention. In this case the floating wheel system is placed on the axle of the rear wheel (6), or axle of the sprockets (9), unlike the previous version where it was mounted on the center of the axle of the pedal box ( 3). The main difference of this version, over the one described above, is that in this case, the pinion (9) is shown floating has the degrees of play in the opposite direction to the previous version, see FIGS. 10 and 11. In the figure, the floating pinion (9) has the degrees of free rotation clockwise. The connecting rod (1) in this case is once again integral to the plate (2) as it is in a conventional system. As can be seen in FIG. 12 and 13 when the suspension is compressed, the distance between the axles of the rear wheel (6) and the pedal box (3) increases with respect to the rest distance. Thus, the length of the chain (4) between the tangents of the plate (2) and the floating pinion (9) increases during the compression of the suspension. The floating pinion system (9) has a limited number of degrees of play on the rear gear or spider (22) of the rear wheel axle (6). Marks (23) and (24) are used to represent the angle of rotation of the floating pinion (9) simply as a reference.
    In FIG. 1, 2 and 3 show non-limiting examples of ways of implementing the invention. This shows how the system consists of a front spider (19) that is coupled on the shaft of the connecting rods (1). The front spider (19) can also be coupled to the output of the primary transmission in a bicycle or vehicle with internal transmission. The front spider (19) is coupled to the shaft by a toothed and fixed with a screw (25) on the same shaft, in this way the entire system can be disassembled. This front spider (19) can also be part of the axle itself or support of which it is part to make a more integrated system, with fewer parts.
    The front spider (19) can also be adapted to all mounting standards by being able to be on connecting rods (1), pinions (9) or plates (2) such as SRAM, Shimano or Race Face to name a few.
    The front spider (19) has a bearing (26) on which the plate (2) will be mounted so that the plate (2) can rotate freely on the front spider (19)
    5
    10
    fifteen
    twenty
    25
    30
    thus reducing friction and wear between both pieces. The plate (2) has teeth (27) imbricated to the front spider (19) whose function is to leave a certain number of degrees of play between both pieces. The bearing (26) is fixed to the plate (2) by a safety ring (28), optionally it can also be fixed by the interference of the bearing (26) with the plate (2). To get the system to return to its initial position after actuation of the suspension, one or more springs (29) are used between the teeth (27) and the front spider (19). The springs (29) do not have to be limited in number or type, being able to use torsional, elastomeric or other springs, in addition to the helicals represented, provided they fulfill the function of maintaining and returning the system to its initial position.
    The angle between the flanges of the front spider (19) and the teeth (27) is adapted to the needs of each suspension system, so the number of degrees cannot be established universally. The hardness of the springs (29) can be modified depending on what you want to reduce the effect.
    In case of applying this system in a rear spider (22), the corresponding changes will be made so that the degrees of play are between the rear wheel and the pinion (9), as any expert in the field can do.
    In FIG. 4, 5 and 6 show the system described above mounted on a connecting rod (1), so that the degrees of play occur between the axis of the plate (2) and the connecting rods (1). The system shown in this figure is formed by the same parts as in the previous embodiment, in somewhat different position.
    This embodiment has been described applied to the rear wheel (30) of a bicycle, but the rotation of the plates (2) can be caused by an electric or explosion motor, in which case the connecting rods (1) may not be present. The presence or absence of a chain tensioner (8) does not affect the invention, since this does not refer to the way of supplying the chain but rather to the isolation of these effects from the cyclist or engine.
    Likewise, the vehicle may have front and / or rear derailleur without affecting the operation of the invention.
    权利要求:
    Claims (1)
    [1]
    5
    10
    fifteen
    twenty
    25
    30
    1- Transmission system for vehicles that have a rear wheel with a rear wheel axle (6) on which at least one sprocket (9) is connected connected by a chain (4) or similar comprising a tensioner (8) to one or more plates (2) actuated by an actuation system formed by pedals or an engine, the rear wheel being mounted on a suspension with respect to the axis of the plates (2), characterized in that it has degrees of play in the transmission between the drive system and the rear wheel.
    2- Transmission system according to claim 1, comprising one or more return springs (29) of the transmission in the direction of rotation of the chain with the advance of the vehicle.
    3- Transmission system according to claim 1, wherein the degrees of play are located between the drive system and the plate (2).
    4- Transmission system, according to claim 3, comprising a front spider (19) fixed to the axis of the drive system, intertwined with the degrees of play to teeth (27) internal to the plate (2).
    5- Transmission system according to claim 3, comprising a front spider (19) fixed to the axis of the plates (2), overlapped with the degrees of play to teeth (27) internal to the axis of the drive system.
    6- Transmission system according to claim 1, wherein the degrees of play are located between the pinion (9) and the rear wheel.
    7- Transmission system according to claim 6, comprising a rear spider (22) integral to the rear wheel, overlapped with the degrees of play to internal teeth of the pinion (9).
    FIGURES
    image 1
    image2
    类似技术:
    公开号 | 公开日 | 专利标题
    ES2872124T3|2021-11-02|Exercise bike with the planetary gear system and rolling reverse lateral movement system
    ES2531477T3|2015-03-16|Bicycle
    ES2260720T3|2006-11-01|TILTING VEHICLE.
    ES2376553T3|2012-03-14|FRAME STRUCTURE.
    BRPI0600372A|2006-10-24|bicycle wheel hub
    ES2574331B1|2017-03-02|A suspension system for vehicles with at least two wheels
    ES2200242T3|2004-03-01|POWER UNIT FOR MOTORCYCLE.
    ES2670470A1|2018-05-30|Transmission system for vehicles |
    ES2374312T3|2012-02-15|BICYCLE REAR WHEEL SUSPENSION.
    ES2628404T3|2017-08-02|Motorcycle suspension
    ES2448808T3|2014-03-17|Friction clutch equipped with a pre-absorber comprising hysteresis and dependent sliding friction systems
    WO2009041797A1|2009-04-02|Drive system for vehicle
    ES2353304T3|2011-03-01|TRAIN OF EPICICLOID GEARS FOR VARIATION OF ANGLE SPEED BETWEEN TWO TREES AS WELL AS BIKE OF THAT TRAIN WITH EPICICLOID GEARS.
    ES2880715T3|2021-11-25|Drive train for a pedal skateboard
    WO2014021702A1|2014-02-06|Bicycle comprising a traction mechanism driven by levers
    ES2571458A9|2017-02-09|Bicycle pedal, with extendable cranks
    ES2684528B1|2019-07-17|Bicycle transmission system
    ES2332750B1|2011-02-02|TRACTION MECHANISM FOR BIELAS.
    ES2715512T3|2019-06-04|Shift lever and shift pedal
    ES2249988B1|2007-07-16|COMPLETE UNILATERAL TRANSMISSION EQUIPMENT FOR ROLLING PEDALEO WITH SPEED CHANGE SYSTEM.
    TWM580518U|2019-07-11|Rear hub structure of bicycle
    ES1278050U|2021-09-22|Speed and force multiplier device |
    ES2687105A1|2018-10-23|Mixed wheel for two-wheeled vehicles with increased safety |
    ES1248274U|2020-06-24|SUSPENSION SYSTEM FOR LIGHT CYCLES AND MOPEDS |
    ES2256707T3|2006-07-16|DEVICE FOR TRANSMITTING MOVEMENT FOR BICYCLES.
    同族专利:
    公开号 | 公开日
    ES2670470B1|2019-04-02|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB191223313A|1912-10-12|1913-06-19|William Douglas|Improvements in Shock Absorbers for Drives of Motor Cycles.|
    US4299582A|1978-03-07|1981-11-10|Horst Leitner|Chain drive for motorcycle rear wheels carried by swing arms|
    JPS5960088U|1982-10-15|1984-04-19|
    US5413368A|1993-09-16|1995-05-09|Cannondale Corporation|Bicycle with trailing arm wheel suspensions|
    US20020043416A1|2001-07-09|2002-04-18|Buell Motorcycle Company|Motorcycle having stationary belt tensioner|
    US20060108769A1|2004-11-24|2006-05-25|Shimano Inc.|Bicycle suspension assembly|IT201900004259A1|2019-03-25|2020-09-25|Ochain S R L|Bicycle with rear suspension and related transmission system|
    法律状态:
    2019-04-02| FG2A| Definitive protection|Ref document number: 2670470 Country of ref document: ES Kind code of ref document: B1 Effective date: 20190402 |
    优先权:
    申请号 | 申请日 | 专利标题
    ES201631530A|ES2670470B1|2016-11-30|2016-11-30|Transmission system for vehicles|ES201631530A| ES2670470B1|2016-11-30|2016-11-30|Transmission system for vehicles|
    [返回顶部]