This invention relates to variable ratio trans¬ mission, which has a variable sprocket useful parti¬ cularly in bicycles.

Presently, ten speed bicycle transmissions con- sist of a chain wrapped around a front double sprocket and a rear cluster containing five sprockets, a front derail¬ leur and a rear derailleur for derailing the chain from one sprocket to another in response to a rider moving two con¬ trol levers which are connected to the derailleurs. The derailleurs are made of a large number of delicate parts which need frequent maintenance and are easily damaged. The derailleur system is also hard to operate, it generates continuous noise and ineffeciencies in certain gears due to misalignment of the chain and it calls for a frequent vis- ual inspection by the rider, which diverts his attention from the road. For theses reasons, several attempts have been made in the past to introduce different systems, some of which are based on variable sprockets. Examples of such efforts can be found in U. S. Patents 3,850,044 and 3,850,- 045. Some of .the reasons for such systems being commer¬ cially unsuccessful, on a large scale, were their complex¬ ity, high cost, added weight and maintenance problems. Another example is found in British Patent 453,712 where the two flanges are stacked together with the planets be- ing side saddled in a cantilevered position. Such an ar¬ rangement includes severe stresses under working loads which leads to severe deformation of the variable sprocket

under working loads, especially since the flanges have to be perforated and lose most of their structural integrity. These deformations interfere with- he synchronization of the sprocket-segment-planets and the chain. In contrast, the present invention overcomes these and other problems, and provides a simple durable system which can be econo¬ mically mass produced from metal or molded plastic.

Therefore, the present invention provides for a variable ratio transmission, having a variable sprocket comprising an axle, a drive flange mounted on said axle, an indexing flange rotatably mounted on said axle opposite of said drive flange and having a plurality of spiral-wavy- cams, two sprocket-segment-planets and at least two idler planets sandwiched between said flanges, coupling means for transmitting tangential forces between said sprocket-seg¬ ment-planets and said drive. flange, cam followers attached to said planets for engaging with and following said spi¬ ral-wavy-cams, said spiral-wavy-cams comprising a series of alternating depressions and hills which move the planets closer and further to and from said axle, respectively, as said planets slide along said spiral-wavy-cams.

FIG. 1 shows a side view of a bicycle equipped with a variable sprocket according to the present inven¬ tion. FIG. 2 shows a portion of the bicycle and the variable sprocket as viewed in the direction pointed by an arrow 2-2 marked on FIG. 1, with the sprocket itself sectioned along line 2'-2' marked on FIG. 3 to show the idler-planet as well as the sprocket-segment-planet. FIG. 3 shows a partially broken front view of the variable sprocket.

FIG. 4 shows a rear view of a variable sprocket with three of the six locking means removed.

FIGS. 5, 6 and 7 show front, side and rear views, respectively, of a sprocket-segment-planet.

FIGS. 8, 9 and 10 show front, side and rear views, respectively, of the idler-planet.

FIG. 11 shows a cross section of an area of the variable sprocket which contains the sprocket-segment-pla¬ net, as viewed along section line-11-11 marked on FIG. 3. The attached FIGURES show a bicycle (please note FIG. 1) having a frame 50 with a seat post member 55, pe¬ dals 12 which are affixed to an axle 13 by bolts 14. The axle 13 is rotatably mounted in the frame by means of ball-bearings 15. A wheel 16 is also rotatably mounted to the frame 50 in a conventional manner. The bicycle is equipped with a variable ratio transmission comprising a variable sprocket 20 that is coupled by a conventional roller chain 32 to a sprocket 17 that is, in turn, coupled to the wheel 16 via a one-way-clutch 18 in a conventional manner. The variable sprocket 20 comprises {please note FIGS. 2, 3 & 4) : the axle 13; a drive flange 21 having a square bore 27 which is fitted on a square section 13' of the axle 13; an indexing flange 25 having a round bore 28 which is rotatably fitted on a round section of the axle 13 opposite of the drive flange 21 and having a plurality of spiral-wavy-cams 26; two sprocket-segment-planets 29 and at least two idler-planets 31 sandwiched between the flanges 21 and 25 forming a relatively rigid structure (as compared to an arrangement where the planets are not sand¬ wiched but instead are cantilevered on only one of their sides, thereby creating stresses and deformation in the flanges); coupling means, in the form of elongated keys 34 and respective radial -keyways 24, for tangentially con¬ necting said planets to said drive flange 21; cam-followers 37 attached to the planets 29 and 31 for engaging with and following their respective spiral-wavy-cam 26; the spiral- wavy-cam comprising a series of alternating depressions 35 and hills 36 which move the planet, whose cam-follower 37 is engaged with the spiral-wavy-cam 26, closer and further from the axle 13, respectively, as said planet slides along said spiral-wavy-cam 26.

Locking means 47 formed at the end of the cam- followers 37 slide along an outer surface of the indexing

flange 25. Under working loads which may cause a slight deformation of the indexing flange 25, the locking means 47 engages the outer surface of the -indexing flange 25 and prevents the separation of the planets 29 and 31 from it (the elongated shape of the locking means 47 allows their assembly with the indexing flange 25) . The sprocket-seg¬ ment-planets 29 are equipped with additional locking means 44 which slide along an outer surface 45 of the drive flange 21 for preventing separation between them. The rea- son for equipping only the sprocket-segment-planets 29 with these additional locking means 44, is that the sprocket- segment-planets 29 carry the tangential force which tends to twist them around the key 34, a problem which does not appear in the idler-planets 31. A small cantilever spring 22 is formed as a part of the key 34, and is adapted to create a preload between the key 34 and the keyway 24 for preventing the planets from developing an annoying rattle while they are not engaged with the chain 32. The chain 32 (please note FIG. 4) is wrapped around approximately one half of the variable sprocket 20, and engages the teeth 30 that are formed on a rounded section of the sprocket-seg¬ ment-planets 29 (the leading teeth 30* are partially re¬ moved to prevent these teeth from interfering with the chain 32 when the transmission is shifted to high ratios) . The chain 32 is made of links and has a pitch length equalling the length of the chain 32 divided by the number of links contained in the chain.. It should be understood that while a conventional bicycle roller chain is considered a preferred chain from an economical point of view, the term chain, as used herein, covers other chains and toothed belts which could be used for putting together the system. As the bicycle is pedaled, tension is devel¬ oped in the chain 32 which in turn creates tangential and radial loads on the planets. The tangential loads are taken by the sprocket-segment-planets 29 and are trans¬ mitted to the keys 34 which are formed on the side of each of the sprocket-segment-planets 29, and which engage with

and slide in the radial keyway 24, transmitting these loads to the drive sprocket 21. Radial loads which appear in the planets 29 and 31 around which the chain 32 is wrapped, are transmitted to the spiral-wavy-cams 26, through cam-follow- ers 37 formed on the sides of the planets 29 and 31. The radial load forces and secures the planets 29 and 31 in the depressions 35. The spiral-wavy-cams 26 are so located and spaced that when the planets 29 and 31 are seated in the depressions 35 and when both sprocket-segment-planets 29 are engaged with the chain 32 (please note FIG. 4) which is wrapped around the variable sprocket 20, the length of the chain trapped between the sprocket-segment-planets 29 is without excessive slack. Improper relative spacing of the spiral-wavy-cams 26 would cause this trapped length of chain to be either saggy or it would prevent it from properly meshing with one of the sprocket-segment-planets 29, and in either case it would prevent the proper opera¬ tion of the variable sprocket 20.

A one piece molded brake 38, (please note FIG. 3) comprises arms 39 which are flexibly pivoted on a stem 40 which is affixed to the frame member 55 by screws 46. The arms 39 are adapted to frictionally engage and brake the indexing flange 25 in response to being squeezed between a cable 41 attached to one of the arms 39 by means of a crimped ferrule 54 and an outer jacket 42. At their other end the cable 41 and its jacket 42 are connected to a con¬ ventional hand lever assembly 43 which the rider can de¬ press in order to pull the cable 41 inside the jacket 42, and thereby engage the brake 38. When the indexing flange 2 is braked and the drive flange 21 is rotated through the pedals 12, forward and backward, intersections of the keyways 24 and the spiral-wavy-cams 26 expand and contract together with the planets 29 and 31, respectively, causing the transmission to change to a high ratio and a low ratio, respectively (a lower ratio being a ratio at which the wheel 16 rotates less revolutions per one revolution of the var¬ iable sprocket 20) .

The spiral-wavy-cams 26 are arranged so that the sprocket-segment-planets 29 remain at a substantially sym¬ metrical position relative to-the-axle 13, so that an ^• imaginary line drawn through the sprocket-segment-planets 29 will pass through the axle 13. Thereby, at least one sprocket-segment-planet 29 is engaged with the chain 32 at all times to maintain the power transmission between the sprockets 17 and 20, and most of the time only one sprocket-segment-planet 29 will be engaged allowing the transmission to change to a higher ratio (if the sprocket- segment-planets 29 were clustered together, at a certain point during the rotation of the variable sprocket 20 none would be engaged with the chain 32 which wraps, appro¬ ximately, only one half of the variable sprocket 20). Thus, as the variable sprocket 20 rotates the chain 32 is engaged, alternately, with one sprocket-segment-planet 29 or with the other, with a short transitional overlap during which both sprocket-segment-planets 29 are engaged. In order to make the transition between the sprocket-segment-planets 29 as smooth as possible, it is preferred to make it while a minimum amount of power is transmitted through the chain 32. Since the transition occurs when the sprocket-segment-pla¬ nets 29 are at their top/bottom position, and since a rider usually pedals more lightly when the pedals are at their top/bottom position, arranging the pedals 12 and the spro¬ cket-segment-planets 29 along the same imaginary line will synchronize the two to coincide.

Each of the planets 29 and 31 is engaged with its own respective keyway 24 and the respective spiral-wavy-cam 26 which control the location of the respective planet. Therefore, it is a designer's option to maintain all the planets 29 and 31 at equal distances from the axle 13 or to move one opposing pair, planets 29 for example, further away from the axle 13 so that an imaginary ellipse can be ^• drawn through planets 29 and 31. When such a configuration of planets is orientated relative to the pedals in accord¬ ance with certain bio-engineering theories, the utilization tsrz.-

of the rider's capabilities should be improved. Further, one of the planets 29 can be moved slightly further than the other in order to provider again with proper orienta¬ tion of the variable sprocket 20. and the pedals 12, a slightly higher ratio when the rider's stronger foot, for example his right foot, pedals down. The planets 29 will still be maintained in substantially symmetrical posi¬ tions relative to the axle 13. However, such minor cus¬ tom modifications are probably worthwhile only for people who ride bikes competitively.

The bicycle is ridden and pedaled like a con¬ ventional bicycle, with the improvement that lowering the transmission ratio is done by back pedaling while energizing the brake 38 slowing the indexing flange 25 relative to the drive flange 21, causing the intersections of the keyways 24 and the spiral-wavy-cam 26 to move in¬ wards and contract the planets 29 and 31 towards the axle 13. The one-way-clutch 18 permits the back pedaling even when the bicycle is stationary. When the planets 29 and 31 are contracted the amount of chain 32 that is wrapped around the sprocket 20 and that is pulled per revolution of the sprocket 20 is reduced. Shifting to a higher ratio is achieved by braking and slowing the indexing flange 25 relative to the drive flange 21 while pedaling forward, expanding the planets 29 and 31. Since tension in the chain energizes and secures the planets 29 and 31 in the depressions 35, it is easier to shift to a higher ratio when the only tension in the chain 32 is created by a con¬ ventional chain tensioner 43. The tensioner 43 assures a minimum of tension in the chain 32 in order to secure the planets 29 and 31 in the depressions 35 when the rider does not actively pedal, and take up chain's slack.