This invention relates to a coupling means for a bicycle provided with a pedal operated brake activating means separated from the dri chain, and which comprises a first freewheel coupling associated wi pedal crank for torque transmission to the brake activating means a reverse rotation of the pedal crank and a second freewheel coupling associated with the drive wheel of the bicycle for torque transmiss to the drive wheel at forward rotation of the pedal crank.

One problem inherent with previously known bicycle designs of this resides in the fact that the freewheel coupling in the pedal crank assembl , and the drive wheel hub have had such an engagement direct that by rearward movement of the bicycle, i e when the drive wheel rotated in its reverse direction, such a rearward movement is trans ferred by the chain to the pedal rrank and further to the brake act vating means, whereby the brake is activated and the bicycle is loc dead.

This invention intends to accomoi_.sn a device which automatically w inactivate the braking function at reverse rotation of the drive wh

Embodiments of the invention are nerein below describee- in detail u reference to the accompanying drawings.

On the drawings:

Fig 1 shows a side elevation of the bicycle comprising the pedal cr assembly, the drive wheel and the brake device.

Fig 2 shows cross-section along line A-.A in Fig 1 including a dis¬ engagement means according to the invention.

Fig 3 shows, partly in section, a view of the pedal crank assembly the bicycle.

ig 4 shows a section along line 0-0 in Fig 3 and illustrates the brake activating means as well as the disengagement means.

Fig 6 shows a section along line A-A in Fig 5.

Fig 7 shows a section along line B-B in Fig 5.

Fig 8 shows a longitudinal section through the hub of the drive wheel according to an alternative embodiment of the invention .

Fig 9 shows a section along line E-E in Fig 8.

Fig 10 shows a section along line F-F in Fig 8.

Fig 11 shows a longitudinal section through the drive wheel hub according to another embodiment of the invention.

Fig 12 shows a section along line G-G in Fig 11 .

Fig 13 shows a side elevation o f ^" Che bicycel comprising assembly , the drive v.heel and crake device

Fig 1 - ₄ - shows cross-sec ϋion along line A-A in Jig 13 including a disengagement -means according ύo ^' invention.

Fig 1 5 s oe's , partly in. section _} a viev/ o f the pedal cran assembly o f the bicycle according to another eα- bodiment of the invention.

Fig l ό shows a section along line 3-3 i_ι Fig 1 -*.

Fig 1 7 shows a section along line G-C in Fig 1 3

Fi 1 3 shows a section aiorig line C-C in Fig 1 5 accor¬ ding to another embodiment of the invention.

The bicycle which is illustrated in Fig 1 comprises a pedal crank assembly in which is journalled a pedal crank shaft 2 provided with rigidly attached pedal arms and a sprocket wheel by which a chain is ^* connected to the drive wheel of the bicycle . The pedal crank assembl also comprises a brake activating means which by means of a wire 50 is connected to a rim brake 51 .

The brake activating means at the pedal crank assembly comprises a ^' sleeve 1 which is rigidly attached to the crank shaft 2. a rotating ring 3 surrounding the sleeve 1 and being driviπgly connected to the latter via friction surfaces 10. See Fig 3. These friction surfaces

which acts against one of the pedal arms 5. The rotating ring 3 is provided with ratchet teeth 4 for cooperation with a number of catc 7. The latters are pivotally supported on a ring 6 which in turn i formed with a radially extending activating arm 8. See Fig 4.

At forward rotation of the pedal shaft, the catches 7 remain unenga in that they are pivoted away from the teeth 4 of the rotating ring At reverse rotation of the pedal cranks, the catches 7 will engage positively the teeth 4 and thereby make the ring 6 rotate in a reve direction and exert an activating movement on the arm 8. The arm 8 coupled to the rim brake 51 by the wire 50. At too a high brake ac vating force applied on the pedal cranks, a slipping movement will occur between the friction surfaces 10 so as to protect the device against overloads.

On the outer perlpheri of the ring 6. there is journalled a disenga ment ring 11 which by means of a wire 14 is connected to an activat device on the drive wheel. The ring 11 is formed with grooves 12 w is located just outside the catcnes 7 as the ring 11 occupies its i active position. As the disengagement device is activated, the rin will be rotated by the wire 1 sucn that one of the edges 13 of the grooves 12 will engage and pivot the catches 7 and, thereby, inacti the brake activating coupling. This occurs at reverse rotation of drive wheel and prevents the braking device, i e the rim brake 51. be activated and lock the bicycle dead.

In order to accomplish the above described disengagement of the bra activating means, the hub of the drive wheel is provided with an ex ternal freewheel coupling in the form of catches 21 arranged betwee a ring 20 mounted on the hub and an activating ring 23. See Fig 1 2. The activating ring 23 is coupled to a wire activating arm 28 b means of a friction coupling 25. 26. At reverse rotation of the dr wheel, the catches 21 will establish a rigid connection between the ring 20 and the activating ring 23 and, thereby, move the activating arm 28 backwards, and through the wire 14 rotate ring 11 and diseng the catches 7 in the pedal crank assembly. For enabling a longer r verse movement of the drive wheel, the friction coupling 25, 26 wil allow the activating arm 28 to slip relative to the activating ring

According to the above described embodiment of the invention, the bi¬ cycle comprises a freewheel coupling associated with the drive wheel and which by means of an activating means is intended to inactivate the brake activating device in the pedal crank assembly. In Fig 5, 6 and 7, there is shown an embodiment of the invention in which the dis engagement device is located within the hub of the drive wheel and arranged to inactivate the freewheel coupling of the drive wheel by which the drive force is transmitted from the chain sprocket to the drive wheel. In the embodiment of the hub snown in Fig 5, the dis¬ engagement device is located at the hub of the drive 'wheel and com¬ prises a non-rotating shaft 29 locked to the frame of the bicycle. In the drive wheel, there is immovably connected a hub sleeve 42 which on its outside supports a drive sleeve 44 journalled on ball bearings. On the drive sleeve 44. there are rigidly mounted a number of chain sprockets 40 of different sizes. The drive sleeve 44, which is rotataply journalled on the hub sleeve 42. is arranged to transfer the drive force from the chain and the chain sorockets 0 to the whee via a number of catches 43. which form a freewheel couDiing between the drive sleeve 44 and the hub sleeve 2.

In order to accomplish a discontinuation in the connection between t wheel and the brake activating means in the pedal cranK assemτ_ly and. thereby, avoid a locking dead of the bicycle at. reverse movement, th embodiment of the invention comprises means in the drive wheel hub f deactivating the catches 43. For that purpose, a.deactivating sleev 30 is journalled in the hub sleeve 42. The activating sleeve 30 is arranged to move the catches 43 to an inactive position at rearward movement of the wheel. This is accomplished by means of catches 32 and a tooth ring 33 journalled on a non-rotating sleeve 34. The catches 32 and the tooth ring 33 form a third freewheel coupling which has the same direction of engagement as the freewheel coupling in the pedal crank assembly as well as the freewneel coupling betwee the drive sleeve 44 and the hub sleeve 42. The tooth ring 33 is coupled to the non-rotating sleeve 34 by means of a friction couplin 33, 36 far enabling slippage of the tooth ring 33 at extended rear¬ ward movement of the wheel. As being illustrated in Fig 6, the dis-

engagement sleeve 30 is formed with openings 30a into which the cat 43 extends at normal operation of the bicycle. At reverse rotation and locking of the deactivating sleeve 30 by means of the catches 3 the sleeve 30 will force the catch 43 out of the opening 30a, and thereby, move the catch 43 out of engagement with the drive sleeve 44. The openings 30a have a larger circumferential extent than the catch 43 and enables a rotational play between the sleeve 30 and th catch 43. This play is intended to give a delay of the disengageme of the catch 43. Return movement of the sleeve 30 is ensured by a torsion spring 31.

For preventing any kind of load from acting on the catch 43 and mak disengagement of the latter more difficult when acted upon by the sleeve 30, the drive sleeve 44 is provided with a coupling ring 39 which is rotationally locked relative to the latter except for a play 46. See Fig 7. To ensure that this play will always offer a certain degree of free running of the ring 39 at the start of the reverse movement of the wheel, there is incorporated a spring 47 which is active to turn the sleeve 39 in that direction in which th play to the drive sleeve 44 is ensured. This rotational play betwe the ring 39 and the drive sleeve -.4 also intends to avoid locking dead of the bicycle at heavy brsK πg. Due to the elasticity of the brake force transmitting means, a rotational play is required to av the drive catch 43 to engage before the brake has been released.

In the above described embodiments of the invention, there are de¬ scribed two alternative locations of a third freewheel coupling in ^' order to accomplish a deactivation of anyone of the other freewheel couplings, i e either the frεewneεi coupling in the pedal crank as¬ sembly or the freewheel coupling in the drive wheel hub, and in whi deactivating means are incorporated to avoid locking dead of the bi cycle at a longer reverse movement of the bicycle.

β

In Fig 8, 9 and 10, there is shown an alternative embodiment of the invention in which a deactivating means is incorporated in the hub of the drive wheel for deactivating the freewheel coupling of the drive wheel by which the drive torque is transferred from the chain sprocket to the wheel. In the embodiment shown in Fig 8, the de¬ activating means comprises a non-rotating shaft 60 rigidly locked to the bicycle frame. A hub sleeve 61 is rigidly attached to the drive wheel and is journalled by means of a ball bearing on a drive sleeve 63. The latter is in turn journalled on the shaft 60 by means of two ball bearings and carries a number of chain sprockets 62 of different sizes. The drive sleeve 63 is arranged to transfer a power from the chain and the chain sprockets 62 to the wheel via a number of catches 64 which form a freewheel coupling between the drive sleev 63 and the hub sleeve 61.

In order to accomplish a discontinuation in the connection between the drive wheel and the brake activating means in the pedal crank assembly and to avoid locking dead of the bicycle at reverse move¬ ment, this embodiment of the invention comprises means in the drive wheel hub for deactivating the catches 64. For this purpose, there i journalled a toothed deactivating sleeve 65 in the huo sleeve 61 , suc that deactivating sleeve 65 via catches 66 ana a eaten supporting ring 67 is arranged to move the catches 64 to their rest positions at reverse rotation of the wheel. The catcnes 66 and the toothed de activating sleeve 65 form a third freewheel coupling. The catch sup porting ring 67 is journalled on a non-rotating sleeve 71 by means o a friction coupling to enable slippage at long reverse movements. ' The friction coupling comprises the catch supporting ring 67, a ring 69 firmly attached to the shaft 60 and a spring 72 for pressing to¬ gether the catch supporting ring 67 and the ring 69. The spring 72 is axially supported by a sleeve 68. As being apparent from Fig 9, the deactivating sleeve 65 is formed with a sloping surface 65a whic leaves the catch 64 unaffected at normal operation of the bicycle. The deactivating sleeve 65 is kept in its inactive position by means of a pretensioned spring 75. At reverse movement and interengagemen

between the deactivating sleeve 65 and the catches 66 , the deacti¬ vating sleeve 65 will force the eaten 64 UD on the sloping surface 65a, and thereby, move the eaten 64 out of engagement with the dri sleeve 63.

For preventing any kind of load rorn acting on the catches 64 and rrιaκe deactivation of the latter -nore difficult when acted upon by the deactivating sleeve 65, the drive sleeve is provided with a coupling ring 70 which is driviπgiv coupled to the drive sleeve 63 over a play 73. See Fig 10. To make sure that this play will alw enaσle a certain degree of freerunning of the coupling ring 70 at start of the reverse movement of the wheel, there is provided a sp 76 which is active to turn the couoling ring 70 in the direction i wmch the play relative to the cπve sleeve 63 is ensured. This rotational play between the ring 70 and the drive sleeve 63 also serves as an insurance against locking dead of the oicycle at neavy braking. Due to the elasticit ^* . :n the brake force transmitting me a rotational play is required to avoid the catches 64 to get engage before the brake has been released.

In Fig 11 and 12. there is shown st_.ll another emooαiment of the invention in which the deactivating means is located inside the sorocket wheel unit of the drive /neel and arranged to deactivate the freewheel coupling by whicn the propulsion force of the bicvele is transmitted from the sprocket vneels to the drive wheel. Accord to this embodiment of the invention, the device cαmoπses a non-rot snaft 129 rigidly attached to the frame of the bicvele. To the dri wneel, there is rigidly attacneo a sleeve 142 whicn on its outside carries a drive sleeve 144 journalled on a ball bearing. On the drive sleeve 144, there are non-rotatably mounted a number of chai sprockets 140. The drive sleeve 144 which is rotatably journalled on the hub sleeve 142 is intended to transmit the propulsion force from the chain sprockets 140 to the wneel bv means of a number of catches 143 whicn form a freewneei couoling oetweeπ the drive sleev 144 and the hub sleeve 142. In order to accomplish a discontinuati

of the connection between the drive wheel and the brake activating means in the crank assembly to thereby prevent locking dead of the bicycle at reverse movement, there is rotatably mounted a deactiv¬ ating sleeve 130 within the hub sleeve 142. By means of catches 132 and a toothed ring 133 mounted on the deactivating sleeve 130. the latter is intended to move the catches 143 to their inactive posi¬ tions at reverse rotation of the 'wheel. The catches 132 and the toothed ring 133 form a third freewheel coupling. The deactivating sleeve 130 which is formed with a sloping surface is coupled to a ring 150 with a corresponding sloping surface for accomplishing of an axial movement of the deactivating sleeve 130. The ring 150 is rotated by means of a friction coupling 135, 136 which allows the ring 150 to slip at longer reverse movement.

As been illustrated in Fig 12. the deactivating sleeve 130 comprises a conical portion 130a which does not influence upon the catch 143 at normal operation of the bicycle, but is kept in inactive posi¬ tion by a pretensioned spring 131. At reverse rotation and activa¬ tion of the deactivating sleeve 130 via the catches 132, the deacti¬ vating sleeve 130 will rotate and. at the same time, be axially ^* displaced by engagement of the sloped surfaces against the corre¬ sponding surfaces on ring 150. Thereby, the drive catches 143 are moved out of engagement with the drive-sleeve 144.

In the drive wheel hub shown in Fig 11, there is comprised a fourth freewheel coupling, the purpose of 'which is to activate the coupling sleeve 130 during braking so as to prevent locking dead of the bicycl at braking to stillstand. This freewheel coupling comprises a sleeve 148 in which is journalled a coupling ring 139 which carries catches 155. The sleeve 148 is formed with grooves 146 which enables a rota tional play of the coupling ring 139. A spring 147 acts to maintain this play at normal operation of the bicycle.

The bicycle which is illustrated in Fig 13 comprises a pedal crank assembly in which is journalled a pedal crank shaft 2 provided with rigidly attached pedal arms and a sprocket wheel by which a chain is connected to the drive wheel of the bicyc The pedal crank assembly also comprises a brake activating mea which by means of a wire 50 is connected to a rim brake 51.

The brake activating means at the pedal crank .assembly compris a sleeve 201 which is rigidly attached to the crank shaft 2, a rotating ring 203 surrounding the sleeve 201 and being driving connected ^' to the latter via friction surfaces 210. See Fig 1-+. These friction surfaces 210 are conical and are pressed togeth by means of a washer spring 209 which acts against an adjustab ring nut 21-+. The rotating ring 203 is provided with ratchet teeth 2.0k for cooperation with a number of catches 207. The Tatters are pivotally supported on a ring 206 which in turn is formed with a radially extending activating arm δ for connection to the rim brake 51.

At forward rotation cf the pedal shaft, the catches 207 remain unengaged in that they are pivoted away from the teeth 201+ of the rotating ring 203. A reverse rotation of the pedal cranks the catches 207 will engage positively the teeth 204, and there make the ring 20ό rotate in a reverse direction and exert an activating movement on the arm 8. At too a high brake activa¬ ting force applied on the pedal cranks, a slipping movement- will occur between the friction surfaces 210 so as to protect the device against overloads.

A freewheel coupling is provided between the pedal shaft 2 and the sprocket wheel 2/+0 which in a common way is coupled to the rear wheel of the bicycle by means of a chain. This free¬ wheel coupling in the pedal crank assembly comprises a sleeve i which is nonrotatably mounted on the pedal shaft 2 and whi on its outer peripherysupports a sprocket wheel carrying drive sleeve 2kk. The latter is journalled on the sleeve 21+2 by means of ball bearings and arranged to transfer the drive forc

from the pedal shaft 2 to the sprocket wheel via couple of catches 2k3. The latters form a freewheel coupling between the shaft sleeve 242 and the drive sleev 24i.

In order to obtain, according to the invention, an interrup¬ tion in the connection between the rear v/heel of the bicycle and the brake activating means in the pedal crank assembly to thereby prevent locking dead of the bicycle at reverse inove- ent, there are provided means in the pedal crank assembly by which the catches 2k5 s e lifted cut of engagement. To this end, a deactivation sleeve 230 is rotatably supported on the drive sleev 24-+. The deactivation sleeve 230 is formed with a tooth ring for cooperation with catches 232 tiitably supp¬ orted on a ring 233. The latter is rotatably mounted on a flan¬ ged, frame mounted sleeve 250, and arranged to disengage the catshes 2k5 S- reverse rotation of the drive sleeve 2kk canseά by reverse movement of the bicycle.

The catches 232 and the tooth ring on the deactivation sleeve 230 form a fourth freewheel coupling which has the same en¬ gagement direction as both the freewheel coupling in the rear wheel hub and the drive coupling 2i+2-24_+ in the pedal crank assembly. The ring 233 which canies the catches 232 is coupled to the stationary flanged sleeve 250 by means of a friction coupling for enabling slipage at longer reverse movements. The friction coupling comprises one or move adjustment screws 221 , each provided with a spring 220 and a friction element 219. These screws 221 are mounted in threaded throngh openings in the ring 253 _. sn-i accomplish a frictional engagement with the outer surface of the flanged sleeve 250.

As illustrated in Fig lc, the deactivation sleeve 230 in forme with recesses 230a in which the outer portions of the C3.tch.es 243 are received during normal, forward movement of the bicycl At reverse rotation of the sprocket wheel and the drive sleeve 2i4, the deactivation sleeve 230 is locked by the catches 232 and forces the catches 23 out of the recesses 230 a and , thereby, out of engagement with the drive sleeve 2kk.

In order to prevent any kind of load from acting on the catche 2 ^£ +3 and, thereby, mailing their disengagement harder, the

sleeve 242 i provided with toothed ring 239. The latter is rotationally coupled to the sleeve 21+2 over a rotational play. This play is accomplished, by a narrow external tooth 4ό on the sleeve 2i+2 in cooperation with a considerably wider recess 2-+β a on the inside surface of the toothed rin 239. See Fig.17. In order to ensure that the above men¬ tioned play will always offer a certain amount of lost mo¬ tion of the toothed ring 239 at the beginning of the reverse movement of the wheel, there is provided a spring 2+7 for biassinr the ring 239 in. the direction in which the play visavi the sleeve 2-+2 is obtained. This rotational play also ensures that the bicycle is locked dead at real hard braking. Due to same resiliency in the brake force transmitting means, there is required a rotational play to prevent the catches 25 from reengaging before the brake is released.

In still another embodiment of the invention, illustrated in Fig 13, there is mounted a catch 2i+8 in the drive sleeve 241+ having on opposite direction of engagement in relation to the drive catches 2k5 an being engaged at reverse rotatio of the peda.l crank. At continued reverse pedal crank move¬ ment, the drive catches 243 are disengaged ( as described above), and due to the rotation of the deactivation sleeve 230 a further play will occur. The advantage by this arrang ment is that the rotational play can be reduced. There will b a smaller lost motion each time you restart pedalling after having rest for a while during forward driving. The reason i that an extra play is provided at braking only. 3y this arran gement, is it possibel to have a. better control on the drive catches 23 in respect of the engagement shoulders after bra¬ king. Afther a heavy braking, the play is still same when re¬ starting pedalling.

The embodiments of the invention are not limited to the above described exe ples but may be varied within the scope of the claims