Description.

The invention relates to a bicycle with multiplying gears series and a front gear shift, i.e. a racing, touring or special mountain bicycle, equipped with two or more multiplying gears along with a series of posterior pinions. The prior art embraces bicycles with two or at most three multiplying gears and from five to eigh ^" pinions. For the changing of the chain from one to another of the pinions in the case where a change of speed is desired, the gear system is equipped with a lower posterior turnbuckle and with a cable-operating command lever situated en the side of the front inclined tube of the bicycle frame. For the moving of the upper branch of the chain between the two or three multiplying gears, there is a derailleur consisting of a pair of parallel wings, staggered in height with the outside wing higher, and posteriorly united by a bridge, which bridge constitutes the connecting rod of an articulated parallelogram, connected

anteriorly to the handle and balance wheel. This parallelogram, which is transversally elongated, is supported on the seat-suppor ing tube of the frame. Its relative lever is activated by another cable and is positioned on the same inclined tube of the frame as the posterior gear shift lever, but on the opposite side. Adjusting screws are envisaged to eraark the end run positions of the derailleur command parallelogram.

The prospect of adopting a number of multiplying gears superior to three, with the aim of widening the range of ratios and further fractioning the relative value range must be considered against the difficulty of movement of the chain upper branch for distances greater than those resulting from the side-by—side placing of the three multiplying gears, since there o not exist on the market derailleur devices capable of wider transverse runs. Also, the structure of the usual derailleur elements, having wings hich are staggered in height, does not permit of transverse movements of the chain for widths greater than those indicated above , given the possible interference that would result between the lower

border of the lower wing and the external surface of the multiplying gears.

The necessity arises, therefore, of solving the technical problem of realising a bicycle which, without varying the diameter of the back wheel and the pedal crank, permits of better graduating the rider's efforts, in order to obtain a better athletic result with regard to the physical conditions of the rider him- or herself.

The principal aim of the present invention, therefore, is to provide a front gearshift which permits of moving the chain between the front multiplying gears of a series comprising more than three side-by-side multiplying gears, but also valid in the case of only two multiplying gears, for example, up to six and more, with a diminishing number of teeth with respect to the lowest gear, normally by one or two teeth but also by three or, for elevated transmission Ratios, up to four or five; the number of multiplying gears thus derived from the lowest gear, that is, the fraction of multiplying gears, can be respectively one, two, three or four; the group comprising the

lowest gear and one or more fraction gears constituting a gear group; the whole series of front gears possibly being constituted by one or more groups, as many as the basic gears. The difference in the number of teeth between the basic gears can be even less than the traditional value of ten, for example only five or six.

This and other aims are attained by the bicycle with multiplying gear series and front gearshift, object of the present invention, which is characterised as in the accompanying claims.

The advantages obtained by the present invention are; the possibility of using a considerable variety of transmission ratios, having reciprocal values which are closer than those possible from the changing of the chain from one pinion to another of the back wheel having one tooth more or less; this permits of a full use of the physical capacities of the cyclist and better graduation of the cyclist's effort.

Several embodiments of the invention are illustrated by way of non-limiting examples, in

the accompanying drawings, in which:

- Figure 1 is a schematic partial side-view, seen from the multiplying gear side of a multiplying gear transmission; - Figure 1' is a partial side-view, as in figure 1, of a multiplying gear transmission, with front geai—shift according to the invention;

- Figure Ξ is an enlarged partial horizontal section 11—11 of figure 1; - Figure 3 is a schematic partial longitudinal and partially sectioned front view of the multiplying gears with front gearshift of figures 1 and Ξ;

- Figure is the transversal section according to line IV-IV of figure 1, evidencing from above the gearshift attachment;

- Figure 5 is an e larged schematic view of the gearshift of figure 1 from the other side to that of the multiplying gears;

- Figure 6 is a partial side-view of the application part of the front gearshift according to a possible further embodiment of the invention;

Figure 7 is a transversal vertical section of the front gearshift of figure ώ, made at the axis of the chain guide wheel; - Figure 8 is a partial side-view, like that of

figure ό, but with a shock-absorbing derailleur;

- Figure 9 is the above view of figure 8;

- Figure 10 is a side-view like that of figure ό;

- Figure 11 is a schematic longitudinal view as in figure 3, in the case of a front gearshift as in figure 10.

With reference to the figures, 1 denotes the bicycle frame , constituted by the saddle- supporting tube 2 and the forward—inclined tube 3, inferiorly converging in the front hub -' , internally to which hub 4-' the central axis is supported in rotation: at the ends of the said central axis A- the hubs 5 and ό of -he pedal cranks 5' and 6' are mortised, which cranks 5' and 6' support the respective pedals 5' " and ό' '. 7 denotes the series of crowns, solid to the said central axis - and fixed to the same axis 4- in an external lateral position with respect to the front hub .' , anteriorly engaging the transmission chain 8 wound posteriorly on one of the pinions of the pinion series 9, said pinion series 9 being rotatably supported to the posterior axis 10; said posterior axis 10 is supported to the posterior ends 11 of the lower fork 12, which ends 11 ΆX ^~ B

shaped like an upside down U, which lower fork's 12 front ends are fixed to the hub ' . 13 denotes the upper posterior fork, which is fixed to the posterior end 11 of the lower fork 12; 14- denotes the posterior gearshift, with the intermediate return wheels 15 and the lower turnbuckle 16 schematically represented, said turnbuckle 16 being the variation compensator of the chain 8. C indicates the front gearshift, equipped with derailleur D with symmetrical wings, Al and A2, having a circular crown arc form, tapered backwards, superiorly connected by means of the upper bridge with transverse flaps 17 and inferiorly by means of the bridge 18: said wings extending over an angular sector of about =0°, starting from the extreme forward position, corresponding to the position of the saddle- supporting tube 2.

In figure 1', C indicates the front gearshift in the version with derailleur D, adjuέtable in longitudinal direction, with symmetrical right- angled wings, external Al'and internal A2' (figure 2 ⁾ inferiorly connected to the posterior bridge 19, superiorly inserted between a pair of flanks

20 and 21 on the upper bridge 22 which bridge 22 is provided with longitudinal adjustment slots 22' for the fixing of the said wings Al ' and A2 ^* by means of a pair of -/—bolts in the chosen longitudinal position, which depends on the maximum diameter of the front gears, to maintain constant the distance between the engaging point of the chain with the various gears and the μcint of contact between the said chain and thfe derailleur element.

D ¹ ' denotes a pair of distancing elements for the said wings Al ' and A2', inserted between these last in a coaxial position with respect to the v— bolts. The said derailleur, respectively indicated with D and D* in the fixed longitudinal arid adjustable versions, functions as a connecting rod in the articulated parallelogram constituted by the upper handle 23 and the lower compensator 2H, respectively hinged at their internal ends to the

.1 support 25 by means of the joint pivots 2ό and 27. 28 denotes the extension of the said handle 23 on the opposite side to that of the hinging on the pivot Ξό; said extension 28 is for the clamp fixing of the activating cable 29 of the front

gearshift C; the said cable 29 being housed internally to a protection sheath 30, arranged inferiorly to the saddle-supporting tube 2. 31 denotes an eyelet with vertical axis, for the stopping and positioning of the said sheath 30, solid to the frame 25, situated inferiorly to the end of the said extension 26 of the handle 23, which sheath 30 is equipped with an internal groove for the passage of the said cable 2 , S£ indicates a screw-clamp for fixing the support 25 with respect to the saddle-supporting tube 2: <fig.4) denotes the return spring for the articulated parallelogram D, £3, 24, 25, wound around the pivot housed in the front hinging flap 17 of the internal wing A2 of the derailleur D. 35 and 36 indicate a pair of screws with vertical axis, for the adjustment of the excursion of the gearshift, screwed into corresponding holes in the clamp 32. 37 denotes a crown constituted, by five arms which radially extend from the hub 5 and interest respective transversal pivots 38 for the crown series 7 for the tightening of each of the threaded ends in the corresponding screws 39. 40, 41, 42, 43, 44, 45 denote the crowns constituting the series of the front gearshift, whose

reciprocal position is determined by the interpositioning of ring distancers 46.

With reference to figure 6. the front gearshift 80 is denoted, constituted by a derailleur body 81, equipped with a pair of symmetrical wings 81 ' stretching backwards and functioning as a connecting rod with respect to the articulated parallelogram constituted by the handle 23 and the compensator 24; 82 denotes a derailleur cog wheel which interests the chain 8 from below, which cog wheel 82 is rotatably supported at the free end of the derailleur body 81. A safety bridge S3 for the disengagement of the chain 8 from the coq wheel 82 extends between the opposite wings 81 ' of the said derailleur 81. Figure 7 shows the posterior end 84 of the derailleur 81 body, in the single-wing version, in which version the said posterior end 84 functions as a connecting rod with respect to the articulated parallelogram constituted by the handle 23 and the compensator 24; 85 denotes the upper part of the said posterior end 84, which is bent at right angles on the said chain 8 in order to avoid its disengagement from the chain cog wheel guide 86, said guide 86 being rotatably

supported to the guidable pivot 87 with the interposition of a bearing 83 projecting laterally from the support 89; A vertical axis pivot 90 for the hinging of the support 89 to the fork 89 with horizontal arms 91 and 92 fixed to the lower part of the posterior end 64 of the derailleur body 81. An elastic ring 93 prevents the axial sliding of the cog wheel guide 86 on the guidable pivot 87.

In figure 8, the pair of wings 94 of the shock- absorbing derailleur have their front ends fixed to a collar 95, which collar 95 is slidable on a stem 96 parallel to the saddle-supporting tube £ of the bicycle frame, and which stem 96 is placed against the action of a helicoid cylindrical spring couple, one lower 98 and one upper 97, the entire above assembly being closed into a container 99 fixed inferiorly to the connecting rod of the the said articulated para1lelo.gram with handle 23 and compensator 24. Figure 10 shows a smooth upper wheel 100, rotatably supported to the derailleur body 101, as an alternative to the safety bridge 83.

In the cases of figures 1 to 5, the functioning of

the assembly is as follows: when the command cable 29 for the gearshift C is activated, the extension 28 of the handle of the articulated parallelogram D, 23, 34 and £5, is made to rotate about the pivot £6, causing a corresponding rotation of the compensator £4 and the external sliding of the connecting rod 18, 19, thus compressing the recall spring 34 and determining the sideways derailing of the chain 8, the reverse movement happening by the release of the cable £9 and the recall action of the spring 34-.

In the cases of figures 6 to 11, the transversal movement of the chain 8, wound on the cog ..heel 82, supported by the wing pair 81 ' , is brought about by the activating, by means of the cable 29, of the handle of the command parallelogram of the front gearshift, with the possible presence of an upper opposite cog wheel if the chain 8 has asymmetrical links.

The choice of the ratios to be used, which depends principally on aspects of the kind of cycling to be done, such as road surface, athlete's physical condition and suchlike, is always based on one of

two basic gears, to each of which, or at least to one of which, at least one dependent gear or fractioned gear is associated, that is, a gear having a number of cogs which differs from the 5 base gear by one, two, three, four or maximum five cogs, selecting the front gears so as to obtain transmission ratios corresponding to the posterior pinions whose number of cogs avoids repeating ratios.

10

The following is a series of examples of preferred ratios according to the invention, in the cases of numbers of gears and pinions technologically possible at the moment, in order to have the greatest possible number of gear ratios.

EXAMPLE 1

RACING AND TOURISM FOR VARIED ROUTES

£0

-posterior pinions 12, 13, 14 ,15, 16, 17, IB, 19;

-posterior pinions 12, 13, 14, 15, 16, 20, 21, 22;

-gears 52, 50, 42, 40;

-gears 53, 52, 51, 43, 42, 41;

25

Alternatively to the base multiplying gear with 5Ξ cogs, multiples with 53 or 54 teeth, or in any case gears which differ from those indicated by plus or minus one, two, three or four airs envisaged.

EXAMPLE 2.

FLAT CYCLING (LONG-DISTANCE):

-posterior pinions 12, 13, 14, 15, i6; -multiplying gears 53, 52, 51, 50, 49;

The multiplying gears can have a number of cogs which differs from those indicated by plus or minus one, two, three, or even four cogs.

EXAMPLE 3.

UPHILL CYCLING (STEEP INCLI ATIONS): -posterior pinions 18, 19, 20, 21, 22; -multiplying gears 42, 41, 39, 38;

As in the previous examples, the multiplying gears can have plus or minus one, two, three or even four teeth.

EXAMPLE 4. MOUNTAIN BICYCLES:

-posterior pinions 13, 15, 17, 20, 24, 28, 32; -multiplying gears 50, 48, 40, 38, 30, 28;

- multiplying gears 48, 46, 38, 36, 28, 26.

As in the previous examples, the number of teeth can vary by plus or minus one, two, three or even four teeth.