Field of application The invention herewith described regards a engine for bicycle which is activated by the force of the cyclist's leg movement.

Summary of the invention The purpose of this invention is to create a engine for bicycle which enables both higher speeds to be reached and a reduction in the physical efforts required of the user.

This and other purposes are achieved by the engine herewith described as is fully explained in the claims. The engine, moved by the force of the legs, has a double pump for injection/feed which is enclosed in an oil bath in a casing placed in the position usually occupied by the central tube of the frame and a capsule drawn close of the rear wheel hub.

The casing is divided into two compartments by a plate : both the compartment on the left and the compartment on the right each contain an injection/feed pump. The casing is crossed by the crank axle. On the latter the supports are cast in a block, each support has two branches, which support the pins of the small wheels or planet wheels of the solid crown cams of the injection/feed pump. These cams are the driving mechanisms of the injection/feed oil pumps which also comprise some twin injectors formed by pistons which run within the respective injection sleeves.

The injectors are in ten couples for each of the two pumps. The oil, under the thrust of the injector pistons, through the injection valves and from the manifold of the twin injectors comes into a circular manifold. A manifold between the circular manifolds of the two injection pumps, in the two compartments adjacent to the casing, placed at the height of the lower right element of the fork of the rear wheel, will comprise the initial part of a tube which will exit from the casing and will terminate in a support fixed to the aforementioned element of the fork. From the latter to the capsule a flexible tube will carry the oil to the manifold of the injection ports of the capsule.

A rotating drum of a smaller diameter than the circumference of the space of the body of the capsule itself is placed inside the capsule. The peripheral surface of the

drum touches the edge of the internal wall of the body of the capsule thus creating a space which ranges, between the body and the drum. This space is divided by a wall so as to form two chambers, of a discontinuous rectangular cross-section, in which there run two series of two vanes each. The pressurised oil will flow into two pipings, will arrive inside the two lunette shaped chambers and of a variable rectangular cross-section, and will push the vanes inside the chambers of the capsule thus causing the drum to turn which contains most of the body of the vanes.

The drum, via a pin, will then turn the hub and the rear wheel.

The oil which comes out of the capsule goes through a tube which is initially flexible and is inserted in the down tube of the frame. Thus the oil will go back up the down tube, reach and successively cross the top tube, cross the filter and passing through the seat tube will fall back into the casing, thus restoring the circulation between the injection pump and the capsule with the rotating drum.

Brief description of the drawings Further characteristics and advantages of the invention will be clearer from the description of one form of execution, this is a preferred form but is not the only one, of the engine, illustrated for the purposes of example but not restrictive in the attached drawings in which: - figure 1 shows the position, with respect to the frame, of the cylindrical casing containing the injection pumps and of the capsule of the rear wheel ; - figure 2 shows a cross-section of the injection pumps along the median plane ; - figure 3 shows a cross-section of the sleeve that supports the seat tube of the bicycle frame along the A-A plane ; - figure 4 shows, in greater detail, a cross section of part of the injection/feed pumps and of the axle of the pedal cranks; - figure 5 shows an incomplete longitudinal cross-section of the crown cam; - figure 6 shows an incomplete longitudinal cross-section of the same cam; - figure 7 shows a complete longitudinal cross-section of the crown cam: - figure 8 shows an outline composition of the circular cam with its engine shaft, ten pistons, in their sleeves, in contact with the cam and the returnining ring of the

pistons; - figure 9 shows two pistons in contact with the cam where there can be seen the notches for the clearance of the returnining ring of the pistons; - figure 10 shows a cross-section of part of a piston, the returnining ring and part of the cam; - figure 11 shows an exploded view of a piston; - figure 12 shows a side view of a sleeve and the cam; - figure 13 shows an upper view of the block of four valves and their pin; - figure 14 shows a longitudinal cross-section of the injection valves and of the common manifold of the twin injection elements; - figure 15 shows a top view of the plate where the injection valves are seated; - figure 16 shows a longitudinal cross-section of the injection sleeve and of the suction and injection valves ; - figure 17 shows a top view of the plate where the suction valves are seated including the injection manifold ; - figure 18 shows a cross-section of the injection sleeves and the anchor support; - figure 19 shows a side view of the injection sleeve ; - figure 20 shows a cross-section of the injection sleeves at the height of the valves ; - figure 21 shows an upper view of the twin injection sleeves ; - figure 22 shows a longitudinal cross-section of the injection/feed pump; - figure 23 shows the correction of the setting of an injector element ; - figure 24 shows a longitudinal cross-section of a capsule and its elements ; - figure 25 shows a cross-section of the capsule and the drum; - figure 26 shows a longitudinal cross section of the capsule with a modification; - figure 27 shows a longitudinal cross-section of the capsule with further modifications; - figure 28 shows a cross-section of the capsule, drum and vanes; - figure 29 shows a cross-section of the capsule and of the injection channels with their manifold ; -figure 30 shows a cross-section of the capsule and the discharge channels with

their manifold ; - figure 31 shows a side view of the tubes between the casing containing the injection pumps and the capsule; it also shows all the oil circulation plant in the frame; - figure 32 shows a cross-section of the capsule and of the plant of the engine axis in the hub of the rear wheel ; - figure 33 shows a cross-section of a hole in the interior chamber of the body of the capsule closed by a screw cap; - figure 34 shows a longitudinal cross-section of the filling cap of the oil and the air bleeder.

Description of a preferred example of execution In greater detail, and with reference to figure 1, the bicycle has an oleo-dynamic engine with a double injection/feed pump 100, enclosed in an oil bath, in a cylindrical casing 2 placed in the position usually occupied by the central tube of the frame and by a capsule 300 drawn close of the hub 4 of the rear wheel. The capsule 300 contains a rotating drum 301, which, activated by the injection pump 100, through a pin 302, turns the hub 4 and the rear wheel. All the injection pump plant 100 is supported by a circular steel plate 5 in a moulded block together with three blind sleeves 6 in which there are inserted the seat tube 7 and down tube 8 of the frame and the tube from which the bicycle fork departs (figures 2 and 3).

With reference to figures 2 and 4, the bicycle has a double injection/feed pump 100 inside a cylindrical casing 2, in oil bath. This, made in sheet steel of a thickness of 2.5 millimetres or more (it must support the extremities of the axle 9 of the pedal crank 10 and the weight of the cyclist), is formed by two cases 2.12, 2.2 with drawings which are screwed into the central plate 5, already described in detail.

Bearings and two specific strengthening rings or oil retainers 11 ensure the casing 2 is tightly sealed. The casing 2 is divided into two compartments by the central plate 5. Both the left compartment and the right compartment each contain an injection/feed pump 100. The casing 2 is crossed by the axle 9 of the pedal crank 10. The axle 9 is in cemented steel. It is divided into two parts 9.1, 9.2 blocked by

four semi-spherical insertions (which are absolutely essential for assembling/disassembling the parts of the whole) and clamped by the internal ring of two bearings 12 lodged in the cases 2.1, 2.2. Both on part 9.1 on the left and on part 9.2 on the right of the axle 9 there are cast in block two supports 9.3, each with two branches, which support the pins 101,102 of the small wheels 103,104, or planet wheels of a solid crown cam 105 of the injection/feed pump 100. The cam 105-see incomplete figures 5 and 6 that are an introduction to figure 7-is constituted by a crown 106 set in motion by internal mechanisms activated directly by the engine axle 9. These internal mechanisms comprise two small wheels 103, 104 which turn on pins 101,102 hinged or fixed on the two abovementioned supports 9.3 at two branches cast in a block with the engine axle 9. Between the pins 101,102 and the small wheels 103,104 there are placed needle bearings 107.

Small wheel 103 (major planet wheel) supplies the push action and forces the crown 106 to move. The other small wheel 104 (minor planet wheel) has the purpose of holding crown 106 in its functional position also helped by a sliding block 108 in Teflon or brass clamped in a semi-spherical notch to the engine axle 9. On the outer edge of the crown 106 of the cam 105 there is located a needle bearing 109 of the diameter of 1.2 mm. The radial internal wall of the solid crown 106 has a spherical notch where there run the margins suitably adapted of the small wheels or planet wheels 103,104 and the sliding block 108. This particular cam 105 serves especially to eliminate most of the friction of a normal sliding cam. The supports 9.3 and, consequently the tops of the two cams 105 of each of the two parts 9.1, 9.2 of the axle 9 are opposed at 180°. The axle 9 turns, pushed by the pedal crank 10, within two ball bearings 12 firmly lodged in the centre of each of the cases 2.1, 2.2 of the casing 2 and each clamped by a plate 13 through allen screws 14. Sealing will be ensured, as already mentioned, by two oil retainers 11 drawn close, in the internal part, to the bearings 12. The axle 9 turns, pushed by the pedal crank 10 and supported by bearings 12 and a bush 15 inserted during casing in the centre of plate 5 at the height of the connection of the axle 9, thus setting in motion the crown cams 105. With particular reference to figures 2,4, 8 and 22 the aforementioned

cams 105 are the driving mechanism of the injection/feed oil pumps 100 which comprise also the twin injectors formed by pistons 110 which run within the respective injection jackets 111. The injector pistons 110 are moved by the aforementioned cams 105. Each cam 105 has along its external circumference of the crown 106 a needle bearing 109 inserted in a shallow notch exploiting thermal contrast (the measurements of the cam 105 should take into account the diameter of the needles, which can be 1.2 mm, stopped by a specific cage). The injectors are in ten couples for each of the two pumps (indicated in figure 22 with letters A to L) and are placed on lines radial to the axle 9 of the pedal crank 10. The couples of the twin injection jackets 111 are fixed, by their supports 112 of casting, directly to the central plate. The injection jackets 111 are in wrought iron with chroming of the surface friction strata. In each of the two injection pumps 100 the return of the injector pistons 110 is carried out by two return rings 113 in cemented steel of circular section which play in the specific arcuate notches 114 hollowed out in the injector pistons 110 and in the specific notches-grooves 115 hollowed out at the base of the jackets 111 (figures 12 and 21). In particular, in each injector piston 110 there is made an arched notch 114 in which there is lodged the ring 113. So that the insertion of the latter does not weaken to a great extent the base, in the injector piston 110 a groove is made, whose extremity is the arcuate notch 114. After having inserted the ring 113 a great part of the groove is occupied by a relocated insert 116. This latter is fixed to the injector piston 110 by keys or split pins 117. Each of the injection jackets 111 has at its base two notches 115 counterposed in the walls and at a height such as to permit the easy movement of the return ring 113 to their interior.

Each injection jacket 111 has an appendage 118 in which the suction valve is open.

The oil flows in this appendage 118 before passing into the port of the injection jacket 111 through an elliptical opening 119. The valves of suction 120 and of injection 121 of the pump 100 are placed at the head of the coupled injection jackets 111. They are made in a single block with their pin 122. In greater detail, these valves of suction 120 and injection 121 consist in metal plates connected via

arms 123 to the central pin 122. The four valves 120,121 in block exchange the thrust and thus accelerate the closure of the suction valves 120 thus avoiding substantial losses in the volume of the pressurised oil. In this way the suction valves 120 also open faster-by no means a not a negligible factor. The ports 124 of the suction valves 120 consist in holes made in a plate 125 while the ports 126 of the injection valves 121 consist in holes made in another plate 127. The plate 125 where the suctions valves are located is cast together with the manifold 128 of the twin injectors and has six holes 130 for the clamping screws 131. The port 124 of the suction valves 120 has a greater surface, more than three times that of the port 126 of the injection valve 121. It is necessary that the port 124 is of this size to avoid the formation of empty pockets inside the injection jacket 111. Each couple of twin injectors is cast with a support 112 of anchorage which is fixed to the central plate 5. These supports 112 are highlighted in figures 18 and 19. The support of anchorage 112 is in part cut by one of the notches 115 which permits the clearance of the return rings 113 of the injector pistons 110. A semi-cylindrical notch 129 is present between the appendages 118 where are located the suction valve 120 of the twin injection jackets 111 and it attends to the placement of the pin 122 of the suction valves 120 and injection valves 121. The plate 127 where the injection valves 121 are located also has a semi-cylindrical notch 132 made in the part which will be external to the injection jackets 111 to accommodate the pin 122. By placing the plate 127 by the injection jackets 111, as illustrated in figures 15 and 16, and inserting the pin 122 supporting in block the valves 120,121, the valve plant will be closed with the plate 125 (figure 17) comprising the manifold 128, closing the six screws 131. This plate 125 will also have a semi-cylindrical notch made in the marginal parts of the manifold 128 and in the part underneath for the whole length of the pin 122. This semi-cylindrical notch, which is marked with a broken line in figure 16, will complete the cylindrical container area of the pin 122 of the valves 120,121. The precise alternating of the action of the pistons guarantees the perfect synchrony of the valves 120,121 which, being in a block, exchange the thrusts of opening and closing. In each couple of twin injectors the travel stroke of the injector

pistons 110 in the injection jackets 111 is placed on radial lines which depart from the centre of the axle 9 of the pedal crank 10 which is also the centre of rotation of the cams 105. Each cam 105, as an effect of the pedaling, moves in the same direction as the bicycle and the position of the same cam 105 determines the active phase of the injectors (as illustrated in figure 22) marked B, C, D, E and the passive phase, of suction of the injectors marked G, H, I, L while the injectors marked A, F, are in the exchange phase. The position (illustrated in figure 23) of the injector D, position with respect to the cam 105 in which all the injectors will find themselves, is critical ; the real direction of the thrust of the cam 105 on the basis of the injector piston 110 has an accentuated angling respect to the stroke of piston 110 in its jacket 111. This situation leads to greater friction between the cam 105 and the injector piston 110 and, what is worse, of anomalous friction of piston 110 against the wall of the jacket 111. Observing figure 22 and considering the incidence of the thrust of the cam 105 compared to the travel stroke of pistons 110 an acceptable situation can be seen in positions B and E, poor in position C and serious (critical) in position D. Since it is impossible to attain the perfection of positions A, F (moreover in the exchange phase) it is possible to arrive at a compromise by deviating by an angle of 6° (adjustable) the stroke axis of the injector pistons 110 in the contrary direction to the movement of rotation of the cam 105. In figure 23, which illustrates an injector-broken line-in position D, the direction of rotation of the cam 105 is indicated by the curved arrow; the long arrow, which departs from the centre of the cam, indicates the real direction of the thrust of the cam 105 definitely outside the travel stroke of piston 110 indicated by the short arrow and placed on a radial line.

In figure 23, the jacket 111 and the piston 110 which in figure 22 occupy the position D, are marked in a broken line ; a full line marks the jacket 111 and the piston 110 with angle corrected in a contrary direction to the movement of cam 105. The vertex of the angle to measure is placed at the centre of the circumference of the external margin of jacket 111. The angling cannot be accentuated too much because this would jeopardise in particular, the injectors which would come to be in position H, I in figure 22. The oil, under the thrust of the injector pistons 110, crosses the

injection valves 121 lodged in the plate 127 where there are the same injection valves 121 and from the manifold 128 of the twin injectors, passes in the circular manifold 133 joined by means of nuts 134 which connect ten couples of injectors placed in star around the axle 9 of the pedal crank 10. A connection between the circular manifolds of the two injection pumps 100, in the two compartments adjacent to box 2, placed at height of the lower right element 16 of the fork of the rear wheel, will comprise the initial part of a tube 17 (figure 31) which will leave casing 2 and will terminate in the support 303. From the latter to capsule 300 a flexible tube 18 will take the oil to manifold 304 of the injection ports 305 of the capsule 300 placed near the hub of the rear wheel (figures 1 and 31). Within capsule 300 (figures 24 and 25) is placed a rotating drum 301 of a smaller diameter than the circumference of the space of the body 306 of the capsule 300. As illustrated in figures 24 and 25 the peripheral surface of the drum 301 touches the edge of the internal wall of the body 306 of the capsule 300 thus creating a space which varies, between the body 306 and the drum 301. This space is divided by a wall 307 in such a way as to form two chambers 308,309, of a discontinuous rectangular cross-section, in which there run two series of two vanes 310 each. The axis of the two vanes 310 of each of the two chambers 308,309, passes through the centre of drum 301; the axes of the two series of vanes 310 will be perpendicular to each other, that is crossed (figure 24).

The pressurised oil will enter from the manifold 304 with a round cross-section (figures 24,26, 27), will branch out in two elliptical pipings 305 (figure 29), will arrive inside the two lunette shaped chambers 308,309 with a variable rectangular cross- section, and will push the vanes 310 forced by the springs 311 inside the chambers 308,309 of the capsule 300 thus turning the drum 301 which contains most of the body of the vanes 310. The two chambers of the two series of vanes 310 and springs 311 will be communicating for the exchange of the infiltrated oil. The oil, which is no longer under pressure, as a result of the alternating of the vanes 310, will be pushed through the two elliptical cross-section discharge ports 312 which join the discharge manifold 313 of round cross-section (figures 24,30). The oil (figure 31), on leaving the capsule 300, crosses the flexible tube 314, fixed by the

support 303 and the successive metal tube 315 which passes under the cylindrical casing 2 and is inserted in the down tube 8 of the frame. The tubes of delivery and return of the oil between the support 303 and the capsule are flexible so that the wheel can be quickly disassembled and reassembled. Thus the oil will go up the down tube 8, then it will reach and cross the top tube 19, it will pass through the filter 20 and passing along the seat tube 7 it will fall into the cylindrical casing 2 through two semi-circular holes 21 at the base of the sleeve 6, supporting the seat tube 7 of the frame, thus restoring the circulation between the injection pump 100 and the capsule 300 with the rotating drum 301. The part of the tube 315 which passes under the casing 2 can be of a semi-circular cross-section thus meeting both aesthetic and aerodynamic requirements.

With reference to figures 25,32 the rotating drum 301 of the capsule 300 is cast with an axle 302 which, with specific grooving 316 (marked as a broken line in figures 25 and 32) is threaded into the mechanism of free wheel 22 of the hub 4 of the rear wheel. It is also possible a grooving with only two notches. In detail, this axle 202 crosses the whole of the hub 4 supported by two bearings 317,318 and by an brass type spacer bush 319. The extremity of axle 302 is clamped to the internal ring of bearing 318 by means of a pin 320 screwed into the axle 302 of the drum 301 of the capsule 300. The axle 302 will act as a motor to the wheel by means of the mechanism of free wheel 22 inserted in the hub 4 when the drum 301 will be caused to turn; it will also act as a simple pin to the hub 4 of the wheel when the drum 301 will be stopped with the bicycle in motion. The bearing 317, suitably inserted in the support 321 of the rear fork, is composed of only one external ring and balls which will be stopped by a specific cage and will not fall when the axle 302 is removed for replacement or repair of the wheel. The lateral stability of the wheel or of its hub 4 is guaranteed on the right by the margin of the grooves 316 and on the left by the bush 319 which acts as a spacer of shim adjustment and as a support to the axle 302 of the drum 301. Two supports 322 anchored to the cap 323 of the capsule 300 are fixed to the elements 16 and 23 of the fork by means of two screws 324 (figures 1,24, 26,27). The support 321 of the frame can also be enlarged and

the capsule 300 can be screwed directly onto the frame which would thus be parallel. The axle 302 which is integral with the capsule 300, firmly anchored to the elements 16,23 of the fork, is connected to the internal ring of the bearing 318 by means of screw pin 320 (bearing 318 firmly lodged in the support 321 of the left part of the fork) thus ensuring the necessary rigidity and solidity to the fork of the rear wheel. It would be better to use a taper bearing rather than the ball bearing 318. It is a good idea for the two screws 324 of the supports 322 and the screw pin 320 to have the same allen wrench which, provided with the bicycle, would enable the wheel to be more quickly disassembled and reassembled. In figure 25 there can be seen the cap 323 which closes the drum 301 in the body 306 of the capsule 300 by means of the screws 325. The cap 323 has a hole which enables the pin 302 of the drum 301 to come out. A neoprene sealing ring 326, in contact with the cap 323, wraps the pin 302 of the drum 301. A specific screw register 327 resting on the cap 323 regulates the pressure of the sealing ring 326 between the cap 323 and the pin 302 of the drum 301. As already mentioned in the description of the drawings, figures 29 and 30 show a cross-section of, respectively, the injection ports 305 and the discharge ports 312 of the oil. The cross-section of both the figures is anomalous as (see figures 24,26 and 27) in no case can the axis of the manifold 304 of the channel of injection and the axis of the manifold 313 of the channel of discharge intercept the centre of the rotating drum 301 but the anomaly makes it possible to show the particular nature of the parts: the injection ports 305 and the discharge ports 312 are elliptical because, although maintaining the necessary cross-section measurement, they do not thus touch the corners of the chambers 308,309 leaving a margin of containment of the vanes 310 which otherwise would jam in the aforementioned ports 305,312 ; the two elliptical injection ports 305 and the two ports of discharge 312 (figure 24) are joined in round section at the height of the manifolds 304,313 of the injection pipes and of the discharge pipes; the measurement of the elliptical discharge ports 312 is two and a half times greater than the elliptical injection ports 305. In figure 26, which is a variant of figure 24, it is possible to see three vanes 310 for each of the two series. The three vanes 310 of

each series are placed symmetrically at 120° and the two series are placed in such a way as to exactly fall within the radial spaces so as that whenever a vane 310, pushed by the pressurised oil, travels along the chamber 308,309 of increasing cross section there will be, at the same time, a vane 310 of the other series which travels along the chamber 309,308 of decreasing cross section thus the capsule 300 will recall a constant volume of oil, proportional to the speed of rotation, avoiding insufficiencies and pulsations. Figure 33 shows one of the two holes, in the internal chamber 308 of the capsule 300, closed by a screw cap 328. The two holes serve to push, by means of specific rods, the two vanes 310 of the internal chamber 308 and thus to be able to extract the drum 301 from the body 306 of the capsule 300. The holes will be positioned in such a way as to intercept the two vanes 310 when the third vane 310 is at the point of contact between the drum 301 and the internal wall of the body 306 of the capsule 300. In the version with two vanes 310 one hole will be sufficient in the internal jacket 308. In figure 27 there can be seen useful corrections for a better performance of the plant : a channel 329 for outflow of the oil towards the ports 312 of discharge to impede contrary pressures on the vane 310 which is approaching; closure of the space between the contact of the internal wall of the body 306 of the capsule 300 with the rotating capsule and the port of injection 305 of the chamber 308,309 ; opening ports of communication 330 between the three vane spaces 310 for the reciprocal exchange of oil (no longer pressurised) with relative scaling of the walls of body 306 of the capsule 300 (already illustrated in figure 26). This expansion will have the margins of containment of the vanes 310 in accordance with the injection ports 305 and discharge ports 312.

The particular circulation plant of the oil in the frame of the bicycle (figure 31) is suited to the bleeding of air bubbles which would otherwise cause serious problems.

The oil, which the pump 100 sends to capsule 300, will return from the tubes 314, 315 and will enter in the down tube 8 of the frame passing below the casing 2. From the down tube 8 it will go up the top tube 19 and from this, having passed the filter 20 placed below the cap 24 for oil filling and air bleeding, will then fall, passing

through the seat tube 7, into the compartments of casing 2 containing the pumps 100. Two semi-circular holes 21 at the bottom of the sleeve 6 supporting the seat tube 7 of the frame (figures 2,3) will permit the passage of the oil in the aforementioned compartments of the casing 2. The two cases 2.1, 2.2 of the casing 2 will be made in such a way as to have two semi-collars (figures 2 and 4) fitted to the sleeve 6 of the seat tube 7 with appropriate washers in neoprene. The filter 20, set diagonally-with respect to the gravitational perpendicular-below the filling and bleeding cap 24, will stop the passage of air bubbles. The close-set, tiny pores of the filtering material allow through the oil molecules which are much heavier than the molecules of air gas which, forming bubbles, will stop immediately below the filtering material and, forming larger bubbles, will rise, passing out through the bleed. Figure 34 illustrates the filling oil and bleeding air cap 24; it is installed in the upper part of the seat tube 7 and has a cap 241 with channels for the passage of air and, inside, two circular sectors 242,243 in teflon within which there is the housing for a metal, spherical valve 244. This latter is fitted with channels 245 for the passage of air and is connected to a ball 246 in covered lead. Should the bicycle fall the variation of the position of the valve 244 respect to the gravitational perpendicular"d", caused by the weight of the ball 246 acts so that the exit hole of channels 245 are closed by the circular sector 242 in teflon. The oil is thus not able to spill even if the bicycle is in an unusual position.

To disassembly the parts, first the pedal crank 10 will be taken out and then the screw will be removed which, located in the appropriate drawings, hold the cases 2.1, 2.2 of the casing 2 at the edges of the plate 5. The cases 2.1, 2.2 will be disassembled having first removed the strengthening pieces which are marked in a broken line, in figure 2. Together with the cases 2.1, 2.2 there will be taken away the two parts 9.1, 9.2 of the axle 9 together with the cams 105. The cams 105 will be disassembled by. unscrewing the pins 101,102 using specific allen wrenches.

The bearings 12 and the oil retainers 11 are taken out by removing the small plates 13 fixed by the specific allen screws 14. Having disassembled the two circular manifolds 133, undoing the nuts 134, there will be removed the twin injectors 111

screwed into the central plate 5 by means of fusion supports 112. To re-assemble the procedure will be followed in reverse order. The assembly and disassembly of the injector elements has been described in detail and is illustrated in figures 8 to 19. To disassemble the capsule 300 the junction nuts of the injection manifold 304 and of the discharge manifold 313 will be undone; there will be removed the clamping screws 324 of the capsule 300 to the frame of the bicycle and, using the same allen wrench, the screw pin 320 on the opposite side. Thus there will be disassembled the capsule 300 by taking away the screw pin 302 from the hub 4 of the rear wheel ; then there will be removed the cap 323 by loosening the screws 325, and, having pushed completely inside the drum 301 the vanes 310, located in the internal chamber 308, with the specific rods through the holes normally closed by screw caps 328, the drum 301 will be extracted from the body 306 of the capsule 300. The vanes 310 and the springs 311 will come out easily. To re-assemble the reverse order is followed although there is no need to use the rods to push the vanes 310 into the inside of the drum 301 when it is inserted into the body 306 of the capsule 300.