U.S. patent application number 11/951989 was filed with the patent office on 2008-04-03 for continuously variable drivetrain.
This patent application is currently assigned to FALLBROOK TECHNOLOGIES INC.. Invention is credited to Donald C. Miller, Michael C. Ross.
Application Number | 20080079236 11/951989 |
Document ID | / |
Family ID | 38694496 |
Filed Date | 2008-04-03 |
United States Patent
Application |
20080079236 |
Kind Code |
A1 |
Miller; Donald C. ; et
al. |
April 3, 2008 |
CONTINUOUSLY VARIABLE DRIVETRAIN
Abstract
Drivetrains and frames for vehicles, equipment, machines, etc.
Some embodiments of the drivetrains and frames are particularly
suited for human powered machines, such as bicycles and exercise
equipment. In some embodiments, a drivetrain includes a
reciprocating crank coupled to a crank pivot. A lever couples to
the crank via a lever pivot positioned on the crank. A lever stop
cooperates with a lever guide surface to guide a motion of the
lever as the lever pivots about the lever pivot. The lever and/or
the crank are operably coupled to a drive pulley, idler pulley,
and/or compound pulley. In some embodiments, a drive cable operably
couples the lever and/or the crank to the drive pulley, idler
pulley, and/or the compound pulley. In one embodiment, one or more
pulleys couple to the lever's distal ends. In some embodiments, the
drivetrain includes a wheel hub adapted to receive torque from the
crank via a drive pulley.
Inventors: |
Miller; Donald C.;
(Fallbrook, CA) ; Ross; Michael C.; (San Diego,
CA) |
Correspondence
Address: |
KNOBBE MARTENS OLSON & BEAR LLP
2040 MAIN STREET
FOURTEENTH FLOOR
IRVINE
CA
92614
US
|
Assignee: |
FALLBROOK TECHNOLOGIES INC.
9444 Waples Street, Suite 410
San Diego
CA
92121
|
Family ID: |
38694496 |
Appl. No.: |
11/951989 |
Filed: |
December 6, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11747068 |
May 10, 2007 |
|
|
|
11951989 |
Dec 6, 2007 |
|
|
|
60799601 |
May 11, 2006 |
|
|
|
Current U.S.
Class: |
280/281.1 |
Current CPC
Class: |
B62J 1/28 20130101; Y10T
74/20582 20150115; B62M 1/28 20130101; F16H 9/02 20130101; Y10T
74/2164 20150115; B62K 15/006 20130101; Y10T 74/18232 20150115;
B62K 3/005 20130101; B62K 3/10 20130101 |
Class at
Publication: |
280/281.1 |
International
Class: |
B62K 3/02 20060101
B62K003/02 |
Claims
1. A vehicle frame comprising: a top tube; top stays; down stays;
crank stays; and wherein the top stays, down stays, and crank stays
form a generally triangular frame that couples to the back tube,
said triangular frame coupled to the top tube.
2. The vehicle frame of claim 1, further comprising a back tube
that couples the triangular frame to the top tube.
3. The vehicle frame of claim 2, further comprising a fixed hinge
coupling the top tube to the back tube.
4. The vehicle frame of claim 3, further comprising a removable
hinge adapted to facilitate coupling of the top tube to the back
tube.
5. The vehicle frame of claim 4, wherein the fixed hinge and
removable hinge are configured to facilitate a folding of the top
tube relative to the back tube.
6. The vehicle frame of claim 1, further comprising a chest support
coupled to the top tube.
7. The vehicle frame of claim 6, further comprising a support base
that couples the chest support to the top tube.
8. The vehicle frame of claim 7, wherein the support base is
configured to allow selective positioning of the support base
relative to a portion of the top tube.
9. A vehicle frame comprising: a head tube; top tubes coupled to
the head tube and extending toward a first distal end from the head
tube; bottom tubes coupled to the head tube and/or to the top tube,
the bottom tubes extending toward a second distal end from the head
tube; and tying tubes coupling to the top tubes at the first distal
end and coupling to the bottom tubes at the second distal end.
10. The vehicle frame of claim 9, wherein the tying tubes and/or
the top tubes are configured at the first distal end to receive a
means for supporting a wheel.
11. The vehicle frame of claim 9, wherein the tying tubes and/or
the top tubes are configured at the second distal end to provide a
pivot point for a crank.
12. The vehicle frame of claim 9, further comprising lever stops
coupled to the tying tubes, wherein the lever stop is configured to
guide a motion of a lever.
13. The vehicle frame of claim 9, further comprising a chest
support coupled to the top tubes.
14. A vehicle frame comprising: a head tube; a down tube coupled to
the head tube and extending toward a distal end from the head tube;
down stays coupled to the down tube; crank stays coupled to the
down tube and to the down stays; and lever stops coupled to the
crank stays, the lever stops adapted to guide a motion of a
lever.
15. The vehicle frame of claim 14, wherein a down stay and a crank
stay are one integral piece.
16. The vehicle frame of claim 14, wherein the down stays or crank
stays are adapted to couple to a wheel.
17. The vehicle frame of claim 14, wherein the down tube comprises
a bend such that one portion of the down tube is at an angle
relative to another portion of the down tube.
18. The vehicle frame of claim 17, wherein the down stays couple to
the down tube at, near, or in the vicinity of the bend.
19. The vehicle frame of claim 18, wherein the crank stays couple
to the down tube at an end of the down tube that is distal from the
bend.
20. The vehicle frame of claim 19, wherein the levers stops couple
to the crank stays at an end of the crank stays that is distal from
the end of the crank stays that coupled to the down tube.
21. The vehicle frame of claim 14, further comprising a connecting
hub adapted to facilitate coupling of the crank stays to the down
tube.
22. The vehicle frame of claim 14, further comprising a chest
support coupled to the down tube.
23. The vehicle frame of claim 21, further comprising a chest
support tube configured to facilitate coupling the chest support to
the down tube.
24. The vehicle frame of claim 22, further comprising a chest
support tube clamp for coupling the chest support tube to the down
tube.
25. The vehicle frame of claim 23, wherein the chest support clamp
is removable and slideable along at least a portion of the down
tube.
Description
RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 11/747,068, filed on May 10, 2007, which
claims priority to U.S. Provisional Patent Application 60/799,601,
filed on May 11, 2006. The entire disclosure of each of the above
applications is hereby incorporated by reference in its
entirety.
[0002] This Application is related to U.S. patent application Ser.
No. ______, Attorney Docket No. LINEARB.031C1, U.S. patent
application Ser. No. ______, Attorney Docket No. LINEARB.031C2,
U.S. patent application Ser. No. ______, Attorney Docket No.
LINEARB.031C3, U.S. patent application Ser. No. ______, Attorney
Docket No. LINEARB.031C4, U.S. patent application Ser. No. ______,
Attorney Docket No. LINEARB.031C6, U.S. patent application Ser. No.
______, Attorney Docket No. LINEARB.031C7, U.S. patent application
Ser. No. ______, Attorney Docket No. LINEARB.031C8, and U.S. patent
application Ser. No. ______, Attorney Docket No. LINEARB.031C9, all
filed on even date and which are hereby incorporated by reference
in their entirety.
BACKGROUND OF THE INVENTION
[0003] 1. Field of the Invention
[0004] The present invention relates generally to mechanical power
transmission systems and more specifically to continuously variable
drivetrains.
[0005] 2. Related Art
[0006] Pulley and belt systems used to transmit mechanical energy
are very common and have been used extensively in industry for
decades. Their benefits of low cost, reliability, modularity, and
high efficiency have created thousands of applications. Typically,
two pulleys are used, although three, four, five, or more pulleys
may be employed. Generally one belt or cable is used, although
systems with multiple belts are not uncommon, such as those used in
automobiles. With these systems, two or more pulleys have two or
more annular grooves that are designed to accommodate two or more
belts. Pulleys can be made from steel, aluminum, plastic, and other
materials. The material choice is often determined by the amount of
power to be transferred. Pulleys come in many different sizes,
ranging from miniature pulleys with a diameter of less than 10
millimeters to very large pulleys over a meter in diameter. Belts
are made from many different materials, but all of them are
flexible. Often, a rubber belt is used with embedded steel strands
to increase strength. Other common materials used in belt
construction are urethane, neoprene, steel, and composites. The
belt profile can be round, V shaped, flat, grooved, or other
shapes. Timing belts use a series of tooth shaped ridges which
engage corresponding indentations in a pulley to maximize power
transfer and eliminate slip. Some belts employ grooves to allow
them to wrap around smaller diameter pulleys.
[0007] Most pulley and belt drivetrains are endless, which means
that they transfer power rotationally from one pulley to another.
The pulleys are rigidly attached to rotating drive and driven
shafts and a circular belt rotates endlessly in a closed loop.
Idler pulleys are frequently used to create and maintain tension on
the belt to prevent slippage and premature failure. Idler pulleys
do not transfer power and typically employ a bearing in the bore of
the pulley to minimize friction and increase life. The bearing and
idler pulley assembly is often pressed over a non-rotating
shaft.
[0008] Reciprocating pulley and belt, or cable, drivetrains are
often found in human powered systems. Exercise equipment frequently
uses a cable that is attached to weights at one end and to a bar or
other device which a person can push or pull. The weight is lifted
and then returned to its resting state. An idler pulley is
generally suspended at a height above the weights. This lifting and
lowering of the weight creates reciprocating motion of the cable
and pulley. Similarly, exercise machines such as those simulating
the motion of climbing stairs can use similar reciprocating pulley
and cable drivetrains. All of these drivetrains suffer from a loss
of kinetic energy at the end of each stroke. For example, in a
bicep curl, the human grasps a bar with both hands and lifts the
bar to a position near the chest, and then returns it to the
resting state. Kinetic energy is created during movement of the bar
and then lost when the movement is stopped at the end of the
stroke. Some exercise machines, including Nautilus type equipment,
employ a cam which causes the weights to move more rapidly at the
end of the stroke. This effect creates more efficient exercise by
minimizing the loss of kinetic energy. The exercise is also more
efficient because it becomes more difficult as the muscle
contracts. During contraction the mechanical advantage of a muscle
increases and it becomes more powerful. As the muscle position
changes and creates a larger mechanical advantage, with cam or
Nautilus type equipment, the weight simultaneously becomes more
difficult to lift.
[0009] Linear drive systems in human powered vehicles have been
attempted many times. However, they are not as efficient as
commonly used drivetrains, such as sprocket and chain systems used
on bicycles, due to the loss of kinetic energy at the end of each
stroke. Many of the human powered linear drive systems are also
complex, and each gear, bearing, pulley, cable, chain, or sprocket
used in the drivetrain reduces efficiency. The complex systems are
also heavy, and weight is a significant factor in human powered
vehicles because it increases inertia and power requirements.
Complex systems are also more expensive and more prone to
breaking.
[0010] The most common human powered vehicle is a bicycle. A
bicycle uses a sprocket and chain drivetrain which very efficiently
transfers human power to the rear wheel. However, power is only
efficiently created through about 60 degrees of the stroke, and
only becomes very efficient for about 30 degrees of the 360 degree
rotary stroke. This stroke also creates two large torque spikes per
revolution. In order to reduce stress on the body (especially the
knees), and minimize fatigue, a high pedaling speed is required to
achieve high efficiency. This high pedaling speed reduces the
torque spikes and also creates momentum to carry the pedals through
the power phase of the stroke. However, the majority of people are
not comfortable pedaling at a high speed and consequently do not
maintain a cadence which maximizes the efficiency inherent in a
bicycle's rotary stroke.
[0011] Further, the most common complaint from individuals riding
bicycles is discomfort created by the bike seat. This discomfort is
significant enough to keep many people from riding bikes, and to
reduce the frequency that others use their bicycles. Recent studies
showing that bicycle riding contributes to impotence and other
health problems aggravate the discomfort problem caused from bike
seats. However, maximizing the efficiency inherent in the bicycle
drivetrain requires that the user stay seated while pedaling. This
position is more conducive to a higher cadence and expends less of
the user's energy. Riding a bicycle seated creates a situation
where most of the user's weight is on the seat, and thus prevents
the majority of the user's weight from being applied to the pedals.
This loss in force can only be regained by pedaling at high speed,
where there is a corresponding drop in torque and less force needs
to be applied to the pedals to maintain an efficient power
output.
[0012] The second most common complaint among bicycle users is
difficulty when shifting. While this is rarely a problem with avid
cyclists, infrequent users routinely shift in the wrong direction,
shifting to a higher gear when starting up a hill, or vice versa.
This problem can lead to the chain coming off of a sprocket,
binding of the chain, a broken chain, and in rare cases the user
getting injured in a fall. The problem frustrates enough people
that it reduces the percentage of the population that ride a
bicycle.
[0013] There exists a need for a human powered drivetrain that
eliminates the torque spike inherent in a bicycle drivetrain and
that allows lower speed, efficient pedaling at a cadence
comfortable for the majority of people. There also exists a need
for a linear drivetrain that minimizes or eliminates the loss of
kinetic energy at the end of each stroke. There exists a need for a
simple, inexpensive, lightweight, and efficient linear drivetrain
that can be altered to accommodate different user sizes and
preferences. Additionally, there exists a need for human powered
vehicles where discomfort from the seat is eliminated and that
allows most or all of the user's weight to be applied to the
pedals. Finally, there exists a need for a drivetrain which
eliminates shifting of the derailleur system used to vary speed and
torque on hills.
SUMMARY OF THE INVENTION
[0014] The systems and methods herein described have several
features, no single one of which is solely responsible for its
desirable attributes. Without limiting the scope as expressed by
the claims that follow, its more prominent features will now be
discussed briefly. After considering this discussion, and
particularly after reading the section entitled "Detailed
Description of the Preferred Embodiments" one will understand how
the features of the system and methods provide several advantages
over traditional systems and methods.
[0015] In one aspect, a pulley and cable drivetrain is disclosed
which continuously varies speed and torque throughout its stroke.
In some systems the continuously variable drivetrain incorporates
two pedals, which are contacted by a person's feet, and move in
reciprocating motion to transmit power. Each pedal attaches to a
crank which rotates along an arc defined by a pivot point at an end
opposite the pedal. The cranks attach to a frame, which in some
systems comprises the support structure for a human powered vehicle
or exercise equipment. Also attached to each crank is a pulley, the
pulley positioned at a distance from the crank pivot point to
produce the correct rotational speed of a drive pulley. The drive
pulley, of which there is one for each crank, has a drive cable
wrapped around a deep annular groove. The drive cable terminates at
the interior of the drive pulley.
[0016] In one aspect the drive cable then travels around a first
idler pulley and at a second end is attached to the frame. A
second, dependent cable is used to raise one pedal while the other
is depressed. The dependent cable is attached at each end to each
of the cranks. The dependent cable then travels around a second
idler pulley which is attached to the frame. The idler pulley is
positioned above the cranks so that the dependent cable is
tensioned by each crank.
[0017] In some applications the continuously variable drivetrain is
used in conjunction with human powered vehicles, specifically a
bicycle. The drivetrain allows the seat to be removed from the
bicycle. The user stands on the pedals near the rear of the bicycle
and in some aspects leans forward on a chest support.
[0018] In some embodiments the dependent cable and the dependent
pulley are eliminated to allow each crank to be operated
independently of the other. This allows the user to pedal with one
leg, both legs simultaneously, or to vary the starting and ending
positions of the stroke. In some such systems, the pedals may
utilize a cover which extends over the top of the foot or fasteners
to attach the user's shoes to the pedals.
[0019] In some systems the idler pulley is eliminated and the drive
cable terminates at and is attached to the crank. This has the
effect of reducing the speed at which the drive pulley rotates. In
other systems two or more idler pulleys are attached to each crank,
which increases the speed at which the drive pulley rotates.
[0020] In some systems a compound pulley is used to accelerate the
ratio change of the continuously variable drivetrain. The compound
pulley, one for each drive pulley, incorporates two deep annular
grooves to accommodate two cables. One cable is the drive cable and
the second cable is the compound cable. Depending on whether the
stroke is in its power or return phase, one cable is unwinding from
the compound pulley while the other cable is winding onto the
compound pulley.
[0021] In another aspect, a compound pulley is attached to each
crank, and a lever is attached to each crank. The lever is
connected to the crank with a lever pivot, and in one embodiment
has lever pulleys attached at both ends of the lever. A lever cable
runs from the compound pulley, around the lever pulleys, and
terminates at a strong stationary structure, such as the frame. The
lever contacts a roller, which causes the lever to swing and pull
more cable at the end of the stroke than at the beginning of the
stroke.
[0022] One aspect of the invention is directed to a drivetrain
having a crank coupled to a lever pivot, and a lever operably
coupled to the crank; the lever is configured to rotate less than
360 degrees about the lever pivot during a power phase of a stroke.
Yet another aspect of the invention concerns a drivetrain having a
crank, a pulley attached to the crank, a lever operably coupled to
the crank, and a lever stop operably coupled to the lever.
[0023] A different aspect of the invention relates to a drivetrain
that includes a lever configured to rotate about an axis during a
stroke of the drivetrain, the stroke comprising a power phase and a
return phase. The drivetrain additionally includes a hook attached
to the lever, a lever stop configured to cooperate with the lever,
and a drive pulley operationally coupled to the lever. In some
embodiments, the invention concerns a drivetrain provided with
first and second rotatable cranks and a crank pivot, wherein the
cranks are configured to rotate less than 180 degrees about the
crank pivot during a power phase of a stroke. The drivetrain can
additionally exhibit first and second lever pivots attached
respectively to the first and second rotatable cranks, and first
and second levers attached respectively to the first and second
lever pivots, wherein the levers are configured to rotate less than
300 degrees during the power phase. The drivetrain, in some cases,
additionally includes at least one crank pulley attached to each
crank, at least one lever stop operably coupled to each lever, and
at least one drive pulley operably coupled to each crank.
[0024] In yet another aspect, the invention is directed to a
drivetrain configured to convert human power to mechanical
propulsive power. The drivetrain has a lever configured to rotate
less than 360 degrees during a power phase of a stroke, a hook
attached to the lever, and a first pulley attached to the lever. In
other embodiments, the invention covers a drivetrain with two
levers and two lever pivots, wherein each lever pivot attaches to a
respective lever, and wherein each lever is configured to rotate
less than 360 degrees about a respective lever pivot during a power
phase of a stroke. The drivetrain can also have first and second
lever pulleys attached to each lever, two compound pulleys, and two
flexible tension members, each flexible member contacting a
respective compound pulley, first lever pulley, and second lever
pulley.
[0025] A different aspect of the invention relates to a drivetrain
having a crank configured to rotate less than 360 degrees during
the power phase of a stroke, a lever pivot coupled to the crank,
and a drive pulley having a spiraling root. In some embodiments,
the drivetrain includes a flexible tension member operably coupled
to the crank and the drive pulley such that a first end of the
flexible tension member terminates at the root of the drive pulley,
the flexible tension member is spirally wound on the drive pulley
at the beginning of the power phase, and the flexible tension
member unwinds from the drive pulley during the power phase. Yet
one more aspect of the invention concerns a drivetrain having a
crank configured to rotate less than 360 degrees during the power
phase of a stroke, a lever pivot coupled to the crank, and a lever
operably coupled to the crank via the lever pivot; the lever can be
configured to rotate less than 360 degrees about the lever pivot
during the power phase.
[0026] Still another embodiment of the invention addresses a
bicycle having first and second cranks, each crank configured to
rotate less than 360 degrees during the power phase of a stroke.
The bicycle can have first and second lever pivots coupled,
respectively, to the first and second cranks. In one case, the
bicycle additionally includes first and second levers operably
coupled, respectively, to the first and second cranks, the first
and second levers configured to rotate less than 360 degrees about
the first and second lever pivots during the power phase. The
bicycle can also have a frame, wherein the first and second cranks
and/or the first and second levers are coupled to the frame. In
some embodiments, a front wheel and a rear wheel operably couple to
the frame.
[0027] One aspect of the invention is directed to a human powered
vehicle having a frame, at least one wheel attached to the frame,
and at least one crank which is configured to rotate less than 360
degrees during the power phase of a stroke; the crank is operably
coupled to the wheel. The human powered vehicle components are
configured such that during the power phase a rotation of the crank
causes a rotation of the wheel, and wherein the power phase is
continuously variable and causes the wheel to rotate more rapidly
at the beginning than at the end of the power phase.
[0028] In some embodiments, the invention addresses a continuously
variable drivetrain having first and second foot pedals and first
and second cranks; wherein the first and second foot pedals couple,
respectively, to the first and second cranks. The drivetrain can be
configured such that the cranks are capable of reciprocating
motion, and the cranks rotate along an arc defined by a crank pivot
point located at an end distal from the pedals. The drivetrain can
further include a frame adapted to support the cranks, and first
and second drive pulleys coupled, respectively, to the first and
second cranks. The drivetrain additionally has first and second
crank pulleys coupled, respectively, to the first and second
cranks; the crank pulleys can be positioned at a distance from the
crank pivot point. In some cases, the drivetrain has a first drive
cable wrapped around the first drive pulley and the first crank
pulley, and a second drive cable wrapped around the second drive
pulley and the second crank pulley.
[0029] These and other improvements will become apparent to those
skilled in the art as they read the following detailed description
and view the enclosed figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] FIG. 1 is a side view of a bicycle utilizing a continuously
variable drivetrain (CVD) and a chest support.
[0031] FIG. 2 is a perspective view of the frame and CVD of the
bicycle of FIG. 1.
[0032] FIG. 3 is a perspective view of the chest support of the
bicycle of FIG. 1.
[0033] FIG. 4 is an end view of the support base of the bicycle of
FIG. 1.
[0034] FIG. 5 is a front perspective view of the frame of the
bicycle of FIG. 1.
[0035] FIG. 6 is a back perspective view of the frame of the
bicycle of FIG. 1.
[0036] FIG. 7 is a side perspective view of the frame of the
bicycle of FIG. 1.
[0037] FIG. 8 is a Detail A view of FIG. 7.
[0038] FIG. 9 is a side view of the bicycle of FIG. 1 with its
front wheel removed and the chest support folded down.
[0039] FIG. 10 is a perspective view of the bicycle of FIG. 1 with
its front wheel removed and the chest support folded down.
[0040] FIG. 11 is a perspective view of the CVD of the bicycle of
FIG. 1.
[0041] FIG. 12 is a second perspective view of the CVD of FIG.
11.
[0042] FIG. 13 is a cutaway section view of the hub of the CVD of
FIG. 12.
[0043] FIG. 14 is a perspective view of a crank of the CVD of FIG.
12.
[0044] FIG. 15 is a perspective side view of the drive pulley of
the CVD of FIG. 12.
[0045] FIG. 16 is an end view of a drive pulley of the CVD of FIG.
12.
[0046] FIG. 17 is a schematic view of a portion of a CVD of FIG. 12
showing cable movement at different locations in a stroke.
[0047] FIG. 18 is a second schematic view of a portion of a CVD of
FIG. 12 showing cable movement at different locations in a
stroke.
[0048] FIG. 19 is a schematic view of a drive cable at the
beginning of a stroke.
[0049] FIG. 20 is a schematic view of a drive cable at the end of
the stroke.
[0050] FIG. 21 is a graphical comparison of a stroke of the bicycle
of FIG. 1 with the stroke of a conventional bicycle.
[0051] FIG. 22 is a chart showing stroke torques of the bicycle of
FIG. 1 and a conventional bicycle.
[0052] FIG. 23 is perspective view of an alternative CVD.
[0053] FIG. 24 is a perspective view of yet another alternative
CVD.
[0054] FIG. 25 is a front view of a pulley used in the CVD of FIG.
24.
[0055] FIG. 26 is a perspective view of yet one more alternative
CVD.
[0056] FIG. 27 is a perspective view of a CVD that can be used in
exercise equipment.
[0057] FIG. 28 is a side view of a scooter using a CVD.
[0058] FIG. 29 is a side view of yet another alternative CVD.
[0059] FIG. 30 is a perspective view of the CVD of FIG. 29.
[0060] FIG. 31 is a partially schematic view of the CVD of FIG. 29
at the start of a stroke.
[0061] FIG. 32 is a partially schematic view of the CVD of FIG. 29
at the middle of a stroke.
[0062] FIG. 33 is a partially schematic view of the CVD of FIG. 29
at the end of a stroke.
[0063] FIG. 34 is a section view of a drive pulley used in the CVD
of FIG. 29.
[0064] FIG. 35 is a partially schematic view of an alternative CVD
at the start of a stroke.
[0065] FIG. 36 is a partially schematic view of an alternative CVD
at the middle of a stroke.
[0066] FIG. 37 is a partial schematic view of an alternative CVD at
the end of a stroke.
[0067] FIG. 38 is a side view of a lever that can be used with the
CVD of FIG. 29.
[0068] FIGS. 39A-39D are schematic views showing contrasting
different leg positions of a user operating a conventional bicycle
and a CVD.
[0069] FIG. 40 is a perspective view of a bicycle and frame that
can be used with the CVDs disclosed here.
[0070] FIG. 41 is a perspective view of yet another bicycle frame
that can be used with the CVDs disclosed here.
DETAILED DESCRIPTION OF CERTAIN INVENTIVE EMBODIMENTS
[0071] Preferred embodiments of the present invention will now be
described with reference to the accompanying Figures, wherein like
numerals refer to like elements throughout. The terminology used in
the description presented herein is intended to be interpreted in
its broadest reasonable manner including its specific use herein as
well as other uses in the technical field, even though it is being
utilized in conjunction with a detailed description of certain
specific preferred embodiments. This is further emphasized below
with respect to some particular terms used herein. Any terminology
intended to be interpreted by the reader in any restricted manner
that is different than an accepted plain and ordinary meaning will
be expressly and specifically defined as such in this specification
and the descriptions of objects or advantages associated with
certain embodiments is not intended to require structure fulfilling
those objects in all embodiments.
[0072] The inventive embodiments disclosed here are related to
technology described in U.S. Provisional Patent Application
60/799,601, filed on May 11, 2006, which is hereby incorporated
herein by reference in its entirety. As used here, the terms
"operationally connected," "operationally coupled", "operationally
linked", "operably connected", "operably coupled", "operably
linked," and like terms, refer to a relationship (mechanical,
linkage, coupling, etc.) between elements whereby operation of one
element results in a corresponding, following, or simultaneous
operation or actuation of a second element. It is noted that in
using said terms to describe inventive embodiments, specific
structures or mechanisms that link or couple the elements are
typically described. However, unless otherwise specifically stated,
when one of said terms is used, the term indicates that the actual
linkage or coupling may take a variety of forms, which in certain
instances will be obvious to a person of ordinary skill in the
relevant technology.
[0073] Components which are used on both the left and right side of
a vehicle or equipment are designated with the letters a and b. For
example, where there are two lever cranks 615, the left lever crank
might labeled lever crank 615a, while the right lever crank might
labeled lever crank 615b. Generally, all of the components on a
side are designated with the letter a, and all substantially
similar components on another side are designated with the letter
b; when a component is referred to generically without a side
designation, the a or b suffix is removed.
[0074] FIGS. 1 and 2 depict a bicycle 100, where the bicycle seat
has been removed and a chest support 90 added to accommodate a
continuously variable drivetrain 10, hereinafter referred to as a
CVD 10. The bicycle 100 also has a front wheel 80, a fork 86,
handlebars 87, a frame 60, and a rear wheel 84, typical of
conventional bicycles. The front and rear wheels 80, 84 may use
bicycle wheels that are spoked, solid, molded, and any other wheels
that can be used for a bicycle. In some embodiments, the fork 86
has two blades which attach to the front axle on each side of the
front wheel 80; however, the fork 86 may also be of single blade
structure. In other embodiments, the fork 86 may be replaced by a
component that can provide steering of the front wheel 80. The
handlebars 87 may be constructed of aluminum, steel, carbon fiber,
wood, or any other suitable material, and the shape can be modified
to suit an individual user's preference. Referring now to FIGS.
1-3, the chest support 90 is comprised of a support 92, which can
be foam, an inflatable cushion, netting, or any other material
which provides support for the user's chest. The size, thickness,
and shape of the support can be modified to suit the user's
preferences. To accommodate the female anatomy, depressions or cups
may be formed into the support 92. In one embodiment, the support
92 is constructed of foam or other lightweight flexible material
and a firm support structure 93 is attached to the foam on the
underside of the support 92. In a preferred embodiment, a support
clamp 94 is positioned underneath and attached to the firm support
structure of the support 92. The support clamp 94 provides for
attachment of the support 92 to the support tube 95. The support
clamp 94 also allows the user to tilt the support 92 to optimize
the user's position. The support clamp 94 may be constructed of
several different designs, including traditional methods used to
attach and tilt a bicycle seat. In one embodiment, the support
clamp 94 is plastic and integrally formed with the support
structure 93. The support clamp 94 consists of two protrusions 94A
extending underneath the support 92, each protrusion 94A having a
hole 94B to allow a bolt or quick release clamp to be inserted
through the holes 94B in the support clamp 94. The support clamp 94
is positioned over the top of a support tube 95, which has a
support hole 96 integral thereto. In other embodiments, the support
clamp 94 may use the same design to attach bicycle seats to seat
posts. The support tube 95 is positioned between the two
protrusions 94A of the support clamp 94 and the support hole 96 is
aligned so that it is concentric with the holes of the protrusions.
The bolt or quick release clamp is inserted through one protrusion,
through the support hole 96, and through the second protrusion. A
nut or clamp can be used to secure and tighten the support 92, to
hold it in a preferred position.
[0075] Now referring to FIGS. 1-4, the support tube 95 is a
cylindrical tube made from aluminum, titanium, steel, plastic, a
composite such as carbon fiber, or any other suitable rigid, strong
material. The support tube 95 is capable of being raised or lowered
so that the height of the support 92 can be adjusted to accommodate
different users. The support tube 95 fits into a hole 91 in a
support base 97, the hole 91 having a slightly larger diameter than
the support tube 95. In a preferred embodiment the support base 97
at a first end is generally cylindrical to allow insertion of the
support tube 95, and at a second end has an aperture 99 with an
axis approximately 90 degrees to the axis of the support tube 95.
At a first generally cylindrical end, the support base 97 has a
slot 89 to allow a quick release clamp, commonly used in the art,
to be positioned around the first end of the support base 97 and
clamp the support base 97, and squeeze the support tube 95 firmly,
thus holding it in position to prevent movement when the weight of
the user's chest is on the support 92.
[0076] The aperture 99 is slightly larger than and fits over the
frame 60. The aperture 99 is split on a side below the frame to
allow frame fastener 98 to fasten securely and rigidly the support
base 97 to the frame 60. In one embodiment, the frame fastener 98
has two fastener holes 88 which extend through both sides of the
split in the support base 97, to allow common fasteners such as
bolts or quick release clamps to be used to tighten the frame
fastener 98 to the frame 60. The support base 97 can be moved along
the axis of the frame 60 either closer to the front wheel 80, or
closer to rear wheel 84, to accommodate preferences and sizes of
different users.
[0077] Referring now to FIGS. 1, 2, 5-8, and 13, a frame 60 of the
bicycle of FIG. 1 is disclosed. The frame 60 is a structural
component, and can be constructed of steel, aluminum, titanium,
beryllium, carbon fiber or other composite, a plastic, such as
glass filled nylon, or any other suitable material. The frame 60
may be composed of two or more materials. For example, the body of
the frame 60 can be made from carbon fiber while the dropouts may
be steel. The frame 60 is not subjected to the loads and stresses
of a conventional bicycle frame. Because the bicycle seat is
eliminated, there is only a small amount of weight from the user
distributed to the frame 60. Since the user is standing and leaning
forward, most of the user's weight is on pedals 16. The pedals 16
ultimately transfer most of the user's weight to the rear axle 33.
There is a small amount of weight on the chest support 90, which is
transferred to a top tube 62, and ultimately to a head tube 61.
Thus the frame 60 can be made significantly lighter than
conventional bicycle frames. The head tube 61, a generally
cylindrical part of the frame 60, and common in the art, provides
for fastening of the fork 86 and steering of the bicycle 100.
Attached to the head tube 61 is the top tube 62, a generally
cylindrical tube, typically attached at a first end to the head
tube 61 by welding if the frame 60 is metal or plastic. In one
embodiment, the frame 60 is molded from plastic and the top tube 62
is integrally formed with the head tube 61. The head tube 61 and
top tube 62 may also be joined by gluing, using an epoxy, or other
high strength adhesive. The top tube 62 extends rearward toward the
rear wheel 84, and terminates at first and second hinges 64, 65.
The hinges 64, 65 are composed of strong, rigid tubing such as
steel, titanium, or aluminum and provide for folding and storage of
the bicycle 100.
[0078] Referring to FIGS. 7 and 8, each hinge is comprised of three
separate tubes. The middle sections 66 are welded, or permanently
attached to the top tube 62 with adhesive, or the middle sections
66 can be integrally molded into the top tube 62. The top and
bottom sections 67, 68, respectively, are permanently affixed to a
back tube 69 using the same attachment method as the middle section
66. A permanent pin 70 is permanently inserted into the hinge 64
through the top, middle, and bottom sections 66, 67, 68. The second
hinge 65 (not fully shown) utilizes a removable pin 71. The
removable pin 71 is inserted into the second hinge 65 in the same
manner as the permanent pin 70 is inserted into the first hinge 64.
By grasping a handle 72 on the removable pin 71, the user may pull
and remove the removable pin 71, so that when the front half of the
frame 60 is folded it will pivot on the axis of the permanent pin
70. In this manner, the frame 60 can be folded approximately in
half.
[0079] Still referring to FIGS. 1, 2, 5-8, and 11, the back tube 69
is described. The back tube 69 is a short, generally cylindrical
component with approximately the same shape, and made from the same
material, as the top tube 62. The back tube 69 extends rearward in
substantially the same direction as the top tube 62 and terminates
at a pulley mount 73. The pulley mount 73, made from the same
material as the top tube 62, attaches, protects, and conceals a
dependent pulley 24 in a cavity 74 within the pulley mount 73, and
forms an attachment point for the back tube 69, top stays 76, and
down stays 77. A pulley shaft hole 75 is also formed in the pulley
mount 73, and is a location where a pulley shaft (not shown) is
inserted through the top of the pulley shaft hole 75, then through
the dependent pulley 24, and finally through the bottom of the
pulley shaft hole 75. The pulley shaft may be secured with common
fasteners, such as a lock nut or retaining ring, or any other
suitable method.
[0080] Top stays 76 can be integrally formed with the pulley mount
73, or made separately and welded, glued, or otherwise bonded to
the pulley mount 73. In one embodiment the top stays 76, one on the
left side and one on the right side of the frame 60, are made from
the same material as the rest of the frame 60, although in other
embodiments a different material can be used. Similarly, the down
stays 77 are also attached to the pulley mount 73 at a first end,
and can be integrally molded or welded, or glued to the pulley
mount 73. The down stays 77, in a preferred embodiment, are made of
the same material as the top stays 76. The down stays 77, one on
the left side and one on the right side of the frame 60, extend
down and slightly rearward from the pulley mount 73, and are
positioned on each side of the rear wheel 84. The down stays 77 are
generally elongated tubes and become wider, or farther apart from
each other and the rear wheel 84, near their second end to allow
for attachment of cranks 15. Crank connectors 79 are positioned
near the second end, near the bottom of the down stays 77, and a
crank shaft 14 is attached to each crank connector 79, providing
for arcuate motion of the cranks 15. The cranks 15 are positioned
between the rear wheel 84 and the crank connectors 79. Joining the
down stays 77, slightly above and closer to the rear axle 33, are
crank stays 78. The crank stays 78, are made from the same material
as the down stays 77, and serve to support and anchor the cranks
15. The crank stays 78 are generally elongated tubes that move
closer together and closer to the rear wheel 84 at a second end
near the rear axle 33. The crank stays 78 join the top stays 76 at
a second end near the rear axle 33. Dropouts 63 can be either
attached to the crank stays 78 or molded integrally into the crank
stays 78. In a preferred embodiment, the dropouts 63 are
constructed of steel or aluminum and serve as an attachment point
for the rear axle 33. The rear wheel 84 is positioned between the
crank stays 78, the down stays 77, and the top stays 76. The rear
axle 33 is attached to the dropouts 63 with standard fasteners such
as nuts and washers.
[0081] Referring now to FIGS. 9 and 10, the bicycle 100 can easily
be made portable because the top tube 62 is the only component of
the frame 60 attaching the front end to the rear end. The down
tube, seat tube, and bottom bracket, components of the frame of a
conventional bicycle are eliminated. If the front wheel 80 is
removed, and the chest support 90 is collapsed and rotated down 180
degrees so that it is positioned between the frame 60 and the
ground or riding surface, the bicycle 100 can be quickly folded to
a small size. In addition to folding at the axis of the permanent
pin 70, the frame 60 can also be made in two separate pieces (not
shown) separated at the axis of the pulley shaft hole 75. In this
configuration, a first section comprised of the head tube 61, the
top tube 62, and the pulley mount 73 (the back tube 69 and the
hinges 64, 65 are eliminated) extends to and terminates at the
pulley shaft hole 75. A second section begins at the axis of the
pulley shaft hole 75 and extends rearward. The second section is
designed to contact the first section at two areas, one on the left
side and one on the right side of both the first and second
sections. The second section has a second pulley shaft hole 75b
formed at the top and bottom concentric with and outside of the
pulley shaft hole 75 on the first section. The pulley shaft is
inserted first through the top portion of the second pulley shaft
hole 75b, then through the top portion of the pulley shaft hole 75,
then through the dependent pulley 24, then through the bottom
portion of the pulley shaft hole 75, and finally through the bottom
portion of the second pulley shaft hole 75b. When the pulley shaft
is removed, the first and second sections of the frame 60 separate,
splitting the bicycle 100 approximately in half.
[0082] Referring to FIGS. 2, 11, 12, and 14, a CVD 10 is disclosed.
The CVD 10 includes two cranks 15a, 15b, which move in
reciprocating motion when a user powers the CVD 10. From an
original, resting position at the beginning of a stroke, the
movement of the cranks 15 can be defined as a power stroke, which
occurs when a crank 15 is depressed by a user, and a return stroke,
which occurs when the crank 15 returns to its original position at
the beginning of the stroke. In some embodiments, the cranks 15 are
elongated members which begin with a crank pivot 17 at a first end,
and have a first section 22 which is generally straight. In some
embodiments, the crank pivot 17 is a through hole providing for
attachment of the crank shaft 14. At a second end the cranks 15
include a pedal mount 18 for attachment of the pedals 16. A second
section 19 of the crank 15 is designed to position the pedals 16
above the first section 22. In some embodiments, the second section
19 is curved upward so that the cranks 15 can be made from one
piece and strength is maximized. In other embodiments, the second
section 19 may extend from 10 to 90 degrees, or another angle (for
example, 30, 40, 50, 60, 70, 80), to the first section 22. The
second section 19 may also be welded to the first section 22, or
attached by any other suitable method. The second section 19 serves
three functions:
[0083] It provides clearance between the user and the frame 60,
allowing the user to pedal higher and at a more favorable angle,
thus maximizing power,
[0084] It moves the user forward on the bicycle 100 so that the
user's weight is distributed appropriately, and
[0085] It lowers a crank pulley 23 so that a more favorable speed
ratio is obtained through positioning of the crank pulley 23
relative to a drive pulley 28.
[0086] The cranks 15 can be made from aluminum, steel, titanium,
plastic, a composite such as carbon fiber, or another suitable
material. The pedals 16 can be conventional bike pedals or can be
platforms that are welded or otherwise rigidly attached to the
cranks 15. In one embodiment, the pedals 16 are platforms that have
limited rotational capability to accommodate the bending of the
legs while a user powers the CVD 10. The pedals 16 can be made from
aluminum, steel, titanium, plastic, a composite such as carbon
fiber, or another suitable material. The user places a foot on each
pedal 16, and by alternately depressing each pedal 16a, 16b,
delivers power to the CVD 10, which power is then transferred to a
bicycle, scooter, exercise equipment, boat, submarine, plane, or
any other human powered device.
[0087] Also attached to each crank 15 is the crank pulley 23. In
some embodiments the crank pulley 23 is an idler pulley that serves
to increase the speed ratio of the CVD 10. The crank pulley 23 can
have an idler bearing 26 inserted into its bore to minimize
friction. An idler shaft 27 is inserted through the idler bearing
26 and is then threaded into a pulley connector 20 to fasten the
crank pulley 23 to the crank 15. Alternatively, the idler shaft 27
can be pressed into the pulley connector 20 or welded, or fastened
with other conventional fasteners. In some embodiments the pulley
connector 20 is a round through hole, but it can be made with a
square, hexagonal, or any other suitable shaped hole. The hole can
also be blind, and in some embodiments the idler shaft 27 can be
made integral with the crank 15, eliminating the need for the
pulley connector 20.
[0088] Also comprising part of the crank 15 are clamp mounts 21,
which in a preferred embodiment are through holes located on the
first section 22 of the crank 15. The clamp mounts 21 can be
countersunk so that if a screw or bolt is used for attachment the
heads will be flush with the crank 15. The clamp mounts 21 allow
insertion of fasteners such as screws, bolts, or pins to provide
attachment of cable clamps 29. In some embodiments, the cable
clamps 29 are a strong, rigid component made from steel although
titanium, aluminum, and other materials may be used. Each cable
clamp 29 has two through holes to allow insertion of two machine
screws. In some embodiments, the machine screws are inserted first
through the clamp mounts 21, then through a first cable clamp 29A1,
and then threaded into a second cable clamp 29A2. In other
embodiments, the machine screws can be first inserted through the
second cable clamp 29A2. In still other embodiments, only one cable
clamp 29A is used and a dependent cable 31 is clamped between the
crank 15 and the cable clamp 29A.
[0089] The dependent cable 31 is a flexible tension member that in
some embodiments has minimal creep and a break strength greater
than the maximum force exerted by the user. The dependent cable 31
can be constructed of a composite material such as Vectran or
Kevlar, but can also be made from other materials, including steel.
A first end of the dependent cable 31 is operably attached to the
crank 15a, and at a second end it is operably attached to the crank
15b, with the above described cable clamps 29. At an area near its
midpoint the dependent cable 31 wraps around the dependent pulley
24 so that when the crank 15a is depressed the crank 15b rises, and
vice versa. In one embodiment, the dependent pulley 24 is
constructed of aluminum, although steel, plastic (such as glass
filled nylon), a composite material, or any other suitable material
can be used. The dependent pulley 24 is an idler pulley and has a
dependent bearing 32 attached at its center to minimize friction.
The dependent pulley 24 is positioned in the cavity 74 of the frame
60 and the pulley shaft (not shown) is inserted through the top of
the pulley shaft hole 75, through the bore of the dependent bearing
32, and then through the lower portion of the pulley shaft hole
75.
[0090] Referring now to FIG. 13, the hub 40 of the CVD 10 is
disclosed. The hub 40 is comprised of a hub shell 41, a generally
cylindrical component that contains and protects the one way
clutches 42, the torque drivers 43, and the rear axle 33. The hub
shell 41 can be constructed of steel, aluminum, titanium, carbon
fiber or another composite, or any other suitable material. In some
embodiments, the hub shell 41 includes spoke flanges 44, so that
the hub shell 41 can be attached to the rear wheel 84.
[0091] Attached to the hub shell 41 on its inside diameter are one
way clutches 42. The one way clutches 42 each alternately provide
torque to the hub shell 41, rotating the rear wheel 84. In some
embodiments the one way clutches 42 are roller clutches of the type
utilizing hardened steel pins circumferentially spaced around the
inside diameter of the roller clutch housing. Hardened steel ramps
are positioned around the pins, and springs are attached to the
pins to provide for instant lockup of the roller clutch. In another
embodiment, the one way clutch can be of the sprag clutch type,
where one or more pawls contact ratchet teeth during lock up. The
one way clutches 42 are rigidly attached to the hub shell 41 using
an interference fit. They can also be attached with welding,
adhesive, or standard fasteners. Contacting the roller clutch pins
from the inside of the one way clutches 42 are torque drivers
43.
[0092] The torque drivers 43 in a preferred embodiment are hardened
steel cylinders with a smooth outside diameter. The outside surface
of the torque drivers 43 contact the one way clutches 42 using a
tolerance so that when torque is transferred to the one way
clutches 42 they lock up, thus rotating the hub shell 41. In some
embodiments, when the clutch 42a is locked up and transferring
torque, the clutch 42b is in clutch mode and freewheeling, and vice
versa. The lock up mode of the clutch 42a occurs when the crank 15a
is depressed, and the clutch 42b freewheels as the crank 15b is
raised.
[0093] Still referring to FIG. 13, hub bearings 45 are positioned
adjacent to and contact hub races 46 on each side of the hub shell
41. In a preferred embodiment, the hub bearings 45 are angular
contact bearings although radial bearings or thrust bearings may be
used. The hub bearings 45 are constructed from individual balls,
although cylindrical rollers may be used. In one embodiment, the
hub bearings 45 incorporate ball retainers, but individual balls or
sealed cartridge bearings may also be used. The hub bearings 45
provide for relative movement between the hub shell 41 and the
drive pulleys 28, and provide radial and axial support to the hub
shell 41. The hub bearings 45 on a second side contact the pulley
races 47, which contact and are attached to the drive pulleys 28. A
second set of bearings, the axle bearings 55, are positioned
adjacent to the drive pulleys 28, and provide radial and axial
support to the drive pulleys 28. In some embodiments the axle
bearings 55 are angular contact bearings but in other embodiments,
they can be radial or thrust bearings. The axle bearings 55 on a
first side contact the axle races 56 of the drive pulleys 28. On a
second, side the axle bearings 55 contact races on cone nuts 57. In
some embodiments, the cone nuts 57 are threaded nuts which can be
screwed onto corresponding threads on the rear axle 33 and
tightened up against the axle bearings 55. The rear axle 33 in one
embodiment is a threaded rod that defines the longitudinal axis of
the hub 40. The rear axle 33 is attached to the dropouts 63 (shown
in FIG. 7) of the frame 60 using conventional fasteners such as
threaded nuts and washers.
[0094] Referring to FIGS. 13, 15, and 16, the torque drivers 43 are
rigidly attached to and rotate with the drive pulleys 28. The drive
pulleys 28 are positioned on each side of the hub shell 41 and are
concentric with the rear axle 33, which is also the longitudinal
axis of the CVD 10. In some embodiments, the drive pulley 28, the
torque driver 43, and the pulley race 47, are constructed from the
same piece, preferably hardened steel. However, any one of these
three components can be constructed separately, and of different
materials. For example, the pulley race 47 and the torque driver 43
may be constructed of a separate piece of hardened steel and
attached to the drive pulley 28, which can be constructed of
aluminum, mild steel, titanium, plastic, a composite, or any other
suitable material. The drive pulley 28 is a disc shaped component
with an annular groove in its center to house a drive cable 52.
[0095] In some embodiments each drive pulley 28 contains a spring
hole 48, a cable hole 49, and a clamp hole 50. The spring hole 48
provides a space for insertion of a first end of a return spring
51, which can be positioned concentrically with the rear axle 33.
In some embodiments, the return spring 51 is made from spring steel
wire and spirals radially away from the rear axle 33. The return
spring 51 at a first end is attached to the drive pulley 28 via the
spring hole 48. At a second end the return spring 51 is attached to
the frame 60. Attachment to the frame 60 can be made with standard
fasteners or a hole can be created in the frame 60 into which the
second end of the return spring 51 can be inserted. In some
embodiments the second end is the outside diameter (the larger
diameter) of the return spring 51 and the first end is the inside
diameter (the smaller diameter). The return spring 51 can be
positioned so that the coils decrease in diameter as the return
spring 51 is tensioned when a crank 15 is depressed during the
power stroke. In some embodiments the return spring 51 only needs
to provide enough tension to prevent the drive cable 52 from
becoming slack on the return stroke. In other embodiments, the
return spring 51 is strong enough to return the crank 15 to the
beginning, or top of, the stroke. The tensioned return spring 51
rotates the drive pulley 28 in the opposite direction that it
rotates during the power stroke, returning the drive pulley to its
original position, and assists in lifting the crank 15 to a
position at the beginning of the stroke. The spring hole 48 is
slightly larger than the material comprising the return springs 51
and is a perforation in the side of the drive pulley 28 facing away
from the center of the hub 40.
[0096] A radially located cable hole 49 positioned at the root of a
drive groove 53 in the drive pulley 28 allows for insertion of a
first end of the drive cable 52. In some embodiments the drive
cable 52 is attached to the drive pulley 28 with a set screw (not
shown) or another suitable fastener that is threaded into a clamp
hole 50. The clamp hole 50 can be a tapped hole that is located on
a side of the drive pulley 28 facing away from the center of the
hub 40. The drive cable 52 is then wrapped around the drive pulley
28 within the drive groove 53 so that the drive cable 52 wraps
around itself multiple times.
[0097] The number of winds of the drive cable 52 in the drive
groove 53 varies considerably with the application, and in the case
of a human powered vehicle, is dependent on the speed and diameter
of the wheel, propeller, flywheel, or other rotating driven
component. The number of winds of the drive cable 52 is also
dependent on the size and physical condition of the user and also
the diameter of the drive pulley 28. Generally, the drive cable 52
will have from two to six windings but in a few applications the
drive cable 52 may be wound more than 12 revolutions around the
drive pulley 28 and as few as 1/2 revolutions. In some
applications, the drive cables 52 are wound a sufficient number of
revolutions so that there is approximately one revolution left in
the drive groove 53 when the cranks 15 are depressed and at the end
of their power stroke. By controlling the amount of the drive cable
52 wrapped around the drive groove 53 and leaving approximately one
revolution, less tension is applied to the first end of the drive
cable 52. If possible, more than one revolution of the drive cable
52 should remain in the drive groove 53 so that the drive cable 52
is wrapped around itself and friction on the sides of the drive
cable 52 and at the root of the drive groove 53 will absorb a
significant amount of the tension created when the drive cable 52
is pulled. In one embodiment the root diameter surface of the drive
groove 53 is knurled or otherwise roughened so that it grabs the
drive cable 52 and distributes the tension on the drive cable 52 to
a larger area, lessening the stress on the first end of the drive
cable 52.
[0098] Still referring to FIGS. 13, 15, and 16, the drive cable 52,
after being wound around the drive pulley 28, travels around the
crank pulley 23 (seen in FIG. 11). In one embodiment the drive
cable 52 wraps around the crank pulley 23 so that the drive cable
52 first contacts the crank pulley 23 on a forward side facing the
hub 40, and it becomes disconnected, or leaves the crank pulley 23
on a rearward side facing away from the hub 40. In some
embodiments, the drive cable 52 is routed in the opposite direction
around the crank pulley 23 and the manner in which the drive cable
52 is wrapped around the crank pulley 23 is dependent on the
desired rate of change of the stroke. The drive cable 52 terminates
and is attached to a cable end 54, which is constructed of a rigid,
strong material such as aluminum, steel, titanium. The cable ends
54 provide for clamping of a second end of the drive cable 52 using
standard fasteners, and are rigidly attached to the frame 60. The
cable ends 54 can be welded to the frame 60, fastened with machine
screws, nuts, and washers, or any other suitable method. In one
embodiment, the drive cable 52 is attached to the frame 60 directly
with common fasteners and the cable ends 54 are eliminated.
[0099] Referring to FIGS. 17 and 18, as the cranks 15a, 15b,
alternately, are pushed and returned to the beginning of their
stroke, the angle at which a crank 15 is positioned relative to a
drive pulley 28 changes. This creates the opportunity to vary the
speed and the torque at which the drive pulley 28 operates
throughout the stroke. FIG. 17 is a schematic view of the crank 15,
drive pulley 28, and drive cable 52. In FIG. 17, two positions of
the crank 15 are depicted. In position A, which is the location of
crank 15 at the beginning of a stroke, the drive cable 52 is shown
attached directly to the crank 15. To make the explanation of the
following principle easier to understand, the crank pulley 23 is
not shown. In position B, the crank 15 has rotated 10 degrees
relative to position A, which in some embodiments is approximately
33% of the length of the stroke. In other embodiments, the stroke
length can be made longer or shorter depending upon the size of the
user, the size and rotational speed of the wheel, propeller,
flywheel, or other rotating driven component, and the diameter of
the drive pulley 28. As can be seen in FIG. 17, the difference
between the length of the drive cable 52 in positions A and B is
very small. In position B, the length of the drive cable 52 is
approximately 20% longer than in position A. In some embodiments,
this results in the drive pulley 28 rotating a small amount, and
when the CVD 10 is used with a bicycle 100, produces a lower speed
of the rear wheel 84.
[0100] Referring now to FIG. 18, positions C and D of the crank 15
are depicted. The difference between positions C and D is again 10
degrees, or approximately 33% of the stroke length. Position D
represents the crank 15 position at the end of a stroke. It is
easily seen in FIG. 18 that the drive cable 52 is longer in
position D than in position C. It can be seen by comparing FIGS. 17
and 18 that the drive cable 52 travels over 50% farther with the
same 10 degrees of movement of the crank 15 in FIG. 18 than in FIG.
17. This increase in travel of the drive cable 52 increases the
speed of rotation of the drive pulley 28 and the speed of rotation
of rear wheel 84. The acceleration of the rear wheel 84 changes
continuously with respect to time from the beginning of the stroke
to the end of the stroke. The continuously (over time) variable
speed and torque change can be adjusted by varying the position of
the crank pivot 17, the length of the crank 15, the position of
drive pulley 28 relative to crank 15, the diameter of drive pulley
28, the position and diameter of the crank pulley 23, the diameter
of drive cable 52, and the length of the cable, among other things.
Generally, when the crank 15 is at a larger angle relative to the
drive cable 52, the crank 15 creates more rotation of the drive
pulley 28 for an equivalent distance traveled through the stroke.
If the crank 15 is at a small angle relative to the cable 52, the
crank 15 will typically produce a small amount of rotation of the
drive pulley 28 when the crank 15 is depressed during a stroke. An
angle Z between the drive cable 52 and the crank 15 changes
continuously throughout the stroke and will cause changes in the
rotational speed of the drive pulley 28 if all other variables
remain the same. Generally, an angle Z2 of the drive cable 52
relative to the crank 15 is greater at the end of a stroke relative
to an angle Z1 at the beginning of a stroke; this results in
increased rotation of the drive pulley 28 at the end of a stroke
compared to the beginning of a stroke if all other variables remain
the same. The change in rotation of the drive pulley 28 is
continuously variable.
[0101] Referring to FIG. 19, a schematic view of the position of
the drive cable 52 wrapped around the drive pulley 28 at the
beginning of a stroke is depicted. To make the explanation of the
following principle easier, the drive pulley 28 has been hidden. It
can be seen that the drive cable 52 has been wound around the drive
pulley 28 approximately 3.15 times. Referring to FIG. 20, a
schematic view of the position of the drive cable 52 at the end of
a stroke is depicted. To make the explanation of the following
principle easier, the drive pulley 28 has been hidden. It can be
seen that the drive cable 52 has unwound from the drive pulley 28
so that the number of revolutions remaining is approximately
1.1.
[0102] At the beginning of a stroke, the drive cable 52 has a
larger diameter, which decreases speed and increases torque at the
drive pulley 28 relative to the smaller diameter of drive cable 52
at the end of a stroke. This variation in speed and torque is
continuously variable, meaning that the speed and torque at the
drive pulley 28 changes continuously with respect to time
throughout the stroke. The rate at which the speed and the torque
changes can be varied and is controlled by the root diameter of the
drive pulley 28, the diameter of the drive cable 52, the number of
revolutions the drive cable 52 is wrapped around the drive pulley
28, the length of the crank 15, the length of the stroke, and other
variables.
[0103] By combining an increase in speed inherent in the change in
angular position of the crank 15 relative to the drive pulley 28,
and the decrease in diameter of the drive cable 52 during the power
stroke, a significant increase in speed can be realized at the end
of the stroke. Significantly, the increase in speed is non-linear
and increases rapidly toward the end of the stroke as the rate of
change, or percentage of, the decrease in the diameter of the drive
cable 52 accelerates. Simultaneously, the angle of the crank 15
relative to the drive pulley 28 increases the amount of drive cable
52 pulled. The combined effect of these two phenomena creates a
seamless increase in speed throughout the stroke. This speed
increase is difficult to realize on a CVD bicycle because the
bicycle begins to accelerate rapidly, the cranks 15 become
difficult to depress, and significantly more force is required to
be applied by the user. The amount of acceleration can be
controlled through proper design of the CVD 10. In some
embodiments, the increase in force required to reach the end of the
stroke is insufficient under normal operating conditions. This
means that the cranks 15 will slow down and stop on the power
stroke before reaching the end of the stroke unless the user
applies significant power. This eliminates the loss in kinetic
energy at the end of each stroke.
[0104] Referring to FIG. 1, the end of the power stroke occurs when
the opposite crank 15 on its return stroke contacts the frame 60.
In another embodiment, an intermediary component (not shown)
positioned between the crank 15 and the frame 60 stops the return
stroke of the crank 15. This intermediary component can be
constructed of a resilient material such as urethane or rubber and
can be adjusted to suit the preference of the user. The
intermediary component can be attached to the frame 60 with common
fasteners.
[0105] Referring now to FIGS. 1 and 11-13, the length and position
of the stroke can be controlled by varying the length and the
position of the drive cables 52 and the dependent cable 31. The
length of the dependent cable 31 can be adjusted by loosening the
two machine screws that are inserted into the clamp mounts 21 of a
crank 15. This loosens the force that the cable clamps 29 apply to
the dependent cable 31. The length of the dependent cable 31 can
then be lengthened or shortened. If the dependent cable 31 is
lengthened the cranks 15 move farther away from the dependent
pulley 24, or closer to the ground when the CVD 10 is used in
conjunction with the bicycle 100. This changes the position of the
user on the bicycle 100 and changes the speed of the bicycle 100.
When the cranks 15 move farther from the dependent pulley 24, the
distance between each of the cranks 15 also increases and unwinds
some of the drive cable 52 from the drive pulleys 28. This
increases the speed ratio of the CVD 10 and the bicycle 100.
[0106] The length of the drive cables 52 can be adjusted in the
same manner. If the fasteners attaching the drive cables 52 to the
cable ends 54 are loosened, the drive cables 52 can be lengthened
or shortened. If the drive cables 52 are lengthened, the return
springs 51 wind the additional drive cable 52 onto the drive
pulleys 28, decreasing speed and increasing torque to drive pulleys
28. If the drive cables 52 are shortened, speed increases and
torque decreases. Thus, the user can configure the speed ratio of
the CVD 10 to suit his or her personal preference.
[0107] Referring now to FIGS. 21 and 22, a stroke comparison is
made between a traditional rotary stroke on a bicycle and the
stroke of the CVD 10. Referring to FIG. 21, a circle A depicts the
stroke of a traditional bicycle. Significantly, less than 90
degrees of a 360-degree stroke produces power, and only about 60
degrees of the stroke efficiently produces power, shown by the
60-degree sign between the upper and lower positions X of a
conventional bicycle crank. The conventional rotary stroke only
becomes very efficient through about half, or 30 degrees of the
60-degree stroke. The arc B depicts the length of the stroke of the
CVD 10, which very efficiently produces power through an
approximately 30 degree range. Importantly, the user's legs do not
move nearly as much as in a conventional rotary stroke, lowering
stress on the knees and other joints, and reducing muscle
fatigue.
[0108] Referring to FIG. 22, torque is compared between a
conventional rotary stroke and the CVD 10 stroke. Increasing torque
is plotted on the vertical Y axis on the left side of the graph,
while the horizontal X axis depicts time, or the percentage of the
stroke completed. The curve C denotes the torque of a conventional
rotary bicycle drivetrain through one complete stroke. As the user
passes through the 60-degree portion of the stroke where power is
produced, a significant torque spike occurs. This torque spike
occurs twice per revolution, as a first leg and then a second leg
pass through the power portion of the stroke. The torque of the
stroke drops sharply when the cranks are substantially vertical, at
the beginning and halfway through the stroke. To reduce the size of
the torque spike and to maintain momentum through the power portion
of the stroke, the user must maintain a high cadence to transfer
power efficiently.
[0109] The curve D denotes the torque through the stroke of the CVD
10. Torque is steady and level throughout the stroke because not
only are the degrees of rotation through the stroke small (between
20-40 degrees in some embodiments) and ideally configured to
produce power, but also because the radius of the drive cable 52 to
the center of the drive pulley 28 decreases as the crank 15 moves
through the power phase of the stroke. This action decreases
torque. Concurrently, as the legs straighten the leg muscles become
more efficient and produce more force towards the end of the
stroke, offsetting the decrease in distance of the drive cable 52
to the center of the drive pulley 28. Still referring to FIG. 22,
the maximum torque produced by the CVD 10 is lower than a
conventional rotary drivetrain, reducing stress on the user and the
CVD 10 components, but the average torque is higher. This occurs
because much more of the user's weight is applied to the pedals 16,
due to the fact that there is no seat. Thus, the force applied to
the pedals 16 is much greater.
[0110] Referring now to FIG. 23, an alternative CVD 110 with an
independent stroke is described. For simplicity, only the
differences between the CVD 110 and the CVD 10 will be discussed.
The dependent cable 31 is removed and replaced by two independent
cables 131a, 131b, which are attached to the cranks 15a, 15b,
respectively. At a second end, the independent cables 131 attach to
the frame 60. The independent cables 131 can use common fasteners
or cable clamps 29 for attachment to the frame 60. Because the
dependent cable 31 is eliminated, in some embodiments the crank 15a
does not return to its original position when the crank 15b is in
its power stroke, and vice versa. This requires that a stop be
implemented to end the power stroke of the CVD 110. The independent
cables 131, which like the dependent cable 31 are flexible tension
members, accomplish this purpose by becoming taut at the end of the
power stroke. The length of the independent cables 131 can be
adjusted in the same manner as the dependent cable 31. Independent
pedals 116 replace the pedals 16 of CVD 10. The independent pedals
116, allow the user to pull the cranks 15 on the return stroke. In
some embodiments, a cover 117, attached to the pedals 116, covers
the tops of the user's feet. In other embodiments, the pedals 116
incorporate toe clips (not shown) so the user can pull the cranks
15. In still other embodiments, the independent pedals 116 can be
clipless pedals and the user wears matching clipless shoes which
engage and attach to hooks or other fasteners on the independent
pedals 116. In still other embodiments, the return spring 51 (shown
in FIG. 11) is configured to lift the cranks 15 during the return
phase of the stroke, and the independent pedals 116 are not needed
to raise the cranks.
[0111] Still referring to FIG. 23, the user can adjust the length
of the stroke as with CVD 10, but can also adjust the height of the
stroke by lifting the cranks 15 higher when pedaling, which
produces a slower speed and a higher torque. The user can also
depress the cranks 15 farther on the power stroke, increasing the
speed and reducing the torque. Significant ratio changes in the
speed and torque of the CVD 110 can be achieved in this manner. The
user can also pedal with one foot only or with both feet at the
same time.
[0112] Referring now to FIGS. 11, 24, and 25, an alternative CVD
210 with a compound pulley 204 is disclosed. For simplicity, only
the differences between the CVD 210 and the CVD 10 will be
described. On one side of FIG. 24, side a, the drive pulley 28a,
crank pulley 23a, and compound pulley 204a have been hidden so that
the drive cable 202a and the compound cable 206a are visible. On
side b of FIG. 24, the drive cable 202b and the compound cable 206b
have been hidden so that compound pulley 204b is easily visible.
The CVD 210 is similar to the CVD 10, but the CVD 210 includes
compound pulleys 204a, 204b. In one embodiment, the compound
pulleys 204 attach to the frame 60 in the same manner that the
crank pulley 23 connects to the crank 15. The compound pulleys 204
can be made of the same material and in the same fashion as the
drive pulleys 28. The drive cable 202 travels from the drive pulley
28 to a first compound groove 208a in compound pulley 204. The
drive cable 202 wraps around a first compound groove 208a in the
compound pulley 204a, and the drive cable 202 fastens to the
compound pulley 204. Compound cable 206 wraps around a second
compound groove 208b in the compound pulley 204 and fastens to the
compound pulley 204. In some embodiments, the Compound cable 206
then wraps around the crank pulley 23 before terminating at the
frame 60.
[0113] Still referring to FIGS. 11, 24, and 25, the compound pulley
204 increases the speed change of the CVD 210 during a stroke, as
compared to the stroke of the CVD 10. The drive cable 202 winds
onto the compound pulley 204 during a power stroke, while the
compound cable 206 unwinds. This creates easy pedaling at the
beginning of the power stroke, rapidly increasing the speed of the
drive pulley 28, and thus the difficulty of pedaling toward the end
of the power stroke. The speed change can be varied by making the
first and second compound grooves 208a, 208b different diameters,
and by changing the diameter of the compound pulley 204 relative to
the drive pulley 28.
[0114] Referring now to FIGS. 11, 24, and 26, an alternative CVD
310 with a compound pulley 204 is disclosed. For simplicity, only
the differences between the CVD 310 and the CVD 10 will be
described. The CVD 310 substantially similar to the CVD 210, and
FIG. 26 is depicted in the same way as FIG. 24. In the CVD 310 the
crank pulley 23, the idler bearing 26, and the idler shaft 27 are
not used and, rather, the compound cable 206 attaches to the crank
15 instead of to the frame 60. Additional cable clamps 29 are used
to attach the compound cable 206 to the crank 15.
[0115] Referring now to FIG. 27, an alternative CVD 410 is
disclosed. For simplicity, only the differences between the CVD 410
and the CVD 210 will be described. The CVD 410 is substantially
similar to the CVD 210, except that the CVD 410 is configured with
an integral brake or generator 215. In some embodiments, an annular
flux disc 406 is pressed onto the hub shell 41 with an interference
fit. The flux disc 406 can be made from high conducting material,
such as aluminum or copper. The flux disc 406 has multiple annular
grooves, similar to those in the compound pulley 204. A brake 404,
which can be constructed of steel, plastic, a composite, or another
suitable material, has annular protrusions which are designed to be
inserted into the space between the annular grooves of the flux
disc 406. The brake 404 is designed to fasten to a frame or other
rigid structure. In one embodiment, a nut (not shown) attaches to
the brake and a bolt (not shown) threads into the nut. The bolt and
the nut control the position of the brake 404 relative to the flux
disc 406. Brake magnets 408, which are glued or fastened with
common fasteners to the sides of the protrusions of the brake 404,
fit into the spaces between the annular grooves of the flux disc
406 with a small amount of clearance. When the CVD 410 is powered
by a user, resistance is controlled by positioning the brake 404
closer or farther from the flux disc 406 by rotating the bolt. When
the brake magnets 408 move farther into the flux disc 406, more
resistance is created, and vice versa. The resistance for the CVD
410 is created without any contacting parts. The brake magnets 408
can also be the magnets used in a permanent magnet generator and
the flux disc 406 can be modified to become the armature of a
permanent magnet generator. In this embodiment, the resistance, or
braking, produced by the permanent magnet generator is converted to
electricity.
[0116] Referring now to FIG. 28, a scooter 500 utilizing a CVD 510
similar to the CVD 210 is disclosed. For simplicity, only the
certain features of the scooter 500 will be explained. In a
preferred embodiment, the crank pulleys 523 are near the end of the
cranks 515 (the end where the pedals 517 attach to the cranks 515)
to maximize the amount of travel of both the drive cable 502 and
the compound cable 506. The crank pivots 517 are located near the
back of the rear wheel to maximize the length of the cranks 515. A
cover 533, which attaches to the frame with common fasteners or by
welding, provides attachment for the compound pulleys 504. In other
embodiments, the compound pulleys 504 can be attached to the frame
with common fasteners. In one embodiment, the compound cable 506
attaches to the cover 533, while in other embodiments the compound
cable 506 attaches to the frame 560.
[0117] Referring now to FIGS. 29 and 30, an alternative CVD 605
used on a bicycle 600 is described. For simplicity, only the
differences between the bicycle 100 and the bicycle 600 will be
described. The frame 62 of the bicycle 600 can be substantially
similar to frame 60 of the bicycle 100 but can have a frame tail
602. The frame tail 602, in one embodiment, extends rearward and
downward from the crank stay 78. At a first end, the frame tail 602
can be attached to the frame 62 by welding, with fasteners or
adhesive, or any other suitable method to produce a strong, rigid
connection. The frame tail 602 is preferably a strong, rigid, part
of the frame 62 having a hole to accept a lever stop 604. The lever
stop 604 in some embodiments is a hardened pin, but the lever stop
604 can also be configured as a shaft for a bearing. In some
embodiments, a lever bushing 606 fits over the lever stop 604 and
is held in place by a retaining ring that is inserted into a groove
in the lever stop 604 (not shown). The lever bushing 606 can be a
low friction cylindrical component that provides for relative
motion between the lever stop 604 and the lever bushing 606. In
other embodiments, the lever bushing 606 can be a roller bearing,
such as a needle roller or radial bearing.
[0118] Still referring to FIGS. 29 and 30, a lever crank 615 can be
substantially similar to the crank 15 of bicycle 100 but can have a
lever pivot 612 and a lever slot 618. In some embodiments, the
lever pivot 612 is a hole for receiving a lever pin 613. The lever
pin 613 can be rigidly attached to the lever crank 615 with an
interference fit, welding, adhesive, or any other suitable method.
The lever slot 618 is preferably a slot formed into the lever crank
615 near the pedal 16. In some embodiments, the lever slot 618
includes multiple notches which allow a compound pulley shaft 620,
to be secured at various locations so that the distance between a
compound pulley 622 and a lever crank pivot 616 can be adjusted.
The compound pulley shaft 620 can be attached to the lever crank
615 with standard fasteners, and in one embodiment a well known
quick release (not shown) is used. When the compound pulley 622 is
farther from the lever crank pivot 616, more of a drive cable 630
and a compound cable 632 is pulled, and the bicycle 600 shifts into
a higher gear. When the compound pulley 622 is closer to the lever
crank pivot 616, less drive cable 630 and compound cable 632 is
pulled, and the bicycle 600 shifts into a lower gear.
[0119] Still referring to FIGS. 29 and 30, a lever 608 is
described. The lever 608 attaches to the lever crank 615 with the
lever pin 613, which in some embodiments is a hardened steel pin
with a head. In some embodiments, a bushing or bearing (not shown)
placed over the lever pin 613 can be used to minimize friction
between the lever 608 and the lever pin 613. In one embodiment, a
hole is formed into a first end of the lever 608 to which a first
lever pulley shaft 638 is rigidly attached with an interference
fit, welding, adhesive, or any other suitable method. Positioned
over the first lever pulley shaft 638 is a first lever pulley 634,
which is an idler pulley and is free to rotate. In some
embodiments, the first lever pulley shaft 638 has a head on one end
to prevent the first lever pulley 634 from coming off the first
lever pulley shaft 638. At a second end of the lever 608 is a
second hole where a second lever pulley shaft 640 is inserted using
the same attachment method as the first lever pulley shaft 638. A
second lever pulley 636, which in some embodiments is substantially
the same as the first lever pulley 634 and is also an idler pulley,
is positioned over the second lever pulley shaft 640. A guide
surface 614, which is of a shape to produce the desired movement
and rotation of the lever 608, is formed on one side of the lever
608 between the second lever pulley 636 and the lever pivot 612.
The lever bushing 606 rolls along the guide surface 614 during a
stroke. The lever bushing 606 is preferably adapted to minimize
friction and is positioned over the lever stop 604. The movement of
the lever bushing 606 forces the lever 608 to rotate in a direction
that causes the compound cable 632 to wrap around the first and
second lever pulleys 634, 636. In some embodiments, the first lever
pulley 634 comes contacts the compound cable 632 before the second
lever pulley 636. Both the first and second lever pulleys 634, 636
increase the amount of compound cable 632 that is pulled during the
stroke. In some embodiments, the lever 608 is configured to
increase the rate of change of the amount of compound cable 632
pulled throughout the stroke. For example, near the beginning of a
stroke, the amount of compound cable 632 pulled during the first 5
degrees of rotation of the lever crank 615 can be one centimeter,
while in the last 5 degrees of rotation of the lever crank 615 five
centimeters of the compound cable 632 can be pulled. The rate of
change and length of the compound cable 632 pulled during a stroke
are controlled by many variables including the distance from the
lever pivot 612 to the crank pivot 616, the length of the lever
608, the shape of the guide surface 614, the location of the lever
stop 604, the distance between the lever pivot 612 and the first
lever pulley 634, the distance between the lever pivot 612 and the
second lever pulley 636, the distance between the compound pulley
622 and the crank pivot 616, the degrees of rotation of the lever
crank 615 during a stroke, whether a line drawn between the first
lever pulley shaft 638 and the second lever pulley shaft 640 is
coincident with the center of the lever pivot 612 or is offset, and
the termination point of the compound cable 632.
[0120] Referring now to FIGS. 31-33, in some embodiments a CVD 601
using a lever 608, can include a lever hook 610, which can be a
generally curved portion that forms a hook at the end of the lever
608 on the side of the second lever pulley 636. The lever hook 610
preferably limits the rotation of the lever crank 615 during a
stroke, catching the lever stop 604 or lever bushing 606 and
stopping the rotation of the lever crank 615 at the end of a
stroke. In one embodiment, the lever hook 610 can be adapted to
stop the rotation of the lever crank 615 as the lever crank 615
returns to the beginning of the stroke.
[0121] Referring to FIG. 31, the lever 608 is shown at the
beginning of a stroke. The lever hook 610 has caught on the lever
bushing 606 during the return stroke and has prevented the lever
crank 615 from swinging closer to a drive pulley 650. It should be
noted that the same return spring 51 can be used on the CVD 601 as
on the CVD 10, and the return spring 51 is strong enough to rotate
the lever crank 615 on the return stroke back to its starting
position. As the stroke begins and the lever crank 615 begins to
rotate, the lever pivot 612 begins to move closer to the lever stop
604. In some embodiments, the first lever pulley 634 is in contact
with the compound cable 632.
[0122] FIG. 32 depicts the stroke midway through its power phase.
The lever crank 615 is close to the lever stop 604. The lever hook
610 has moved away from the lever stop 604, and the lever pivot 612
is closer to the lever stop 604, causing the lever 608 to rotate
more rapidly, pulling more of the compound cable 632, and thus
increasing the rate of change and accelerating the rotation of the
rear wheel 84 (seen in FIG. 29). This occurs because the first
lever pulley 634 pulls more of the compound cable 632. Note that
the second lever pulley 636 is about to contact the compound cable
632.
[0123] FIG. 33 depicts the stroke at the end of its power phase.
The lever crank 615 has passed the lever stop 604, and the lever
bushing 606 has rolled along the guide surface 614 until the lever
bushing 606 has again contacted the lever hook 610, stopping the
lever crank 615 and ending the power phase of the stroke. The lever
608 has rotated in the same direction throughout the power phase of
the stroke. During the return phase of the stroke the lever 608
rotates in the reverse direction, returning to its starting
position. In some embodiments, the rate of change and rotational
speed of the drive pulley 650 continues to increase throughout the
stroke because the second lever pulley 636 has engaged and pulled a
significant amount of compound cable 632, and the drive cable 630
has continued to lengthen.
[0124] Referring now to FIGS. 31-33, in some embodiments the
acceleration of the drive pulley 650 increases linearly throughout
the stroke. When the CVD 601 is implemented on a bicycle 600, and
the user is ascending a hill, the rear wheel 84 typically rotates
more slowly and pedaling becomes more difficult. In this situation,
the user is unable to exert enough force to actuate the lever
cranks 615 throughout the entire stroke. Pedaling becomes too
difficult toward the end of the stroke, which stops the stroke. In
such a situation, the user will be pushed toward the beginning of
the stroke, where pedaling is easier. This action also moves the
user forward on the bicycle 600, which is advantageous when
ascending a hill. The user can choose to shorten the length of the
stroke to make pedaling easier. When the user rides down a hill,
the rear wheel 84 rotates faster and the drive pulley 650 also
rotates faster to apply power to the bicycle 600. In this
situation, pedaling becomes easier and the user moves farther
through the stroke before it becomes too difficult to pedal. This
action also moves the user farther back on the bicycle 600, which
is advantageous when descending a hill. To summarize, in some
embodiments, the CVD 601 automatically shifts the ratio to suit the
needs of the user.
[0125] Referring now to FIG. 34, one embodiment of the drive pulley
650 of the bicycle 600 will be described. The drive pulley has a
spiraling root 652 at its root. The spiraling root 652 radius
increases at a substantially linear rate throughout one turn, or
360 degrees of rotation. In some embodiments, the spiraling root
652 radius increases an amount substantially equal to the diameter
of the drive cable 630 over one turn. The drive cable 630 can have
a lug 658 attached at an end that terminates at the smallest radius
of the spiraling root 652. The lug 658 is a common fastener that
has a flat area with a lug hole 659 to allow insertion of a screw
(not shown). The flat portion of the lug 658, which includes the
lug hole 659, is inserted into a pulley slot 654, which is formed
into the spiraling root 652. The screw in some embodiments is a
flat head screw and can be inserted into a countersunk fastening
hole 656 which is aligned radially with the lug hole 659, so that
the flat head screw is first inserted into a countersunk portion of
the fastening hole, then through the lug hole 659, then threaded
into a threaded portion of the fastening hole 656.
[0126] Referring now to FIGS. 35-37, an alternative CVD 700 is
disclosed. The CVD 700 is similar to the CVD 601, using a crank 710
and a transfer lever 720. At a first end, the transfer lever 720
pivots about a lever pivot 722, which can be rigidly attached to a
non-moving component, such as a frame (not shown). The components
of the lever pivot 722 can be substantially similar to the
components of the lever pivot 612. A pulley shaft 726 and a pulley
724 can be attached near a second end of the lever 720. At a first
end, the crank 710 pivots about a crank pivot 712. A pedal 16
attaches to a second end of the crank 710. Also attached to the
crank 710 are a stop 714 and a bushing 716. A drive cable 730 wraps
around a drive pulley 750. A compound cable 732 is rigidly attached
to a rigid, non-moving component, such as a frame (not shown).
[0127] FIG. 35 shows the CVD 700 at the beginning of the power
phase of a stroke or the end of the return phase of a stroke. The
bushing 716 contacts a guide surface 728 on the lever 720 and, as
the user actuates the pedal 16, the crank 710 begins to move
through the power phase of the stroke. The bushing 716 rolls on the
guide surface 728. FIG. 36 shows the CVD 700 midway through the
power phase of a stroke. The crank 710 and the bushing 716 have
moved closer to the lever pivot 722, which causes the lever 720 to
rotate more rapidly, pulling more of the drive cable 730 and the
compound cable 732, which results in an increasing rate of change.
FIG. 37 shows the CVD 700 at the end of the power phase of a
stroke. The crank 710 and the lever 720 are nearly parallel, and
the bushing 716 has moved closest to the lever pivot 722, which
further increases the rotational speed of the lever 720 and the
rate of change in the amount of the compound cable 732 and the
drive cable 730 pulled. The guide surface 728 can be any shape
which produces the desired rate of change. For example, in some
embodiments the guide surface 728 is straight, while in other
embodiments it is a curve. In still other embodiments, the guide
surface 728 is a spline or a curve produced by multiple radii.
[0128] Passing to FIG. 38 now, it is shown a lever 609 that can be
used with various embodiments of the CVDs previously described. The
lever 609 has generally flat sides 380 that terminate at a lever
pivot end 381 and at a distal slider guide end 382. In one
embodiment, the lever 609 includes one or more pulley attachment
couplings 383, which can be holes for receiving the shafts of the
pulleys. The pulley attachment couplings 383 can be located at,
near, or in the vicinity of the lever pivot end 381. As illustrated
in FIG. 38, in some embodiments, the lever 609 includes
additionally one or more pulley attachment couplings 384 near, at,
or in the vicinity of the slider guide end 382. It is preferable to
provide multiple pulley attachment couplings 383, 384 to, among
other things, allow for flexibility in choosing the location of the
pulleys (not shown).
[0129] In one embodiment, the lever 609 is provided with a lever
pivot attachment coupling 385, which is positioned between the
lever pivot end 381 and the slider guide end 382. As shown in FIG.
38, the lever pivot attachment coupling can be positioned near to
the pulley attachment couplings 383. A mid-lever portion 386 of the
lever 609, between the lever pivot attachment coupling 385 and the
slider guide end 382 is preferably provided with a curved guide
surface 387. In one embodiment, the guide surface 387 defines an
elliptical arc. For example, for some applications, the guide
surface 387 is characterized relative to an elliptical arc 388
having a major axis 389 of about 6-inches and a minor axis 390 of
about 3-inches. In the embodiment illustrated in FIG. 38, a width
391 of the lever 609 can be about 1.5-inches. In some embodiments,
an axis 392 collinear with the centers of the pulley attachment
couplings 383 and the pivot lever attachment coupling 385 is
located at an angle A1 of about 140-degrees relative to the major
axis 389. In one embodiment, the distance between the centers of
the pulley attachment couplings 383 and the lever pivot attachment
coupling 385 is about 1-2.5-inches, and more preferably
1.5-2.0-inches. In some embodiments, the guide surface 387
transitions into a radius 393 or a radius 394, which can be, for
example, a 0.75-inch radius. It should be noted that although the
guide surface 387 has been described in one embodiment as being
defined by an elliptical arc, in other embodiments the guide
surface 387 can be defined by various shapes of curves, or even
straight lines. For some applications, the guide surface 387 can be
composed of multiple, sequential curves, which at least some of
them can have different radii.
[0130] Referring now to FIGS. 39A-39D, some physiological benefits
of using a CVD are discussed. FIGS. 39A and 39B depict a user's leg
position at the top and bottom of a rotary stroke, commonly used on
bicycles. FIGS. 39C and 39D depict a user's leg position at the top
and bottom of a stroke when a CVD is used on a bicycle. FIGS.
39A-39D show a user's upper leg 770, knee 772, and lower leg 774.
FIG. 39A shows the distance 776 between two pedals of a typical
bicycle using 170 mm cranks. The total distance 776 between the
pedals is 340 mm. FIG. 39B shows that at the bottom of a
conventional rotary bicycle stroke, the user's leg is slightly
bent. FIG. 39B shows the distance 777 between the bottom of a
user's foot at the bottom of a conventional rotary stroke and the
bottom/end of the stroke of a CVD. FIG. 39C shows that at the end
of the power phase of a CVD stroke, the user's leg is substantially
straight. FIG. 39D shows the distance 778 between the pedals at the
top/start and bottom/end of a CVD stroke, which is 235 mm, or 69%
of the length of the rotary stroke. More importantly, the user's
leg is bent at an angle of about 91 degrees in FIG. 39D, while in
FIG. 39A the user's leg is bent at an angle of about 68
degrees.
[0131] Still referring to FIG. 39, there are many physiological
benefits to minimizing the amount a user must bend their legs when
pedaling. One obvious benefit is that it is easier, because the
user need not move his legs as much or lift his legs as high.
Another benefit is that there is less stress on the knees, and this
is important for people with knee problems. Another benefit is that
more muscles are used in the CVD stroke than in the conventional
rotary stroke of a bicycle, and more of an activated muscle is
used. Studies have shown that stair climbing, which is analogous to
the movement produced by the CVD stroke, activates almost all of
the muscles of the lower body, including the hip flexors and the
gluteus muscles. Still another benefit of the CVD stroke is that
muscle contractions are more efficient when muscles are lengthened
or approach lengthening rather than when they are shortened. Termed
concentric (shortening) and eccentric (lengthening) muscle
contractions, eccentric muscle contractions can be far more
efficient. For example, studies have shown that cycling produces
muscle movement that is about 15% efficient, while the muscles used
in running up an incline, which more closely approximates the
movement produced by the CVD stroke, achieve about 34% efficiency.
Still another benefit of the CVD stroke is that the users are able
to switch their body weight from side to side, easily applying all
of their weight to the power phase of a CVD stroke, which produces
much more force than is achieved when a user is applying force to
the pedals when seated on a bicycle.
[0132] Referencing FIG. 40 now, a bicycle 4010 that can use various
embodiments of the CVDs described here is shown. In one embodiment,
the bicycle 4010 includes a frame 4015 supported by a front wheel
4020 and a rear wheel 4025. Top tubes 4030 extend from a head tube
4035 to a wheel axle (not shown) of the rear wheel 4025. The top
tubes 4030 can be adapted to receive and secure the wheel axle. The
rear wheel 4025 is placed between the top tube 4030A and the top
tube 4030B. In some embodiments, a first portion of the top tubes
4030 is actually a single tube, which then bifurcates into two
tubes as it approaches the rear wheel 4025. A down tube 4040
extends from the head tube 4035 toward a lower portion of the rear
wheel 4025, and is positioned generally in the same plane as that
of the rear wheel 4025 (that is, the down tube 4035 preferably
terminates in front of, and is aligned with, the rear wheel 4025).
Tying tubes 4045 are coupled to the top tubes 4030 and to the down
tube 4040. For example, the tying tube 4045A is fastened at one end
to the top tube 4030A and at a second end to the bottom tube 4040.
In some embodiments, the bottom tube 4040 is provided with an
extension, or a support rod, or a shaft (not shown) for coupling
the tying tubes 4045 to the down tube 4040. In some embodiments,
the bicycle 4010 includes a chest support 4050 that is coupled to
the frame 4015 by a chest support tube 4055, which is fastened to
one or both of the down tubes 4030. The fastening between the chest
support tube 4055 and the down tubes 4030 can be adapted to allow
selection of location of the chest support tube 4055 along the
length of the down tubes 4030. In one embodiment, reciprocating
cranks 4060 can be coupled to crank pivots 4065, which can be
supported by and located near, at, or in the vicinity of, the down
tube 4040 and/or the tying tubes 4045. Lever stops 4070 can be
coupled the tying tubes 4045 to provide a guiding structure for a
movement of a lever (not shown in FIG. 40) such as the levers 608
and 720 described above.
[0133] Passing to FIG. 41 now, a bicycle 4100 can include a frame
4105 that includes a head tube 4110 coupled to a down tube 4115. A
chest support 4120 can be received and/or supported on a chest
support tube 4125, which couples to the down tube 4115 via a chest
support tube clamp 4130. In some embodiments, the chest support
tube clamp 4130 is adapted to be removable and allow selection of
location of the chest support clamp 4130 a desired length of the
down tube 4115. As illustrated in FIG. 41, a portion 4112 of the
down tube 4115 can bend in front of, and extend toward a lower part
of, a rear wheel 4135.
[0134] In some embodiments, downstays 4140 couple the down tube
4115 to a rear wheel axle (not shown) of the bicycle 4100. In one
embodiment, for example, the downstays 4140 couple to the rear
wheel axle by a bracket 4145. In some embodiments, crank stays 4150
couple the downstays 4140 to the down tube 4115. Hence, in some
cases, the down tube 4115 is provided with an extension, connecting
hub, or shaft 4155 adapted to couple to the crank stays 4150. As
shown in FIG. 41, in some embodiments, the downstays 4140 and the
crank stays 4150 can be formed integrally into one piece. The rear
wheel 4135 is placed between pairs of crank stays 4150 and
downstays 4140.
[0135] A crank 4160, which in some embodiments is reciprocating and
adapted to turn only through an angle that is less than 360
degrees, can be coupled to the down tube 4115 and/or to the crank
stay 4160. In one embodiment, the crank 4160 is rotationally
coupled to the connecting hub 4155. A lever stop 4165 can be
attached to the crank stay 4150 to provide a guide structure to a
movement of a lever (not shown in FIG. 41) such as the levers 608
and 720 of the CVDs described above.
[0136] The foregoing description details certain inventive
embodiments. It will be appreciated, however, that no matter how
detailed the foregoing appears in text, the inventions disclosed
here can be practiced in many ways. It should be noted that the use
of particular terminology when describing certain features or
aspects of the inventive embodiments should not be taken to imply
that the terminology is being redefined herein to be restricted to
including any specific characteristics of the features or aspects
of the invention with which that terminology is associated.
* * * * *