ROTATING DRIVETRAIN ASSEMBLY FOR VEHICLES

The present invention relates to a rotating drivetrain assembly comprising a rotating central post in communication with an actuator. The assembly includes a main plate with a first plurality of apertures formed on one side of the central post, and a sprocket wheel with a second plurality of apertures formed on the opposite side of the central post. Two rotating studs are positioned on opposite ends of the central post, between the main plate and the sprocket wheel. This configuration allows for efficient power transmission and rotation of the drivetrain assembly, enabling smooth and reliable operation.

FIELD

The present technology relates to drivetrain assemblies; and, more specifically, to a rotating drivetrain assembly for a vehicle.

INTRODUCTION

Drivetrain assemblies are important components in various vehicles, facilitating the transmission of power from a power source to one or more wheels, enabling motion. Certain drivetrain systems in bicycles and similar vehicles typically involve a chainring rotationally coupled to a sprocket mechanism via a chain. These drivetrain systems convert the reciprocating motion of the legs of a rider into rotational motion, which is then transferred to a drive wheel. The chainring and sprocket can be configured to provide various gear ratios, where pedals or a crankshaft can drive the chainring and sprocket at different rotational speeds. While effective, these systems often utilize a single chainring and are primarily configured on one side of the vehicle, which can limit the efficiency and output of the system.

Certain drivetrain assemblies have sought to address these inefficiencies by exploring more complex configurations that include multiple chainrings, derailleurs, and hub gears. These configurations, however, can become cumbersome and may still not fully optimize the power transfer from the rider to the wheel. Moreover, the reliance on traditional freewheel mechanisms allows for coasting but does not contribute to enhancing the output per rotation, which can be important for improving overall vehicular performance in certain applications.

There is a need for a drivetrain assembly for a vehicle that can provide additional output per rotation, minimizes mechanical loss, and provides increased durability.

SUMMARY

In concordance with the instant disclosure, a drivetrain assembly for a vehicle that provides additional output per rotation, minimizes mechanical loss, and provides increased durability has surprisingly been discovered.

A rotating drivetrain assembly is provided that includes a rotating central post in communication with an actuator. The assembly includes a main plate with a first plurality of apertures formed on one side of the central post, and a sprocket wheel with a second plurality of apertures formed on the opposite side of the central post. Two rotating studs are positioned on opposite ends of the central post, between the main plate and the sprocket wheel. This configuration allows for efficient power transmission and rotation of the drivetrain assembly, enabling smooth and reliable operation.

In certain embodiments, a rotating drivetrain assembly includes a rotating central post. The central post can be configured to be in communication with an actuator. A main plate can be disposed on one side of the central post. The main plate can include a first plurality of apertures formed thereon. A sprocket wheel can be disposed on one side of the central post opposite the main plate. The sprocket wheel can include a second plurality of apertures formed thereon. Two rotating studs can be disposed on opposite ends of the central post and between the main plate and the sprocket wheel.

DETAILED DESCRIPTION

A rotating drivetrain assembly is provided that enhances efficiency and effectiveness of power transmission in certain vehicles, such as a bicycle. The assembly can be configured to optimize rotational mechanics, thereby improving overall performance of the vehicle. The rotating drivetrain assembly is configured to change or multiply output per rotation, minimize mechanical loss, and provide increased durability.

The rotating drivetrain assembly can include a rotating central post, which can be connected to an actuator that facilitates rotation, serving as the primary axis of rotation for the entire assembly. The central post can be directly connected to the actuator in certain embodiments. Positioned on opposite sides of the central post can be a main plate and a sprocket wheel. Each of the main plate and the sprocket wheel can include a series of apertures. The apertures on the main plate can correspond with the apertures on the sprocket wheel in terms of positioning and size. The main plate can be fixed in operation such that the main plate does not move during operation relative to a frame or body of a vehicle in which the rotating drivetrain assembly is employed. Conversely, the sprocket wheel can be configured to rotate in operation, and as described in greater detail herein.

The apertures on the main plate and the sprocket wheel can be engaged by rotating studs. The rotating studs can be located on opposite ends of the central post and disposed between the main plate and the sprocket wheel. The rotating studs can include projections that can be disposed into the apertures on the main plate and the apertures on the sprocket wheel. Advantageously, the engagement of the projections of the rotating studs into the apertures of the main plate and the apertures of the sprocket wheel can enable effective transmission of rotational force.

The rotating drivetrain assembly can include an actuator. Operation of the drivetrain assembly can be initiated by the actuation of the central post, which rotates when activated by the actuator. The rotation of the central post can drive the rotating studs to rotate due to the placement and mechanical linkage with the central post. As the rotating studs rotate, the projections can engage with the apertures of the main plate and the sprocket wheel, causing the sprocket wheel to rotate. In this way, the rotating drivetrain assembly can be configured such that a complete rotation of the central post can result in two rotations of the sprocket wheel, effectively doubling the output per rotation. The increased efficiency is an enhancement over other drivetrain systems, where the rotation output typically matches the rotation input. One skilled in the art can select spacing, dimensions, a predetermined number of the apertures of the main plate and the sprocket wheel, and a predetermined number of projections of the rotating studs to provide various predetermined rotation ratios between the central post and the sprocket wheel.

As a non-limiting example, where the rotating drivetrain assembly is utilized in a bicycle configuration, the pedals of the bicycle can serve as the actuator for the rotating drivetrain assembly. In this setup, the pedaling action of the rider can be the primary source of mechanical energy. The pedals, attached to the crankset, directly communicate energy to the central post, typically the crankshaft, which then rotates. The rotation can be transmitted through the drivetrain assembly, engaging the main plate and sprocket wheel via the rotating studs and their corresponding apertures. The mechanical linkage can convert the manual pedaling action into the rotational motion required to drive the bicycle forward. It should be appreciated that other power sources can be coupled to or employed as the actuator in the rotating drivetrain assembly, such as various motors; e.g., an electric motor, an internal combustion motor, a hybrid motor source.

Each component of the rotating drivetrain assembly can be manufactured from a material particularly suited for the operation of the respective component. The main plate and sprocket wheel can be constructed from advanced alloys that offer superior strength and resistance to environmental wear and tear. The alloy materials can allow the assembly to withstand rigorous use in various environmental conditions without degradation in performance. The rotating studs can be crafted from a composite material that combines lightness with high durability, optimizing the performance of the rotating drivetrain assembly without adding unnecessary weight. The central post can be manufactured from various durable materials, such as titanium alloy, known for its high strength-to-weight ratio and excellent corrosion resistance. Titanium alloy can withstand high rotational speeds and mechanical stresses without deformation. A skilled artisan can select suitable materials for construction of each component of the rotating drivetrain, as desired.

The drivetrain assembly can be modular. The modular configuration of the rotating drivetrain assembly can allow for easy customization and scalability according to specific vehicle requirements. Components such as the main plate, sprocket wheel, and rotating studs can be easily swapped out for variants that offer different performance characteristics or are made from different materials. This flexibility allows the rotating drivetrain assembly to be utilized in a wide range of vehicles, from lightweight bicycles to heavier duty industrial vehicles, providing a versatile solution that can be tailored to meet diverse operational needs.

The rotating drivetrain assembly can be configured not only for individual efficiency but also for scalability through a stacking mechanism. The stackable configuration can allow multiple drivetrain assemblies to be interconnected, significantly amplifying the power output and adaptability of the system for various applications. Each rotating drivetrain assembly can be equipped with modular interface points on the main plate and sprocket wheel. The interface points can be configured to mechanically and securely connect with adjacent assemblies in a stack.

The interfaces of stacked rotating drivetrain assemblies can include alignment pins and corresponding receptacles that allow for precise alignment of the rotating drivetrain assemblies, maintaining the integrity and efficiency of power transmission across the stack. The central post in each assembly can include a coupling mechanism at both ends, allowing for the extension of the central post through successive assemblies. In other embodiments, the central post can be generally elongate to receive a predetermined amount of the rotating drivetrain assemblies in the stack. The extended central post can serve as a common rotational axis for the stacked assemblies, which can advantageously allow for synchronous operation. The coupling mechanism can be configured for quick engagement and disengagement, facilitating easy assembly and disassembly of the stack for maintenance or configuration adjustments.

A single actuator can drive the extended central post and hence drive each rotating drivetrain successively through the stack, or individual actuators for each rotating drivetrain assembly in the stack can be synchronized to drive the stack. This flexibility allows for tailored configurations depending on the specific power and speed requirements of the application. The actuation system can be controlled by a central processing unit (CPU) that coordinates the operation of the actuator(s), optimizing the rotational speed and torque across the entire stack.

By stacking multiple drivetrain assemblies, the rotational force exerted by each sprocket wheel is cumulatively transferred through the stack, significantly increasing the total power output. This is particularly beneficial for applications requiring high power outputs, such as industrial machinery or electric vehicles. The stacking configuration can allow for an even distribution of torque across multiple assemblies. This distribution can aid in managing the load more effectively, reducing the strain on individual components and enhancing the overall durability of the system. The modular nature of the assembly stack provides scalability, enabling the system to be customized for different power needs. This versatility makes the rotating drivetrain assembly suitable for a wide range of applications beyond vehicular applications, including small machinery to large industrial equipment. Advantageously, the stacked assembly configuration can offer redundancy; if one assembly fails, others in the stack can continue to operate, thereby enhancing the reliability of the system.

In industrial conveyor systems, the rotating drivetrain assembly can be integrated to enhance the efficiency of material transport. The central post, driven by an electric motor, can increase the rotation speed of conveyor belts or rollers, allowing for faster movement of goods across the production line. This setup can be particularly beneficial in high-volume manufacturing environments where speed and efficiency are critical.

The rotating drivetrain assembly can be adapted for use in wind turbines to optimize the conversion of wind energy into mechanical energy. By integrating this system, each rotation of the turbine blades, facilitated by wind force, can result in an increased (e.g., doubled) output rotation of the generator shaft. This can increase the efficiency of electrical energy production without requiring larger or more numerous turbines.

For agricultural equipment such as tractors or combine harvesters, integrating the rotating drivetrain assembly can improve the efficiency of operations like plowing, seeding, or harvesting. The increased rotational output could enhance the performance of attached implements, allowing for quicker completion of tasks and reduced fuel consumption.

Examples

Example embodiments of the present technology are provided with reference to the several figures enclosed herewith.

With reference toFIGS.1-6, a rotating drivetrain assembly100is shown. The rotating drivetrain assembly100can be utilized with a vehicle such as a bicycle101. It should be appreciated that the rotating drivetrain assembly100of the present disclosure can be adapted to be utilized across a wide variety of vehicles and drivetrain applications. A skilled artisan can implement the drivetrain assembly100of the present disclosure, as desired, into various vehicles and applications where increased or multiplied rotational ratios are desired.

The rotating drivetrain assembly100can include a main plate102and a sprocket wheel104. The main plate102can include a plurality of first apertures106formed therein. The first apertures106of the main plate102can generally be arranged in a circle. The sprocket wheel104can also include a plurality of second apertures108formed therein. The second apertures108of the sprocket wheel104can generally be arranged in a circle. In particular, the second apertures108of the sprocket wheel104can circumscribe an outer edge of the sprocket wheel104, for example, as shown inFIG.1. Importantly, the arrangement of the plurality of first apertures106of the main plate102can match and correspond to the arrangement of the second apertures108of the sprocket wheel104. The first apertures106and the second apertures108can also have corresponding dimensions. A skilled artisan can select a suitable number, arrangement, and size for the first apertures106and the second apertures108within the scope of the present disclosure.

A central post110can have a first side disposed on the main plate102and a second side disposed on the sprocket wheel104. The central post110can provide a predetermined distance between the main plate102and the sprocket wheel104. The central post110can have the actuator103coupled thereto, where the actuator103can extend between the main plate102and the sprocket wheel104. More than one actuator103can be coupled to the central post110. For example, two actuators103can be coupled to the central post110where the actuators103extend outward therefrom in opposite directions. Various power input features can be coupled to the actuator103, such as a crankshaft and/or pedals.

The rotating drivetrain assembly100can also include two rotating studs112. Each of the rotating studs112can include a plurality of projections114formed thereon. The projections114can cooperate with the first apertures106of the main plate102and the second apertures108the sprocket wheel104. The two rotating studs112can be disposed on opposite ends of the central post110. The two rotating studs112can also be disposed between the main plate102and the sprocket wheel104. In particular, the projections114of the two rotating studs112can be disposed in the first apertures106of the main plate102and the second apertures108of the sprocket wheel104. The rotating studs112are configured to rotate such that the projections114engage the first apertures106of the main plate102and the second apertures108the sprocket wheel104. As the rotating studs112rotate, the main plate102can remain fixed relative to a remainder of the bicycle101, while the sprocket wheel104can rotate in a plane orthogonal to the planes in which each of the rotating studs112rotate. In the embodiment shown in the figures, two rotating studs112are shown, but other configurations can include other numbers of rotating studs112.

With reference toFIG.8, a bicycle101with the rotating drivetrain assembly100is shown. The central post110can be fit into a bottom bracket of the bicycle, replacing a traditional spindle. The central post110can connect directly to a pedal assembly103on either side, allowing pedaling action of a rider to directly initiate rotation. The main plate102can be mounted adjacent to the central post110on one side, and the sprocket wheel104can be mounted on the opposite side. The sprocket wheel104can be in communication with a chain105of the bicycle101.

When a rider pedals, the motion is transferred to the central post110, causing the central post110to rotate, which as described herein, can ultimately rotate the sprocket wheel104. The sprocket wheel104, which is now rotating at an increased rate, drives the chain105more effectively than known bicycles. The chain105can loop around a rear cassette, propelling the bicycle101forward with greater efficiency. The enhanced transmission of power allows for smoother acceleration and the ability to maintain higher speeds with less effort from the rider.