Abstract:
A multi-speed system configured to increase the speed or decrease the pedaling effort of a lever propelled bicycle. The multi-speed system is composed of a manual control device  70  mounted on the frame close to the riders hand placement on the handle bars and other connected components configured to change wheel rotation per pedal. It has the ability to transfer manual force to the transmission means to change propulsion speed and effort. Depressing its control lever  2  down will allow the rider to increase in speed and lifting its control lever  2  up would allow the rider to decrease pedaling effort.

Description:
[0001]    This application is a Continuation-In-Part application of Ser. No. 60/841,051, currently pending filed on Aug. 29, 2006. 
     
     BACKGROUND OF THE INVENTION 
       [0002]    1. Field of Invention 
         [0003]    This invention relates to multi-speed systems integrated into bicycles for enhancing propulsion performance. 
         [0004]    2. Background of the Invention 
         [0005]    A great multitude of bicycles manufacturers produce bikes having multi-speed systems that allow a rider to change gears to increase speed and decrease pedaling effort when experiencing pedaling resistance. These multi-speed systems are ergonomically accessible to the rider and very convenient. 
         [0006]    The standard or most common multi-speed systems used on bicycles are mechanical configurations that manually allow the rider to derail the chain from one sprocket so that it may catch on and completely engage another. Although these systems have improved over time, because of their mechanical nature they present various problems to the rider. 
         [0007]    Bicycles with derailleur systems have the potential to skip gears when being manually shifted from one gear to the intended gear. They also have the potential to acquire resistance to shifting from one sprocket to another sprocket, resulting in stiff gear changing levers or handles. 
         [0000]    Front derailleur systems have the potential possibility to cause damage to the riders clothing. Since the crank sprockets must be between the wheels of conventional bicycles so that the rider&#39;s feet may rotate them, this close proximity of the crank sprocket to the rider&#39;s feet, leaves the rider&#39;s lower pant edge or a woman&#39;s dress edge open to being snatched in between the chain and crank sprocket. Such scenarios may result in the rider&#39;s clothes being torn or irremovable oil stains smeared on the riders clothing. Other problems related to derailleur systems include the following:
 
(a) Chain derailing that is not smooth;
 
(b) a chain removal from a sprocket that did not catch on to another sprocket resulting in the unlinking of transmission power to the rear wheel; and
 
(c) the chain skipping sprocket teeth while pedaling.
 
         [0008]    An example of such a derailleur system can be illustrated in patent application # US 2006/0194660 Satoshi Shahana. Other multi-speed systems use lever machines exploiting the mechanical advantages of the lever by locating the transmission drive mechanism close to the fulcrum, while the applied force to the load is farther away from the fulcrum. Such an example of a lever powered bicycle can be illustrated the in patent (U.S. Pat. No. 4,666,173) to Garnard E. Graham. The invention has multiple mechanical configurations for a multi-speed system applied to the lever powered bicycle. Besides having the problems related to derailleur systems as stated before, this invention using a derailleur (FIG. 5) to change the sprocket ratio to increase speed or decrease effort, does not have a clear manually controlled means for changing the chain from one sprocket to the other. According to FIG. 1 (U.S. Pat. No. 4,666,173) there is the disadvantage of not being able to increase rear wheel revolutions per pedal. For example, if the bike increased in speed due to gravity pull on the bike while moving downhill, the rider would have to pedal faster when the bracket is farthest away from the fulcrum in order to increase the speed of the bike. The Lever Enhanced Pedaling System (LEPS) with multi-speed system can provide more revolutions per pedal when the carriage is farthest away from the fulcrum and add more torque to speed without changing the pedaling range or increasing the pedaling rate to keep up with the increase in wheel revolutions. In FIG. 6 (U.S. Pat. No. 4,666,173) wheel revolutions per pedal is increased as the linear chain connected to the bracket is moved farther away from the fulcrum, but this lacks more range than a curved linear transmission means provided by the LEPS with multi-speed system. This is because the circumference of a curve has more surface length than a straight line. 
         [0009]    In U.S. Pat. No. 5,988,662 awarded to John Staehlin, the invention has its multi-speed changing mechanism integrated into its pedal assembly. Although this apparatus has similarities to the LEPS, there is no clear mechanical means of moving both propulsion loads or slide blocks ( 52 ) closer or away from the fulcrum simultaneously with precision. The LEPS has manual handles on opposite sides of the frame close to the handle bars, which would allow the rider to pull up the multi-speed handle in order to move the propulsion loads or carriages of both lever machines closer to the fulcrum simultaneously, with slip lock motion in that direction and vise versa, in the in the opposite direction, when the multi-speed handle is pulled downwards. Furthermore, the “L” shaped lever offers more mechanical advantage than curved shaped lever of this apparatus because its length is beyond the axel of the rear wheel, thus spreading pedaling effort along a longer distance. 
         [0010]    In U.S. Pat. No. 5,335,927 awarded to Islas, the multi-speed system in FIG. 2 has duplicate anchors with the ability to be moved within separate member slots having upper rounded notches to hold the anchor in place. The anchor pulls the chain when the pedal is depressed. However, there is no clear means to manually change the anchor from one notch to another while a rider is pedaling the bike. Ergonomically the multi-speed system of the LEPS has a manual speed changing apparatus close in proximity to the rider&#39;s hands. Furthermore, the slot FIG. 2 (U.S. Pat. No. 5,335,927) where change in mechanical advantage is to occur is further away from the fulcrum in distance relative to the area of applied force or pedals. Thus, the advantages of this lever machine is not being fully exploited, because the mechanisms that changes wheel revolutions per pedal are not positioned close to the fulcrums. 
       BACKGROUND OF INVENTION 
     Objects and Advantages 
       [0011]    Decidedly, besides the conveniences and advantages of the multi-speed system for the LEPS, various benefits of the present invention are: 
         [0000]    (a) to provide a multi-speed system with less pedaling effort to propel the rider due to the propulsion load being spread along a longer distance throughout the length of the lever;
 
(b) to provide a multi-speed system with a rear wheel that is easy to be removed from the frame and spur gear assembly; and
 
(c) to provide a multi-speed system that is free from being derailed while changing both carriages proximity to their member fulcrums to achieve mechanical advantage.
 
         [0012]    Further objects and advantages are to provide a multi-speed system with a curved linear transmission means possessing a pull rate in distance pulled per wheel revolution that is greater than a chain fastened to a lever being pulled the same distance. Even more objects and advantages will become evident by the examination of the following description and drawings. 
       SUMMARY 
       [0013]    As detailed in the present application the multi-speed system for the LEPS is an invention that allows the rider to increase its speed while it is moving and to decrease the effort in pedaling, by vertically moving the propulsion load near to or away from its fulcrums. 
     
     
       DRAWINGS 
       Figures 
         [0014]      FIG. 1  shows a right side view of the Lever Enhanced Pedaling System (LEPS) and how the multi-speed system is applied to it. 
           [0015]      FIG. 2  shows a right side view of the LEPS with multi-speed system having broke away sections exposing how the system works with relation to other components. 
           [0016]      FIG. 3  shows an enlarged section of the multi-speed system. 
           [0017]      FIG. 4  shows an enlarged section of the multi-speed system with broke away sections. 
           [0018]      FIG. 5  shows the rear view of the LEPS with multi-speed system. 
           [0019]      FIG. 6  shows an enlarged section of the multi-speed controls. 
           [0020]      FIG. 7  shows an enlarged section of the multi-speed controls  70  with hidden components exposed. 
           [0021]      FIG. 8  shows an enlarged top view section of the multi-speed controls  70 . 
           [0022]      FIG. 9  shows the exposed teeth of the multi-speed controls  70  and the identification of significant notches that are related to moving the carriage  10  away from the fulcrum  36 . 
           [0023]      FIG. 9A  shows a right section of the carriages  10  before they are moved away from their member fulcrums  60 . 
           [0024]      FIGS. 10 to 10A  show how the speed control arms ( 20  &amp;  24 ) and carriages  10  react when the speed control lever  2  is pivoted downward. It also shows the displacement of identified notches relative to the triangular protrusions of the speed control arms. 
           [0025]      FIG. 11  shows how the speed control lever  2  is returned back to its former position after being pivoted downward and the displacement of the identified notches relative to the triangular protrusions ( 66  &amp;  68 ) of the speed control arms ( 20  &amp;  24 ). 
           [0026]      FIG. 12  shows the exposed teeth of the multi-speed controls  70  and the identification of significant notches that are related to moving the carriage close to the fulcrum  60 . 
           [0027]      FIG. 12A  shows a right section of the carriage  10  before it is moved towards the fulcrum  60 . 
           [0028]      FIGS. 13 to 13A  show how the speed control arms ( 20  &amp;  24 ) and carriages react when the speed control lever  2  is pivoted upwards. It also shows the displacement of identified notches relative to the triangular protrusions ( 66  &amp;  68 ) of the speed control arms ( 20  &amp;  24 ). 
           [0029]      FIG. 14  shows how the speed control lever  2  is returned back to its former position after being pivoted upwards and the displacement of the identified notches relative to the triangular protrusions ( 66  &amp;  68 ) of the speed control arms ( 20  &amp;  24 ). 
           [0030]      FIG. 15  shows an exposed section of the reverse mechanism connected to the extended hubs  86 . 
           [0031]      FIGS. 16 and 17  show the reverse lever  76  lifted and how the teeth of the movable cylinder  90  disengages the teeth of the stationary cylinder  92  to allow the rear wheel to rotate backwards free of the spur gear  54  assembly. 
       
    
    
     DRAWINGS 
     Reference Numerals 
       [0032]      
         [0000]    
       
         
               
               
             
           
               
                   
               
             
             
               
                 2 
                 control lever 
               
               
                 4 
                 reel disk 
               
               
                 6 
                 cable routing system 
               
               
                 8 
                 multi-speed cable 
               
               
                 10 
                 carriage 
               
               
                 12 
                 carriage wheels 
               
               
                 14 
                 axel of right angle router 
               
               
                 16 
                 rail groove 
               
               
                 18 
                 frontal spring 
               
               
                 20 
                 inner arm 
               
               
                 22 
                 reel teeth 
               
               
                 24 
                 outer arm 
               
               
                 26 
                 rear spring 
               
               
                 28 
                 stationary peg 
               
               
                 30 
                 outer fulcrum 
               
               
                 32 
                 pivotal peg 
               
               
                 34 
                 inner fulcrum 
               
               
                 36 
                 handle axel 
               
               
                 38 
                 break line 
               
               
                 40 
                 reel surface 
               
               
                 42 
                 rear spring peg 
               
               
                 44 
                 front spring peg 
               
               
                 46 
                 curved linear gear 
               
               
                 48 
                 right angle fulcrum 
               
               
                 49 
                 right angle router 
               
               
                 52 
                 binder pulley wheels 
               
               
                 54 
                 spur gear 
               
               
                 56 
                 front gear binder 
               
               
                 58 
                 seat post cylinder 
               
               
                 60 
                 fulcrum 
               
               
                 62 
                 axel 
               
               
                 64 
                 frame 
               
               
                 66 
                 lock angle 
               
               
                 68 
                 push angle 
               
               
                 70 
                 multi-speed control system 
               
               
                 72 
                 break line 
               
               
                 74 
                 lever machine 
               
               
                 76 
                 reverse lever 
               
               
                 78 
                 reverse lever fulcrum 
               
               
                 80 
                 reverse cable 
               
               
                 82 
                 reverse pulley wheel 
               
               
                 84 
                 right angle lever 
               
               
                 86 
                 extended hub assembly 
               
               
                 88 
                 angular units 
               
               
                 90 
                 movable cylinder 
               
               
                 92 
                 stationary cylinder 
               
               
                 94 
                 right angle spring 
               
               
                 96 
                 compression spring 
               
               
                 98 
                 outer hub 
               
               
                 100 
                 inner hub 
               
               
                 102 
                 axel bearing 
               
               
                 104 
                 lever plates 
               
               
                 106 
                 bracing edge 
               
               
                 108 
                 freestyle sprocket 
               
               
                 110 
                 outer sprocket 
               
               
                 112 
                 inner sprocket 
               
               
                 114 
                 reverse routing system 
               
               
                   
               
             
          
         
       
     
       DETAILED DESCRIPTION 
       [0033]    All the following descriptions define what is illustrated in the drawings provided and how it works. A preferred embodiment of the multi-speed system for the LEPS is illustrated in  FIGS. 1 to 8  and  15 .  FIG. 7  shows an exposed view of the manual control mechanism. The control lever  2  should be composed of a strong metallic material preferably steel or titanium and ⅛″ in thickness. The frontal portion is narrow and increases in width angularly as it gets closer to its fulcrum  36  while the edges after the fulcrum  36  are parallel. The end portion is rounded off 1.22″ after the rear spring  26 . A duplicate control lever  2  is on the opposite side of the frame  64  ( FIG. 8 ) and both control levers  2  are welded to their member reel disk  4  centrally. Each reel disk  4  is welded centrally to the same axel  36 . So when one control lever  2  is lifted up, the other is simultaneously lifted up. 
         [0034]    Each reel disk  4  is circular with a bore through its center. Each disk  4  has an extended edge extending forward about ¾″ from their frontal curves. These extended edges are formed to offset the inner pivotal connection between each disk  4  and their member pair of outer arms  24 . Each pair of outer arms  24  are connected to their member reel disk  4  by fasteners  34 . Each outer arm  24  is curved from the front towards the rear, and then stops to form a straight edge rear ward. They are ¼″ in width and ⅛″ in thickness. Their ends are rounded off with a bore through the center of each radius. Each frontal bore accommodates a small fastener  34  that is fused welded in place. Each bore through the rear end surface of the symmetrical arms  24  accommodate a peg  42  that is fuse welded in place. One end of an extension spring  26  is attached to an upper peg  42  and the other end is attached to a lower peg  42 . Each arm  24  has a triangular protrusion  68  from its inner curve. The front edge of the angle  68  is steeper than the rear facing edge. The front edge is formed to lock the reel teeth  22  ( FIGS. 7-8 ) in place and keep the multi-speed cable  8  restricted in movement. It is also formed to push the reel teeth  22  forward clockwise or counter clockwise. 
         [0035]    The sprockets  110  adjacent to each reel disk  4  have the ability to rotate on the axel  36  in any direction. The sprocket  110  is welded to its member reel&#39;s  40  surface and the reel is composed of a circular ¼″ thick plate with an array of bores in it for lessening its weight. Two other sprockets  112  are welded to the opposite sides of each reel  40 . These sprockets  112  are adjacent to the frame  64  of the bike and have teeth  22  that are aligned to the sprockets  110  adjacent to each reel disk  4 . The inner arms  20  of the manual multi-speed controls  70  are in symmetric pairs on opposite sides of the frame  64 . The upper arm  20  is curved with a width of ¼″ and a thickness of ⅛″. The arm  20  has a bore through its rear surface, which accommodates a fastener  30 . This fastener holds the arm  20  to the frame  64  with pivotal ability. The inner curve of the arm  20  has a protruding angle  66  with the front facing edge steeper than the rear facing edge. Its frontal end is rounded with a second bore near the center of its radius. A peg  32  occupies this bore and is fused welded in place. A duplicate inner curved arm  20  is below the reel  40 , which is the second of the pair of symmetrical arms  20 . Each angular protrusion  66  from the inner curves of these arms  20  are formed to prevent the inner sprockets  112  from rotating along with the control lever  2  after a sprocket tooth  22  has been is pushed forward with the push angle  68  from an outer arm  24 . A third bore near the lock angle  66  is through the surface of the inner arm  20  accommodating a peg  44 , which extends outwards ( FIG. 8 ). The peg  44  is connected to one end of an extension spring  18  while the other end of the spring  18  is connected to a duplicate peg  44  of a duplicate arm  20  positioned under the axel  36  of the manual control system  70 . Each frontal peg  44  is positioned to be pushed by the control lever  2  to disengage a member lock angle  66  from a member reel tooth  22 . 
         [0036]    The multi-speed cable  8  is composed of steel. It is fastened to a frontal portion of the reel  40  surface. From this point the cable  8  is wrapped around the reel  40  surface in opposite directions clockwise and counter clockwise at least two times. Two lines of the cable  8  then lead back towards the rear of the bike and are routed by a system of mounted pulley wheels  6 . The first pulley wheel  6  on the right side of the frame  64  is shared between the multi-speed cable  6  and the break line. A configuration of seven pulley wheels  6  mounted on the right side of the bike leads its member multi-speed cable  8  in a linked path back towards the carriage  10 , which loops around the pulley wheel  6  near the base of the lever  74 , then back to the reel  40  surface where it is fastened in place. A duplicate configuration of seven pulley wheels  6 , multi-speed control system  70  and multi-speed cable  8  assembly is mounted on the left side of the frame  74 . 
         [0037]    Each multi-speed cable  8  is connected to their member carriage  10  mounted between the plates  104  of their member lever machine  74 . The carriage  10  is composed of a duplicate pair of steel plates, which has three aligned bores through them. Each bore is occupied by an axel. Each axel extends outwardly to the right and left of the plates to occupy the bore of a pulley wheel  12 , thus totaling three pulley wheels  12  fixed on the right side of the plates and three pulley wheels  12  fixed of the left side of the plates. Between the plates is the end portion of the curved linear gear  46 , which has a bore through its end occupied by the middle axel ( FIG. 4 ). Each pair of outer pulley wheels on opposite sides of the plates are able to roll on their vertical groove  16  surface member that face rearward. Each middle pulley wheel on opposite sides of the plates is able to roll on their vertical groove  16  surface members that face frontward. Each pulley wheel  12  is fixed against the groove surfaces and the groove edges are held within their concaved circumference, thus allowing the assembly to only travel rigidly up or down between the vertical plates of their member lever machine  74 . The multi-speed cable  8  portion that is closest to the rear edge of the lever machine  74 , is fastened at a point to the axels of the pulley wheels  12  positioned within the groove  16  of the lever plates  104  ( FIG. 3 ). Thus, each carriage  10  has the ability to be moved at this point by the multi-speed control system  70 . 
         [0038]    The two spur gears  54  ( FIG. 4 ) centrally connected to opposite sides of the rear wheel&#39;s hub are bonded to their member curved linear gear  46  by their member binding apparatus  56 . Each binding apparatus is composed of two hardened steel triangular plates  56  with rounded off corners. There is a bore through the center of each curve. Each bore accommodates an axel. The two lower axels fasten separate member pulley wheels  52  between the steel triangular plates  56 . The top bore is occupied by the stationary cylinder  92  and the cylinder is occupied by the main axel  62 . The curved linear gear  46  is positioned between the spur gear  54  and the two lower pulley wheels  52 . The teeth of the curved linear gear  46  are held up rigidly to mesh with the teeth of the spur gear  54 . The axel  62  and spear spur gear  54  are separated between a member cylinder  92  welded to the spur gear  54 , while the axel  62  runs through the center of both spur gears on opposite sides of the wheel. The stationary cylinder  92  has the ability to rotate within a ring bearing  102 , which is fastened to the outer frame  64  of the bike ( FIG. 15 ). The bearing  102  decreases friction acquired from the rotation of the cylinder  92 , as the spur gear  54  is rotated. 
         [0039]    The reverse system is composed of two cables  80  symmetrically fastened to a reverse lever  76  and a symmetrical array of pulley wheels  114 . The reverse  76  lever is mounted to the wing shaped plates  64  that hold the seat post cylinder  58  between them. The portion of the plates  64  that are adjacently welded together have a bore through them which accommodates the axel  78  functioning as the fulcrum of the reverse lever  76 . The reverse lever  76  has two parallel linear beams with rounded ends that lead straight rearward with a slant upwards and then form another angle at 154 degrees to run parallel to the top edges to the winged plates  64 . The rear edges of the parallel beams form a sharp angle pointing rearward. The upper portions of the parallel beams are welded to the bottom surface of the horizontal lever plate. The mid-portion of the horizontal lever plate has separate member cables  80  fastened to it on opposite sides. Each cable  80  descends down to member pulley wheel  114 , which route each cable  80  towards the rear of the bike and down to member right angle levers  84  ( FIG. 15 ). Each right angle and left angle levers  84  are mounted to the inner surface of its member vertical frame  64  portion, near their extended hub assembly  86 . Each cable  80  is mounted through a bore in the horizontal end of separate right angle levers  84 . Each lever  84  is composed of a plate of steel formed into 90 degree angles with rounded ends. The fulcrum  48  of each lever  84  is located through the corner surface of each right angle lever  84 . The mounts for each lever are angular units  88  that are formed triangularly with a groove between the rounded triangular corners stopping ⅛″ from the base of each triangular unit  88 . A bore is through the center curve of each triangular unit accommodating a member fulcrum  48  or axel. Each lever  84  is positioned so that their vertical ends are within contact distance to their extended hub members  86 . Duplicate extension spring  90  ends are attached next to the vertical end portions of each right angle lever  84 . The opposite ends of each  90  spring is attached next to the base of a triangular unit  88 . These springs  90  keep tension on their lever  84  members directing pulling tension vertically. Each right angle lever  84  attached to a member reverse cable  80 , has the ability to move its member hub  98  inwardly ( FIG. 17 ). Each outer hub  98  has the ability to slide inward around the main axel  62  toward the rear wheel. Each hub assembly  86  ( FIG. 15 ) is an assembly of two cylinders. The cylinder  100  connected to the freestyle sprocket by welding process is formed to fit inside the inner walls of its associated cylinder  98  with a small gap of 1/32″ between them. Two linear bars  106  of metal opposite from one another are welded to the outer surface of the inner cylinder  100 . They are able to slide in a member pair of grooves aligned in the walls of the outer cylinder  98 . As a result, the larger outer cylinder  98  has the ability to slide around the smaller inner cylinder  100  horizontally, but it is prevented from rotating around the smaller cylinder  100 . A compression spring  96  within each extended hub assembly  86  maintains outward pressure on each outer hub  98 . Each spring  96  closely fits inside the walls of the smaller cylinder  100 . The larger cylinder  98  is fitted around a smaller cylinder  90  0.875″ in diameter, which closely fits around the main axel  62 . The cylinder  90  has sharp edge teeth ⅜″ in length pointing outwardly ( FIG. 15 ). These teeth are formed to engage and lock into opposing teeth of similar length and shape, which are formed into the cylinder  92  connected to the spur gear  54  by welding process. When the larger cylinder  98  is engaged by its member right angle lever  84  pushing it horizontally towards the rear wheel, the teeth of the larger cylinder  98  disengages the teeth of the cylinder  92  connected to the spur gear  54 , which allows the rear wheel to rotate free of the spur gear  54  and its welded cylinder  92 . This mechanism is part of the reverse system, which reacts in the manner described when the reverse lever  76  is lifted up. 
       Operation—FIGS. 9 to 14A 
       [0040]    The manner of using the multi-speed system for the LEPS can be illustrated in  FIGS. 9 to 14A . While riding the bike having the LEPS, the rider can increase speed by pivoting the frontal portion of the multi-speed handle  2  downward. This causes the push angles  68  associated with the symmetrical outer curved arms  24  to push the outer sprockets  110  clockwise ( FIG. 10 ) when viewed from the right side. This movement causes each multi-speed cable  8  connected to the axels of the pulley wheels  12  within the groove  16  of its member lever machine  74  to be moved downwards and away from its member fulcrum  60  ( FIG. 16 ). Thus, the carriage  10  on which the pulley wheels  12  are mounted, is pulled away from the fulcrum  60 , which pushes down the curved linear gear  46  it is fastened to. This move in proximity away from the fulcrum  60  increases the circumference of the curved gears  46  swing. As a result, the pull on the under side of the spur gear  54  is multiplied, increasing wheel rotation per pedal. When trying to decrease pedaling effort the rider would only need to pivot the multi-speed lever  2  upward to cause the carriages  10  to simultaneously move upward towards the their member fulcrums  60 . The reverse mechanism of the LEPS with multi-speed system is unique, in that its linear transmission  46  link must be separated from the rear wheel in order to move the bike backwards. In order to move the bike backwards the operator should lift up the reverse lever  76  located in front of and below the seat. While this lever is up the operator should proceed to move the bike in reverse.