Patent Publication Number: US-11046390-B2

Title: Automatic bicycle shifter and electrical derailleur

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This patent application is a continuation-in-part to patent application Ser. No. 16/363,205. 
    
    
     FEDERALLY SPONSORED RESEARCH 
     Not Applicable 
     SEQUENCE LISTING OR PROGRAM 
     Not Applicable 
     FIELD OF THE INVENTION 
     The disclosed invention relates to the cycling transportation and sporting industry, specifically to modern bicycle designs typically making use of front and rear drive chain derailleurs serving to alternate drive chain position between different ratio front and rear drive sprockets through linkage to a set of rider control levers permitting the rider to achieve an optimal drivetrain ratio through selection of an adequate combination of front and rear drive sprockets, thereby facilitating a comfortable pedaling rate and effort thereof depending on desired road speed, rider conditioning, road inclination and other circumstantial conditions. 
     BACKGROUND OF THE INVENTION 
     Bicycles have existed for many years serving throughout as transportation and sporting means. Over the great time span since their inception, the technology has evolved with numerous designs and advancements predominantly geared toward addressing rider comfort. With the initial designs from many years ago comprising a single speed power transmission mechanism often requiring the rider to either exert undue effort on the pedals or have to alternate the pedals at an uncomfortably high rate to achieve desired riding speed, a need was recognized for multiple powertrain ratios to facilitate acceptable operator pedaling rates and efforts. A variety of designs consequently evolved where additional power transmission sprockets of various number of teeth but equal pitch were added in the axial directions of the pedals mechanism as well as power transmission rear wheel to facilitate a combination of front and rear power transmission ratios resulting in optimal settings based on desired vehicle speeds, road conditions, operator biometrics and preference. This innovation was facilitated by the de-facto standard four bar linkage mechanism based derailleur assembly used to this very day to alternate drive sprockets through properly positioning the drive chain thereto as well as compensate for resultant varying chain lengths through an integral spring loaded chain tensioning mechanism. The capability was facilitated by two cable tensioning apparatuses, one for rear sprockets and another for the fronts. With one end of each cable apparatus connected to the derailleur chain positioning mechanism and the other end to an operator actuation mechanism typically comprising a lever assembly, this apparatus granted the operator the ability to alternate the chain position in the axial position for proper alignment and thereby engagement of selected rear and front drive sprockets in order to achieve optimal power transmission ratio settings. Advancements in the actuation mechanism included indexing capability of the operator lever assembly so that the actuation of the gearing mechanism takes place in an indexing fashion consistently properly aligning the chain with desired sprocket thereof rather than one continuous motion requiring the operator to guess the proper chain position often leading to positioning errors. 
     As the technology to provide the desired function of automating the manual shift operation of the bicycle has existed for years, numerous attempts have been made to provide a robust yet commercially successful product. Some were attempts sacrificing robust componentry for cost, tight packaging and commerciality, in the process adding extraneous components such as springs and levers to prevent premature failure, while others were based on complex mathematical or fixed criteria based on “one for all” approaches. All ultimately achieving varying levels of success but uniformly falling short of meeting widespread commercial acceptance. On the fundamental level, most of these offerings had in common the failure to recognize that acceptance of these various designs ultimately boiled down to adaptability by a user population widespread in biometrics, endurance, strength and size. 
     The inventor hereby discloses a versatile automatic bicycle shifter making use servo motors, a robust microprocessor based control system making use of various speed, controls and road inclination sensors, and a highly adaptable user interface which, through a set of operator predefined and in real time adjustable criteria, is used to place the powered shifter mechanism in an optimal position on a consistent basis in order to provide a more pleasurable and comfortable experience for the rider thereby consistently achieving acceptable pedaling rates and efforts based on the ever changing need of the rider. 
     Discussion of Prior Art 
     The following is a brief summary of prior art deemed pertinent to the automatic bicycle shifter and electrical derailleur of the present invention. 
     U.S. Pat. No. 9,234,580 discloses a control device for a bicycle automatic transmission comprising an entailed computation algorithm based traveling resistance computed with readings of torque measurements, cadence or pedaling rate, bicycle speed and mass of bicycle and rider. As this approach is fundamentally based on assuming that two riders with the same weight but with significantly different muscles to fat ratios have synonymous abilities, the end result that this approach is likely to yield seems to be less than optimal. This disclosure, additionally falls short of providing a bicycle shifting criteria highly adaptable by the rider devoid of any complex mathematical calculations destined to fall short of providing riders an adequate result. 
     U.S. Pat. No. 8,977,450 identifies a bicycle derailleur shifting apparatus making use of a pedal crank angle sensor to calculate optimal shift timing. This disclosure is based on the assumption that a great effort is needed post the actual sprocket shift taking place such as in premature shifting requiring the rider to exert undue effort while in fact a properly timed automatic shifter will conduct this action when the bicycle speed has reached a threshold defined by the rider, where the post shift pedaling effort is acceptable. With the outlined sifting action solely based on a pedals crank angle sensor, disclosure does not seem to define a cooperating and functional system. Being very limited in nature, outlined approach would be best applied to an existing comprehensive bicycle automatic gear shifting apparatus. 
     U.S. Pat. No. 8,900,087 outlines a disclosure for an automatic bicycle shifting apparatus based on a mechanical governor where centrifugal force due to wheel speed results in a planetary gear change. Although this disclosure could very well result in an operable system, shift settings are solely a function of bicycle speed thereby ignoring rider biometrics, road conditions and personal preferences at the time the actual riding is taking place in the process likely falling short of preference and capability of the rider. 
     U.S. Pat. No. 8,512,182 details an intricate mechanical automatic bicycle shifting apparatus based on mechanical torque measurements with operator strength selectable criteria. As is the case with most mechanical devices shift action is mostly preset depriving the rider from making changes in real time without stopping. The sheer complexity of the outlined design comprising levers springs, weights, etc. . . . is likely to prove less reliable as well as less user friendly than other simpler design making use of electronics to produce desired optimal result for the rider. 
     U.S. Pat. No. 7,892,122 B2 and Reissue Pat. U.S. RE41,782 summarize a complex derailleur arrangement making use of torsion spring to permit shifting less bicycle chain motion. In reality, this provision is intended to overcome the great constraint placed on this design by confining the derailleur motor along with reduction gearing to a small housing. As a shift operation less any chain movement sensors confirming shift action is possible, is likely to prove detrimental to this confined and prone to overheating motor, attempt have been made for the derailleur to reach intended position during shift notwithstanding lack of chain motion so that applied power would cease short of burning the small motor windings thereof. In is noteworthy though, to indicate that this problem does not resolve the shortcoming of the legacy derailleur of not being able to shift less chain motion, this approach simply attempt to overcome the aforementioned challenge inherent to the legacy shifter design. An LCD screen is offered along with manual shift up and down switches as well as with another switch to alternate between manual and automatic shift operation. Without taking into account road conditions and operator preference and granting the rider ability to make changes on the fly without stopping, this disclosure, although a substantial improvement of preceding art, still falls short of providing the rider with an acceptable system with ability to instantaneously achieve desired optimal riding settings with ease. 
     U.S. Pat. No. 7,247,108 defines a microprocessor based automatic bicycle derailleur shifting method based on a simplistic logical algorithm for derivation of an adequate combination between front and rear sprockets determined by the inventor to be an adequate approach. Along with prior reasoning, a device that applies across a spectrum spanning from a 50 th  percentile female and a 90 th  percentile male without offering the rider meaningful means to adjust to own riding preference, is essentially guaranteed to produce the unwanted result where the rider has to pedal too fast with too little effort or instead, too slow with too much effort. It is also noteworthy that the inventors of this device did recognize the need to include an otherwise nonexistent user interface into their design. An LCD screen is offered for the rider with manual shift up and down switches along with another switch to alternate between manual and automatic shift operation. Therefore, it is evident that the inventor recognized that the rider would need to get around the automatically computed shift selection of this approach, at least some of the time. 
     U.S. Pat. No. 6,997,835 B2 discloses a bicycle electrically powered rear derailleur with compliance means for storage of energy so that actuation thereof takes place as needed notwithstanding lack of necessary forward chain motion required by the legacy four bar linkage shifter design. As such an approach alleviates potential motor overheating conditions due to lack of necessary forward chain motion necessary for the derailleur to reach intended position, the seek position of the shift motor is nevertheless achieved with compliance means storing the shifting energy. Important to note that this does not solve the problem of the device being in the wrong setting after stopping, the sole advantage of this invention is relieving the derailleur motor of excess work and thereby minimizing any chances of overheating. It is also worthwhile to note that this additionally places an undesirable side load on the drive chain. Moreover, lack of highly desirable accuracy of the position held by the derailleur since reaction by a mechanical spring is typically proportionate to displacement so that the derailleur final settling position, although typically close, is nevertheless never reached due spring hysteresis and offset by the encountered resistance by the chain and mechanical friction within the derailleur linkage. 
     U.S. Pat. No. 5,480,356 discloses an electrically powered derailleur where the legacy spring has been replaced with a highly special linear actuator making use of a planetary gearset. It is clear based on the geometry of this invention as outlined in respective art that a major component of the force of the linear actuator is going into thrust in one of the joints while the force component serving to produce the actual shifting action is miniscule. Aside from realizing highly detrimental forces to joint bearings, this approach in turn requires greatly oversizing the actuator to realize an acceptable force output leading to a very costly linear actuator highly prone to failure. 
     Notwithstanding the long sought after successful design for alleviating the bicycle rider from the demanding task of continually seeking an acceptable shift setting, an effective and highly adaptable by the rider solution to this challenging problem, as can be seen from outlined art, has proven highly elusive. Lack of disclosed art along with lack of commercially successful and thereby available products facilitating automatic and highly adaptable shifting criteria for the rider is further evidence to the absence of a bicycle automatic shifter, controls and user interface means with these highly desirable characteristics. 
     BRIEF SUMMARY OF THE INVENTION 
     Inventor discloses means for achieving the highly desirable option of relieving the bicycle rider of the drivetrain shifting task through equipping the bicycle shifter mechanism with a servo power actuation device governed by a microprocessor based electronic control system comprising bicycle speed and road condition sensors to proactively manage in real time engagement of suitable front and rear drive sprockets based on operator preset criteria resulting in an optimal and automatically selected drive operation ratio in order to facilitate acceptable pedaling rates and efforts. 
     The preferred embodiment of the automatic bicycle shifter of the present invention comprises a novel actuation mechanism powered by a servo electric motor coupled to a high gearing ratio reducer making use of worm and spur or helical teeth gearing with output shaft thereof directly affixed to one of the actuation links of the chain positioning four bar linkage serving to accurately position the drive chain guiding idler sprockets cage assembly and consequently positioning of slaved bicycle drive chain in precise predefined positions of alignment with specific drive sprockets, and slaving said actuation mechanism thereof to a comprehensive microprocessor based controls system comprising a bicycle speed sensor, an inclinometer, a chain movement sensor, and motor power amplifiers serving to drive said actuation servo motor under microprocessor command thereby facilitating automatic bicycle drive powertrain shifting for the operator based on preset and continually available setting criteria presented to the rider through a user friendly interface. 
     Inventor also discloses an alternate embodiment of the automatic bicycle shifter of the present invention making use of alternate derailleur assembly powered by a remote servo controlled gearmotor serving to provide actuation means for derailleur assembly through of a sheathed cable. 
     As rider comfort is a continually moving target based on the rider condition often governed by traveled distance, conditioning, road and weather conditions, predefined and fixed shift criteria become simply unacceptable. Consequently, a user interface facilitating means to continually adjust the bicycle shifting criteria with ease is offered in order to successfully realize the intended function of the invention. Emphasis is thereby placed on tailoring the user interface to rider condition in real time by providing slide touch controls realizing ability to proportionately or in a user predefined relationship adjust shifting thresholds up or down. As road inclination comes into play as well, another sliding touch control is provided for user to adjust programmed shifting thresholds attenuation due to road inclination in real time. Ability to switch to manual is yet another option that the user might result to under certain circumstances so this functionality is also offered by the novel user interface of this invention. 
     Additional benefits of the user interface of the present invention include presenting the operator through a microprocessor controlled display, shifter settings, cumulative mileage on the bicycle, bicycle speed, trip distance all in English or International Standard units, a stop watch with start, stop and split functions and time and date information. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective overall view of the systems and components comprising the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 2  is a perspective view of the powertrain of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 3A  is a view of the operator panel, switches and control system of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention in preferred location on the bicycle handlebars. 
         FIG. 3B  is a closeup view of the operator panel and control system of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 3C  is a view of the manual override switches for the rear derailleur of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention depicted in their preferred mounting position on the right bicycle handlebar. 
         FIG. 4  is a block diagram of the control system and components of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 5  is a block diagram of the controller of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 6  is a view of the preferred operator panel “Teach Mode” user interface of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 7  is a view of the preferred operator panel “Programming Mode” user interface of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 8  is a view of the preferred operator panel “Operation Mode” user interface of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 9A  is a perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 9B  is an oblique perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 9C  is a bottom perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 10A  is an oblique exploded view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 10B  is an exploded view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention taken from the opposite direction to  FIG. 10A . 
         FIG. 11A  is perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention in extreme retracted position. 
         FIG. 11B  is a perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention in extreme extended position. 
         FIG. 12A  is a bottom perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention in extreme retracted position. 
         FIG. 12B  is a bottom perspective view of the rear derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention in extreme extended position. 
         FIG. 13A  is a perspective view of the servo gearmotor employed in the front and rear derailleurs of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 13B  is an oblique perspective view of the servo gearmotor employed in the front and rear derailleurs of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention taken from an opposite direction to  FIG. 13A . 
         FIG. 14A  is a top perspective view of the front derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 14B  is a perspective view of the front derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention taken from an opposite direction to  FIG. 14A . 
         FIG. 14C  is an oblique bottom perspective view of the front derailleur of the preferred embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 15  is a perspective view of the powertrain of the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 16  is a perspective view of the linear actuator employed in the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 17A  is a perspective view of the rear derailleur of the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 17B  is a perspective view of the rear derailleur of the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention taken from an opposite direction to  FIG. 17A . 
         FIG. 18A  is a perspective view of the front derailleur of the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention. 
         FIG. 18B  is a perspective view of the front derailleur of the alternate embodiment of the automatic bicycle shifter and electrical derailleur of the present invention taken from an opposite direction to  FIG. 18A . 
         FIG. 19  is a block diagram of an alternate control system for the preferred and alternate embodiments of the front and rear derailleurs of the automatic bicycle shifter and electrical derailleur of the present invention making use of derailleur position resolvers. 
         FIG. 20A  is a perspective view of an alternate servo gearmotor for the preferred and alternate embodiments of the front and rear derailleurs of the automatic bicycle shifter and electrical derailleur of the present invention making use of an output shaft position resolver based on a single turn potentiometer slaved to output shaft thereof. 
         FIG. 20B  is a perspective view of another alternate servo gearmotor for the preferred and alternate embodiments of the front and rear derailleurs of the automatic bicycle shifter and electrical derailleur of the present invention making use of an output shaft position resolver based on a single turn potentiometer slaved to reduction gearset. 
         FIG. 21A  is a perspective view of yet another alternate servo gearmotor for the preferred and alternate embodiments of the front and rear derailleurs of the automatic bicycle shifter and electrical derailleur of the present invention making use of an output shaft position resolver making use of a multi-turn potentiometer. 
         FIG. 21B  is an oblique perspective view of alternate servo gearmotor of  FIG. 21A  for the preferred and alternate embodiments of the front and rear derailleurs of the automatic bicycle shifter and electrical derailleur of the present invention making use of an output shaft position resolver making use of a multi-turn potentiometer. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Preferred Embodiment Construction— FIGS. 1-4 . 
     With reference to  FIGS. 1-4 , the preferred embodiment  100  of the automatic bicycle shifter and electrical derailleur of the present invention comprises rear derailleur assembly  10  serving to alternate chain  19  between sprockets  20  of rear drive hub assembly  21 , front derailleur assembly  11  serving to alternate chain  19  between front sprockets assembly  22  of front pedals assembly  23 , chain movement sensor  12 , control system  13 , operator panel  14 , rear derailleur manual shifting switches  15 , front derailleur manual shifting switches  16 , inclinometer  17  and dynamo  18  serving as expended power replenishment means as well as bicycle speed sensing means. Partially shown wiring harness  24  serves to interconnect control system  13  to operator panel  14 , manual switches  15  and  16 , inclinometer  17 , front derailleur  11 , dynamo  18 , rear derailleur  10  and chain movement sensor  12 . 
     Preferred and Alternate Embodiment Controls— FIG. 5 . 
     With reference to  FIG. 5 , the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention includes Control system  13  comprising steady power supply rechargeable battery pack  25 , pulse width modulation (PWM) amplifier  26  and a controls section  27  comprising processor  28 , video driver  29 , random access memory (RAM)  30 , oscillator/counters/timers subsection  31 , analog to digital converter (ADC) subsection  32 , and power filter  33 , acting as an integral system serving to execute programming instructions received through universal serial (USB) programming port  34  and stored into electrically erasable programmable read only memory (EEPROM)  35  in order to control pulse width modulation (PWM) output terminals  36  in response to analog signals received through analog to digital (ADC) input terminals  37  and real time operator instructions from touchscreen display input terminals  38 , display real time status through touchscreen display output terminals  39  with consumed power constantly being replenished through power terminals  40 . Software updates to controls system  13  and touchscreen display  14  executed through programming terminal  41  are not limited to archiving existing user settings, downloading other users settings, installation of alternate user interfaces and patches geared to continually improve system performance of pulse width modulation (PWM) outputs  42  in response to inputs  43  of rear derailleur  10 , front derailleur  11 , chain movement sensor  12 , rear derailleur manual shifting switches  15 , front derailleur manual shifting switches  16 , inclinometer  17 , bicycle speed input signal received through dynamo voltage divider  44  and improved conservation of power received from power source dynamo  18 . WIFI Transceiver  45  with bidirectional communication to control system  13  through RS-232 terminals  46  facilitates alternate control of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention through cellular phone  47  running a custom user interface and application communication software  48 . 
     Preferred and Alternate Embodiment User Interface— FIGS. 6-8 . 
     With reference to  FIGS. 6-8 , touchscreen operator panel display  14  of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention includes “Teach Mode” selection button  49  used to enter into “Teach Mode” operator screen  50 , “Programming Mode” selection button  51  used to enter into “Programming Mode” operator screen  52  and “Operation Mode” selection button  53  used to enter into “Operation Mode” operator screen  54 . 
     With reference to  FIG. 6 , touchscreen display  14  of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention in “Teach Mode” operator screen  50  entered into by depressing button  49  after removal of bicycle drive chain for maximum visibility allows the user to define number of front derailleur shift positions, rear derailleur shift positions, align defined front derailleur shift positions to respective front sprockets and align defined rear derailleur shift positions to respective rear sprockets. “Teach Mode” screen operator screen includes speed selection button  55  enabling user to select speed and distance units in Miles or kilometers (KM), bicycle speed display  56 , user prompt window  57  used in “Teach Mode” screen  54  to walk user through setup initially prompting user for number of front derailleur sprockets entered through window  58  initially displaying a value of “1” and incrementing with each user tap to window  58  until the correct number of front derailleur sprockets is displayed followed by user tapping window  57  for entry thereof, number of rear derailleur sprockets entered through window  59  also initially displaying a value of “1” and incrementing with each user tap to window  59  until the correct number of rear derailleur sprockets is displayed followed by user tapping window  57  for entry, with window  57  subsequently walking user through setting of front derailleur sprockets alignment positions as depicted in window  60  reflecting number of front derailleur sprocket positions defined through window  58 , with defined front sprockets alignment positions  61  depicting text “Set” and with front sprocket alignment position being defined  62  in gray highlight background and depicting text “Set Now” and front derailleur sprocket alignment positions yet to be set depicting text “Not Set”, and rear derailleur sprockets alignment positions depicted in window  63  also reflecting number of rear derailleur sprocket positions defined through window  59 , with defined rear derailleur sprockets alignment positions  64  depicting text “Set” and rear derailleur sprocket alignment position being defined  65  in gray highlight background and depicting text “Set Now” and rear derailleur sprocket alignment positions yet to be defined depicting text “Not Set”, front derailleur “Shift In” button  66  and front derailleur “Shift Out” button  67  used to inch front derailleur into accurate alignment with respective sprocket for front derailleur position being defined in window  62  prior to user depressing “SET” button  68  to set, rear derailleur “Shift In” button  69  and rear derailleur “Shift Out” button  70  used to inch rear derailleur into alignment with respective sprocket for rear derailleur position being defined in window  65  prior to depressing “SET” button  68  to set. Once a front or rear sprocket position is set, user prompt window  57 , front derailleur sprocket position window  62 , rear derailleur sprocket position window  65 , front derailleur status window  60  and rear derailleur status window  63  all update to guide user through setting of following front and rear derailleur sequential sprocket position with process continuing until all sprocket positions depicted in front derailleur sprockets position window  60  and all rear derailleur sprockets position depicted in window  63  are defined. Once all front and rear derailleur sprocket positions are defined prompt window  57  instructs user to replace the bicycle drive chain and depress button  51  to enter into programming mode. 
     With reference to  FIG. 7 , touchscreen display  14  of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention in “Programming Mode” operator screen  52  entered into by depressing button  51  comprises bicycle miles or kilometers (KM) units selection button  55 , bicycle speed display window  56 , aforementioned user prompt window  57  serving in “Programming Mode” to walk the user through derailleur programming initially prompting the user to define the number of desired “Shift Speeds” entered by depressing desired number displayed in window  71  encompassing all possible shifter combinations based on user input of number of front derailleur and rear derailleur sprocket positions previously defined in “Teach Mode” and initially all displayed in an disabled black background and carrying text “No” with user input subsequently causing all desired “shift speeds” backgrounds to turn to white denoting availability for programming. User prompt window  57  subsequently prompts the user to set all “shift speeds” sequentially starting with “shift speed” “1” in turn denoted in window  71  by text “Do” and is highlighted with a gray background which the user then programs by defining a certain shift combination while riding and depressing manual front derailleur “Shift Up” button  72 , front derailleur “Shift Down” button  73 , rear derailleur “Shift Up” button  74  and rear derailleur “Shift Down” button  75  with window  76  prompting user with front derailleur sprocket position being set and window  77  prompting user with rear derailleur sprocket position being set. Once selection of “shift speed” and respective front and rear derailleur selections are made, user accelerates or decelerates until desired shift speed thresholds as displayed in speed display  56  is reached and then depresses programming speed “SET” button  78  to set which then results in denoted text for respective programming “shift speed” in window  71  to switch from “Do” to “Ok” with window  71  subsequently indexing to following sequential position which is then denoted by text “Do” for programming, with the process repeating sequentially until all defined “shift speeds” in window  71  are set. User depresses “Save Program” button  79  to save programmed shift positions in window  71  at any time by subsequently depressing any of available programming button positions in window  80  initially all depicted in a disabled black background and denoted by text “No” and which upon saving turn to white are depicted with text “On” and with already programmed program buttons denoted by text “Off”. Program saving feature thereby enables user to save different riding profiles, such as for casual riding, speed riding, racing, etc . . . or with additional simplified profiles making use of only the front or the rear derailleur. “Recall Program” button  81  followed by program selection from window  80  is used to recall any saved programs for modification or reprogramming by subsequently depressing any of “shift speeds” in window  71  for redefinition using the same procedure employed in initial programming. For maximum flexibility, no restriction is placed on the number of shift combinations, repetition of shift positions or the number of programmed shift positions from displayed selection in window  71  prior to the user being able to enter into operation screen  54 . 
     With reference to  FIG. 8 , touchscreen display  14  of the preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention in “Operation Mode” operator screen  54  entered into by depressing button  53  comprises bicycle miles or kilometers (KM) units selection button  55 , bicycle speed display  56 , front derailleur position display  82 , rear derailleur position display  83 , command button to place front derailleur in automatic or manual mode  84 , command button to place rear derailleur in automatic or manual mode  85 , front derailleur manual and override shift up button  86 , front derailleur manual and override shift down button  87 , rear derailleur manual and override shift up button  88 , rear derailleur manual and override shift down button  89 , accumulated trip mileage  90 , odometer  91 , time  92 , date  93 , temperature display  94  which defaults to degrees “Fahrenheit” units if miles units are selected through button  55  or degrees “Celsius” units if KM units are selected, recall program button  95  used to reactivate programs saved through window  80  in “Programming Mode” screen  52  and depicted in window  96  with a white background and are denoted with an “Off” designation and which upon activation take on a gray background and are then denoted with an “On” designation while selection buttons not programmed in “Programming Mode” screen  52  are displayed in a disabled black background and displayed with a “No” designation, save program button  97  used to save any modification to recalled program selection assigned a gray background and denoted by an “on” designation in window  96 , “Automatic Shift Bias” touch control slide bar  98  serving to permit user to scale up or down programmed speed shifting thresholds of programmed speed positions in aforementioned programming position window  71  of “Programming Mode” screen  52  for active program selection in window  96  denoted with “On” designation based on own preference in real time, and “Inclinometer Bias” road inclination touch control slide bar  99  serving to proportionately scale up of down automatically configured attenuation to programmed shifting speed thresholds in aforementioned programming position window  71  of “Programming Mode” screen  52  for active program selection in window  96  denoted with “On” designation, in order to achieve acceptable pedaling effort levels based on road inclination and conditions in real time. 
     User Interface Options— FIGS. 6-8 . 
     With Reference to  FIGS. 6-8 , the preferred embodiment of the user interface of preferred and alternate embodiments of the automatic bicycle shifter and electrical derailleur of the present invention is fitted for operation with a front and a rear derailleur, as modern bicycles are typically equipped. In the event that only either a front or the rear derailleur is connected to the system, user interfaces for “Teach Mode”  50 , “Programming Mode”  52  and “Operation Mode”  54  automatically update to reflect controls for only defined derailleur with non pertinent control buttons defaulting in depiction to disabled black background and are additionally denoted by text “No”. Under this simplified setup the number of “shift speeds” for the bicycle becomes simply equal to number of sprockets for the defined derailleur. 
     Preferred Embodiment Rear Derailleur— FIGS. 9A-9C, 10A, 10B, 11A, 11B, 12A &amp; 12B . 
     With Reference to  FIGS. 9A-9C, 10A, 10B, 11A, 11B, 12A &amp; 12B , rear bicycle derailleur assembly  10  of the preferred embodiment of automatic bicycle shifter and electrical derailleur of the present invention comprises chain guiding assembly  121  affixed to axle  122  pivotally operable about bicycle linkage output yoke  123  and energized in the clockwise direction ( FIG. 9A —CW) by torsion spring  124  with ends retained thereto and to derailleur linkage output yoke  123  energized in the lateral direction by thereto pivotally operable axles  125  and  126  affixed to links  127  and  128  respectfully with opposite end of link  127  affixed to shaft  129  of gearmotor  130  with housing  131  affixed to derailleur linkage input yoke  132  using screws  133  and opposite end of link  128  affixed to axle  134  pivotally operable in derailleur linkage input yoke  132  pivotally operable about axle  135  affixed to bicycle rear framework mounting bracket  136  and energized in the clockwise direction ( FIG. 9A —CW) by means of thereto attached torsion spring  137  with opposite end thereof affixed to mounting bracket  136 . Extension spring  138  with hook ends longitudinally retained and thereby serving to draw axles  125  and  134  closer together serves to bias position of chain guiding assembly  121  to end position extremities thereby serving as take up means for accumulative backlash in gearing of servo gearmotor  130 . Chain guiding assembly  121  serves to laterally position drive chain  19  through constant engagement with captive idler sprockets  139  and  140  with sprocket  140  rotatably affixed to chain movement sensor  12  thereby serving to sense chain motion thereof. Exploded views  FIGS. 10A &amp; 10B  serve to further illustrate construction of various components of rear derailleur  10  with  FIGS. 11A &amp; 11B  depicting rear derailleur  10  actuation in extreme lateral positions from a top perspective, and  FIGS. 12A &amp; 12B  from an oblique perspective. 
     Preferred Embodiment Actuator— FIGS. 13A &amp; 13B . 
     With Reference to  FIGS. 13A &amp; 13B , servo gearmotor  130  of the preferred embodiment  100  of the automatic bicycle shifter and electrical derailleur of the present invention includes motor  141  with body permanently affixed to gearmotor housing  131  and with armature shaft  142  rotatably affixed at the rear to encoder  143  and with opposite end thereof penetrating a slip fit connection in gearmotor housing  131  and through a rotatably secure connection to worm gear  144 , serves to drive output shaft  129  through high ratio reduction gearset arrangement  145 . 
     Preferred Embodiment Front Derailleur— FIGS. 14A-14C . 
     With Reference to  FIGS. 14A-14C , front bicycle derailleur assembly  11  of the preferred embodiment  100  of the automatic bicycle shifter and electrical derailleur of the present invention comprises chain guiding assembly  221  affixed to bicycle linkage output yoke  223  and serving to align chain  19  with selected sprocket of front sprocket assembly  22  (not shown in Figs.) through action of output yoke  223  energized in the lateral direction by thereto pivotally operable axles  225  and  226  affixed to links  227  and  228  respectfully with opposite end of link  227  affixed to shaft  129  of gearmotor  130  with housing  131  affixed to derailleur linkage input yoke  232  using screws  233  with opposite end of link  228  affixed to axle  234  pivotally operable in derailleur linkage input yoke  232  affixed to mounting bracket  236  serving to affix front derailleur assembly  11  to bicycle framework. Extension spring  238  with hook ends longitudinally retained and thereby serving to draw axles  225  and  234  closer together serves to bias position of chain guiding assembly  221  to one of position extremities thereby serving as take up means for accumulative backlash in gearing of servo gearmotor  130 . 
     Alternate Shifter Embodiment Construction— FIGS. 15, 16, 17A, 17B, 18A &amp; 18B . 
     With reference to  FIGS. 15, 16, 17A, 17B, 18A &amp; 18B , alternate powertrain embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention comprises rear derailleur assembly  510  energized by linear actuator  310  through cable assembly  312 , front derailleur assembly  611  energized by linear actuator  310  through cable assembly  312 , and chain movement sensor  12  serving to provide signal to control system  13  (not shown in FIGS.) confirming that shifting is possible. 
     Alternate Shifter Embodiment Linear Actuator— FIG. 16 . 
     With reference to  FIG. 16 , linear actuator  310  of the alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention comprises housing  410  with rectangular cavity  411  serving as rotational retaining means to slip fitting rectangular nut  412  linearly operable in the axial direction of rectangular cavity  411  about screw  413  rotationally powered by motor  414  acting through high reduction gearing reducer  415  with screws  416  securing reducer  415  thereof to housing  410  additionally including end threaded portion  417  serving to secure fitting  313  of flexible cable assembly  312  with actuation cable  314  secured to rectangular nut  412  by setscrew  418  and with opposite end fitting  315  secured at other end by cable assembly end bracket  316 . Encoder  419  attached to free end of armature  420  of motor  414  serves as position encoding means for rectangular nut  412  and consequentially actuation cable  314  through accurate count of revolutions of armature  420  of motor  414 . 
     Alternate Embodiment Rear Derailleur— FIGS. 17A &amp; 17B . 
     With reference to  FIGS. 17A &amp; 17B , rear bicycle derailleur assembly  510  of alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention comprises chain guiding assembly  521  affixed to axle  522  pivotally operable about bicycle linkage output yoke  523  and energized in the clockwise direction ( FIG. 17A —CW) by torsion spring  524  with ends retained thereto and to derailleur linkage output yoke  523  energized in the lateral direction by thereto pivotally operable axles  525  and  526  affixed to power link  527  and idler link  528  respectively with midsection of power link  527  bearing lateral extension  529  serving to affix rear derailleur end of actuation cable  314  of flexible cable assembly  312  with cable assembly end bracket  316  serving to secure end fitting  315  to fixed wing bracket  530  affixed to input yoke  532  by anti-rotation axle  531  with fitting  313  of opposite end of cable assembly  312  affixed to housing  410  of linear actuator  310  with respective end of actuation cable  314  secured to linear actuator rectangular nut  412  by setscrew  418  with linear actuator  310  secured to bicycle framework by mount  421  thereby serving as actuation means for rear derailleur assembly  510  through actuation connection at fixed wing bracket  530  at input yoke  532  additionally pivotally retaining power link  527  and idler link  528  through thereto affixed axles  533  and  534  respectively with derailleur linkage input yoke  532  additionally pivotally operable about axle  535  affixed to bicycle rear framework mounting bracket  536  and energized in the clockwise direction ( FIG. 17A —CW) by means of thereto attached torsion spring  537  with opposite end thereof affixed to mounting bracket  536 . Extension spring  538  with hook ends longitudinally retained and thereby serving to draw axles  525  and  534  closer together serves to bias position of chain guiding assembly  521  to extreme position in the lateral direction thereby serving as take up means for accumulative backlash in gearing of reducer  415  of linear actuator assembly  310  as well as derailleur actuation means in reverse direction as linear actuator  310  can serve as adequate powering means only in direction consistent with pulling cable  314  and not vice-versa. Chain guiding assembly  521  serves as chain guiding means through two captive idler sprockets  539  and  540  with constant engagement with drive chain  19  with sprocket  539  rotatably affixed to chain sensor  12  serving to sense forward chain motion through polarity of signal produced thereof in order to relay to control system  13  (not shown in FIGS.) when shifting is possible. 
     Alternate Embodiment Front Derailleur— FIGS. 18A &amp; 18B . 
     With reference to  FIGS. 18A &amp; 18B , front bicycle derailleur assembly  611  of alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention comprises caging assembly  621  affixed to bicycle linkage output yoke  623  serving to align chain  19  with selected sprocket of front sprocket assembly  22  (not shown in FIGS.) through action of output yoke  623  energized in the lateral direction by thereto pivotally operable axles  625  and  626  affixed to power link  627  and idler link  628  respectfully with midsection of power link  627  bearing lateral extension  629  serving to affix derailleur end of actuation cable  314  of flexible cable assembly  312  with cable assembly end bracket  316  serving to secure end fitting  315  to fixed wing bracket  630  affixed to input yoke  632  by anti-rotation axle  631  with fitting  313  of opposite end of cable assembly  312  affixed to housing  410  of linear actuator  310  with respective end of actuation cable  314  secured to linear actuator rectangular nut  412  by setscrew  418  with linear actuator  310  secured to bicycle framework by mount  421  thereby serving as actuation means for front derailleur assembly through actuation connection at fixed wing bracket  630  at input yoke  632  additionally pivotally retaining power link  627  and idler link  628  through thereto affixed axles  633  and  634  respectively with derailleur linkage input yoke  632  affixed to mounting bracket  636  serving to affix front derailleur assembly  611  to bicycle framework. Extension spring  638  with hook ends longitudinally retained and thereby serving to draw axles  625  and  634  closer together serves to bias position of chain guiding assembly  621  to extreme position in the lateral direction thereby serving as take up means for accumulative backlash in gearing of reducer  415  of linear actuator assembly  310  as well as derailleur actuation means in reverse direction as linear actuator  310  can serve as adequate powering means only in direction consistent with pulling cable  314  and not vice-versa. 
     Alternate Embodiment Control System— FIG. 19 . 
     With reference to  FIG. 19 , alternate embodiment control system  710  optionally employed by the preferred embodiment  100  and alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention comprises, automatic control system  13  serving to forward or reverse actuate rear derailleur  721  and front derailleur  722  as necessary until input signals received from rear derailleur position resolver  723  and front derailleur position resolver  724  have satisfied pre-programmed derailleur position presets based on bicycle speed, operator commands received from operator panel  14 , rear derailleur switches  15 , front derailleur switches  16 , and other input signals received from chain movement sensor  12 , and inclinometer  17 , with expended power being replenished by dynamo  18 . 
     Alternate Embodiment Triple Reduction Gearmotors— FIGS. 20A &amp; 20B . 
     With reference to  FIGS. 20A &amp; 20B , alternate embodiment triple reduction gearmotors  711  and  712  optionally employed by the preferred embodiment  100  or alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention include motor  725  with body permanently affixed to gearmotor housing  726  and with armature shaft  727  penetrating a slip fit connection in gearmotor housing  726  and through a rotatably secure connection to worm gear  728 , serves to drive output shaft  729  through triple reduction gearset arrangement  730 . 
     With reference to  FIG. 20A , one turn variable resistance potentiometer  731  with shaft thereof rotatably secured to gearmotor shaft  729  of rear derailleur  721  and front derailleur  722 , serves to translate rotation of shaft  729  to respective rotation of potentiometer internal wiper  732  (not shown) connected to terminal  733  against variable resistor element  734  (not shown) internally connecting terminals  735  and  736  and thereby filling the role of position resolver  723  for rear derailleur  721  and  724  for front derailleur  722  by producing electrical resistance values between terminals  733  and  735  and terminals  733  and  736  in a known relationship to positions of rear derailleur  721  and front derailleur  722 . A clear benefit of this apparatus is that the derailleur position signals produced by resolvers  723  and  724  are absolute values directly translatable to derailleur positions and do not need any processing such as incrementing pulse counters as would be required with incremental position encoders directly attached to shafts of derailleur motors undergoing a substantial number of turns in order to generate any desirable derailleur movement, and thereby generating a substantial number of encoder incremental counts needing to be read and stored in volatile memory. 
     With reference to  FIG. 20B , one turn variable resistance potentiometer  737  with shaft thereof rotatably secured to actuation gear  738  of gearset  730  of gearmotor  712  of rear derailleur  721  and front derailleur  722 , serves to translate rotation of shaft  729  to respective rotation of potentiometer internal wiper  739  (not shown) connected to terminal  740  against variable resistor element  741  (not shown) internally connecting terminals  742  and  743  and thereby filling the role of position resolver  723  for rear derailleur  721  and  724  for front derailleur  722  by producing electrical resistance values between terminals  740  and  742  and terminals  740  and  743  in a known relationship to positions of rear derailleur  721  and front derailleur  722 . A clear benefit of this arrangement is the enhanced resolution of electrical resistance of potentiometer  737  due to the larger angular displacement of potentiometer wiper  739  against resistor element  741  for a given rotation of shaft  729  by a factor proportional to ratio of last stage of gearset  730 . In other words rotation of shaft  729  of near 90 degrees typically producing the full travel of rear derailleur  721  and front derailleur  722 , through a last stage reduction ratio of 4 to 1 for example, of gearset  730  would necessitate a near full rotation of potentiometer  737  and thereby realizing a greater resistance deviation for any given rotation of shaft  729  and respective derailleur movement. 
     It should be additionally clear that derailleur resolver apparatuses depicted for gearmotors  711  and  712  are not limited to a triple reduction gearset and are thereby independent of number of reduction stages as well as gearset reduction ratios. 
     It is also hereby confirmed that aforementioned gearmotors  711  and  712  are equally employable in electrically powered but manually actuated shifting apparatuses relying on simpler electronics. 
     Alternate Embodiment Quadruple Reduction Gearmotor— FIGS. 21A &amp; 21B . 
     With reference to  FIGS. 21A &amp; 21B , alternate embodiment quadruple reduction gearmotor  713  optionally employed by the preferred embodiment  100  or alternate embodiment  300  of the automatic bicycle shifter and electrical derailleur of the present invention includes motor  744  with body permanently affixed to gearmotor housing  745  and with armature shaft  746  penetrating a slip fit connection in gearmotor housing  745  and through a rotatably secure connection to worm gearset  747 , serves to drive output shaft  748  through quadruple reduction gearset arrangement  749 . 
     Alternate gearmotor embodiment  713  additionally makes use of multi-turn potentiometer  750  serving as position resolver  723  for rear derailleur  721  and  724  for front derailleur  722  through attachment to second reduction stage gear  751  thereby translating a full derailleur travel rotation of output shaft  748  of gearmotor  713  into a number of rotations of potentiometer internal wiper  752  (not shown) connected to terminal  753  against variable resistor element  754  (not shown) internally connecting terminals  755  and  756  thereby producing electrical resistance values between terminals  753  and  755  and terminals  753  and  756  in a known relationship to positions of rear derailleur  721  and front derailleur  722 , with significantly improved resolutions over either of aforementioned single turn potentiometer  731  of gearmotor  711  or potentiometer  737  of gearmotor  712 . 
     It is additionally emphasized that derailleur resolver apparatus depicted for gearmotor  713  is not limited to a quadruple reduction gearset and is thereby independent of number of reduction stages as well as gearset reduction ratios. It is also important to note that although  FIGS. 21A and 21B  depict a type of multi-turn potentiometer relying on helical resistive elements, other types making use of gearing are available and are subject to implementation in this type of apparatus as well. 
     It is also hereby stressed that aforementioned gearmotor  713  is equally employable in electrically powered but manually actuated shifting apparatuses relying on simpler electronics.