Patent Publication Number: US-11655004-B2

Title: Multi-speed rear drive for a bicycle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of and priority to U.S. Provisional Patent Application No. 63/063,672, filed Aug. 10, 2020, which is incorporated herein by reference in its entirety for all purposes. 
    
    
     FIELD 
     Embodiments of the present invention relate to transmission for a pedal-driven vehicle, such as a bicycle. In particular, embodiments relate to transmission for a multi-speed bicycle with a kickback gear hub. 
     BACKGROUND 
     Bicycling has increased in popularity recently, in part, due to an acknowledgment of its utility. Bicycles can be used for long and short-range transportation and can provide a means for transporting goods. A single bicycle can operate under many conditions and in varied environments as well. For example, multi-speed bicycles can be operated on rough terrains as well as developed roads. These bicycles can include hub systems to facilitate speed shifting as needed between environments. 
     In the bicycle industry, hub systems can be expensive to produce and/or repair. Transmission can require a handlebar-mounted shifter, which can be difficult to maintain in rugged environments. Shifting cables can be used to connect the shifter to a rear derailleur and/or other transmission means, however, these components can be easily damaged and/or contaminated. Further, transmission with kickback hubs can be complex and/or inconvenient. For example, in multi-speed bicycles, a kickback hub transmission can sequentially cycle through speeds instead of directly activating a speed. 
     BRIEF SUMMARY 
     A multi-speed transmission for a bicycle wheel hub can include a driver to be arranged on a longitudinal axis of a bicycle wheel hub, a plurality of drive teeth arranged radially on the driver, and a multi-speed freewheel arranged on the longitudinal axis. The freewheel can include a first sprocket to be connected to a first pedal drive sprocket via a first chain, a second sprocket to be connected to a second pedal drive sprocket via a second chain, a plurality of pawls radially arranged on the second sprocket to engage with the drive teeth when the pedal shaft is rotated in the non-drive direction a predetermined rotation, a plurality of bias elements arranged radially within an interior area of the second sprocket to bias the plurality of pawls toward the drive teeth, and a shift ring arranged within an interior area of the second sprocket to alternately block engagement of the pawls with the drive teeth. 
     A multi-speed transmission for a bicycle can include a driver having a plurality of drive teeth, a plurality of pawls radially arranged on the driver, a first sprocket engaged with the plurality of pawls having a first gear ratio, a second sprocket having a second gear ratio higher than the first gear ratio, a plurality of pawls arranged radially on the second sprocket to drivingly engage the drive teeth of the driver after moving counterclockwise a predetermined rotation amount, a ring to rotate with the first sprocket and extend within an interior area of the second sprocket, and a plurality of notches radially arranged on the ring to engage with the pawls of the second sprocket and prevent the pawls of the second sprocket from engaging with the drive teeth to drive the bicycle with the second sprocket. The bicycle can be driven with the second sprocket when the pawls of the second sprocket engage with the drive teeth and the pawls of the first sprocket are overdriven. The bicycle can be driven with the first sprocket when the second sprocket is prevented from engaging with the drive teeth of the driver. 
     A multi-speed transmission for a bicycle can include a first sprocket and a second sprocket configured to selectively transmit torque to a wheel of a bicycle, a transmitting sprocket of the first sprocket and the second sprocket can be shifted through pedaling in a non-drive direction. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS/FIGURES 
       The accompanying drawings, which are incorporated herein and form part of the specification, illustrate embodiments and, together with the description, further serve to explain the principles of the embodiments and to enable a person skilled in the relevant art(s) to make and use the embodiments. 
         FIG.  1    is a side view of a multi-speed bicycle according to various aspects of the invention. 
         FIG.  2    is a top view of a transmission according to various aspects of the invention. 
         FIG.  3    is an exploded view of a multi-speed freewheel according to various aspects of the invention. 
         FIG.  4    is a side view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis from a second end according to various aspects of the invention. 
         FIG.  5    is a section view along  5 - 5  of the multi-speed freewheel in  FIG.  4    according to various aspects of the invention. 
         FIG.  6    is a section view along  7 - 7  of the multi-speed freewheel in  FIG.  4    according to various aspects of the invention. 
         FIG.  7    is a side view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis from a second end according to various aspects of the invention. 
         FIG.  8    is a section view along  8 - 8  of the multi-speed freewheel in  FIG.  7    according to various aspects of the invention. 
         FIG.  9    is a rear view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis at a first gear ratio according to various aspects of the invention. 
         FIG.  10    is a section view along  10 - 10  of the multi-speed freewheel in  FIG.  9    according to various aspects of the invention. 
         FIG.  11    is a section view along  11 - 11  of the multi-speed freewheel in  FIG.  9    according to various aspects of the invention. 
         FIG.  12    is a section view along  12 - 12  of the multi-speed freewheel in  FIG.  9    according to various aspects of the invention. 
         FIG.  13    is a rear view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis transitioning from drivingly engaging at a first gear ratio to a second gear ratio according to various aspects of the invention. 
         FIG.  14    is a section view along  14 - 14  of the multi-speed freewheel in  FIG.  13    according to various aspects of the invention. 
         FIG.  15    is a rear view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis transitioning from drivingly engaging at a first gear ratio to a second gear ratio according to various aspects of the invention. 
         FIG.  16    is a section view along  16 - 16  of the multi-speed freewheel in  FIG.  15    according to various aspects of the invention. 
         FIG.  17    is a section view along  17 - 17  of the multi-speed freewheel in  FIG.  15    according to various aspects of the invention. 
         FIG.  18    is a rear view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis at a second gear ratio according to various aspects of the invention. 
         FIG.  19    is a section view along  19 - 19  of the multi-speed freewheel in  FIG.  18    according to various aspects of the invention. 
         FIG.  20    is a section view along  20 - 20  of the multi-speed freewheel in  FIG.  18    according to various aspects of the invention. 
         FIG.  21    is a section view along  21 - 21  of the multi-speed freewheel in  FIG.  18    according to various aspects of the invention. 
         FIG.  22    is a rear view of the multi-speed freewheel of  FIG.  3    arranged on a longitudinal axis transitioning from drivingly engaging at a second gear ratio to a first gear ratio according to various aspects of the invention. 
         FIG.  23    is a section view along  23 - 23  of the multi-speed freewheel in  FIG.  22    according to various aspects of the invention. 
         FIG.  24    is a section view along  24 - 24  of the multi-speed freewheel in  FIG.  22    according to various aspects of the invention. 
         FIG.  25    is a section view along  25 - 25  of the multi-speed freewheel in  FIG.  22    according to various aspects of the invention. 
     
    
    
     Features and advantages of the embodiments will become more apparent from the detailed description set forth below when taken in conjunction with the drawings, in which like reference characters identify corresponding elements throughout. 
     DETAILED DESCRIPTION 
     The present invention(s) will now be described in detail with reference to embodiments thereof as illustrated in the accompanying drawings. References to “one embodiment”, “an embodiment”, “an exemplary embodiment”, etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. 
     Aspects of the present disclosure provide a multi-speed bicycle that can be used on various surfaces, including rough and/or sloped terrain and paved and unpaved roads. The bicycle can also be relatively straight in the drive direction to assemble. Assembly can require easily sourced parts/and or materials so that the design can be both accessible and inexpensive to produce. Additionally, the bicycle can be particularly robust such that maintenance needs are infrequent. 
     In some aspects, a multi-speed bicycle can include one or more sprocket sets to provide multiple gear ratios corresponding to, for example, a low gear ratio and a high gear ratio, respectively. These two gear ratios can be suitable to traverse a wide variety of terrains. A sprocket set can include a pedal drive sprocket, a drive chain, and a gear sprocket. Each sprocket set having a dedicated chain can be easy to assemble and maintain. A freewheel comprising the one or more sprocket sets can arrange the gear sprockets along a longitudinal axis of the rear wheel hub. The gear sprockets can rotate freely about the rear wheel hub, or engage with a driver, also radially arranged along the longitudinal axis of the rear wheel hub. The driver can have radially arranged drive teeth that can engage with the one or more gear sprockets. For example, driving the bicycle at a first gear ratio can include pawls associated with a first gear sprocket drivingly engaged with the driver and drive teeth of the first gear sprocket to drive the bicycle at a first gear ratio. A second gear sprocket can provide a second gear ratio such that pawls associated with the second gear sprocket drivingly engage with the drive teeth of the driver to drive the bicycle at a second gear ratio. Driving engagement can transmit torque from the gear sprocket to the bicycle wheel. 
     In some aspects, a transmission comprising the one or more sprocket sets can be easily toggled to shift between the respective gear ratios. Instead of requiring a handlebar-mounted shifter and shifting cables, the transmission can be toggled, for example, by rotating transmission components, e.g., the pedal shaft and the corresponding sprocket set components, in the non-drive direction. In an aspect, the transmission can be toggled when transmission components are rotated in the non-drive direction a rotational amount required to transition from the first gear sprocket being drivingly engaged with the driver to a second gear sprocket being drivingly engaged with the driver. 
     A shift ring (e.g., a transmitting sprocket) can be arranged along the longitudinal axis to facilitate the transition and selectively transmit torque to the bicycle wheel. The shift ring can extend into portions of the interior of the second gear sprocket. As the pedal shaft is rotated in the non-drive direction the rotational amount required to transition from drivingly engaging the first gear sprocket at a first gear ratio to drivingly engaging the second gear sprocket at a second gear ratio, the freewheel can rotate about the longitudinal axis, allowing the pawls of the second gear sprocket to engage with the drive teeth of the driver. As the pedal shaft is rotated in the drive direction, the pawls of the second gear sprocket are drivingly engaged with the drive teeth of the driver such that the second gear sprocket is drivingly engaged and the bicycle is driven at a second gear ratio. At other rotations where the shift ring is extended into the interior of the second gear sprocket, the shift ring can block the pawls of the second gear sprocket from engaging with the drive teeth of the driver. Instead, the pawls of the second gear sprocket can engage with the shift ring at the locations where the shift ring is extended into the interior of the second gear sprocket. As the pedal shaft is rotated in the drive direction, the pawls associated with the first sprocket are drivingly engaged with the driver and drive teeth of the first gear sprocket to drive the bicycle at a first gear ratio. 
     Aspects of the present disclosure will now be described in more detail with reference to the figures. A multi-speed bicycle  100  is shown in  FIG.  1   . In some aspects, bicycle  100  can include a front wheel  102 , a rear wheel  104 , a frame  106 , a rack member  109 , a rear wheel hub  200 , and/or a multi-speed freewheel  206 . 
     Frame  106  can support front wheel  102  and/or rear wheel  104 . Rear wheel hub  200  can be positioned on the rear axle of bicycle  100  such that it can be rotationally supported by the rear axle. Rear wheel hub  200  can be operatively connected to the spokes and annular rim of rear wheel  104 . Multi-speed freewheel  206  can be mounted onto rear wheel hub  200  and can rotate freely about the rear axle. 
     A rack member  109  can be removably attached to frame  106 . Rack member  109  can include a plurality of members connected to frame  106  and can be expandable to hold and transport a variety of goods. For example, rack member  109  can include a surface on which goods can be placed. Additional surfaces can be attached to increase the area on which goods can be placed. 
     In some aspects, components of bicycle  100  can be easily sourced (e.g., locally or regionally), which can minimize assembly costs. Greater access to parts can facilitate home or local repairs, which can also increase access to maintenance and minimize repair costs. This can be especially important in remote locations. Additionally, materials used can be such that repairs are infrequently needed. In an aspect, some or all of the components of frame  106  can be made of or reinforced by materials to provide durability (e.g., strength, stability, resilience, rust deterrence). In an aspect, frame  106  can comprise metal, plastic, or a composite material, and/or combinations thereof, including, for example, steel, aluminum, titanium, carbon fiber, plastic, bamboo, etc. Frame  106  can be particularly strong to allow support and transmission of large loads. Additionally, some or all of the components of frame  106  can be modular and reusable such that the components can be assembled into a second bicycle  100  or another device. 
     Referring now to  FIGS.  1 - 2   , in some aspects, a transmission for bicycle  100  can include a pedal shaft hub  110 , a first pedal  112 , a second pedal  114 , a pedal shaft  116 , a first pedal drive sprocket  118 , a second pedal drive sprocket  120 , a rear wheel hub  200 , a first chain  202 , a second chain  204 , multi-speed freewheel  206 , a first sprocket  220 , and second sprocket  234 . First pedal  112  and second pedal  114  can be used to rotate pedal shaft  116 . 
     Transmission components can interact with one another to provide driving (i.e., motive) force. In some aspects, transmission components provide driving force in one direction. In an aspect, rotating pedal shaft  116  in the drive direction (e.g., the direction that provides driving force) can be a clockwise rotation when viewing, e.g.,  FIGS.  1 - 2   . In an aspect, rotating pedal shaft  116  in a non-drive direction (e.g., a direction that does not provide driving force) can be a counterclockwise rotation when viewing, e.g.,  FIGS.  1 - 2   . 
     With reference to  FIG.  2   , transmission components can interact with one other to provide driving force. In an aspect, rotating pedal shaft  116  in the drive direction can rotate the transmission components, e.g., first pedal drive sprocket  118 , first chain  202 , first sprocket  220 , second pedal drive sprocket  120 , second chain  204 , and second sprocket  234 , in the drive direction. The transmission components can provide different gear ratios to move rear wheel  104  and propel bicycle  100  in the drive direction. For example, driving force can be provided at a first gear ratio by first sprocket  220  being drivingly engaged with a driver connected to rear wheel  104 . Driving force can be provided at a second gear ratio by second sprocket  234  being drivingly engaged with a driver connected to rear wheel  104 . When not drivingly engaged, a gear sprocket can be engaged such that it touches but does not provide driving force and can rotate with the transmission components. 
     In some aspects, rotating pedal shaft  116  in the non-drive direction can rotate the transmission components, e.g., first pedal drive sprocket  118 , first chain  202 , first sprocket  220 , second pedal drive sprocket  120 , second chain  204 , and second sprocket  234 , in the non-drive direction. The transmission can be toggled, for example, by rotating pedal shaft  116  in the non-drive direction a rotational amount required to transition from first sprocket  220  being drivingly engaged with driver  208  to second sprocket  234  being drivingly engaged with driver  208  once pedal shaft  116  and transmission components are rotated in the drive direction. 
     The first gear ratio can be provided by first sprocket  220 , first pedal drive sprocket  118 , and first chain  202 . The second gear ratio can be provided by second sprocket  234 , second pedal drive sprocket  120 , and second chain  204 . The gear ratio can be determined by the number of teeth of the engaged pedal drive sprocket and the number of teeth of the drivingly engaged gear sprocket. In some aspects, first pedal drive sprocket  118  and second pedal drive sprocket  120  can include a plurality of gear teeth. In an aspect, first pedal drive sprocket  118  can include the same number of gear teeth as second pedal drive sprocket  120 . In another aspect, first pedal drive sprocket  118  can include a different number of gear teeth than second pedal drive sprocket  120 . For example, second pedal drive sprocket  120  can include more gear teeth than first pedal drive sprocket  118 . In an aspect, first pedal drive sprocket  118  can include approximately 27 gear teeth and second pedal drive sprocket  120  can include approximately 44 gear teeth. 
     As shown in  FIG.  2   , bicycle  100  can include one or more pedal drive sprockets operatively connected to one or more gear sprockets of a freewheel arranged on the longitudinal axis  201  of rear wheel hub  200  (e.g., first sprocket  220  or second sprocket  234 ). In an aspect, first pedal drive sprocket  118  can drive first sprocket  220  using first chain  202  and second pedal drive sprocket  120  can drive second sprocket  234  using second chain  204 . 
     In some aspects, first sprocket  220  can be directly driven by first chain  202  that can encircle first sprocket  220  and first pedal drive sprocket  118 . Similarly, second sprocket  234  can be directly driven by second chain  204  that can encircle second sprocket  234  and second pedal drive sprocket  120 . In some aspects, first chain  202  and/or second chain  204  can be surrounded by a cage or cover to protect first sprocket  220 , first pedal drive sprocket  118 , second sprocket  234 , and/or second pedal drive sprocket  120 . In some aspects, the cage can surround all or part of first sprocket  220 , first pedal drive sprocket  118 , second sprocket  234 , and/or second pedal drive sprocket  120  as well. First chain  202  and/or second chain  204  can be arranged such that they can engage with only one sprocket set (i.e., the chains do not move between sprockets). In this way, each sprocket set (first sprocket  220  and first pedal drive sprocket  118 , and second sprocket  234  and second pedal drive sprocket  120 ) can have a dedicated chain, which can create dedicated gear-shifting for multi-speed transmission. First chain  202  and second chain  204  can run generally parallel to each other from first pedal drive sprocket  118  and second pedal drive sprocket  120  to first sprocket  220  and second sprocket  234 , respectively. 
     Pedal shaft  116  can be cylindrically shaped and can be arranged along a longitudinal axis  117  of pedal shaft hub  110 . In an aspect, pedal shaft  116  can support first pedal  112  and second pedal  114 . In some aspects, bicycle  100  can include one or more pedal drive sprockets. For example, a first pedal drive sprocket  118  and a second pedal drive sprocket  120  can be mounted onto pedal shaft  116  and/or arranged on one side of pedal shaft hub  110  along the longitudinal axis  117  (e.g., the left side or the right side when viewing  FIG.  2    from the top). First pedal drive sprocket  118  and second pedal drive sprocket  120  can be axially arranged in close relation on pedal shaft  116 . In an aspect, first pedal drive sprocket  118  can be arranged adjacent to pedal shaft hub  110  on pedal shaft  116 . In an aspect second pedal drive sprocket  120  can be positioned adjacent and outside first pedal drive sprocket  118  along longitudinal axis  117  of pedal shaft  116 . 
     In some aspects, multi-speed freewheel  206  can be arranged along a longitudinal axis  201  of rear wheel hub  200 . First sprocket  220  and second sprocket  234  can be axially arranged in close relation to rear wheel hub  200  and can be aligned with first pedal drive sprocket  118  and second pedal drive sprocket  120 , respectively. 
     As shown in  FIG.  3   , multi-speed freewheel  206  can include driver  208 , seal  212 , bearing  214 , first pawl bias member  216 , first sprocket  220 , friction element  222 , shift ring  224  (e.g., a transmitting sprocket), extended surface  226  of shift ring  224 , a bearing  230 , a seal  232 , second sprocket  234 , a second pawl bias member  238 , a bearing  240 , a bearing shim  242 , bearing cap  244 , and/or a shield  246 . Driver  208  can include a plurality of teeth  250  (e.g., drive teeth), groove  209  (e.g., a drive groove), and a removal tool interface  210 . Pawl bias member  216  can include one or more of a pawl  218  (e.g., first gear ratio engaging pawl) and a pawl  219  (e.g., first gear ratio engaging pawl). First sprocket  220  can include a plurality of teeth  248  (e.g., drive teeth). Shift ring  224  can include extended surface  226  having one or more notches  228  and an end  229 . Second pawl bias member  238  can include one or more of a pawl  236  (e.g., second gear ratio engaging pawl) and a pawl  237  (e.g., second gear ratio engaging pawl). 
     Driving force can be provided by one of first sprocket  220  or second sprocket  234  drivingly engaging with driver  208 . Driving engagement can transmit torque from, e.g., first sprocket  220  or second sprocket  234 , to rear wheel  104 . Multi-speed freewheel  206  components can interact with one or more gear sprockets to provide the driving engagement and driving force. In an aspect, driving force can be provided at a first gear ratio by first sprocket  220  being drivingly engaged with driver  208 . The torque can be transmitted from first sprocket  220  to driver  208  by teeth  248 . In this aspect, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  of first sprocket  220  and one of groove recesses  209   a ,  209   b , respectively. Alternatively, driving force can be provided at a second gear ratio by second sprocket  234  being drivingly engaged with teeth  250  of driver  208 . In this aspect, pawl  236  and/or pawl  237  can be drivingly engaged to teeth  250  of driver  208  and end  229  of extended surface  226 . The torque can be transmitted from second sprocket  234  to driver  208  by teeth  250 . 
     Rotating pedal shaft  116  can rotate the transmission components and multi-speed freewheel  206  components. When not drivingly engaged to provide driving force to rear wheel  104 , multi-speed freewheel  206  components can be drivingly engaged to other components. For example, when first sprocket  220  is drivingly engaged to driver  208 , second sprocket  234  can be drivingly engaged to shift ring  224  such that it does not provide driving force to driver  208  but can rotate with shift ring  224  at the second gear ratio. Similarly, multi-speed freewheel  206  components can be engaged, but not drivingly engaged to rear wheel  104  or a component of multi-speed freewheel  206 . For example, when second sprocket  234  is drivingly engaged to driver  208 , first sprocket  220  can be engaged, but not drivingly engaged, to driver  208  such that first sprocket  220  can rotate in the drive direction at the first gear ratio. In this aspect, first sprocket  220  does not provide the driving force to driver  208  because the rotation of first sprocket  220  at the first gear ratio is slower than rotation of second sprocket  234  at the second gear ratio. Other components of multi-speed freewheel  206  can be touching, but not drivingly engaged or engaged. 
     In some aspects, driver  208  can be removably coupled to rear wheel hub  200 , for example by a threaded connection. Driver  208  can be arranged on its central axis along the longitudinal axis  201  of rear wheel hub  200 . In an aspect, first sprocket  220  and second sprocket  234  can be positioned about driver  208  such that driver  208  can directly support first sprocket  220  and indirectly support second sprocket  234  (e.g., through bearing  230 , bearing  240 , and/or bearing shim  242 ). Groove  209  and teeth  250  can be radially arranged on driver  208  such that groove  209  is axially spaced from teeth  250 . 
     In some aspects, seal  212 , bearing  214 , first pawl bias member  216 , pawl  218 , and pawl  219  can be arranged along the longitudinal axis  201  of rear wheel hub  200  such that seal  212 , bearing  214 , first pawl bias member  216 , pawl  218 , and pawl  219  can be positioned about the portion of driver  208  within an interior area of first sprocket  220 . In an aspect, first pawl bias member  216  can be positioned within groove  209  and at least one of pawl  218  and pawl  219  can be positioned in groove recesses  209   a ,  209   b , respectively. At least one of pawl  218  and pawl  219  can engage one or more of teeth  248  of first sprocket  220  to engage and/or drivingly engage driver  208 . 
     Shift ring  224  can include extended surface  226  having end  229  and notches  228  to selectively transmit torque from multi-speed freewheel  206  to rear wheel  104 . Extended surface  226  can be positioned within an interior area of second sprocket  234 . Since shift ring  224  can be positioned about driver  208 , it can also be positioned about teeth  250  of driver  208 . 
     In some aspects, second pawl bias member  238 , pawl  236 , pawl  237 , bearing  240 , and seal  232  can be arranged along longitudinal axis  201  of rear wheel hub  200  such that second pawl bias member  238 , pawl  236 , pawl  237 , bearing  240 , and seal  232  can be positioned about a portion of driver  208  within an interior area of second sprocket  234 . 
     In some aspects, friction element  222  and shift ring  224  can be arranged along the longitudinal axis  201  of rear wheel hub  200 . Friction element  222  and shift ring  224  can be positioned about the portion of driver  208  within an interior area of first sprocket  220 . In some aspects, friction element  222  and shift ring  224  can be radially aligned such that friction element  222  can be positioned in an outer edge of shift ring  224 . Shift ring  224  and friction element  222  can be positioned about the portion of driver  208  having a portion within an interior area of first sprocket  220 . In an aspect, shift ring  224  and friction element  222  can be drivingly engaged to first sprocket  220  such that shift ring  224  and friction element  222  are coupled to first sprocket  220 . In this aspect, second sprocket  234  can rotate in the non-drive direction relative to shift ring  224  and engage with teeth  250  of driver  208  and end  229  of extended surface  226 . In this aspect, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and/or pawl  237  can be drivingly engaged with teeth  250  and end  229  such that second sprocket  234  can drivingly engage with driver  208  (i.e., torque is transmitted from second sprocket  234  to driver  208 ) to drive rear wheel  104  and propel bicycle  100  in the drive direction. 
     In another aspect, shift ring  224  and friction element  222  can be engaged to first sprocket  220  such that shift ring  224  and friction element  222  are not coupled to first sprocket  220 . In some aspects, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and pawl  237  cannot be drivingly engaged with teeth  250  and end  229  and second sprocket  234  cannot drivingly engage with driver  208  to move rear wheel  104  and propel bicycle  100  in the drive direction. In this aspect, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  such that driver  208  is drivingly engaged to first sprocket  220  (i.e., torque is transmitted from first sprocket  220  to driver  208 ) and rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. 
     In some aspects, bearing cap  244  can be removably secured to driver  208  (e.g., bearing cap  244  can thread onto driver) to cover the respective components of multi-speed freewheel  206 . Bearing shim  242  can be positioned about driver  208  and axially closer to first sprocket  220  than bearing cap  244 . In an aspect, bearing shim  242  can be axially closer to bearing cap  244  than to first sprocket  220 . In an aspect, bearing shim  242  can secure bearing cap  244  and apply a set or adjustable preload (e.g., axially or radially) to one or more bearings arranged over driver  208 . In some aspects, multi-speed freewheel  206  can include one or more bearing shims  242 . In some aspects, shield  246  can be removably arranged partially or entirely over multi-speed freewheel  206 . 
     With reference to  FIGS.  4 - 6   , rotating pedal shaft  116  in the drive direction rotates sprockets  118 / 120  and chains  202 / 204  and in turn first sprocket  220  and second sprocket  234  to provide the driving force for bicycle  100 . In some aspects, when pedal shaft  116  is rotated in the non-drive direction, multi-speed freewheel  206  can disengage from rear wheel hub  200 . First sprocket  220  or second sprocket  234  can freely rotate about the central axis of driver  208 . The transmission can be toggled when pedal shaft  116  and the transmission components are rotated in the non-drive direction a rotational amount required to transition from a first gear being drivingly engaged with driver  208  to a second gear being drivingly engaged with driver  208  (e.g., one-quarter rotation). Since multi-speed freewheel  206  can disengage from rear wheel hub  200  when pedal shaft  116  is rotated in the non-drive direction, the driving force from the pedal drive sprockets to the gear sprockets (by the drive chains) is transferred in only one direction. 
     In an aspect, friction element  222  can be positioned in an outer edge of shift ring  224  such that they are coupled together. In this aspect, rotation can be locked between friction element  222  and shift ring  224 . In some aspects, the arrangement of bearing shim  242  can enable driver  208  to support the free rotation of first sprocket  220  and/or second sprocket  234  about the central axis of driver  208 . 
     In an aspect, at least one of pawl  218  and pawl  219  can be engaged with teeth  248 , which can be radially arranged within an interior area of first sprocket  220 . In an aspect, bearing  214  can provide rotational support to first sprocket  220  and can be sealed. For example, seal  212  can be provided to retain lubricant in bearing  214  and/or prevent external contamination of bearing  214  and/or other components of multi-speed freewheel  206 . In an aspect, bearing  214  can be a roller bearing (e.g., tapered, cylindrical, or needle) that can enable driver  208  to support the free rotation of first sprocket  220  about longitudinal axis  201  and resolve any remaining system forces. 
     In an aspect, at least one of pawl  236  and pawl  237  can be positioned within an interior area of second sprocket  234 . Second pawl bias member  238  and at least one of pawl  236  and pawl  237  can be positioned around teeth  250  of driver  208 . In an aspect, bearing  240  can provide rotational support to second sprocket  234 . In an aspect, bearing  240  can be a roller bearing (e.g., tapered, cylindrical, or needle) that can enable driver  208  to support the free rotation of second sprocket  234  about the central axis of driver  208  and resolve any remaining system forces. In some aspects, removal tool interface  210  can be compatible with industry standard tools (e.g., Park Tool FR-4) and can be used to remove multi-speed freewheel  206  from rear wheel hub  200 . In an aspect, shield  246  can be provided to retain lubricant in bearing  240  and/or prevent external contamination of bearing  240  and/or other components of multi-speed freewheel  206 . In other aspects, shield  246  can protect all or part of multi-speed freewheel  206  from environmental impacts that can aggravate maintenance needs (e.g., rain, wind, dust, etc.). 
     Shift ring  224  can be arranged along longitudinal axis  201  to facilitate transition from a first gear ratio where first sprocket  220  is drivingly engaged with driver  208  to a second gear ratio where second sprocket  234  is drivingly engaged with driver  208  as pedal shaft  116  and the transmission components are rotated in the drive direction. Extended surface  226  of shift ring  224  can be positioned within an interior area of second sprocket  234  between at least one of pawl  236  and pawl  237 . As pedal shaft  116  and the transmission components are rotated in the non-drive direction, multi-speed freewheel  206  can rotate about the longitudinal axis  201 . In this aspect, shift ring  224  and friction element  222  can be drivingly engaged to first sprocket  220 . Second sprocket  234  can then rotate relative to shift ring  224 . As pedal shaft  116  and the transmission components are rotated in the non-drive direction the amount required to transition from the first gear ratio to the second gear ratio (e.g., one-quarter rotation), pawl  236  and/or pawl  237  (i.e., at least one gear pawl on second pawl bias member  238 ) can engage with teeth  250  of driver  208  and end  229  of extended surface  226 . When pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and/or pawl  237  can be drivingly engaged with teeth  250  and end  229  such that rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the second gear ratio. 
     In this aspect, because first sprocket  220  can provide a first gear ratio at which rotation of first sprocket  220  is slower than rotation of second sprocket  234 , pawl  218  and pawl  219  can be engaged with teeth  248  of first sprocket  220  but not drivingly engaged when pedal shaft  116  and the transmission components are rotated in the drive direction. First sprocket  220  does not provide the driving force to propel bicycle  100  because the second sprocket  234  is drivingly engaged at a higher gear ratio with a faster rotation. Because of the faster rotation at the second gear ratio, at least one of pawl  218  and pawl  219  are overdriven. In this aspect, at least one of pawl  218  and pawl  219  can pivot in groove recesses  209   a ,  209   b , respectively, and be overdriven. This arrangement can maintain the axial alignment of first sprocket  220  while moving rear wheel  104  at the second gear ratio. 
     In other aspects, as pedal shaft  116  and the transmission components are rotated in the non-drive direction, the rotation might not provide for transitioning from the first gear ratio to the second gear ratio. In this aspect, the second gear ratio is not triggered. Instead, extended surface  226  of shift ring  224  blocks the engagement between pawl  236  and/or pawl  237  with teeth  250  and end  229  of extended surface  226 . As a result, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and pawl  237  cannot be drivingly engaged with teeth  250  and end  229  and second sprocket  234  cannot drivingly engage with driver  208  to move rear wheel  104  and propel bicycle  100  in the drive direction. Instead, pawl  236  and/or pawl  237  can be drivingly engaged with notches  228 , not driver  208 , and shift ring  224  can rotate in the drive direction with second sprocket  234  at the second gear ratio. In this aspect, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  such that driver  208  is drivingly engaged to first sprocket  220  and rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. 
     In some aspects, as shown in  FIGS.  7 - 8   , first sprocket  220  diameter, D 1 , can be smaller than second sprocket  234  diameter, D 2  and as such, can have a different number of teeth. In an aspect, second sprocket  234  rotates faster than first sprocket  220  because of a higher gear ratio based at least in part on the relative sizes of D 1  and D 2 . 
     In some aspects, first chain  202  and second chain  204  can differ in size to provide the different gear ratios. Chain and/or sprocket sizes can be selected such that both first chain  202  and second chain  204  can be simultaneously tensioned. Alternatively, commonly known chain tensioners can be used to tension first chain  202  and/or second chain  204 . 
     With reference to  FIGS.  9 - 12   , in some aspects, rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. At the first gear ratio, at least one of pawl  218  and pawl  219  can be drivingly engaged with one or more of teeth  248  of first sprocket  220  to move rear wheel  104  and propel bicycle  100  in the drive direction. As shown in  FIG.  10   , in an aspect, teeth  248  of first sprocket  220  can be radially arranged on first sprocket  220 . At least one of pawl  218  and pawl  219  positioned in groove recesses  209   a ,  209   b  on driver  208  can be engaged with first pawl bias member  216 , which can bias pawl  218  and pawl  219  (e.g., concurrently or separately) toward one or more teeth  248  of first sprocket  220  (e.g., via metal springs, elastomeric material, etc.). At least one of pawl  218  and pawl  219  can engage with teeth  248  such that driver  208  is engaged to first sprocket  220 . When pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  such that driver  208  is drivingly engaged to first sprocket  220 . In this aspect, rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. In an aspect, at least one of pawl  218  and pawl  219  can pivot in groove recesses  209   a ,  209   b , respectively, such that it can be a free-riding pawl and can axially support first sprocket  220 . In this aspect, at least one of pawl  218  and pawl  219  can be active in that rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. 
     As shown in  FIG.  11   , at least one of pawl  236  and pawl  237  can be radially arranged within second sprocket  234 . At least one of pawl  236  and pawl  237  can be engaged with second pawl bias member  238 , which can bias pawl  236  and pawl  237  (e.g., concurrently or separately) toward one or more teeth  250  of driver  208  (e.g., via metal springs, elastomeric material, etc.). At the second gear ratio, at least one of pawl  236  and pawl  237  can be biased toward teeth  250  such that second sprocket  234  can be engaged with teeth  250  of driver  208  and end  229  of extended surface  226 . When in the first gear ratio, pawl  236  and pawl  237  cannot engage with teeth  250  and end  229  of extended surface  226 . As a result, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and pawl  237  cannot be drivingly engaged with teeth  250  and end  229  and second sprocket  234  cannot drivingly engage with driver  208  to move rear wheel  104  and propel bicycle  100  in the drive direction. In this aspect, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  such that driver  208  is drivingly engaged to first sprocket  220  and rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. In this aspect, at least one of pawl  236  and pawl  237  can instead be engaged with notches  228  of shift ring  224  such that at least one of pawl  236  and pawl  237  can be drivingly engaged with shift ring  224 . At the first gear ratio, at least one of pawl  236  and pawl  237  can drive shift ring  224  in the drive direction at the second gear ratio provided by second sprocket  234  (at the speed of the second sprocket  234 ) and can be inactive (i.e., prevented from drivingly engaging with driver  208 ). 
     As shown in  FIG.  12   , rotating pedal shaft  116  and the transmission components in the drive direction can cause rotation in the drive direction of shift ring  224  since at least one of pawl  236  and pawl  237  can drivingly engage with shift ring  224  by notches  228 . The rotation in the drive direction of shift ring  224  can decrease the diameter, D 3 , of friction element  222 , reducing the friction forces and decoupling shift ring  224  and friction element  222  from first sprocket  220 . 
     With reference to  FIGS.  13 - 17   , multi-speed freewheel  206  can transition from the first gear ratio with first sprocket  220  drivingly engaged with driver  208  to the second gear ratio with second sprocket  234  drivingly engaged with driver  208 . In some aspects, as pedal shaft  116  and the transmission components are rotated in the non-drive direction, multi-speed freewheel  206  can transition the first gear ratio to the second gear ratio. In some aspects, as pedal shaft  116  and the transmission components are rotated in the non-drive direction, at least one of pawl  236  and pawl  237  of second sprocket  234  can continually engage and disengage notches  228  of shift ring  224 , end  229  of extended surface  226 , and teeth  250  of driver  208 . Accordingly, the transmission can continually be toggled between the first gear ratio and the second gear ratio. 
     As shown in  FIG.  17   , rotating pedal shaft  116  and the transmission components in the non-drive direction can cause the rotation in the non-drive direction of shift ring  224  because shift ring  224  can be coupled to first sprocket  220 . The rotation in the non-drive direction of shift ring  224  can increase the diameter, D 3 , of friction element  222 , increasing the friction forces and coupling shift ring  224  and friction element  222  to first sprocket  220 . 
     Pawl  236  and pawl  237  rotates in the non-drive direction at the second gear ratio faster than shift ring  224  coupled to first sprocket  220 , which rotates at the first gear ratio. This can cause pawl  236  and pawl  237  to rotate relative to shift ring  224 . As a result, pawl  236  and/or pawl  237  can advance away from notches  228  and extended surface  226 . At least one of pawl  236  and pawl  237  can be engaged with second pawl bias member  238 , which can bias pawl  236  and pawl  237  (e.g., concurrently or separately) toward one or more teeth  250  (e.g., via metal springs, elastomeric material, etc.). At a predetermined rotation, at least one of pawl  236  and pawl  237  can be biased toward teeth  250  of driver  208  and can engage with teeth  250  and end  229  of extended surface  226  on shift ring  224 . In this aspect, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and/or pawl  237  can be drivingly engaged with teeth  250  and end  229  such that second sprocket  234  can drivingly engage with driver  208  to drive rear wheel  104  and propel bicycle  100  in the drive direction at the second gear ratio. 
     With reference to  FIGS.  18 - 21   , in some aspects, bicycle  100  can propel in the drive direction at the second gear ratio. At least one of the pawl  236  and pawl  237  can be active at the second gear ratio, such that at least one of pawl  236  and pawl  237  can drive rear wheel  104  and propel bicycle  100  in the drive direction. As shown in  FIG.  19   , in an aspect, at least one of pawl  236  and pawl  237  can drivingly engage with teeth  250  of driver  208  and end  229  of extended surface  226  at the second gear ratio. 
     As shown in  FIG.  20   , in some aspects, at the second gear ratio, at least one of pawl  218  and pawl  219  can be engaged, but not drivingly engaged, with teeth  248  of first sprocket  220 . In the second gear ratio, at least one of pawl  236  and pawl  237  can be drivingly engaged with teeth  250  and end  229  of extended surface  226  and the second sprocket  234  can move rear wheel  104  and propel bicycle  100  in the drive direction. Because the second sprocket  234  is drivingly engaged with driver  208  at a higher gear ratio with a faster rotation than first sprocket  220 , pawl  218  and/or pawl  219  are overdriven into groove recesses  209   a ,  209   b  such that pawl  218  and pawl  219  can be engaged with teeth  248  but not drivingly engaged to provide the driving force to move rear wheel  104  and propel bicycle  100 . 
     As shown in  FIG.  21   , rotating pedal shaft  116  and the transmission components in the drive direction can cause the rotation in the drive direction of shift ring  224  because at least one of pawl  236  and pawl  237  can drivingly engage with teeth  250  and end  229  of extended surface  226 . The rotation in the drive direction of shift ring  224  can decrease the diameter, D 3 , of friction element  222 , reducing the friction forces and decoupling shift ring  224  from first sprocket  220 . 
     With reference to  FIGS.  22 - 25   , multi-speed freewheel  206  can transition from the second gear ratio to the first gear ratio. With reference to  FIGS.  22 - 23   , in some aspects, as pedal shaft  116  are rotated in the non-drive direction, at least one of pawl  236  and pawl  237  of second sprocket  234  can continually engage notches  228  of shift ring  224 , end  229  of extended surface  226 , and teeth  250  of driver  208 . Accordingly, the transmission can continually be toggled between the first gear ratio and the second gear ratio. As shown in  FIG.  24   , at least one of pawl  218  and pawl  219  located on driver  208  can remain engaged with teeth  248  of first sprocket  220 . 
     As shown in  FIG.  25   , rotating pedal shaft  116  and the transmission components in the non-drive direction can cause the rotation in the non-drive direction of shift ring  224  because shift ring  224  can be coupled to first sprocket  220 . The rotation in the non-drive direction of shift ring  224  can increase the diameter, D 3 , of friction element  222 , increasing the friction forces and coupling shift ring  224  and friction element  222  to first sprocket  220 . 
     Pawl  236  and pawl  237  rotates in the non-drive direction at the second gear ratio faster than shift ring  224  coupled to first sprocket  220 , which rotates at the first gear ratio. This can cause pawl  236  and pawl  237  to rotate relative to shift ring  224 . As a result, pawl  236  and/or pawl  237  can advance away from notches  228  and extended surface  226  of shift ring  224 . In an aspect, the non-drive direction rotation does not reach a predetermined rotation such that at least one of pawl  236  and pawl  237  can be biased toward teeth  250  of driver  208  and can engage with teeth  250  and end  229  of extended surface  226  of shift ring  224 . As a result, when pedal shaft  116  and the transmission components are rotated in the drive direction, pawl  236  and pawl  237  cannot be drivingly engaged with teeth  250  and end  229  and second sprocket  234  cannot drivingly engage with driver  208  to move rear wheel  104  and propel bicycle  100  in the drive direction. In this aspect, pawl  218  and/or pawl  219  can be drivingly engaged with teeth  248  such that driver  208  is drivingly engaged to first sprocket  220  and rear wheel  104  can be moved and bicycle  100  can be propelled in the drive direction at the first gear ratio. At least one of pawl  236  and pawl  237  can be engaged with notches  228  of shift ring  224  such that at least one of pawl  236  and pawl  237  can be drivingly engaged with shift ring  224 . In this aspect, shift ring  224  can rotate in the drive direction at the second gear ratio provided by second sprocket  234 . In this configuration, the pawl  236  and pawl  237  can be inactive (i.e., prevented from drivingly engaging with teeth  250  of driver  208  and end  229  of extended surface  226 ). 
     It is to be appreciated that the Detailed Description section, and not the Summary and Abstract sections, is intended to be used to interpret the claims. The Summary and Abstract sections may set forth one or more but not all exemplary embodiments of the present invention(s) as contemplated by the inventor(s), and thus, are not intended to limit the present invention(s) and the appended claims in any way. 
     The present invention(s) have been described above with the aid of functional building blocks illustrating the implementation of specified functions and relationships thereof. The boundaries of these functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternate boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed. The foregoing description of the specific embodiments will so fully reveal the general nature of the invention(s) that others can, by applying knowledge within the skill of the art, readily modify and/or adapt for various applications such specific embodiments, without undue experimentation, without departing from the general concept of the present invention(s). Therefore, such adaptations and modifications are intended to be within the meaning and range of equivalents of the disclosed embodiments, based on the teaching and guidance presented herein. It is to be understood that the phraseology or terminology herein is for the purpose of description and not of limitation, such that the terminology or phraseology of the present specification is to be interpreted by the skilled artisan in light of the teachings and guidance. The breadth and scope of the present invention(s) should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the following claims and their equivalents.