这个内１４的资料很多，实物见得很少．重量不大容易找到．整理下吧
Speedhub 500/14 CC-OEM
Gear hub: 1715 g
Twist shifter: 118 g
Shifter cables attachment: 14 g
Weight total amount: 1847 g
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Frame spacing: 135 mm
Spoke hole circle diameter: 100 mm
Number of spoke: 32
Axle diameter at dropout: 9,8 mm
Oil amount: 25 ml
Sprocket thread: M34 x 6 P6
Chain line: 54 mm
Twist shifter angle per gear: 21°
Shifter cable movement per gear: 7,4 mm
The Rohloff SPEEDHUB 500/14 is a 14 speed epicyclic internal hub gear for bicycles. It has 14 equally-spaced sequential gears operated by one twistgrip with no overlapping ratios. The gear range is wider than that of 27-speed derailleur systems. The Speedhub 36 500/14 has a gear range of 526%, which means that the highest gear is 5.26 times higher than the lowest gear. Across the entire range of the 14 gears shifts increase or decrease in even increments of 13.6%.
The mass of the Rohloff is comparable to that of a triple-chainset derailleur drivetrain with a similar spread of ratios, but being completely sealed it requires substantially less maintenance, especially when combined with a full chaincase. It can be used with a wider chain than most current derailleur gears, which reduces wear on the driving gears. Gear changing is smoother and can be achieved when the bicycle is stationary. Offset against these benefits, it is slightly less efficient than a clean and lubricated derailleur system and is expensive (currently around two to three times the price of a capable triple chainset, rear derailleur, cassette and hub). It is also noisy in the lower gears, although users report that the noise is much reduced as the hub wears in.
VersionsThere are several different versions of the hub for different applications that a bycicle might be used in:-
TS (Touring Axle)
DB (Disc Brake)
CC (Cross Country)
EX (externe Gearbox)
OEM (original equipment manufacturer)
OEM2 (like OEM, for frames with Disc Brake mount, after IS 2000)
T (Tandem)
The hubs are available in different colours: silver (aluminium polished), red or black.
Depending on the type of dropout slots on the frame the sag of the chain can be adjusted differently. The usual type of dropout slots for hubs, which are open in an angle to the front side, is long enough to tighten the chain by moving the back axle up or down. For short dropout slots at frames built for a regular chain derailleur system you will need a suspension strained chain tensioner. The same applies to back wheels with suspension, because the distance between crank and back wheel is changing while riding due to the suspension.
Gear Hub InsideThe internal construction of the gear hub consists of three planetary gear systems, connected one after the other, which are selectively engaged depending on the user's gear choice. The first two gear systems provide selection of seven gears, and the gear selection range is doubled to fourteen by the third gear system. Unlike other gearhubs, the Speedhub is built mainly with roller bearings to gain a high efficiency, and the hub enjoys continuous lubrication of all components in an oil bath, further differentiating the Speedhub from other gearhubs.
The IGR, hub revolutions per sprocket revolution of the Speedhub, lies between 0.279 and 1.467 depending on the gear chosen. The Speedhub has a 526 % range between the highest and lowest gear. The 11. gear with the gear range of 1.00 is called the neutral gear.
The overall average loss of the gears is about 1 % - 5 %, which is equal compared to a regular derailleur system.
The range of gears in detail is shown in the table below.
Gear 1 2 3 4 5 6 7 8 9 10 11 12 13 14
IGR 0,279 0,316 0,360 0,409 0,464 0,528 0,600 0,682 0,774 0,881 1,000 1,135 1,292 1,467
Mounting Hub drive systems such as the Speedhub require that the differential torque between the hub's input (driven cog) and output (back wheel) must be routed to the bicycle's frame. This can be affected by a specially designed wheel dropout slots (OEM versions), or a torque fitting that connects the statonary components of the hub to the bike frame. Both options prevent movement of the hub, providing a stationary (relative to the bike frame) structure to carry the various gears, bearings, and other power-transmitting components.
The shifting mechanism carries operator input to the hub from a twist shifter over two shifter cables. The gear stops are integrated inside the hub, as opposed to other solutions which have the gear stops in the shifter. Since gear indexing occurs within the hub mechanism itself, the shifter cables of the Speedhub can be left untouched once adjusted. If the cables are installed out of adjustment relative to the hub's shifting mechanism, gears still work properly, but the gear numbers on the twist shifter simply display an inaccurate indication of the selected gear. If the adjustment of the twist shifter is far out of proper adjustment, the shifter will not allow selection of the full range of gears.
The correct adjustment of the shifter cables is not really important for the functioning of the Speedhub, but it may influence the precision of the shifting process. Installing the cables too tightly causes shifting to require a great deal of effort. If the shifter cables are too lose, the gear shifting will feel imprecise.
It is possible to mount the twist shifter either left or right on the handlebar, even the direction of the twist up and down is at the installer/user's option. To be able to read the gear number indicator right-side-up, the twist shifter must be installed on the right side of the handlebar.
The frame dropout spacing is according to the current standard of 135mm. The hub weighs, depending on the version, between 1700g and 1825g. The hub contains 25ml of oil which should be replaced once a year or after 5000km (manufacturer advice). The cog on the hub is made for standard-pitch derailleur-type bicycle chains 1/2” x 3/32” (ISO 082) and is offered with different numbers of teeth, like 13/15/16/17. The 15-,16-, and 17-tooth cogs are reversible, offering double cog life once the cog is worn out in one direction.
WeightThe weight of the Speedhub cannot be compared to derailleur systems right away. Due to the symmetrical shape of the spoke flanges, the spoke tension is evenly distributed and far less than that of derailleur bike wheels, therefore, fewer spokes with a smaller diameter can be used. The chain is shorter, the derailleur cassette is omitted and the spokes are actually shorter. In total, all of the weight-contributing components of derailleur systems taken together nearly equal the weight of the Speedhub. In this matter, the situation wherein the hub is used should be taken into consideration. You will find the Speedhub on bikes used every day, traveling bikes and on mountain bikes. The Mittelmeyer company has a correct twist shifter for racing bike handlebars available [1]. Note that special racing bike wheels are more lightly built, but are not comparable to what is described above.
AdvantagesThere is less wear on all parts, resulting in an almost entirely maintenance free hub. This lowers overall maintenance costs.
The compact, closed design requires only a single chain wheel. It also makes it possible to mount the chain in a closed chain case.
Since no derailleur is involved, the chain is always in the optimal position regardless of the chosen gear.
Because the hub is sealed from the elements, dirt and water do not interfere with its operation. This is in contrast to derailleur gear systems.
The Speedhub permits symmetrical lacing of the spokes, which leads to less spoke strain and less spoke breaking.
In comparison to other gear hubs, the Speedhub has a larger overall gear range of 526%, and with its 14 gears, a nearly regular stepping of about 13.6%.
Gears can be changed while the bicycle is stationary.
It is the only modern gear hub available with constant gear steps, which is impossible for derailleur gear systems to provide due to their multiple chain-wheel progression.
DisadvantagesPurchase costs of nearly ９００欧元
When changing from the 7th to the 8th gear under high pedalling pressure, it's possible the hub will change to the 14th gear.
For the first few hundred kilometers, the friction of the hub seals may cause a forward movement of the pedals. The effect lessens over time.
The unusual regularity of the 13% gear stepping is sometimes uncomfortable for riders when the hub is in higher gears.
The seals of the hub may leak when transporting the bicycle on a plane unless the oil is drained from the unit beforehand.
Storing the bike in a horizontal position for a long period of time may cause the seals to leak.
The twist shifter is not compatible with all handlebars. While there are some assembled handlebars available for racing bikes, there is not much variety.
[ 此贴被solution在2008-01-10 18:11重新编辑 ]
