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EP0000553B1 - Véhicule à deux roues du type bicyclette - Google Patents

Véhicule à deux roues du type bicyclette Download PDF

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Publication number
EP0000553B1
EP0000553B1 EP78100455A EP78100455A EP0000553B1 EP 0000553 B1 EP0000553 B1 EP 0000553B1 EP 78100455 A EP78100455 A EP 78100455A EP 78100455 A EP78100455 A EP 78100455A EP 0000553 B1 EP0000553 B1 EP 0000553B1
Authority
EP
European Patent Office
Prior art keywords
frame part
wheel
lower frame
vehicle according
rear wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP78100455A
Other languages
German (de)
English (en)
Other versions
EP0000553A1 (fr
Inventor
Hans Günter Dipl.-Ing. Bals
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0000553A1 publication Critical patent/EP0000553A1/fr
Application granted granted Critical
Publication of EP0000553B1 publication Critical patent/EP0000553B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M1/00—Rider propulsion of wheeled vehicles
    • B62M1/18—Rider propulsion of wheeled vehicles by movement of rider's saddle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2164—Cranks and pedals

Definitions

  • the invention relates to a bicycle-like two-wheeled vehicle with a frame consisting of four articulated parts, of which the upper frame part carries a saddle, the front frame part a rotatably mounted front fork connected to a handlebar and the lower frame part carries the rear wheel and the driving sprocket of a chain drive , footrests are attached to the front or lower frame part and a connecting rod articulated on both sides is arranged between the upper frame part and a crank which is connected to the driving sprocket in a rotationally fixed manner.
  • the frame parts of bicycles are welded or screwed to one another and to the struts of the rear wheel fork.
  • the drive takes place in a known manner by means of foot force via pedals connected to the driving sprocket.
  • the saddle and the front fork bearing are fixed relative to each other and to the frame.
  • propulsion takes place alternately in two phases in a vehicle of the type mentioned at the beginning, while the driver shifts his weight onto the saddle and then onto the footrests and the saddle and footrests move up and down in opposite directions, the driving characteristics are crucial assumes that the propulsion is approximately the same in both phases, because when driving uphill the maximum gradient is determined solely by the phase with the weaker propulsion and, in addition, driving is generally found to be more pleasant if the body movements are uniform in both phases. If one assumes that the saddle and then the footrests are alternately loaded with approximately the same force depending on the weight of the rider, the strokes of the saddle and the footrests should not be too different, so that in both phases the same mechanical work approximates performed and the same torque is generated on the rear wheel.
  • the lower frame part ends at the rear wheel axle.
  • the rear frame part extends from a joint arranged at the rear end of the lower frame part directly next to the rear wheel axle to a joint formed shortly before the saddle on the upper frame part.
  • the invention has for its object to improve a vehicle of the type mentioned in such a way that the sequence of movements over both drive phases is more uniform and harmonious and thereby the driving performance is improved.
  • the lower frame part extends with its rear end beyond the rear axle and acts as a two-armed lever.
  • the lower frame part extends beyond the rear wheel axis to such an extent that the joint between the rear and the lower frame part is located radially outside the rear wheel. Given the external dimensions of the vehicle, this results in the longest possible lever arm which increases the stroke of the saddle and the drive torque, and the essential advantage for the rigidity and robustness of the frame is obtained that the lower frame part is integrally connected by two at the rear end by a web parallel struts can exist and a single simple bearing between the lower and the rear bearing part is sufficient.
  • the preferred embodiment of the invention is a spring mechanism acting between the connecting rod and a frame part provided, which preferably consists of an articulated with the rear frame part or the connecting rod and with the other of these two parts via at least one rod connected.
  • the new device By jacking up the new device, it can also be used as a so-called home trainer, for the sake of simplicity the rear wheel can be replaced by a flywheel and the front wheel can be replaced by a rolling, sliding or articulated guide supporting the front frame part.
  • the vehicle shown as an exemplary embodiment in FIG. 1 corresponds to a normal bicycle with regard to the wheels 10, 12, the front wheel fork 14 and the handlebar 16.
  • the saddle 18 and the chain drive consisting of a front, driving sprocket 20, a driven sprocket 22 seated on the axle of the rear wheel and a chain 24, are also commercially available parts.
  • normal bicycle accessories such as Mudguards, lamps and smoke lamps, brakes and gear shift, luggage rack and the like.
  • a special feature of the new vehicle are the numerous joints between the different parts of the frame. All of the joints shown have a horizontal axis of rotation.
  • the frame consists of an upper frame part 26 which is connected to a front frame part 30 via a joint 28.
  • the latter includes the bearing of the front fork 14 and the handlebar 16.
  • a rear frame part 32 is connected to the upper frame part 26 via a joint 36, which in turn is connected to a lower frame part 34 via joints 42.
  • the latter is also articulated on the front frame part 30 via a joint 38.
  • the rear frame part 32 and the lower frame part 34 each consist of struts which are arranged in parallel on both sides of the rear wheel.
  • the struts of the lower frame part 34 extend with their rear end 44 beyond the rear wheel axle 40.
  • the back end 44 can, for example, be bent or angled upwards by 10 to 60 °.
  • the joint 38 is separated from the bearing of the driving sprocket 20 designated 46 for manufacturing reasons.
  • This bearing is fixedly attached to the lower frame part 34, so that the center distance between the two sprockets 20, 22 is constant.
  • a crank 48 is rotatably connected to both sides of the bearing 46 as shown in FIG. 1. Both cranks extend from the bearing 46 in the same direction and are of the same length.
  • Each crank 48 is connected via a joint 50 attached to its free end to a connecting rod 52 which engages at the upper end via a joint 54 on the upper frame part 26.
  • the joints 36 and 54 are secured in the example by means of clamps 56 and 58 on the upper frame part 26, so that they can be adjusted along the tube which forms the upper frame part 26.
  • the saddle 18 is likewise adjustable along the upper frame part.
  • the joint 28 is also adjustable by means of a clamp 62.
  • Height-adjustable footrests 60 are attached to the front frame part 30 in the lower region.
  • the bearing 46 of the driving sprocket 20 together with the front frame part 30 is pressed down with respect to the lower joint 50 of the connecting rod 52.
  • the bearing 46 is then raised again with reference to the joint 50 when the driver in the next phase of movement shifts his weight more strongly onto the saddle and, via the rear frame part 32, the lower frame part 34 to support it on the rear wheel axle 40 pivoted counterclockwise with reference to the drawing.
  • the rotation of the bearing 46 around the joint 50 means, because of the rotationally fixed connection between the driving sprocket 20 and the cranks 48, a rotation of the sprocket 20, as a result of which the drive to the rear wheel takes place. Furthermore, the cyclical movement of the crank 48 and the connecting rod 52 brings with it an alternating spreading and narrowing of the articulated quadrilateral formed from the frame parts 26, 30, 32, 34, which leads to the desired relative movement between the. Saddle 18, the handlebar 16 and the footrests 60 'leads.
  • the upper frame part 26 can have a length of 85 cm and the front frame part 30 between the joints 28 and 38 can have a length of 60 cm.
  • the connecting rods 52 are 38 cm in the example, the cranks 48 are 12 cm, the struts of the rear frame part 32 are 40 cm and the struts of the lower frame part 34 are 37 cm between the joint 38 and the rear wheel axle 40 and in the rear section 44 18 cm long.
  • the distances between the joints on the upper frame part 26 can e.g. be adjusted so that the distance between the joints 28 and 54 is 50 cm and the distance between the joints 54 and 36 is 25 cm.
  • the joints 42 and 50 contain ball bearings, while the joints 28, 36, 38 and 54 are designed according to FIG. 3 a, b. This will be discussed further below.
  • the embodiment according to FIG. 2 corresponds essentially to the embodiment according to FIG. 1 with regard to the upper frame part 26 and the front frame part 30.
  • the lower frame part 34, 44 is a single coherent part because the two side parts are behind the rear wheel united by a web part connecting them.
  • This construction gives the frame greater rigidity and allows, instead of 2 joints 42 with ball bearings, a single joint with a plastic bushing according to FIG. 3a to be used.
  • the greater length of the rear part 44 of the lower frame part 34 compared to FIG. 1 leads to a coarser drive torque in the phase of movement where the weight rests on the saddle.
  • this also includes an improvement in the lever transmission effective when driving as in the arrangement of the bearing of the driving sprocket 20 in front of the joint 38, as shown in FIG. 2.
  • the vehicle according to FIG. 2 has the following dimensions: the rear part 44 of the lower frame part 34 is 38 cm, the cranks 48 are 17 cm, the connecting rods 52 are 46 cm and the other frame parts as long as indicated above for Fig. 1.
  • the articulated angle of the lower frame part 34, 44 designated a is approximately 50 °.
  • FIGS. 3a, b For a description of the joints of the frame, reference is made to FIGS. 3a, b. There, the one of two articulated frame parts is designated A, while the other frame part, each consisting of two struts, is designated B 1 and B z .
  • the upper frame part 26 is represented by part A in FIG. 3a, while the parallel struts of the rear frame part 32 or the connecting rods 52 and parallel tabs on the clamp 62 (FIG. 1 ) or corresponding tabs which are welded to the front frame part 30 (FIG. 2) in FIG. 3 a are symbolized by the reference symbols B 1 ′ B 2 .
  • part A means the front frame part 30, and the struts B 1 ' B 2 represent the lower frame part 34
  • part A corresponds to the web which connects the two side parts of the lower frame part 34, 44 to one another
  • B 1 ′ B 2 denotes the parallel struts of the rear frame part 32.
  • a tubular bearing housing 64 is fixedly connected to the frame part A, for example welded. It contains a bearing bush 66 made of polyamide or another plastic suitable as a bearing material. A bolt 68 extends through the bushing 66 and is rotatably supported therein. As shown, the bolt 68 is a little longer than the bushing 66 and the bearing housing 64.
  • the struts B 1 ' B 2 are by screws 70 which extend through holes in the struts B 1' B 2 and into a central threaded bore in the Bolts 68 are screwed, firmly connected to this.
  • the lever mechanism formed by the articulated frame, the cranks 48 and the connecting rods 52 has two dead positions which have to be overcome with each revolution of the chain wheel 20 during normal travel. This is not a problem when the rear sprocket 22 is non-rotatably connected to the rear wheel 12, but requires special precautions if it is desired to do so while driving, e.g. downhill to stop the up and down movement of the saddle, but continue to roll with the vehicle. Two possible solutions to this problem are explained below with reference to FIG. 4. Fig. 2 then shows yet another proposal.
  • the embodiment according to FIG. 4 uses a friction clutch 76 and 78 consisting of two interacting friction disks, which during normal driving the drag torque from the hub of the rear wheel 12, designated 72, from which only spokes 74 are indicated in FIG. 4, to the sprocket 22 - in a vehicle with an open gearshift, the sprocket 22 is replaced by a block of e.g. 3 or 5 different sized sprockets replaced-transmits.
  • the sprocket 22 is axially slidable, but e.g. held non-rotatably on a surface by means of a wedge.
  • pin-shaped part 73 of the hub 72 and, in a conventional design, consists of two parts 23 and 25 arranged radially one above the other, which are coupled by a freewheel, not shown.
  • the friction disk 76 is non-rotatably fixed to the hub 72 by means of two or more welded-on pins 80, while the friction disk 78 is non-rotatably connected to it in the same way via welded-on pins 80 which engage in holes or slots in the radially outer part of the chain wheel 22.
  • the greatest torque that the clutch 76, 78 can transmit is determined by a plate spring 82 inserted between the friction disk 78 and the chain wheel 22, which is tensioned by a nut 84 screwed onto the fixed axle 40 of the rear wheel 12.
  • the nut presses on the plate spring 82 via the radially inner part 23 of the chain wheel 22 and possibly via a bearing washer reducing the friction between these two parts or an axial roller bearing 81. Axial outside of the nut 84 is then, as shown in FIG. 4, the axle 40 of the rear wheel is firmly connected to the lower frame part 34.
  • the friction between the two friction disks 76 and 78 need not be great in order to overcome the dead positions mentioned.
  • the bias of the plate spring 82 can be adjusted with the help of the nut 84 by a single adjustment for a long time so that the two friction disks 76, 78 always slide against each other when the driver desires and for this purpose his weight opposite to the movement phase of the saddle un relocated to the footrest, e.g. in a phase where he should actually let his weight work on the saddle, the footrests are loaded.
  • a releasable clutch can also be used.
  • the pressure on the friction disks 76, 78 can be changed while driving, e.g. the nut 84 is firmly connected to a lever 85 on which a Bowden cable to be actuated by the driver engages.
  • the pulling wire of the Bowden cable acts in the loosening direction of rotation on the lever 85 and the nut 84, while in the opposite direction of rotation, i.e.
  • FIG. 2 contains a normal freewheel hub with coaster brake.
  • the hub can optionally also include a three-speed gearbox.
  • a normal freewheel hub without back pedaling can also be used brake with or without gear shift of any design can be used. Since normal freewheel hubs only develop a minimal drag torque, which is not sufficient for overcoming the above-mentioned dead positions, FIG. 2 shows a construction which solves the problem of dead positions in a different way. It is assumed that the distance between two specific points on the one hand on the rear frame part 32 and on the other hand on the connecting rod 52 is small in the dead position in which the saddle is in its highest position and large in the dead position in which the saddle has the lowest position. If, under these conditions, a rod designated by 86 in FIG.
  • Fig. 3 a An essentially U-shaped, elastic bracket can be provided as the lamp holder, which is attached directly behind the bearing of the handlebar with one leg to part 26 and the other leg to part 30.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Transmission Devices (AREA)
  • Motorcycle And Bicycle Frame (AREA)

Claims (10)

1. Véhicule à deux roues du type bicyclette avec un cadre, composé de quatre parties (26, 30, 32, 34) articulées, dont la partie supérieure (26) est munie d'une selle, la partie de devant (30) d'une fourche de la roue directrice (14) supportée dans un palier rotatif et assemblée avec le guidon (16), et la partie inférieure (34) tient la roue arrière (12) ainsi que le pignon (20) motrice d'une transmission par chaîne (20, 22, 24), à la partie de devant ou inférieure de cadre (30, 34) il y des pédales (60) et entre la partie supérieure du cadre (26) et une manivelle (48) rotative jointe au pignon motrice il y a une bielle (52) supportée de deux côtés d'une manière articulée (20), caractérisée en ce que la partie inférieure (34) s'étend avec son bout derrière (44) plus loin que l'essieu (40) de la roue arrière et travaille comme levier à deux bras.
2. Véhicule d'après revendication 1 caractérisé en ce que l'articulation (42) entre la partie arrière et la partie inférieure du cadre (32, 34) se trouve radialement en dehors de la roue arrière (12).
3. Véhicule d'après revendication 2 caractérisé en ce que la partie inférieure du cadre (34) est faite d'une seule pièce consistant de deux entretoises parallèles jointes à leur bout derrière d'une traverse et entre lesquelles se trouve la roue arrière (12).
4. Véhicule d'après les revendications 1 à 3, caractérisé en ce que la partie inférieure du cadre (34) derrière l'essieu de la roue arrière a une courbe ou une équerre vers le haut de 10 à 60 degrés.
5. Véhicule d'après une des revendications 1 à 4, caractérisé en ce qu' axialement aux deux côtés du palier du pignon motrice (20) il y a une manivelle (48) de disposition parallèle et une bielle (52).
6. Véhicule d'après une des revendications 1 à 5, caractérisé en ce que l'articulation (38) qui joint la partie de devant et la partie inférieure du cadre (30, 34) est disposée coaxialement avec le palier (46) du pignon motrice.
7. Véhicle d'après une des revendications 1 à 6, caractérisé en ce que la palier (46) du pignon motrice est disposé à la partie inférieure du cadre (34) devant l'articulation (38) entre la partie de devant et la partie inférieure du cadre (30, 34).
8. Véhicule d'après une des revendications 1 à 7, caractérisé en ce qu'en combinaison avec un mécanisme de la roue libre dans la transmission (25, 23, 73) entre le pignon (22) propulsé de la transmission par chaîne (20, 22, 24) et le moyeu (72) de la roue arrière (12) un accouplement (76, 78) à friction est disposé parallèlement au mécanisme de la roue libre qui est construit comme accouplement à glisser ou comme accouplement à debrayer arbitaire- ment.
9. Véhicule d'après une des revendications 1 à 7, caractérisé en ce qu'en combinaison avec un mécanisme de la roue libre dans la transmission (25, 23, 73) entre le pignon propulsé (22) et le moyeu (72) de la roue arrière (12) un ressort (90, 92) opère sur la bielle (52) qui cherche à mouvoir la bielle (52) en dehors des positions parallèles de la manivelle (48).
10. Véhicule d'après une des revendications 1 à 9 en application de home trainer, caractérisé en ce qu'au lieu de la roue arrière (12) on a pourvu un volant et un support solide tient le cadre (26, 30, 32, 34) avec le volant pendant que la partie de devant du cadre (30) est supportée par une roue (10) ou par un guide monté au support.
EP78100455A 1977-07-30 1978-07-20 Véhicule à deux roues du type bicyclette Expired EP0000553B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19772734560 DE2734560A1 (de) 1977-07-30 1977-07-30 Fahrradaehnliches zweiradfahrzeug
DE2734560 1977-07-30

Publications (2)

Publication Number Publication Date
EP0000553A1 EP0000553A1 (fr) 1979-02-07
EP0000553B1 true EP0000553B1 (fr) 1983-01-12

Family

ID=6015319

Family Applications (1)

Application Number Title Priority Date Filing Date
EP78100455A Expired EP0000553B1 (fr) 1977-07-30 1978-07-20 Véhicule à deux roues du type bicyclette

Country Status (10)

Country Link
US (2) US4266794A (fr)
EP (1) EP0000553B1 (fr)
JP (1) JPS5440440A (fr)
AR (1) AR221847A1 (fr)
BR (1) BR7804909A (fr)
CA (1) CA1094124A (fr)
DD (1) DD138176A5 (fr)
DE (2) DE2734560A1 (fr)
ES (2) ES244806Y (fr)
IT (1) IT1103779B (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3910704A1 (de) * 1989-04-03 1990-10-04 Bals Hans G Dipl Ing Sport- und therapiegeraet
DE3910704C2 (de) * 1989-04-03 1998-04-09 Bals Hans G Dipl Ing Sport- und Therapiegerät

Also Published As

Publication number Publication date
ES248311Y (es) 1981-04-01
US4266794A (en) 1981-05-12
IT1103779B (it) 1985-10-14
ES244806Y (es) 1981-01-16
US4371185A (en) 1983-02-01
CA1094124A (fr) 1981-01-20
IT7812727A0 (it) 1978-07-26
DE2734560A1 (de) 1979-02-22
ES244806U (es) 1980-08-16
JPS5440440A (en) 1979-03-29
DE2734560C2 (fr) 1991-11-14
ES248311U (es) 1980-11-01
BR7804909A (pt) 1979-02-28
JPS6157233B2 (fr) 1986-12-05
DD138176A5 (de) 1979-10-17
DE2927896C2 (fr) 1988-06-23
DE2927896A1 (de) 1981-02-05
AR221847A1 (es) 1981-03-31
EP0000553A1 (fr) 1979-02-07

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