KR101740038B1 - Bicycle frame - Google Patents

Abstract

The present invention relates to a bicycle frame. Such a bicycle frame includes a main frame (3) of a saddle shape and having a leaf spring shape; A rear frame 5 coupled to the rear of the main frame 3 and composed of a pair of leaf springs having a C shape and having a rear wheel W1 and a crank mechanism mounted thereon; A connecting frame (7) for integrally connecting the main frame (3) and the rear frame (5); A front frame 11 disposed at a lower portion of the handle shaft 9 coupled to the front of the main frame 3 and having a front wheel W2 mounted thereon; And a first shock absorber (13) mounted on the rear frame (5) to adjust the amount of shrinkage of the rear frame (5) in the vertical direction.

Description

Bicycle frame {Bicycle frame}

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a bicycle frame, and more particularly, to a technique of forming a bicycle frame by coupling leaf springs made of carbon by a coupling method.

Generally, bicycles are pollution-free vehicles that use manpower. They are the most commonly used vehicles and are a useful means of transportation and exercise that can also benefit from exercise.

These bicycles consist of a foot-stepping frame, a pedal, a crank mechanism, a chain, a front and rear wheel, a handle and a saddle. In addition, the bicycle is made of a heavy material such as steel for the purpose of rigidity and the like, and the weight is increased by manufacturing the bicycle with the heavy material.

Therefore, in recent years, new materials have been developed to reduce the weight while having excellent strength by applying the new material to the frame of the bicycle.

In particular, there is an increasing interest in bicycle manufacturing techniques using special materials such as carbon steel and titanium.

However, in the case of titanium, it is expensive materials ranging from several times to several tens times more expensive than other metals or alloys, and is supplied to bicycles or some clubs.

In addition, mountain bicycles have been popular in recent years, and mountain bicycles operate in an environment where many impacts are transmitted, so that shock absorption is most important.

However, existing bicycles are absorbing and alleviating the impact that occurs due to the buffering force of the tires and the shock absorbers in the form of coil springs mounted on some bikes. The bike frame itself is rather shocked due to the nature of its material It does not absorb it, and it shows the limit to transmit it as it is.

Accordingly, there is a problem that the bicycle frame itself can not absorb or discharge impacts, and the bicycle frame itself can be transmitted to the bicycle frame itself. Also, there is a problem that the frame is damaged by the fatigue stress accumulated in the bicycle frame.

Utility Model Registration Application No. 20-2007-0005798 (Name: Tube for bicycle frame with easy shock absorption and bicycle frame made of it)

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a shock absorber in which the material of the frame is made of a light material, And a bicycle frame provided with the bicycle frame.

In order to achieve the above object, an embodiment of the present invention provides a bicycle frame, wherein the bicycle frame includes a main frame (3) having a saddle and a leaf spring shape;

A rear frame 5 coupled to the rear of the main frame 3 and composed of a pair of leaf springs having a C shape and having a rear wheel W1 and a crank mechanism mounted thereon;

A connecting frame (7) for integrally connecting the main frame (3) and the rear frame (5);

A front frame 11 disposed at a lower portion of the handle shaft 9 coupled to the front of the main frame 3 and having a front wheel W2 mounted thereon; And

And a first shock absorber (13) mounted on the rear frame (5) for adjusting the amount of shrinkage of the rear frame (5) in the vertical direction.

The bicycle frame according to an embodiment of the present invention has the following advantages.

First, a plurality of frames constituting a bicycle are formed of a lightweight material such as carbon, and the frame is made of a square-shaped leaf spring, so that the elasticity is excellent and the impact can be easily absorbed.

Second, it is easy to manufacture by combining a plurality of frames constituting a bicycle into a structure that can be assembled with each other.

Third, the rear frame of the bicycle is bent into the C-shape, and the shock absorber is mounted therebetween to prevent the shock absorber from being damaged when the rear frame having elasticity is pressed beyond the yield point.

Fourth, by changing the front frame to various structures, it is possible to broaden the design according to the specification of the bicycle.

1 is a perspective view showing a bicycle to which a frame according to an embodiment of the present invention is applied.
FIG. 2 is an enlarged partial enlarged view of the rear frame and the connection frame shown in FIG. 1. FIG.
3 is a partially enlarged view showing a structure in which the main frame shown in FIG. 1 is connected to a handle shaft.
4 is a view showing a structure in which the main frame and the saddle shown in FIG. 3 are combined.
FIG. 5 is a view showing a state where the rear frame shown in FIG. 1 and the rear wheel axle are engaged.
Fig. 6 is a view showing a first shock absorber mounted on the rear frame shown in Fig. 1. Fig.
FIG. 7 is a view showing another embodiment of the structure in which the front frame shown in FIG. 1 is coupled to the front wheel.
8 is a front view of Fig.
9 is a side view of the front wheel axle shown in Fig.
FIG. 10 is a perspective view showing a state in which two-stranded C-shaped leaf springs are connected by a hub as another embodiment of the rear frame shown in FIG.
FIG. 11 is a view showing a structure in which two leaf springs are arranged in two upper and lower parts as another embodiment of the leaf spring of the main frame shown in FIG. 1. FIG.
Fig. 12 (a) is a side view showing another embodiment of the front frame shown in Fig. 1, and Fig. 12 (b) is a front view.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a bicycle frame according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 to 6, the bicycle frame 1 proposed by the present invention includes a plurality of leaf springs S, S1, S2 having a rectangular shape and made of a lightweight material such as carbon steel, As shown in Fig.

The bicycle frame (1) includes a main frame (3) having a saddle and a leaf spring shape; A rear frame 5 coupled to the rear of the main frame 3 and composed of a pair of leaf springs having a C shape and having a rear wheel W1 and a crank mechanism mounted thereon; A connecting frame (7) for integrally connecting the main frame (3) and the rear frame (5); A front frame 11 disposed at a lower portion of the handle shaft 9 coupled to the front of the main frame 3 and having a front wheel W2 mounted thereon; And a first shock absorber (13) mounted on the rear frame (5) for adjusting the amount of shrinkage of the rear frame (5) in the vertical direction.

In the bicycle frame 1 having such a structure, the main frame 3 means a leaf spring having a rectangular cross section, and is formed of a lightweight material such as carbon steel. The main frame 3 is coupled to a steering wheel shaft 9 having a handle on the front side thereof, the rear side thereof is coupled to the connecting frame 7, and the saddle is mounted in the middle thereof.

More specifically, a connecting tube 15 protrudes laterally from the handle shaft 9, and a front end of the main frame 3 is inserted into the connecting tube 15. The fastening member such as a bolt is fastened through the connection tube 15 and the main frame 3 so that the main frame 3 can be integrally coupled to the handle shaft 9. [

A saddle is mounted in the middle of the main frame 3, and the saddle can be fixed by the saddle binding means 19. [ The saddle binding means 19 is composed of a pair of binding pieces 21 and 23 corresponding to each other, and the pair of binding pieces 21 and 23 are fastened together by a screw so that they can be integrally joined to each other.

The pair of binding pieces 21 and 23 have semicircular saddle-shaped connecting pieces 21a and 21b protruding upward and the lower portion is bent in a quadrangle so that the frame engaging pieces 23a and 23b, through which the main frame 3 passes, 23b are formed.

Therefore, when the pair of binding pieces 21 and 23 are fastened together by a fastening member such as a bolt and are in contact with each other, a saddle post protruding downward from the saddle is coupled to the upper saddle fitting pieces 21a and 21b, The frame engaging pieces 23a and 23b of the frame main body 3 are fixed to the main frame 3 having a rectangular cross section.

Therefore, the saddle can be stably fixed to the main frame 3 by the saddle binding means 19.

The main frame 3 may be formed of a single leaf spring as described above, but it may be formed of two leaf springs as shown in FIG. 11 as another embodiment.

That is, in the main frame 3, two leaf springs 30 and 31 are vertically arranged, the rear ends thereof are overlapped and integrally connected to each other, and the tip ends are branched into two strands and connected to the handle shaft 9 to be.

The leaf spring 30 disposed at the upper portion is coupled to the connection tube 32 protruding from the upper portion of the handle shaft 9 and the leaf spring 31 disposed at the lower portion is connected to the connection tube 34 projected to the lower portion. Lt; / RTI >

By configuring the main frame 3 with the two leaf springs 30 and 31 as described above, it is possible to more effectively absorb the upward and downward impacts.

Referring back to FIGS. 1 and 2, a connecting frame 7 is coupled to the rear of the main frame 3 to connect the main frame 3 and the rear frame 5 together.

More specifically, the connecting frame 7 has a Y-shaped shape that is branched into two branches from the front to the back. The front end 35 of the connecting frame 7 is connected to the rear of the main frame 3 and the two leaf springs S1 and S2 of the rear frame 5 are connected to the rear ends 37a and 37b, Respectively.

At this time, the distal end and both ends of the connecting frame 7 are in the form of a tubular body having a square cross section in which an empty space is formed. The empty space is large enough to allow the leaf springs of the main frame 3 and the rear frame 5 to be inserted.

The rear end of the main frame 3 is inserted into the front end of the connecting frame 7 and the two leaf springs S1 and S2 of the rear frame 5 are inserted into both ends of the rear end.

As a result, the connection frame 7 serves to connect the main frame 3 and the rear frame 5 to each other.

On the other hand, the rear frame 5 is formed of a C-shaped leaf spring, so that it absorbs the upward and downward shocks that may occur when the bicycle is operated.

More specifically, the rear frame 5 includes a first leaf spring S1; A second leaf spring S2 spaced apart from the first leaf spring S1 by a predetermined distance; And a hub 39 to which the first and second leaf springs S1 and S2 are integrally connected and on which the crank mechanism and the pedal and the first shock absorber 13 are mounted.

In the rear frame 5 having the above-described structure, the first leaf spring S1 has a semi-circular bent shape, that is, a C shape. The second leaf spring S2 also has a C-shape like the first leaf spring S1. Therefore, the first and second leaf springs S1 and S2 have a C-shaped curved shape while being spaced apart from each other by a predetermined distance, thereby effectively absorbing the vertical impact acting on the bicycle. At this time, since the two leaf springs (S1, S2) absorb the impact at the same time, the buffering force can be further improved.

The upper ends of the first and second leaf springs S1 and S2 are inserted into both ends of the connecting frame 7 as described above and the lower ends thereof are integrally connected to the hub 39 as described above.

The lower rear ends of the first and second leaf springs S1 and S2 are supported by a rear wheel shaft on which the rear wheel W1 is mounted.

In other words, as shown in FIG. 5, the support shafts 44 support the first and second leaf springs S1 and S2, respectively. At this time, the rear wheel W1 is mounted at the middle of the rear wheel shaft 44 and is rotatable.

The first support plate S1 is supported by the first support plate 40 through the first support plate 40 and the second support plate 42 is supported by the second support plate 42. [ And the second leaf spring S2 is penetrated and supported.

Since the first and second support members 42 have the same structure and only the mounting directions are opposite to each other, the first and second support members 42, .

The first support member 40 includes a first support piece 46 fixed to the rear wheel shaft 44 and a first support piece 46 screwed to the first support piece 46 to support the first leaf spring S1 And a first support channel 48 to support the first support channel 48.

At this time, a first through hole h1 is formed in the upper portion of the first support piece 46, so that the rear wheel shaft 44 can be fixed through the through hole h1.

The first support channel 48 formed at the lower portion of the first support piece 46 is bent outward to form a rectangular cross-section.

The second support member 42 includes a second support piece 50 and a second support channel 52 in the same manner as the first support member 40 and a second through hole is formed in the second support piece 50 And the second leaf spring S2 is supported through the second support channel disposed at the lower portion.

At this time, the second through hole corresponds to the first through hole (h1), and the screw can be fastened through the first and second through holes.

Accordingly, the first and second support plates 40 and 42 are spaced apart from each other by a predetermined distance, and the first and second leaf springs S1 and S2 ) Can be supported.

The first and second leaf springs S1 and S2 are not limited to the structure in which the plate spring having a rectangular cross-sectional shape is continuously bent in a C shape as described above, 10, another embodiment is shown.

As shown in the figure, the first and second leaf springs S1 and S2 have a difference in that the intermediate portion 55 is twisted and the square cross section is arranged in the vertical direction, not in the horizontal direction, as described above.

That is, the first and second leaf springs S1 and S2 have a shape in which the upper end 53 has a rectangular cross-sectional shape vertically upright, is twisted once at the intermediate portion 55, Horizontal shape.

Therefore, the twisted portion of the intermediate portion 55 can effectively absorb the up-and-down impact.

1 and 2, as described above, the first and second leaf springs S1 and S2 absorb the shock generated when the bicycle is traveling, so that the first and second leaf springs S1 and S2 absorb the impact generated by the bicycle, When the yield strength of the leaf springs (S1, S2) is exceeded, the first and second leaf springs (S1, S2) may be damaged.

Therefore, when the first and second leaf springs S1 and S2 are contracted by a predetermined amount or more by mounting the first buffer 13 between the hub 39 and the main frame 3 in order to prevent the risk of such breakage, This is prevented.

As shown in FIG. 6, the first buffer 13 is a shock absorber having a conventional structure, and has a function of adjusting a buffering force.

The first shock absorber 13 includes a first guide bar 60 disposed upwardly on an upper surface of the hub 39; A first shaft 62 inserted into the outer side of the first guide bar 60 and moving up and down in the vertical direction and connected to the lower portion of the main frame 3; A first tension adjusting screw (64) which is fastened to a screw thread formed on an outer circumferential surface of the first shaft (62) and moves up and down in a vertical direction; And a first elastic member 66 disposed between the first tension adjusting screw 64 and the hub 39 to absorb impact.

In the first shock absorber 13 having such a structure, the first guide bar 60 and the first shaft 62 may be formed in various cross sections, but the present invention will be described as a circular cross section.

The first guide bar 60 and the first shaft 62 are tubular members having a circular cross section and the first guide bar 60 is inserted into the first shaft 62. At this time, the first shaft 62 is coupled to the first guide bar 60 with a tolerance such that the first shaft 62 can move up and down along the first guide bar 60.

A thread is formed on the outer peripheral surface of the first shaft 62, and the first tension adjusting screw 64 is fastened to the thread. Accordingly, when the first tension adjusting screw 64 is rotated clockwise or counterclockwise about the first shaft 62, the first tension adjusting screw 64 is moved up and down along the first shaft 62 The elastic force of the first elastic member 66 can be adjusted.

The first elastic member 66 includes a spring, a synthetic resin having elasticity, or a rubber. The spring 66 is used in the present invention.

The upper end of the spring 66 contacts the bottom surface of the first tension adjusting screw 64 and the lower end of the spring 66 is supported on the upper surface of the hub 39 of the rear frame 5.

Therefore, when an external force acts on the bicycle, the first shaft 62 is lifted up or down along the first guide bar 60, or the first guide 60 is lifted and lowered into the first shaft 62 , The spring 66 can absorb this shock.

Since the load acting on the spring 66 is different according to the weight of the bicycle occupant, the tension of the spring 66 needs to be adjusted appropriately. The tension can be adjusted by the first tension adjusting screw 64 .

That is, since the shrinkage amount of the C-shaped rear frame 5 is increased in the case of a passenger who weighs heavily, it is necessary to increase the tension of the spring 66 in proportion to the increased amount of shrinkage. And is raised in the direction of the main frame 3.

Conversely, in the case of a passenger with a low weight, since the amount of shrinkage of the rear frame 5 is relatively reduced, the tension of the spring 66 needs to be reduced in proportion to the reduced amount of shrinkage, so that the first tension adjusting screw 64 is rotated And is lowered in the direction of the hub 39.

At this time, the flow distance of the first tension adjusting screw 64 can be variously changed, for example, about 5 CM.

1, the front frame 11 can be rotated to support the front wheel W2. However, as shown in FIGS. 7 to 9, when the front frame 11 is lightweight A leaf spring of a material may be applied.

More specifically, the front frame 11 has a slanting portion 70 whose upper portion is connected to the lower portion of the handle shaft 9; A pair of buffer springs 72 for absorbing the shock by supporting the front wheel W2 by branching into two in a lower part of the slanting line 70 and having a C shape; And a pair of second shock absorbers 74 mounted on the pair of shock absorbers 72 to prevent the shock absorber from being excessively contracted by absorbing the shock.

The oblique line portion 70 has a Y-shaped shape that is branched into two as it goes from the upper portion to the rear portion. That is, the upper end of the oblique line portion 70 is connected to the lower portion of the handle shaft 9, and the two leaf springs 72a and 72b of the buffer spring are connected to both ends branched at the lower end.

At this time, both ends of the upper and lower ends of the slanting portion 70 are in the shape of a rectangular tube having a hollow space formed therein. The empty space has such a size that the lower portion of the handle shaft 9 and the leaf springs 72a and 72b of the buffer spring 72 can be inserted.

The lower end of the handle shaft 9 is inserted into the upper end of the slanting line 70 and the two plate springs 72a and 72b of the buffer spring 72 are inserted into both ends of the lower end thereof.

As a result, the hatched portion 70 serves to rotatably support the front wheel W2 by connecting the handle shaft 9 and the pair of buffer springs 72 to each other.

The pair of buffer springs 72 are formed of C-shaped leaf springs, so that they absorb the upward and downward shocks that may occur in the front wheel W2 during bicycle operation.

More specifically, the pair of buffer springs 72 includes a third leaf spring 72a; And a fourth leaf spring 72b that is spaced apart from the third leaf spring 72a by a predetermined distance.

The third leaf spring 72a has a C-shape formed by a bent backward semicircular shape, that is, an upper semicircular portion 78 and a lower semicircular portion 79. The fourth leaf spring 72b also has a C-shape like the third leaf spring 72a. Accordingly, the third and fourth leaf springs 72a and 72b have a C-shaped curved shape in a state of being spaced from each other by a certain distance, so that they can effectively absorb vertical impact acting on the front wheel W2 of the bicycle have. At this time, since the two leaf springs 72a and 72b absorb the shock at the same time, the buffering force can be further improved.

The upper ends of the third and fourth leaf springs 72b are inserted into both ends of the slanting portion 70 as described above and the shaft of the front wheel W2 is rotatably mounted on the lower end thereof.

Therefore, when the impact is applied to the front wheel W2 during bicycle traveling, the C-shaped buffer spring 72 contracts by a certain amount to absorb the impact.

At this time, if the two buffer springs 72 contract due to excessive external force, they may be damaged. In order to prevent such breakage, a pair of second buffer 74 is mounted.

Since the pair of second cushions 74 have the same structure and are described by one cushion and the second cushion 74 has the same shape as that of the first cushion 13, .

That is, the second buffer 74 includes a second guide bar 60 disposed upward on the upper surface of the lower half 79 of the first buffer spring 72a; A second shaft 62 inserted into the outer side of the second guide bar 60 and moving up and down in the vertical direction and connected to the lower portion of the upper semicircular portion 78; A second tension adjusting screw (64) which is fastened to the screw thread formed on the outer circumferential surface of the second shaft (62) and moves up and down in the vertical direction; And a second elastic member 66 disposed between the second tension adjusting screw 64 and the lower semicircular portion 79 to absorb the impact.

When a shock is transmitted to the front wheel W2 while the bicycle travels, the second buffer 74 having this structure shrinks and excessively contracts the C-shaped front frame 68, The shock absorber 74 prevents the front frame 68 from being broken.

12 (a) and 12 (b), the front frame 68 may be bent in an inverted C-shape in a "⊃" shape in which the bending direction of the buffer spring 80 is bent forward have.

Claims (8)

A main frame (3) of a saddle type and having a leaf spring shape;
A rear frame 5 coupled to the rear of the main frame 3 and composed of a pair of leaf springs having a C shape and having a rear wheel W1 and a crank mechanism mounted thereon;
A connecting frame (7) for integrally connecting the main frame (3) and the rear frame (5);
A front frame 11 disposed at a lower portion of the handle shaft 9 coupled to the front of the main frame 3 and having a front wheel W2 mounted thereon; And
And a first shock absorber (13) mounted on the rear frame (5) for adjusting the amount of shrinkage of the rear frame (5) in the vertical direction. The method according to claim 1,
The main frame 3 is connected to a connection tube 15 whose one end is projected sideways on the handle shaft 9 and the other end is connected to the connection frame 7, (1) with a saddle mounted in the middle. The method according to claim 1,
In the middle of the main frame 3, the saddle is mounted by the saddle binding means 19,
The saddle binding means 19 is composed of a pair of binding pieces 21, 23 corresponding to each other,
Each of the binding pieces 21 and 23 has semicircular saddle-shaped connecting pieces 21a and 21b protruding from the upper side thereof;
And frame engaging pieces (23a, 23b) which are bent in a rectangular shape at the bottom and through which the main frame (3) passes,
When the binding members 21 and 23 are coupled to each other, the saddle posts protruding downward from the saddle are coupled to the upper saddle fitting members 21a and 21b, and the lower frame connecting members 23a and 23b pass through the inside A bicycle frame (1) fixed to a main frame (3) of a rectangular cross section. The method according to claim 1,
The connecting frame 7 has a Y-shape in which the connecting frame 7 is branched in two from the front to the rear, so that the front end of the connecting frame 7 is connected to the rear of the main frame 3, A bicycle frame (1) to which two leaf springs of a rear frame (5) are respectively connected. 5. The method of claim 4,
The rear frame 5 includes a first leaf spring S1 bent in a semicircular shape; A pair of second leaf springs S2 spaced apart from the first leaf spring S1 and bent in a semicircular shape,
The upper ends of the first and second leaf springs S1 and S2 are connected to both ends of the connecting frame 7 and the lower portion is connected to the crank mechanism and the pedal and a hub 39 to which the first buffer 13 is mounted Including bicycle frame (1). 6. The method of claim 5,
The first buffer 13 includes a first guide bar 60 disposed upwardly on the upper surface of the hub 39; A first shaft 62 inserted into the outer side of the first guide bar 60 and moving up and down in the vertical direction and connected to the lower portion of the main frame 3; A first tension adjusting screw (64) which is fastened to a screw thread formed on an outer circumferential surface of the first shaft (62) and moves up and down in a vertical direction; And a first elastic member (66) disposed between the first tension adjusting screw (64) and the hub (39) and absorbing the impact. The method according to claim 1,
The front frame (11) has a slanting part (70) whose upper part is connected to the lower part of the handle shaft (9); A pair of cushion springs for absorbing the shock by supporting the front wheel W2 by branching into two at the lower portion of the oblique line portion 70 and having a C shape; And a pair of second shock absorbers (74) mounted on the pair of shock absorbers to prevent the shock absorber from being excessively contracted by absorbing shocks. 8. The method of claim 7,
The second buffer 74 includes a second guide bar 60 disposed upward on the upper surface of the lower half of the first buffer spring; A second shaft 62 inserted into the outside of the second guide bar 60 and moving up and down in the vertical direction and connected to a lower portion of the upper half circle; A second tension adjusting screw (64) which is fastened to the screw thread formed on the outer circumferential surface of the second shaft (62) and moves up and down in the vertical direction; And a second elastic member (66) disposed between the second tension adjusting screw (64) and the lower semicircular portion to absorb the impact.

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