KR101074763B1 - A bicycle that riding position is adjustable - Google Patents

Abstract

The present invention relates to a bicycle in which the frame structure is designed to be variable so as to satisfy both the riding positions of the seated state and the seated state.

In the present specification, the chain chain transmission structure used to transfer the driving force of the bicycle, the chain chain structure that can change the actual front and rear power transmission distance, and the relative position between the saddle when standing and riding and the seat when lying at an angle, the chain The frame rotating structure that can move relatively precisely without interfering with each other according to the hinge of the electric structure is introduced, and the sliding and rotating part of the coupling part of the first and second frames, which are the center frames supporting the bicycle, are introduced. At the same time, there is also introduced a frame sliding structure that allows the pedal to move to the optimum position when the bicycle frame is rotated and deformed by allowing the sliding-rotating coupling to be possible.

Bicycle, Frame, Riding Position, Saddle Position, Saddle Height

Description

A bicycle that riding position is adjustable}

The present invention relates to the structural design of a deformable bicycle.

Attempts to adjust the position of the saddle, the height of the body or the distance between the wheels in bicycle design have been steadily until recently.

Referring to Korean Laid-Open Patent Publication No. 1998-0009030, Korean Laid-Open Patent Publication No. 1998-0009031, and Korean Laid-Open Patent Publication No. 1998-0068636, by varying the angle or the diagonal distance of the side of each frame in a rhombic bicycle center frame structure The configuration for adjusting the height of the saddle is conceptually described. Among them, when the length of a frame forming a specific side is to be changed, the overall geometry of the rhombic bicycle center frame is arranged by horizontally or vertically combining the slidable frame. A configuration for adjusting the shape is also disclosed.

In addition, referring to Korean Patent Application Publication No. 2009-0001819, there is disclosed a bicycle designed to be foldable in two frames each connected to the front and rear wheel axles instead of a general rhombic (or triangular) bicycle center frame. Here, the saddle is attached to the frame where the rear wheel is fixed, but the configuration can be adjusted by adjusting the position of the saddle by changing the coupling position step by step.

On the other hand, the height of the saddle can be adjusted, but basically, unlike the bicycle structure of the form of standing and running, there is also a bicycle designed to ride in a state of sitting comfortably in a chair to run in that state.

For example, refer to Korean Patent Laid-Open Publication No. 2004-0096212 to introduce a structure of a bicycle that can be operated in a low and comfortable posture by arranging a chair that serves as a saddle on a curved center frame and a wide space of front and rear wheels. have.

All of the above-described open technologies are structures in which the position of the saddle and the height of the wheels are slightly adjusted while the basic specifications of the bicycle (distance between front and rear wheels, riding posture, etc.) are fixed.

In other words, in order to finely adjust the position and front and rear wheel height and distance of the saddle, the center frame constituting the closed loop is crushed, or the center frame is designed in the form of a straight line so that the position and angle of the saddle can be adjusted slightly. Is adopted.

However, these structures are basically only one of two riding postures: one sitting on the saddle like a normal bike, or one sitting comfortably on a chair like a modern bike. Can provide.

The typical type of standing bicycle is agile and fast. Sitting bikes, on the other hand, are slow in motion but comfortable in riding, making them suitable for long distance driving.

The basic elements that provide these opposing driving performances and driving sensations are the distance between the front and rear wheels and the shape and fixing position of the saddle (chair). Incidentally, the relative position of the saddle and the pedal is also affected. However, because the relative position between the saddle and the pedal must be adjusted to the length of the leg of the person, the degree of freedom in design is extremely limited and most of them depend on the shape and position of the saddle.

In other words, the bike structure to date has changed the basic specifications of the bicycle such as the wheelbase distance so that the position of the saddle or the wheel can be adjusted slightly to some extent according to the limited variable structure design. Overall variable structural design is not yet developed.

Accordingly, the present invention intends to provide a bicycle structure that can significantly adjust the distance between the front and rear wheels and the pedal position so that the occupant can fully drive the bicycle or drive the bicycle while lying comfortably.

In addition, the present invention is to propose a bicycle structure capable of significantly deforming the shape and installation position of the saddle (or chair) to be inevitably followed in the above structure to suit the structure.

To this end, the present invention introduces a folding chain transmission structure to change the actual forward and backward power transmission distance in the chain power transmission device generally used to transfer the driving force of the bicycle, and when saddle riding and standing obliquely The rotational structure which allows the relative position between seats to be precisely moved relative to the fold of the chain transmission structure without interfering with each other is introduced.

In addition, a sliding-rotating coupling that allows sliding and rotation at the same time to engage the first and second frames, which are the center frames supporting the bicycle, has a sliding structure that allows pedals to move to an optimal position when the bicycle frame is rotated and deformed. Was introduced.

And the present invention is to support the weight of the occupant on the seat of the maximum weight with a minimum coupling structure on the second and third frame of the center frame by the seat is positioned on the saddle when the bicycle is unfolded (when sitting driving position). A support structure was introduced.

Finally, the sliding column, which is the front wheel support structure of the bicycle according to the present invention, is inclined at an angle like the cruiser-type motorcycle when the frame is deformed, and the handle is also capable of rotating and deforming in an oblique direction, that is, when the driver is seated on the seat. The extended length sliding structure and the handle angle conversion structure are adopted at the same time to move the handle to the optimum position.

According to the bicycle of the present invention as described above, when a bicycle user wants agile and fast driving such as city driving, exercise, and mountain driving with one bicycle, the bicycle user can use the general bicycle structure to stand and drive at the same time. When you want a comfortable driving for a long time like driving, it can be used as a bicycle structure that sits like a low and stable cruiser-type motorcycle, which greatly improves the user's satisfaction.

Moreover, it is possible to change the frame of the bicycle without any unnecessary weight increase or separate disassembly step by greatly simplifying the structure of the main deformed part and the support part while having such a variable structure, which greatly improves convenience in daily life. There is.

The main technical considerations in implementing the bicycle of the present invention are as follows.

First, the average length of the user's hip joint to the pedal (L for convenience) should be about the same when the bicycle is folded in its normal state and when the bicycle is unfolded.

Of course, the structure of the saddle and the structure of the seat are different, so the average length (L1) from the hip joint to the pedal when sitting on the seat is slightly less than the average length from the hip joint to the pedal (L2) when sitting on the seat. It should be shorter, but since the position of the pedal is much lower than the position of the pelvis (the overall length of the bicycle is too long), the height of the pedal should be about the same or slightly shorter than L2.

2. If chain drive system is adopted next, the total transmission distance of the chain should be constant.

The chain is the power transmission structure of the bicycle, which is in fact the best and best structure. The disadvantage of the chain is that it is slightly disadvantageous for high-speed transmission (even enough for the wheel speed of the bicycle), which has excellent transmission power for volume and weight, and above all, the power transmission width is narrower than the power transmission length. Perfect for driving bikes that are limited in width.

However, the chain drive is a major technical challenge in the present invention because the entire length of the wound must be constant when ignoring the slight length of the chain is stretched.

In order to overcome this problem, the present invention introduces a rotationally coupled frame, but arranges two chains back and forth with the rotation coupling portion of the frame as a center point.

3. The saddles and seats that support the driver's weight, respectively, when the bicycle is folded in its normal state and when the bicycle is unfolded, shall have an equal support strength.

Since bicycles are machines driven by manpower, weight reduction is the most important. The bike's frame is therefore optimally designed to support the user's weight and force on both wheels with a minimum length and thickness. In this state, when the bicycle is unfolded by sitting on the seat, the support force required to support both wheels of the bicycle as well as the weight support required for the seat itself are greatly increased.

The seat support frame is laid down in the process of unfolding the bicycle, and the support structure of the vertical compression support system set in the first place is distorted. To reinforce this additionally, if the overall seat support frame is designed to be thick, the front and rear weight balance of the bicycle will be greatly impaired, and the weight of the entire bicycle will also increase, thereby reducing the intrinsic performance of the bicycle.

Therefore, the seat support frame should be designed with the minimum weight, but the support strength should be secured to the same level as the vertical frame supporting the saddle.

To this end, the present invention rotates the seat support frame, but when the bicycle is unfolded, the seat structure of the seat introduces a support structure in which the seat is simultaneously seated on the second frame and the third frame.

At this time, the saddle goes under the seat plate of the seat, and the unique cushion of the saddle is used as a cushion of the seat.

Due to this support structure, the seat support frame can be designed to faithfully perform only the back support area when the bicycle is folded.

4. Finally, it will be a natural design, but when the bike is extended, the handle length and width should be adjusted in consideration of the user's arm length and shoulder position.

This structure introduces a structure in which the steering column supporting the front wheel can be extended in a sliding manner to the space above the steering column as the steering column is inclined.

With the above-mentioned length extension structure, the overall steering column length is increased, and the handle is rotated by the narrowly narrowed handle instead of the general horizontal handle, so that the handle shape is suitable for sitting and maneuvering, similar to the position of riding a Harley-Davidson motorcycle. And handle position.

The main technical features of the present invention implemented by including the technical considerations described above are as follows.

A steering column with a front wheel connected to one end and a handle connected to the other end,

A first frame having one end coupled to the steering column so as to be rotatable both in a first rotation axis direction parallel to the steering column and in a second rotation axis direction perpendicular to the steering column;

A second frame is connected to the driving sprocket at one end, the saddle is installed at the other end, and rotatably coupled to the other end of the first frame,

The rear wheel is connected to one end, the third frame, the second frame is coupled to the other end so as to be rotatable, the basic skeleton of the bicycle is configured.

At this time, at one end and the other end of the first to the third frame is further formed a coupling angle fixing device for selectively holding the rotatable coupling at a specific rotation angle.

The coupling part with the first frame formed in the second frame is configured to be slidably fixed in the longitudinal direction of the second frame.

The second frame and the third frame may further include a chain power transmission configuration having a power transmission distance from each one end to a portion rotatably coupled to each other, wherein the second frame and A portion of the third frame rotatably coupled to the power transmission shaft is configured to transfer power from the chain power transmission configuration of the second frame to the chain power transmission configuration of the third frame.

One end of the third frame is further provided with a seat support frame coupled to be capable of rotational movement equal to or greater than the rotation angle of the third frame, the seat support frame has a seat back is moved in the circumferential direction of the rear wheel Combined.

At this time, the seat plate of the seat is located on the saddle in the state where the second frame and the third frame are apart from each other, the third frame is composed of two or more frames formed at intervals wider than the length of the power transmission shaft or the width of the saddle To support the seat plate of the seat as needed.

In addition, the sum of the lengths of the second frame and the third frame is equal to or greater than the sum of the maximum distance from the saddle to the bicycle pedal and the radius of the rear wheel so that the pedal can be smoothly operated even when the bicycle is fully opened. do.

In order to more specifically represent the main technical features of the present invention will be described in more detail below with reference to an example of the present invention included in the drawings.

However, in the embodiment of the invention or specific example described below, the components including specific terms and the specific coupling structure combining them with each other limit the technical concept inherent in the present invention. It is not.

1 is a side view conceptually showing the structure of a bicycle which is an embodiment of the present invention.

1A conceptually illustrates the structure of a typical bicycle. You can see the truss-shaped frame structure that can optimally support the basic position between the wheel and the pedal and the minimum member in the saddle driving state (defined as standing state).

As shown in FIG. 2A, the bicycle of the present embodiment should also be in the same position in the main part while standing.

In the figure the driver sits on the saddle 24 and pedals. In this case, reference numeral 22 denotes a rotation range of the pedal, which may be extended to some extent toward the rear wheel, but there is no expansion margin toward the front wheel. This is because the pedal's range of rotation interferes with the front wheel being steered.

This principle is more strictly applied at the occupied position of the pedal shaft sprocket connected to the pedal. In other words, the pedal shaft sprocket rotation range 21 cannot invade the radius of rotation of the front wheels at all. The pedal axle sprockets located parallel to the wheel's direction of travel are not only critical obstacles to the steering of the front wheels, but also to the rear wheel's occupied space if they are not far apart.

In this embodiment, it is designed on the premise that the rotation range 21 of the pedal shaft sprocket does not interfere with the front wheel at all, whether it is in a standing operation or in a sitting operation (FIG. 1D). (On the other hand, the pedal rotation range 22 was able to invade the front wheels to some extent in the sitting state (FIG. 1D). In this state, the steering angle of the front wheel is relatively small and the horizontal angle of the entire horizontal frame is rather than the steering angle. This is because reducing the length is more important for the strength or stability of the overall structure.)

Referring to Figure 1b, the saddle 24 is disposed rotatably coupled to the end of the frame and the center frame to satisfy the pedal rotation range 22 and the pedal shaft sprocket rotation range 21 in accordance with the principles described above Is placed.

The first chain 23 is installed in the center frame (described below as the second frame) to transmit the pedal power to the second chain described below.

Next, a second chain 33 is installed on the rear wheel side frame (hereinafter, the third frame), and additionally, the seat support frame 32 is rotatably installed with the same rotation axis as the rear wheel axis, and the seat support frame ( 32 is provided with a seat 31.

Referring to FIG. 1C, the saddle 24 and the seat 31 are rotated along the second frame and the third frame, respectively, while the second frame and the third frame are unfolded in a folded state (FIG. 1B). The saddle 24 enters under the seat 31 through the designed design.

Referring to FIG. 1D, which is the next step in the first modified state as shown in FIG. 1C, the steering column connected to the front wheel shaft is laid and the frame connecting the second frame and the steering column (hereinafter referred to as the first frame) is unfolded. At the same time, moving toward the front wheel along the steering column, and also toward the rear wheel along the second frame to reduce the distance between the wheels of the entire bicycle.

Afterwards, the state of the bicycle supports the weight of the driver while connecting the front and rear wheel shafts of the bicycle together with the steering column in a state where the first, second, and third frames are almost horizontally aligned, and the seat 31 on which the driver sits is It bears the load of the user transferred to the seat plate and the backrest while simultaneously being supported by the seat support frame 32, the saddle 24, the third frame from the rear wheel shaft.

As described above, the core deformation structure of the bicycle in which the riding posture is controlled is verified as follows in terms of kinematics.

FIG. 2 is a diagram kinematically explaining a range of motion limit for the structure of the present invention bicycle.

Referring to FIG. 2A, a key factor in determining the overall ratio of the structure in the bicycle of the normal type is the average pedal driving stroke distance from the saddle to the pedal, that is, the average pedal stroke 103 of the driver.

This is the most invariable factor in riding a bicycle, and in addition, the distance between the steering wheel and the saddle may be an invariable factor, but it is how much the driver bends or how far the arm's angle extends. This is somewhat dependent on the location, so it is not critical that the length be fixed.

Therefore, the pedal stroke 103 of the bicycle of the present invention should be constant regardless of whether the bicycle is deformed not only in Fig. 2a but also in Figs. 2b, c and d below. ) Is the most important factor in determining the overall length.

Figure 2b shows the range of rotation of the saddle and the seat, which is a deformable element that is as important as the pedal stroke 103 in the bicycle of the present invention.

In the drawing, the frame connected to the front wheel is a steering column (steering-column = steering shaft 40), and the frame coupled to the rotational and movable in the longitudinal direction of the column from the steering column 40 is the first frame 10, and the The frame rotatably coupled to the end of the first frame 10 is the second frame 20.

In this case, the first frame 10 is rotatably coupled to the second frame 20 in the same way as the steering column 40 and is movable in the longitudinal direction of the frame.

This coupling method cannot be applied to the second frame 20 and the third frame 30 because the chain is wound around the second frame and the third frame, and the length of the chain is basically changed. Because you can't.

Therefore, the third frame 30, which is a frame connected to the rear wheel, is coupled to be able to rotate only at a specific point of the saddle side of the second frame 20.

In the figure, the turning radius 101 of the front end of the seat cannot invade the rear end radius 102 of the saddle. That is, the initial mounting position of the seat should be designed so that the saddle can go down when the second frame and the third frame are unfolded. Otherwise, the second and third frames are blocked by the saddle, and rotational deformation of each other is impossible, or the saddle is positioned on the seat plate of the seat for the purpose of comfort in the first place, and thus, there is no effect of changing the riding position of the bicycle.

Look at Figure 2c. In the drawing, reference numeral 105 denotes a hip-joint point in FIG. 2A. 2C shows that only the second and third frames are fully unfolded, and the sliding movement of the first frame is not yet completed.

In FIG. 2C, the third rotating coupling unit (hereinafter referred to as r3 coupling unit) is a rotation coupling unit for allowing the second frame and the third frame to rotate at a set angle.

In the reference numerals shown in the drawings, a coupling part denoted by the letter r, that is, r3 to r6 coupling part, is a rotating coupling part capable of only relative rotation of both members. Where r means rotating. In addition, the coupling portion indicated by the letter s, that is, the s7 coupling portion is a sliding coupling portion that can be moved relative to each other in the longitudinal direction of the combined member. Where s means sliding or sliding. In the same way, in the following reference numerals shown in FIG. 2D, the coupling portion whose front letter is denoted by sr, that is, the sr1 to sr2 coupling portion, is a coupling portion capable of both relative rotation and longitudinal relative movement.

Likewise here sr means rotating-sliding.

In the drawing, the color of the rotatable portion is blue, the color of the rotatable portion is bright green, and the color of the portion capable of both rotational and sliding movement is indicated in red.

The s7 coupling part provided in the sliding column has an extension shaft embedded in the column being pulled out in the sliding direction 106. Next, the upper end of the sliding column is provided with an r6 coupling part. The handle, which was placed in the horizontal direction while being perpendicular to the front wheel, is rotated in an oblique direction 107 so that the driver can comfortably grip the driver while sitting like a handle of a Harley Davidson motor cruiser cycle. Is modified to help.

As the second frame 20 rotates, the r4 coupling unit rotates appropriately to push the saddle under the seat before the third frame 30 is fully rotated. (Without r4 coupling, the saddle may be caught at the end of the seat.) Shows rotation ranges 101 and 102.

An important trajectory when the second and third frames rotate around the r3 coupling portion is the pedal stroke 103 and the seat plate end rotation range 104 of the seat.

If the seat of the seat is the seat of a regular chair (ie not as narrow as a saddle), the maximum range that the driver can lower is the seat end of the seat. That is, the hip joint (hip-joint = 105) must be located above the seat plate end of the seat.

In Fig. 2c, the position 105 of the hip-joint is located above the rotation range 103, which is shown by the blue circle, which cannot go deep into the seat end rotation range 104 of the seat.

In other words, Figure 2c is an incomplete deformation state in which the driver can only drive the bicycle while sitting at the end of the seat.

Therefore, in FIG. 2D, the sr2 coupling portion is moved toward the rear wheel such that the hip joint coincides with the hip-joint 105 that satisfies the pedal stroke 103 while the driver sits comfortably in the seat.

At this time, the second to third frames are almost in a straight line, but this is only an example corresponding to the present embodiment, and the second to third frames do not necessarily have to be a straight line. However, lowering the position of the seat as much as possible is good for driving stability of the bicycle (if the seat is high, the foot may not touch the ground when lowering the seat under the seat while driving). To minimize all, the second and third frames should be as wide as possible (almost straight).

Another important consideration in considering the pedal height according to the driving stability is that the height of the pedal stroke after deformation in the drawing cannot be lower than the height of the pedal stroke before deformation. This height, indicated as minimum-pedal high in the drawing, is self-evident as the foot hits the ground when the pedal is low. Therefore, it is not possible to rotate r5 too much to lower the seat position. Although r3 may be rotated more at an angle of 180 degrees or more, r5 may be rotated more, but in this case, a design for fixing the second to third frame rotation coupling parts (the saddle support 25 described below) plays a role. There are many restrictions, and the chain installed in the third frame must rotate past the saddle, ie rotate outside of the saddle. This spacing between the chains is virtually impossible since it interferes with the legs moving the pedals.

Therefore, the coupling angle at which the second frame and the third frame can be rotated while satisfying the minimum-pedal high is preferably 180 degrees or less that does not rotate through the saddle.

2D shows that the sr2 coupling portion moves in the direction 108, and at the same time, the sr1 coupling portion between the steering column and the first frame also moves toward the front wheel as much as possible. The combination of the sliding motion and the rotational motion moves the handle as close to the seat as possible. The most important factor in determining this limit of movement is that the pedal sprocket of the second frame should not overlap the front wheel. A gap 110 denotes the interference prevention margin. In this case, the pedal overlaps the front wheel, and the steering angle of the front wheel will be limited according to the width of the left and right pedals. This steering limitation can be solved by placing a separate restrictor on the steering column (acting only when opened). If you do not want to limit steering, you can reduce the sliding length in the 108 and 109 directions to minimize the overlap between the front wheel and the pedal stroke. However, in such a low driving position, it is not necessary to steer sharply, but rather narrowing the steering range is not a disadvantage because it may cause the bicycle to fall or cause an accident.

In the figure, the seat rests on the saddle, which is tilted as far as the pedal. Referring to the drawings, it can be seen that the distance between the seat support frame and the third frame is narrower than that of FIG. 2C. That is, the seat support frame and the third frame can be designed as a cushion support structure that can be slightly rotated with each other. In addition, in the drawing, the seat is supported by the second frame, the saddle, the third frame, and the like, and the seating structure and the support structure can be said to be excellent. This optimized seating structure provides sufficient margin for the strength design of the overall structure, in particular the strength design of the seat support frame, and contributes to the weight reduction of the overall weight of the body.

FIG. 3 is a side view of an embodiment in which each frame is actually shaped such that the movement mechanism of FIG. 2 can be implemented under an actual load. FIG.

3A and 3B show both sides of the bicycle in a folded state, that is, a general driving state.

In the drawing, the first frame 10 may be designed in a general simple pipe shape, but the second frame 20 and the steering column 40 should be designed in a complex shape having a stepped portion. This is because the first frame 10 linearly slides on the second frame and the steering column. Therefore, in order to receive strong axial support in each frame while the sr1 coupling portion and the sr2 coupling portion are fixed at a desired position, the steering column 40 has a stepped portion 11, and the second frame 20 has both ends thereof sr1, sr2. It needs to be the same as the shape of the corresponding surface end of the engaging portion.

The first chain disposed on the second frame is covered with the first chain cover 26 disposed on the right side of the vehicle body, and the second chain disposed on the third frame is the second chain cover 36 disposed on the left side of the vehicle body. Covered with The fixing member 19 disposed in the first frame and the fixing member 29 disposed in the second frame firmly hold both members when the first and second frames are completely deformed and coupled to each other, as shown in FIG. 3C below. It plays an important role in redemption. It is structurally difficult (but not impossible) to receive the strong load on the pedals from the second to third frame joints when the driver sits in the seat and drives. In this structure, the fixing members 19 and 29 support most of the load of the pedal at the optimum position, so that the first frame and the second frame can act as one strong tandem-frame.

Reference numeral 34 is a seat wing 34 provided on both sides of the seat and serves to support the body of the driver not to be pushed from side to side. The seat spring 35 is installed between the seat support frame 32 and the third frame 30 and elastically supports the seat with a spring installed in the saddle support 25 when the seat is seated on the third frame 30.

3C and 3D show the side of the bicycle from both sides in a state where the bicycle is deployed, that is, sitting in a seat.

In the figure, the length of the steering column is extended in the s7 coupling portion of the steering column, the length of the handle is extended in the r6 coupling portion connecting the column and the handle 41. See Figure 5B below for the detailed structure.

FIG. 4A illustrates the movement range r31 in which the seat support frame is rotatable and the movement range s35 in which the seat spring is elastically deformed when the bicycle is unfolded. The saddle supports the seat with additional rotational deformation on the saddle rest.

Figure 4b is a detailed illustration of the range of motion s106 and s109 the first frame is substantially sliding. This movement range is shown to be substantially the same as the range of the movement directions 106 and 109 shown in FIG. 2D described above.

In addition, the rotational motion range r25 represents the range of motion that the saddle support 25 can rotate on the axis connecting the second frame and the third frame.

FIG. 4C is an enlarged view of the state after being completely deformed in the state before deformation of FIG. 4B. In the drawing, the fixing members 19 and 29 are disposed as close to the pedal shaft as possible to efficiently support the load applied to the pedal, and the saddle support 25 is further rotated by the second frame 20 and the third frame 30. It acts as a solid detent between the two members, so that it does not (the bicycle body falls down). In addition, the fixing holes (17, 27) shown in the drawing is a movement to fix the angle of the two members to rotate at a certain angle when the sr1 coupling portion and the sr2 coupling portion rotates, as well as another fixing hole ( 18 and 19 serve to fix the positions of both members moving linearly at both ends when the sr1 coupling portion and the sr2 coupling portion slide.

Figure 4d is a view showing the core body configuration from above in the state the bicycle is deployed. Steering angle in the drawing (steer angle) can be limited in the range of the foot pedal, the steering angle of the bicycle alone is enough. (Because the caster angle is maximized, i.e. the front wheel is lying down large)

In the drawing, the shaft penetrating the third frame 30, the second frame 20, and the saddle support 25 is a rotatable power transmission shaft, and the first chain 23 and the first chain 23 through this short portion (power transmission shaft). The second chain 33 is connected to each other to transmit power from the pedal to the rear wheel.

Here, the power transmission shaft is rotated and supported in the coupling part of the saddle support 25, the second frame 20, the third frame 30, etc. in FIG. It is not marked as. However, those skilled in the art may refer to FIGS. 4C and 4D to connect the first chain and the second chain to each other on a rotation center shared by the saddle support and the second and third frames. It is obvious that additional rotation axes can be inserted.

5A and 5B show the two structures of the bicycle as viewed from above, the handle 41 rotates by r107 at the r6 coupling portion, is pulled out by the extension member 42 (the length is extended), and the handle 43 is the driver. The rotation is deformed to grab hold. In this state, the vertical auxiliary handle of the handle 43 is still upright in a state close to the vertical, thereby providing a driving sensation similar to that of a driver holding a car steering wheel.

In addition, the seat 31 is shown halfway over the saddle 24, the structure does not completely cover the saddle is also optimally designed in consideration of the position of the thigh in the pedal movement.

While the embodiments of the present invention have been described in detail with reference to the drawings, the technical spirit of the present invention is not limited to the above embodiments.

In other words, those of ordinary skill in the art to which the present invention pertains may utilize the technical spirit contained in the specification and drawings of the present invention, and as necessary, simple modifications and simple changes that are not included in the specification and drawings of the present invention. An extended example may be further implemented, but this is also obviously included in the scope of the technical idea uniquely possessed by the present invention.

1 is a side view conceptually showing the structure of the present invention bicycle.

Figure 2 is a kinematic description of the range of motion limits for the structure of the present invention bike can be modified.

FIG. 3 is a side view of an embodiment in which each frame is shaped such that the motion mechanism of FIG. 2 can be implemented under actual load. FIG.

Figure 4a ~ c is a side view showing the detailed configuration of the present invention bicycle.

4d to 5b is a view showing a detailed configuration of the present invention bicycle from the top.

* Explanation of the reference numerals for the main parts of the drawings

10: first frame 20: second frame

21: Pedal Shaft Sprocket Rotation Range

22: pedal rotation range 23: first chain

24: saddle 30: third frame

31: seat 32: seat support frame

33: 2nd Chain 40: Steering Column

sr1: First sliding-rotating coupling part (sr1 coupling part)

sr2: Second sliding-rotating coupling part (sr2 coupling part)

r3: third rotating coupling portion (r3 coupling portion)

r4: fourth rotating coupling portion (r4 coupling portion)

r5: fifth rotating coupling portion (r5 coupling portion)

r6: 6th rotating coupling part (r6 coupling part)

s7: Seventh sliding coupling portion (s7 coupling portion)

Claims (9)

delete delete A front steering wheel connected to one end and a steering column 40 connected to a handle to the other end; A first frame 10 having one end coupled to the steering column so as to be rotatable both in a first rotation axis direction parallel to the steering column and in a second rotation axis direction perpendicular to the steering column; A second frame 20 connected to one end of the driving sprocket and having a saddle installed at the other end thereof, the second frame 20 being rotatably coupled to the other end of the first frame; And A third frame 30 having a rear wheel connected to one end and a second frame rotatably coupled to the other end; It is configured to include, Combination unit (sr2) with the first frame formed in the second frame is capable of adjusting the riding attitude, characterized in that configured to be sliding fixed in the longitudinal direction of the second frame. The method of claim 3, wherein the second frame 20 and the third frame 30, Bicycle, characterized in that it further comprises a chain power transmission configuration to the power transmission distance from each one end to the portion rotatably coupled to each other. The power transmission shaft of claim 4, wherein a portion of the second frame and the third frame rotatably coupled to the power transmission shaft transmits power from the chain power transmission configuration of the second frame to the chain power transmission configuration of the third frame. Bicycle that can adjust the riding posture, characterized in that the configuration. According to claim 5, One end of the third frame is capable of adjusting the seating posture, characterized in that the seat support frame 32 is further configured to be coupled to the same or greater rotational movement than the rotation angle of the third frame bicycle. According to claim 6, The seat support frame 32 is coupled to the seat 31, the backrest is moved in the circumferential direction of the rear wheel, the seat plate of the seat in a state where the second frame and the third frame are apart from each other Cycling posture adjustable bike, characterized in that located on the saddle 24 According to claim 7, wherein the third frame (30) is a bicycle attitude adjustable bike, characterized in that consisting of two or more frames formed at intervals wider than the length of the power transmission shaft or the width of the saddle (24). The sum of the lengths of the second frame 20 and the third frame 30 is equal to or greater than the sum of the maximum distance from the saddle 24 to the bicycle pedal and the radius of the rear wheels. Bicycle which can adjust riding posture to be.

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