WO2017029139A1 - Vélo à entrainement de direction à déport parallèle ou coudé - Google Patents

Vélo à entrainement de direction à déport parallèle ou coudé Download PDF

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Publication number
WO2017029139A1
WO2017029139A1 PCT/EP2016/068828 EP2016068828W WO2017029139A1 WO 2017029139 A1 WO2017029139 A1 WO 2017029139A1 EP 2016068828 W EP2016068828 W EP 2016068828W WO 2017029139 A1 WO2017029139 A1 WO 2017029139A1
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WO
WIPO (PCT)
Prior art keywords
steering
cycle
frame
rider
steering input
Prior art date
Application number
PCT/EP2016/068828
Other languages
English (en)
Inventor
Esdel Keith HELFET
Christopher John TILLBROOK
Original Assignee
Helfet Esdel Keith
Tillbrook Christopher John
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 Helfet Esdel Keith, Tillbrook Christopher John filed Critical Helfet Esdel Keith
Priority to EP16747797.5A priority Critical patent/EP3337717A1/fr
Publication of WO2017029139A1 publication Critical patent/WO2017029139A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B62K21/18—Connections between forks and handlebars or handlebar stems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/18—Joints between frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K3/00—Bicycles
    • B62K3/005—Recumbent-type bicycles

Definitions

  • This invention relates to cycles and is particularly concerned with cycle steering, frame configuration and riding stance.
  • This is generally a semi-recumbent format with a pedal 'forward' stance and a steering input control which reaches back toward a seated rider, who can steer without forward lean or weight transfer over the front forks and steerable front wheel.
  • the pedal crank axis need not be higher than convention, but can be closer to the ground for quick return of rider's feet to the ground to stabilise the cycle.
  • An open, hollow-section, curved frame form of hydro-formed metal or composite synthetic plastics construction is convenient, for ease of side access in rider mount and de-mount.
  • the configuration retains a traditional so-called bottom bracket or pedal crank axis height above a ground reference plane, for quick return to the ground of a rider's feet; which is a reassurance, particularly for town use.
  • a steering input plane orthogonal to the outstretched (fore-)arms of a seated rider is also provided. This gives a relaxed, comfortable, 'laid-back' vehicle-like steering situation. It also allows a rider comfortably to look to one side and right behind, without inadvertent, un-commanded steering input, with consequent unintended directional change, erratic forward progress and side-to-side wobble.
  • An electric-assist variant has also been devised, with provision for battery storage, electrical control gear and wiring harness within the frame and a drive motor integrated within a wheel hub, usually at the rear.
  • the assist power available if not properly regulated and applied, is capable of delivering, a disconcerting surge of torque, which can unsettle a novice rider and result in unintended steering jolt with directional change and risk of tip over sideways.
  • the more familiar orientation of the steering input in the present case can help a seated rider recognise and counter this, particularly as it is presented back to a rider braced with a back-rest.
  • the cycle of the present invention with offset parallel steering is more (immediately) drivable, fathomable and ridable to an untutored rider and of wider commercial appeal. This applies to both steering directional change and lateral balance using steerable front wheel inputs, for low speed manoeuvring with sharp turns.
  • a 'parallel offset' steering drive of the invention a (concomitant) range of rearward and accompanying downward displacement of the steering input axis admits a variety in rearward steering disposition.
  • the steering is brought back to a seated rider, whose back is supported by a back-rest, by which a rider can brace the trunk against the reaction of pushing forward, rather than downward, against a pedal crank set well forward of the seat; unlike a conventional cycle configuration, but at traditional height, rather than elevated as in known recumbent or semi-recumbent cycles, for easy transposition of feet from pedals to the ground.
  • the steering input axis is kept largely parallel to the steering output or front form axis, so a rider's arms manipulate the steering in a more familiar plane and easier to relate to the perceived front wheel turn immediately below and ahead of the rider.
  • a steering transmission features tandem joints at opposite ends of a steering (drive transfer) shaft, and a steering input control, such as handle bars or yoke, at one end just beyond or outboard of a joint.
  • the steering transmission of the invention including a steering shaft and end couplings, is conveniently housed within a hollow front frame upright.
  • the rearward displacement of the steering input control can be increased or decreased, with proportionate inverse upper or lower position height change.
  • a steering drive transfer shaft can pivot about a forward, and in practice lower, joint; with a pivot radius of the drive shaft span.
  • a single steering shaft would generally suffice, with joints at opposite ends; but additional shafts and couplings are feasible.
  • Rearward steering input control displacement or offset is a prime objective, rather than the vertical position, to bring the steering input control rearward closer to and within comfortable easy reach of a seated rider, without having to lean forward.
  • angular steering shaft movement is limited in operational use on the road (i.e. paved highway) or un-made off road trail and is not continuously unidirectional, but subject to continual modest reversal as steering is adjusted and corrected.
  • road i.e. paved highway
  • steering is a sensitive angular control, with immediate and direct feedback to a rider through the steering input control.
  • directional change can be imparted by steerable wheel to road contact and disposition of a rider weight fore and aft and laterally, which in turn impact upon balance. At speed a steering input of only a few degrees can impart a marked change in direction.
  • the steering torque reflects the friction or adhesion between a steerable front wheel tyre contact patch and the ground.
  • the tyre As the wheel starts to rotate, there is opportunity for the tyre to lift somewhat from the surface in rotation and track laterally; even slip and skid, so reducing the steering torque. It is natural to introduce some steering input as part of gaining lateral balance, so the steering load is soon reduced. Thus steering load rapidly reduces from when at rest to when under way.
  • joints are used at opposite ends of the shaft.
  • a universal (Hooke type) or constant velocity (double cardan, swivel bearing, Rzeppa or like) joint can be used, according to the (angular acceleration with articulation angle) performance required. It is desirable that the joints have minimal or zero backlash, to preserve continuity, precision and certainty of steering feel for optimum rider directional control and balance.
  • the steering coupling joints could be protected by flexible gaiters, particularly with an exposed drive juxtaposed with a tubular frame, as reflected in Figure 3.
  • a user-selected steering disposition from within a range of adjustment could be provided.
  • the steering position could be pre-set and fixed in original (OEM) frame construction.
  • a minor adjustment in steering axis orientation, consistent with a 'close' to, if not precisely, parallel (say, within 2-5 degrees) offset disposition could be admitted, without undermining a 'normal' steering feel.
  • An open frame configuration lends itself to a continuous arcuate curved sweeping form, from an upper rearward canted and presented steering input support stem, downward to a pedal crank axle support, then rearward and upward to a seat support stem.
  • the forward and rearward canted frame members are splayed apart about a lower pedal crank axis at the frame junction or bottom bracket joint, to afford ample space for rider leg step-though access movement through and across the frame in mount and dismount.
  • a hollow hydro-formed metal alloy such as Reynolds 953 or 931 cold rolled tube
  • stainless steel or moulded synthetic plastics, such as carbon fibre reinforced, composite construction
  • the internal void can contain a steering transmission, including a steering shaft and opposite end couplings or universal joints.
  • a hollow frame void can be used storage, such as battery storage, electronic power control, charger modules, wiring harness, charger lead and ad hoc cabling in an electric assist cycle variant.
  • the pedal crank axis is set (well) forward of a seat support frame upright pillar, or stem, and of the order of a conventional bottom of seat pillar location, but in a so- called 'semi-recumbent' stance.
  • the seat height is set above the ground by a distance of the order of the rider inside leg, so that, with legs fully extended, a rider can place toes or even feet flat on the ground while seated., perhaps with a modest frame lean to one side.
  • the rider seat is kept high, to promote visibility of the cycle to other traffic and bystanders and also 'look-all- round' vision for a rider, while retaining both hands on the steering input control.
  • This steering hold contributes to cycle stability when manoeuvring. Yet a rider can still reach the ground with legs outstretched and place feed flat on the ground.
  • the conventional height of the pedal crank axis allows ready transition of rider's feet between the pedals and the ground. Yet the pedal crank axis is well forward of the seat to promote a push forward pedal drive action, again braced by the seat backrest.
  • a rider upper trunk is more upright and rearwardly supported than in a traditional cycle configuration, with some beneficial easing of spinal compression and bending load, in favour of a straighter down the spine rider disposition, or more natural a slight inward lower spine curvature; with lower back braced and supported by a backrest.
  • a rider sat upright can more readily look around by turning the head, neck, shoulders and trunk and is more likely to do so, and is more traffic aware.
  • the rider stance is more ergonomic for the propulsion, steering and awareness task challenge.
  • a seated rider arms are outstretched forward and apart to a rearwardly presented steering input control, such as an elongate handlebar or yoke, with hands resting upon opposite outboard ends of the steering.
  • a rearwardly presented steering input control such as an elongate handlebar or yoke
  • the overall riding position, stance and steering feel is familiar and reassuringly comfortable, as a rider can sit back and relax more while riding and being freer to look around, without making inadvertent steering input.
  • the steering is thus effectively 'liberated' and freed from wobble tendency when loaded with rider forward weight shift along with steering turn forces. This allows steadier, straighter steering and directional control.
  • a rider can stabilise the steering from an upright supported stance, rather than risk contributing to de-stabilisation through leaning over the steering.
  • Trail can be defined as a horizontal distance, measured at the ground contact, between a notional intersection of the steering output, or wheel pivot, axis with the ground and a vertical extension of the front wheel axis position.
  • the slope or rake angle of the steering output axis determines the so-called castor angle of the steering.
  • a forward cant of the front forks brings the front wheel axis forward of the forks and also the steering output axis and in turn impacts upon the trail.
  • a forward out-turned fork bottom end is used form similar purpose.
  • a front fork axis carrying a steerable front wheel is canted rearward from bottom to top by a certain rake angle and in a conventional cycle the steering input control or handle bar is mounted upon that same axis, or somewhat forward of it, by using an extension bracket.
  • the steering input and output axes are thus offset coincident or parallel; that is with the same rake angle. For a rider, this makes steering inputs more related to steering output or steerable front wheel turn. A rider can look ahead without having to look down for directional change.
  • the steering input axis is also canted rearward by the same, or a closely similar angle, for an overall parallel or close to parallel, but rearwardly displaced, offset by a significant amount to bring the steering input control in closer reach of a rearward seated rider.
  • the input and output axes have the same rake angle, but are no longer coincident as in a conventional cycle. This does not preclude modest forward extension offset tubes to steering top tube handlebar mounting brackets.
  • the steering output or wheel pivot axis can be kept consistent with established conventional parameters and range bounds.
  • the input axis can be kept consistent with convention, but set markedly further back toward a rider. This can be expressed as a horizontal offset or displacement distance at the ground contact level or through an articulation point of a lower coupling joint in an articulated steering drive transmission.
  • Figure 1 B reflects a geometric construction evoking this.
  • the steering input displacement or offset can be expressed by a combination of a (rearward) horizontal displacement and a (downward) vertical displacement. This in turn determines an articulation angle or inclination of a drive shaft between opposite end couplings in a steering transmission.
  • an articulation joint is located just inboard of the outer bearing pair at each end of the steering shaft.
  • An adjustable forward cycle frame can be contrived for steering input adjustment while providing support.
  • Triangulation of a frame in particular closed loop triangulation in a diamond shape has become a default configuration of an economical open sided stiff structure, derived from the original 1885/6 Starley safety bicycle format , albeit which did not feature a seat down tube to a pedal crank.
  • a top tube omitted, the top of the front frame has no top bracing to the top of the rear frame, so there is a vulnerability to bend and flex fore and aft about the bottom junction of the front and rear frames at the pedal crank axis and also to twist laterally under ground running and rider power transfer through a rear drive train.
  • shock loads from the front wheel which is the first to encounter road undulations are transmitted as vibrations to the front frame, which tends to bend about the bottom bracket crank axis, and can engender a low frequency resonance.
  • the converse applies to loads originating at the rear wheel, such as in extreme off-road trails, albeit less so with paved road use.
  • the front down tube also takes the braking loads.
  • the Applicants envisage a deep, wide cross-section front and rear down tube with a flared continuous progressive transition between front stem carrying front forks, a front (diagonal) down tube around the front wheel down to the pedal crank axis and a rear (diagonal) saddle down tube around a rear wheel up to a saddle mounting stem or slide. With such generous sectional profiles and corner transitions, the necessary open format frame stiffness can be achieved in thin-walled hydro-formed aluminium alloy tube or carbon fibre reinforced hollow section.
  • the open format frame can emulate most, if not all, key established geometry features of a conventional diamond frame, except where departure is intended, such as in reach-back steering and forward crank axis disposition.
  • the pedal crank axis is at a conventional height of a lower frame junction apex, but well forward of a seat longitudinal position.
  • the pedal crank axis and pedal throw are arranged to keep the rider knee joint conveniently disposed in relation to, but not necessarily over, as in a conventional cycle, a pedal spindle and for effective leg to pedal power transfer in rotation about the pedal crank axis through a rear chain drive train.
  • Front head angle and rear seat angle are both of the order of 72 degrees, so front and rear frame tubes are similar to a conventional cycle.
  • Frame considerations, in particular the front and rear frame tubes, include vertical compliance for road shock isolation.
  • Drive transmission considerations include energy expended into forward propulsion.
  • key frame geometry factors and measurement include:
  • trail (reflects wheel diameter) is a function of steering axis angle, fork offset or rake and wheel size; trail, or effective trail, can vary as the cycle leans;
  • a front down tube joins the base of a steering tube or stem
  • pedal axis to front wheel distance must preserve wheel clearance, particularly with wheel turned; handle bars are generally same height as the saddle;
  • ⁇ front wheel size dictates down tube height and pedal clearance at the outreach of crank arm length
  • So-called wheel 'flop' is a steering behaviour in which a cycle tends to turn more than expected, due to the steerable front wheel flopping over when the handlebars are turned. This in turn lowers the front end of the cycle and gravity tends to cause the handlebar rotation to continue with increasing velocity, without further rider input on the handlebars. Increasing the trail and/or decreasing the head angle will increase the flop factor. As the cycle tips over laterally its c. of g. shifts and this in turn reflects steering response.
  • Cycle progress can be disturbed by small undulations, perturbations or upsets from road conditions, which can manifest in un-commanded directional change, with attendant weave, wobble, yaw and roll, even risk of capsize, which a rider learns to make continual small adjustment of the steering input to counter and correct.
  • Lightly damped oscillatory modes such as low frequency weave at higher speeds and high frequency wobble at lower speeds, are more readily recognised and promptly countered with a parallel axis steering input control of the present invention.
  • Trail dictates stability and the tendency to run straight, as it creates a torque about the steering axis (which is set at a rake angle to the vertical; the less rake the quicker the rate of turn) tending to return it to straight.
  • the greater the trail the greater the 'front end grip' or stability and resistance to turn.
  • a front suspension (not used in the following example, but which might be adopted) allows the bike to dive under braking, with a change in rake. Conversely, with a rear suspension and rearward weight transfer.
  • a rider can change the overall bike geometry according to rider stance on the bike. The position of the rider head weight can impact upon the c. of g. With a rider more likely to be seated as the steering input control is brought rearward toward a seated rider, the c.of g. is stabilised over the frame and between the wheels, making use of a compliant rear suspension cushion action, with less likelihood of longitudinal or fore and aft movement and risk of upset. There is also less risk of disturbance of the front wheel and steering.
  • Figure 1 A shows a side elevation of a (bi)cycle front wheel steering drive configuration, with a steering input axis displaced rearwardly from a steering output axis;
  • Figure 1 B shows a version of Figure 1 A with a changed more rearward and lower steering position; and additional annotation to reflect the offset within the steering input control and the relationship between the steering input axis and ground contact point a steerable front wheel whose mounting forks have a lower modest cranked end to provide 'trail';
  • Figure 2 shows a development of Figures 1 A and 1 B along with an overall frame and other cycle elements, including rear seat with back rest, rear wheel and trailing arm rear suspension;
  • Figure 3 shows an implementation of the subject remote steering for a more traditional, part-closed, tubular cross-braced frame construction, with a forward-mounted articulated steering drive shaft with end coupling joints of the invention; in this case exposed ahead of the front frame, although they might be housed in an enlarged over-sized frame upright;
  • a (bi)cycle 30 with an open format frame 31 is configured with reach back steering input control 17, in this case configured as a handlebar or yoke, toward a rear seated rider.
  • the frame 31 has some of the principal elements and well established geometry of a classic diagonal braced frame. Straight and true running by frame alignment is necessary.
  • the frame 31 is of continuous cranked angular (in practice curved) form conjoins mutually splayed front and rear lower frame elements 33, 34 carrying respective front and rear wheels 21 , 41 and conjoined at a lower pedal crank axle 35, set well forward of a seat 40 carried upon a seat slide ramp 42.
  • a forward upper end of lower front frame 33 carries a rearwardly inclined upper frame or front stem 32, whose upper end presents a steering input control 25, of handlebars or yoke, supported at an upper end in a bearing carrier 26. of spaced ball or roller bearing sets.
  • a steering (drive transfer) shaft 11 is located in the frame 32 and has upper and lower drive universal joint or constant velocity joint couplings 12, 14 at opposite ends.
  • the rear frame member 34 which extends rearwardly and upwardly from that into a seat support slide ramp 42 to carry and adjustable rear seat with backrest.
  • the frame 31 follows some aspects the general frame format of the Applicants' previous GB1400832.0, but differs from a conventional closed diamond frame.
  • a steering input axis 17 is parallel to a front fork front wheel mounting and so steering output axis 19, respectively depicted at an angle 15, 20 to the vertical.
  • the steering is fixed in orientation and disposition, but adjustable steering support could be contrived, such as with a re-configured front frame (not shown).
  • the steering set up shown is to preserve a traditional steering input axis modest rearward inclination, cant or lean, (circa 72 degrees to the vertical) consistent with established cycle geometry practice and principles, but to transpose that steering input axis markedly rearward to towards a rider seat.
  • the steering input control such as elongate handlebars or yoke, features an inherent modest forward mounting offset, as with conventional handlebar mounting stems with upper end forward extension tube, as referenced 26 in Figure 1 B.
  • the forward extension stem brings the handlebar or yoke outer end grips somewhat forward of the steering input tube, so reduces the net rearward displacement of that tube from the steering output axis.
  • the steering drive transmission or transfer shaft is inclined rearwardly of a rider's thighs, but at a modest inclination to the vertical and about a lower joint position kept relatively high above a steerable front wheel.
  • the lower coupling joint 14 would be a convenient point about which to articulate the steering drive transfer shaft 11 to elevate or lower the steering input height.
  • the upper joint 12 would be a convenient point about which to adjust the steering input axis 17, consistent with consistency between the input and output axes 17, 19 within certain bounds.
  • the individual joint articulation angle is that between the axes on each side of the joint and is kept modest to optimise joint performance, in particular of uniform angular acceleration between those axes.
  • the vertical displacement DV and horizontal displacement DH of the upper joint and steering input control are inter-related by the steering drive shaft length or span as a radius of rotation about either end joint.
  • a fixed span shaft would suffice for most purposes, but an adjustable span, such as a telescopic shaft could be employed for greater range of adjustment.
  • the steering input control lies in a plane orthogonal to the steering input axis and so in turn to the steering output axis and thus the plane of the steerable front wheel.
  • the angular movement of the steering input control 25 is more readily apparent and intuitively related visually to the angular movement of the steerable front wheel 21 , so the overall perception of the steering action and feel is familiar and more readily fathomed and coped with.
  • the cycle 30 is therefore more immediately controllable and relaxing to ride and steer, given the rider is more fully supported and braced from the rear than in a conventional cycle.
  • the handle bar stem mounting 24 incorporates a modest forward offset 13, of the input axis 17.
  • An extrapolation of the steering input axis 17 ti to the ground is rearward by a distance 43 of the front wheel ground contact point.
  • a modest forward offset can be incorporated at the lower end of the front forks to bring the front wheel axle slightly forward, to create a trail or castor action.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention concerne un vélo (30) doté d'une commande d'entrée de direction à déport vers l'arrière pouvant être actionnée à partir d'un siège arrière muni d'un support de dossier sans avoir à se pencher ou transférer le poids sur un volant avant (25), par l'intermédiaire d'un entrainement de direction d'une pluralité d'arbres comportant des couplages rotatifs intermédiaires, un axe d'entrée (17) de direction étant parallèle à un axe de pivotement (19) de fourche de roue avant orientable, pour préserver une sensation de manipulation et de direction de vélo intuitive classique.
PCT/EP2016/068828 2015-08-19 2016-08-07 Vélo à entrainement de direction à déport parallèle ou coudé WO2017029139A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16747797.5A EP3337717A1 (fr) 2015-08-19 2016-08-07 Vélo à entrainement de direction à déport parallèle ou coudé

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1514771.3A GB2541432A (en) 2015-08-19 2015-08-19 Cycle with dog-leg or parallel offset steering input drive
GB1514771.3 2015-08-19

Publications (1)

Publication Number Publication Date
WO2017029139A1 true WO2017029139A1 (fr) 2017-02-23

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PCT/EP2016/068828 WO2017029139A1 (fr) 2015-08-19 2016-08-07 Vélo à entrainement de direction à déport parallèle ou coudé

Country Status (3)

Country Link
EP (1) EP3337717A1 (fr)
GB (1) GB2541432A (fr)
WO (1) WO2017029139A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110182291A (zh) * 2019-06-11 2019-08-30 重庆隆鑫机车有限公司 偏心式转向总成及三轮摩托车

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2561571A (en) * 2017-04-18 2018-10-24 Porterlight Bicycles Ltd Improvements in or relating to cargo pedal cycles

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4778192A (en) * 1985-03-01 1988-10-18 Mcelfresh Lloyd Recumbent vehicle
JP2004276753A (ja) * 2003-03-17 2004-10-07 Shirouma Science Co Ltd 自転車等のハンドル装置
WO2005105560A1 (fr) * 2004-04-28 2005-11-10 Joakim Uimonen Bicyclette a position de conduite variable
EP2199197A1 (fr) * 2007-10-13 2010-06-23 Ni, Lilin Dispositif de direction d'une bicyclette entraînée par poussée et traction
GB2511917A (en) * 2013-02-01 2014-09-17 Edsel Keith Helfet Laid back cycle

Family Cites Families (4)

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Publication number Priority date Publication date Assignee Title
US4108460A (en) * 1975-05-05 1978-08-22 Silva Jr John C Amplified cycle steering system
CA2279491A1 (fr) * 1999-07-30 2001-01-30 Francois Lemay Bicyclette allongee pliable avec suspension centrale
US6527290B1 (en) * 2000-05-18 2003-03-04 James G. Black Recumbent bicycle and apparatus for forming same
US6644677B1 (en) * 2002-01-04 2003-11-11 Dana D. Rose Ergonomic tandem bicycle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4778192A (en) * 1985-03-01 1988-10-18 Mcelfresh Lloyd Recumbent vehicle
JP2004276753A (ja) * 2003-03-17 2004-10-07 Shirouma Science Co Ltd 自転車等のハンドル装置
WO2005105560A1 (fr) * 2004-04-28 2005-11-10 Joakim Uimonen Bicyclette a position de conduite variable
EP2199197A1 (fr) * 2007-10-13 2010-06-23 Ni, Lilin Dispositif de direction d'une bicyclette entraînée par poussée et traction
GB2511917A (en) * 2013-02-01 2014-09-17 Edsel Keith Helfet Laid back cycle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110182291A (zh) * 2019-06-11 2019-08-30 重庆隆鑫机车有限公司 偏心式转向总成及三轮摩托车
CN110182291B (zh) * 2019-06-11 2024-01-30 重庆隆鑫机车有限公司 偏心式转向总成及三轮摩托车

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GB201514771D0 (en) 2015-09-30
GB2541432A (en) 2017-02-22
EP3337717A1 (fr) 2018-06-27

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