WO2021074838A1 - Bicyclette munie d'un cadre amélioré - Google Patents

Bicyclette munie d'un cadre amélioré Download PDF

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Publication number
WO2021074838A1
WO2021074838A1 PCT/IB2020/059693 IB2020059693W WO2021074838A1 WO 2021074838 A1 WO2021074838 A1 WO 2021074838A1 IB 2020059693 W IB2020059693 W IB 2020059693W WO 2021074838 A1 WO2021074838 A1 WO 2021074838A1
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WO
WIPO (PCT)
Prior art keywords
bicycle
connecting body
wheel
limit point
respect
Prior art date
Application number
PCT/IB2020/059693
Other languages
English (en)
Inventor
Dino LORENZETTI
Original Assignee
Lorenzetti Dino
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 Lorenzetti Dino filed Critical Lorenzetti Dino
Publication of WO2021074838A1 publication Critical patent/WO2021074838A1/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
    • B62K3/00—Bicycles
    • B62K3/02—Frames
    • B62K3/04—Frames having a substantially horizontal top bar
    • 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
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • 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
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • B62K19/36—Frame parts shaped to receive other cycle parts or accessories for attaching saddle pillars, e.g. adjustable during ride

Definitions

  • the present invention relates to a bicycle with improved frame.
  • the bicycle is one of the most popular two-wheeled vehicles, usable both as a means of daily transport and as a means of practicing sports.
  • the versatility of the two-wheeled vehicle means that bicycles can be used on different types of road surfaces, such as paved, asphalted, dirt roads, and with different slopes, from flat road sections to hilly and mountainous climbs and descents.
  • Known bicycles have substantially rigid frames, provided with a front portion equipped with a handlebar and a rear portion provided with a seat for the driver, on which respective wheels are mounted. The front and rear portions are connected by a central portion integral therewith. The position of the driver’s body, during the journey, remains substantially integral with the connecting body.
  • the vehicle frame adapts rigidly, inclining consistently with the slope of the road surface.
  • the connecting body tilts and the driver’s body therewith.
  • the driver assumes negative positions, in which it is difficult both to maintain balance and to transmit the force necessary to move the vehicle. Suffice it to say that the typical seat lift which cyclists perform uphill. This change of position serves to compensate for the unfavourable slope of the climb, although involves a great consumption of energy and less control on the vehicle.
  • the cyclist’s position is such that not all of the body weight is perpendicular to the thrust point, which reduces the power transmitted during pedalling.
  • the present invention provides several relevant advantages.
  • the main advantage is that the improved frame can vary its set-up according to the slope of the road surface. In this way, the driver is facilitated to adopt a position favourable to maintaining balance and exerting greater thrust over the pedals.
  • the improved frame indeed, allows the driver to move his body mass perpendicular to the pedals, increasing the power and effectiveness of the thrust on the pedals.
  • the innovative frame of the bicycle allows the driver to maintain a favourable position during the level changes of the route.
  • the driver in fact, as the level of the road surface changes, remains with his body perpendicular to the thrust point. In this way, the whole weight is discharged on the thrust point, improving pedalling effectiveness by less effort.
  • it is possible to have 50% less than normal stresses on disconnected ground. This is due to the front-wheel going up and down without affecting the rear-wheel nor seat.
  • the improved frame allows the disassembly of the bicycle into three pieces (front portion, rear portion and connecting body) that are easy to resemble.
  • the ends of the connecting body in particular, allow for quick, almost instant, assembly. Subsequently, the transport of the bicycle is further facilitated.
  • FIG. 1 shows an axonometric view of a preferred embodiment of the bicycle devised according to the present invention
  • FIGS 2, 3, 4 show a schematic view of the operation on different road surfaces of a preferred embodiment of the bicycle devised according to the present invention
  • FIG. 5 shows a sectional side view of a detail of a first embodiment of the bicycle devised according to the present invention
  • FIG. 6 shows an axonometric view of a detail of a first embodiment of the bicycle devised according to the present invention
  • FIG. 7 shows a side sectional view of a detail of a second embodiment of the bicycle devised according to the present invention.
  • FIGS. 8 and 9 show, respectively, an isometric view of a third and a fourth embodiment of the bicycle devised according to the present invention.
  • FIG. 10 shows an isometric view, partially exploded, of the bicycle of Figure 1.
  • a bicycle 1 is generally denoted by the reference number 1.
  • the bicycle 1 comprises a frame 2, a front-wheel 3 and a rear-wheel 4 mounted on the frame and configured to slide along a road surface 8.
  • the bicycle is further provided with a motion transmission system, indicated by the number of reference 20, with toothed wheels connected by a chain and operated by pedals.
  • the transmission system 20 illustrated is an example of a possible applicable transmission system, although the bicycle 1 can be provided with different transmission systems, for example having reels with several gear wheels, or other examples selected from those available in the state of art.
  • the frame 2 is advantageously provided with a front portion 6 mounting the front- wheel 3 and having a steering device 7, or otherwise named handlebar.
  • the steering device 7 is connected to the front-wheel 3, so that the front-wheel 3 can be steered using the same steering device 7.
  • the front portion 6 can comprise a tubular body 15a, preferably shaped as a hollow tube.
  • the handlebar 7 is mounted onto the tubular body 15a and, in use, does not vary in height with respect to the tubular body itself.
  • the handlebar 7 can rotate with respect to the tubular body 15a, with the axis of rotation substantially coinciding with the main development axis of the tubular body 15a, and is mounted in such a way as to maintain a constant height with respect to the tubular body itself, without lifting or lowering. Relative raising or lowering between the handlebar 7 and the tubular body 15a are prevented.
  • the front portion 6 can be further provided with a fork 32 on which the front-wheel 3 is mounted.
  • the handlebar 7 can be connected to the fork 32 through connection means 31, for example by means of a rigid body 31 integral with the handlebar 7 and the fork 32. By rotating the handlebar 7, the rigid body 31 drags the fork 32 into rotation, steering the front -wheel 3.
  • the frame 2 is further advantageously provided with a rear portion 9 mounting the rear-wheel 4 and having a seat 10, otherwise named “saddle” or “riding”, suitable for a user or driver.
  • the rear portion 9 in use, has a rigid behaviour, i.e. it behaves like a rigid structure whose parts are integral with each other.
  • the rear portion 9 can comprise a tubular body 15b, preferably further shaped like a hollow tube.
  • the rear portion 9 can be usefully provided with seatstays 33 configured to mount the rear-wheel 4.
  • the seatstays 33 are fixed integral with the tubular body 15b. In use, relative movements between the seat stays 33, the tubular body 15b and the seat 10 are thus prevented.
  • the frame 2 then, comprises a connecting body 11 is placed between the front portion 6 and the rear portion 9.
  • the connecting body 11 has a predefined inclination with respect to a substantially horizontal main direction D.
  • the connecting body 11 illustrated in Figure 1 may have the conformation of a rigid rod that develops parallel to direction D, rather solutions other than the one illustrated are not excluded.
  • the connecting body 11 comprises a front end 12 inserted slidably in the front portion 6 and a rear end 13 inserted slidably in the rear portion 9. Thereby, relative sliding is allowed between the front portion 6, the connecting body 11 and the rear portion 9.
  • the configuration is such that as the slope of the road surface 8 varies, at least one of the front portion 6 and the rear portion 9 changes integrally in height by sliding with respect to the connecting body 11 , the latter maintaining the inclination unchanged with respect to the main direction D.
  • the term “integrally” means that the variation in height of the front portion 6 (or of the rear portion 9) affects every component part of the front portion 6 (or the rear portion 9), sliding between parts composing the same portion being prevented, as already described above.
  • the overall configuration is such that the rear portion 9 does not rotate with respect to the rotation axis of the rear-wheel 4.
  • the front end 12 can be inserted slidably into the front portion 6 between an upper front limit point, indicated in Figure 1 by the reference letter A’, and a lower front limit point indicated in Figure 1 with the reference letter A”.
  • the terms “upper” and “lower” refer to the position of frame 2 in use. A’ and A” are configured to prevent the front end 12 from scrolling beyond and, therefore, are end-of-stroke points beyond which the front portion itself cannot go.
  • the tubular body 15a can be provided with at least one slot guide 18 along which the connecting body 11 can slide relatively with respect to the same tubular body 15a.
  • points A’ and A” can be of the type of closures of the section of the tubular body 15a, or they can be obstacles of another type, for example bars, caps, or welded flanges.
  • the tubular body 15a can be provided with sliding elements with constrained direction, for simplicity not shown in the figures.
  • the sliding elements are configured to constrain the front end 12 from sliding along the main development direction of the tubular body itself, preventing relative rotations of the front end 12 with respect to the tubular body 15a.
  • the constrained direction sliding elements can be linear ball bearings, or high sliding guides.
  • the rear end 13 can be slidably inserted in the rear portion 9 between an upper rear limit point indicated in Figure 1 by the reference letter P’, and a lower rear limit point indicated in Figure 1 by the reference letter P”.
  • the tubular body 15b can be further provided with at least one slot guide 18 along which the connecting body 11 can slide relatively with respect to the tubular body 15b itself.
  • points P’ and P can be of the type of closures of the section of the tubular body 15a, or they can be obstacles of another type, for example bars, or caps, or welded flanges.
  • the tubular body 15b can be provided with sliding elements with constrained direction, for simplicity not shown in the figures.
  • the sliding elements are configured to constrain the rear end 13 from sliding along the main development direction of the tubular body itself, preventing relative rotations of the rear end 12 with respect to the tubular body 15b.
  • the constrained direction sliding elements can be linear ball bearings, or high sliding guides.
  • the bicycle schematically illustrated in Figures 1, 2, 3 and 4 has a front portion 6 and a rear portion 9 each of which has a tubular body 15a, 15b in which the respective front end 12 and rear end 13 are inserted, with each tubular body 15a, 15b which is provided with a guide slot 18 along which the connecting body 11 can slide.
  • the difference in height between the point P’ and the point P” can be greater than the difference in height between the point A’ and the point A”.
  • the point P can have a height, evaluated with respect to a horizontal road surface (see Figures 1 and 2), lower than the point A”.
  • the relative sliding between the rear portion 9 and the connecting body 11 is greater than the sliding between the connecting body 11 and the front portion 6. This facilitates the driver in finding the best thrusting position on the pedals, having a greater range right at the rear portion 9.
  • the frame 2 can comprise balancing means configured to prevent rotation of the rear portion 9 with respect to the axis of rotation of the rear-wheel 4.
  • the balancing means for simplicity not illustrated in the figures, can be of the type of force transmission systems, for example a spring system, able to balance the driver’s weight resting on the seat. Other systems known in the state of art are not excluded.
  • Figures 2, 3 and 4 show in a simplified way the operation of the bicycle 1, in particular they show the variation of set-up in the frame 2 in relation to different slopes of the road surface 8.
  • the road surface 8 is substantially horizontal and the frame 2 is in an “initial”, or “starting”, set-up, in which the connecting body 11 is at the front resting on the limit point A”, while at the rear the same is spaced from the limit point P”.
  • the connecting body 11 remains rigidly floating.
  • the difference in height between the point P” and the connecting body 11 can be comprised between 10 cm and 20 cm, preferably 15 cm.
  • the difference in height between point P’ and the connecting body 11, however, can be comprised between 30 cm and 40 cm, preferably 30 cm.
  • the connecting body 11 can achieve, with respect to the rear portion 9, a total range comprised between 40 cm and 60 cm, preferably about 45 cm.
  • the difference in height between point A’ and point A”, on the other hand, is comprised between 10 cm and 20 cm, preferably 15 cm.
  • the connecting body 11 can achieve, with respect to the front portion 6, a total range comprised between 10 cm and 20 cm, preferably about 15 cm.
  • the dimensions provided above are purely illustrative, not binding and chosen to cover differences in the slope of the road surface of about 20%.
  • the frame 2 changes its set-up accordingly.
  • Figure 3 shows the bicycle 1 while traveling uphill on a road surface 8.
  • the frame 2 adopts another set-up, hereinafter referred to as “uphill set-up”.
  • the front portion 6 rises due to the variation of the road surface 8 level which tends to raise the front-wheel 3.
  • the connecting body 11 rises progressively, dragging the connecting body 11.
  • the connecting body 11 consequently, rises progressively with respect to the rear portion 9, maintaining the inclination unchanged with respect to the main direction D.
  • the connecting body 11 can slide until it reaches the limit point P’, as shown in Figure 3.
  • This new uphill set-up allows the driver to exert a more effective thrust onto the pedals, with less effort and adapting his posture to climbing conditions.
  • the driver’s posture thus adapted is comparable to the posture assumed in flat conditions, resulting in less muscular effort and greater thrust efficiency.
  • the connecting body 11 will begin to tilt, having a behaviour similar to that of the frames known in the state of art.
  • Figure 4 shows the bicycle 1 while travelling downhill a road surface 8.
  • the frame 2 adopts another set-up, hereinafter referred to as “downhill set-up”.
  • the front portion 6 descend due to the variation of the road surface 8 level, with the front-wheel 3 which tends to drop a level down following the variation of the road surface itself. As the slope increases, the front portion 6 progressively descends and the connecting body 11 therewith which rests on the limit point A”.
  • the connecting body 11 consequently, progressively descends with respect to the rear portion 9, maintaining the inclination unchanged with respect to the main direction D.
  • the connecting body 11 can slide until it reaches the limit point P”.
  • the slope of the road surface 8 being further increased, the front portion 6 can continue to drop a level down, sliding with respect to the connecting body 11.
  • the connecting body 11 in fact, rests on the limit point P”, maintaining the inclination unchanged with respect to the main direction D which is substantially horizontal.
  • the front portion 6 can slide until the limit point A’ comes into contact with the connecting body 11 , as shown in Figure 4.
  • the connecting body 11 can comprise a central portion 14 removably interposed between the front end 12 and the rear end 13.
  • This innovative feature allows a fast disassembly of the frame 2, with the ends 12, 13 which can be left inserted in the respective front portion 6 and rear portion 9. The bicycle 1, therefore, can be disassembled into three pieces, which can be quickly assembled, without requiring to provide hinged elements in order to allow the frame to be closed.
  • the central portion 14 can preferably be provided with distal ends 19 configured to be coupled respectively to the front end 12 and to the rear end 13.
  • the connecting body 11 can comprise clamping elements 26 configured to lock the central portion 14 at the ends 12, 13.
  • the clamping elements 26 can be sleeves wrapping the distal end 19 and the front end 12 (or area 13) around by locking them.
  • At least one between the front end 12 and the rear end 13 can comprise a seatstay element 16 inserted in the respective tubular body 15a, 15b.
  • Figure 5 refers to the front end 12 slidably in the tubular body 15a, although the same considerations can be made for the rear end 13 slidable into the tubular body 15b.
  • the slidably element 16 can have a substantially cylindrical shape and is inserted to size in the cylindrical body 15a such that it can slide. The cylindrical shape prevents the slidably element 16 from rotating with respect to the tubular body 15a, 15b. thereby, the angle between the connecting body 11 and the tubular bodies 15a, 15b remains substantially unchanged.
  • the seatstay element 16 has a different conformation, for example in which the seatstay 16 has a crescent-shaped section, or having a cut substantially circular profile, i.e. having a linear section and a circular section. Further solutions in which the seatstay element 16 can slide externally to the cylindrical bodies 15a, 15b are not excluded.
  • the slidably element 16 allows the connecting body to slide with respect to the cylindrical bodies 15a, 15b, so that, at a variation in the slope of the ground, the two portions 6, 9 slide along a substantially vertical direction, and rotations of the connecting body 11 are prevented.
  • At least one between the front end 12 and the rear end 13 comprise at least one support element 17 fixed integrally to the seatstay element 16.
  • the central portion 14 can be placed on the support element 17 and coupled thereto, for example by means of clamping elements 26.
  • the support element 17 can protrude out of the slot guide 18. In this way the positioning of the central portion during assembly is simplified.
  • the configuration is such that the central portion 14 can be rested on the support element 17 so as to form a prismatic coupling.
  • This feature allows to further block the coupling between the central portion 14 and the front end 12 (or rear end 13), preventing the central portion 14 itself to slide with respect to the support element 17.
  • the profile of the support element 17 can be grooved, with the distal end 19 having a counter-shaped profile correspondingly coupled to the support element 17.
  • the profile of the support element 17 can comprise a tooth 28, while the distal end 19 can comprise a corresponding recess 19 in which the tooth 28 can be inserted to size, forming a prismatic coupling.
  • the connecting body 11 can be provided with at least one duct 24 configured for the passage of:
  • - transmission cables 22a, 22b such as transmission cables for braking systems or transmission cables for shift systems; and/or - electric cables, for example connection cables between electricity supply systems (battery, dynamo, electric motors and other electrical devices) and user devices (lights, acoustic devices and other electronic devices optionally available on the bicycle).
  • electricity supply systems battery, dynamo, electric motors and other electrical devices
  • user devices lights, acoustic devices and other electronic devices optionally available on the bicycle.
  • the duct 24 is obtained both on the central portion 14 and on the front end 12 (or rear end 13), defining two sections 24a and 24b which, in use, communicates with each other.
  • the frame 2 can be assembled/disassembled while maintaining the transmission cables 22a, 22b internal to the connecting body 11 .
  • the transmission cables will be formed by separate segments, a first segment 22a at least partially inserted into the section 24a, and a second segment 22b at least partially inserted into the second section 24b.
  • the two segments 22a and 22b are connected by means of a hook-and-slot system, illustrated in a simplified way in Figure 5 and indicated by the reference number 23.
  • a hook-and-slot system illustrated in a simplified way in Figure 5 and indicated by the reference number 23.
  • Different connection systems are not excluded, for example attachment systems rapid, or male/female systems.
  • the connecting body 11 can comprise electrical connection means 21 configured to electrically connect the central portion 14 and the front portion 12 (or the rear portion 13).
  • the electrical connection means 11 can comprise at least one pair of electrical contacts 29a, 29b or 30a, 30b.
  • the electrical contacts can have a positive pole 29a or 30a placed on the support element 17, while the respective negative pole 29b or 30b is placed on the distal end 19.
  • the electrical contacts 29a, 29b or 30a, 30b are placed in contact such as to transfer electric current.
  • the electrical connection means 11 can be connected to the above electric cables or to an electric battery.
  • This feature is particularly useful whether the bicycle is configured to operate electrically.
  • bicycle 1 can be compatible for electrical operation, configured in such a way that can accommodate:
  • a battery operatively connected to the electrical connection means 11 and/or to the above electrical cables; - an electric motor powered by the above battery by means of the electric connection means 11 and/or the above electric cables and configured to transfer motion to the rear-wheel 4.
  • the electrical connection means 11 can be used to establish a connection between electrical parts, allowing in any case a disassembly of the frame 2.
  • FIG. 7 shows a detail of a second embodiment of bicycle 1.
  • This second embodiment is simplified with respect to the one previously described and differs therefrom due to that fact that the connecting body 11 of frame 2 does not have a duct for the passage of transmission cables 22a, 22b and/or electric cables.
  • the transmission cables 22a, 22b pass externally to the connecting body 11 , in particular externally to the distal end 19 and to the support element 17.
  • Figure 8 illustrates a third possible embodiment of the bicycle 1.
  • This third embodiment illustrates a different shape of the frame 2, in particular of the fork 32 and of the connecting means 31.
  • the connecting means 31 has transverse rods connected to the fork 32 at the front- wheel 3.
  • connecting body 11 of the bicycle of Figure 8 can remain on plain for a slope higher than the previously described embodiment. This is due to the fact that the different conformation of frame 2 allows a greater range for the connecting body 11.
  • Figure 9 shows a fourth possible embodiment of the bicycle 1.
  • This fourth embodiment illustrates a different conformation of the frame 2.
  • the connecting body 11 has a flared shape, compliant with the aesthetic prerogatives of a version intended for a gender market.
  • the central portion 14 has sections with different inclinations, although the main extension is always along a direction D, evaluated with respect to a flat, substantially horizontal bottom.
  • the embodiments hitherto described show a bicycle 1 having an improved frame 2, in particular a frame 2 comprising a front portion 6, a rear portion 9 and a connecting body 11 as previously described.
  • the frame 2 above described can be adapted to all types of two-wheeled vehicles, for example motorcycles, motorcycles, scooters and other similar compatible vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La bicyclette (1) selon l'invention comprend un cadre (2), une roue avant (3) et une roue arrière (4) montée sur le cadre (2) et conçue pour coulisser le long d'une surface de route (8), ledit cadre (2) comportant : - une partie avant (6) sur laquelle la roue avant (3) est montée, comprenant un dispositif de direction (7) relié à la roue avant (3), la configuration étant telle que la roue avant (3) peut être dirigée au moyen du dispositif de direction (7) ; - une partie arrière (9) sur laquelle la roue arrière (4) est montée, comportant un siège (10) destiné à un utilisateur ; - un corps de liaison (11) situé entre la partie avant (6) et la partie arrière (9) et présentant une inclinaison prédéfinie par rapport à une direction principale (D) sensiblement horizontale, lequel corps de liaison (11) comprenant : ■ une extrémité avant (12) insérée en coulissement dans la partie avant (6) ; ■ une extrémité arrière (13) insérée en coulissement dans la partie arrière (9).
PCT/IB2020/059693 2019-10-17 2020-10-15 Bicyclette munie d'un cadre amélioré WO2021074838A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102019000019151A IT201900019151A1 (it) 2019-10-17 2019-10-17 Bicicletta con telaio perfezionato
IT102019000019151 2019-10-17

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WO2021074838A1 true WO2021074838A1 (fr) 2021-04-22

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993021056A1 (fr) * 1992-04-10 1993-10-28 Elio Iacono Dispositif pour changer la position de conduite sur un vehicule a deux roues
WO1998039201A1 (fr) * 1997-03-06 1998-09-11 Rami Bonen Siege de bicyclette
WO2012101337A1 (fr) * 2011-01-27 2012-08-02 Peugeot Citroen Automobiles Sa Vehicule du type bicyclette ou motocyclette comportant un cadre articule et suspendu a positionnement reglable

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993021056A1 (fr) * 1992-04-10 1993-10-28 Elio Iacono Dispositif pour changer la position de conduite sur un vehicule a deux roues
WO1998039201A1 (fr) * 1997-03-06 1998-09-11 Rami Bonen Siege de bicyclette
WO2012101337A1 (fr) * 2011-01-27 2012-08-02 Peugeot Citroen Automobiles Sa Vehicule du type bicyclette ou motocyclette comportant un cadre articule et suspendu a positionnement reglable

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