DE102011116213A1 - Universal frame for e.g. touring bicycle, has elastic seat support hinged at main pipe, moveable for enabling position change of driver, and returned into initial position by restoring torque after subjected to force - Google Patents

Abstract

The frame has a main pipe (1), a steering head pipe (2), and dropouts (5) including a rear fork pipe (4), where an elastic seat support (6) is hinged at the main pipe. The seat support is moveable for enabling position change of a driver. The seat support is returned into an initial position by a restoring torque after subjected to force. The seat support is made of an elastic material and designed in an arc shape. A continuously blockable gas spring (9) is designed as an elastic support, which is arranged between the seat support and the main pipe and/or the rear fork pipe.

Description

The present invention relates to a universal frame for single-track vehicles, a bicycle frame with a movable seat, and more particularly to a motorcycle frame or roller frame with a movable seat.

STATE OF THE ART

So far, different frame types have been used for bicycles and motorcycles or scooters ( DE 20 2009 001 210 or GM 62/2010 ).

In the prior art numerous bicycles -. As touring bikes, road bikes, mountain bikes, dirt bikes, trail and downhill wheels are known, which are all equipped with the 5-corner or trapezoidal frame construction. From the trapezoidal main frame and the triangular rear triangle, which are made of different pipe diameters and wall thicknesses, all occurring during driving pressure, tensile, bending and vibration loads are recorded. This tubular frame construction is superior to all other types in terms of strength and structural weight. For decades, therefore, it has remained almost unchanged. It has proven itself worldwide to the present day.

Also, the women's frame conception approaches in principle, the men's version. Because of the required passage through the ladder frame on the continuous upper tube has been omitted and this led down and tied to the seat tube, so that a more sustainable bond is achieved. In folding or Zererbahmen usually u-shaped, curved single-tube frame with three-cornered rear triangle are used.

The seat post is clamped in all cases in the seat head sleeve of the frame and is used for fastening and height adjustment of the saddle; It thus determines the driver's seat position.

Recumbents usually consist of a main tube, which receives the steerer tube and carries the cup-shaped seat. The rear triangle is attached directly to the main pipe.

First, only the problem of the bike will be discussed and further down to the problem of motorcycle or scooter.

• – Die statische Sitzposition ist für einen beschleunigten Start nicht geeignet. Die Fahrer verlassen in diesem Fall zumeist den Sattel und kommen für die Beschleunigung in eine stehende Haltung, für die ein üblicher Fahrradrahmen nicht optimal ausgelegt ist.
• – Bei Liegerädern ist eine Positionsveränderung des Fahrers während der Fahrt kaum möglich.
• – Eine optimierende Einwirkung auf das Fahrverhalten in der Kurve ist durch die statische Haltung des Fahrers und die deshalb nicht stattfindende Verlagerung seines Schwerpunktes entlang des Fahrzeugs nicht gegeben (Unter- und Übersteuerung).
• – Zur besseren Verkehrsanpassung hat der Fahrer kaum die Möglichkeit, sich stehend einen Überblick über die Verkehrssituation zu verschaffen, was durch die Geometrie des Rahmens bedingt ist.
• – Beim Bremsen kann der Fahrer seinen Körperschwerpunkt nicht nach hinten verlagern und kann somit keinen größeren Standhebel bewirken, was die Gefahr vergrößert, dass der Fahrer über den Lenker geschleudert werden kann. Gleichzeitig verringert er nicht den Druck auf das Vorderrad und verschafft dem Hinterrad keine verbesserte Bremskraftübertragung. Auch bei Bergabfahrten ist eine Schwerpunktsverlagerung des Fahrers nach hinten kaum möglich.
• – Stellt der Fahrer fest, dass er zu schnell in die Kurve gegangen ist und sich der Neigungswinkel nicht mehr weiter vergrößern lässt, kann er nur noch durch Ausstellen des Beines die Gegenkraft zur Fliehkraft vergrößern, d. h. die Sicherheitsreserven in der Kurve sind gering. Genauso verhält es sich beim Wegschmieren des Fahrzeugs (Dreckpfütze, Öl). Die seitliche Abrutschbewegung kann durch die steife Haltung des Fahrers kaum kompensiert werden.
• – Eine Maßnahme gegen das Rahmenflattern ist das Gewicht auf das Vorderrad zu Verlagern, was bei den üblichen Fahrradrahmen kaum möglich ist.
• – Der starre Rahmen mit der statisch festgelegten Sitzposition lässt ein dynamisches Fahren nur eingeschränkt zu.
• – Die unveränderbare Rahmengrösse ist beim Ein- und Ausstieg oft unergonomisch.
• Die durch den Rahmen statisch festgelegte Sitzposition des Fahrers bringt für ihn eine gleichbleibende Körperhaltung für die Zeitdauer der Fahrt mit sich; dies kann führen zu
• 1. einer Ermüdung der Rücken- Schulter- und Armmuskulatur
• 2. einseitiger Belastung der Bein-(Tret-)Muskulatur.

The known frames described above fix the position of the driver or his center of gravity on a point, which also causes some disadvantages:

• - The static seating position is not suitable for an accelerated start. The driver in this case usually leave the saddle and come for acceleration in a standing posture for which a standard bicycle frame is not optimally designed.
• - For recumbents is a change in position of the driver while driving hardly possible.
• - An optimizing effect on the driving behavior in the curve is not given by the static attitude of the driver and therefore not taking place shift its center of gravity along the vehicle (under- and oversteer).
• - For better traffic adaptation, the driver has hardly the opportunity to get a standing overview of the traffic situation, which is due to the geometry of the frame.
• - When braking, the driver can not shift his body center of gravity to the rear and thus can not cause a larger stand lever, which increases the risk that the driver can be thrown over the handlebars. At the same time it does not reduce the pressure on the front wheel and gives the rear wheel no improved braking force transmission. Even when driving downhill is a shift of emphasis of the driver backwards hardly possible.
• - If the driver finds that he has gone too fast into the curve and the inclination angle can no longer be increased, he can only increase the counterforce to centrifugal force by exhibiting the leg, ie the safety margins in the curve are low. The same is true when lubricating the vehicle (dirt puddle, oil). The lateral slipping motion can hardly be compensated by the stiff posture of the driver.
• - A measure against the frame flutter is the weight on the front wheel to relocate, which is hardly possible with the usual bicycle frame.
• - The rigid frame with the statically fixed seating position allows a limited dynamic driving.
• - The unchangeable frame size is often unergonomic when entering and exiting.
• The statically determined by the frame seating position of the driver brings him a consistent posture for the duration of the journey with him; this can lead to
• 1. Fatigue of the back, shoulder and arm muscles
• 2. one-sided loading of the leg (treadmill) muscles.

The above problem occurs in any Einspurfahrzeugen, the pedaling problem occurs only with bicycles. When motorcycle or Roller frame with elastically suspended footprint has the disadvantage that no seat is available and thus the driver drives upright. In addition, motorized vehicles without seating are not allowed in road traffic and may not participate in public transport.

ADVANTAGES OF THE INVENTION

The object of the present invention is therefore to provide a universal frame for single-track vehicles, especially for bicycle, motorcycle or scooter and thus a vehicle which overcomes the above-mentioned problems.

• – Einen sehr kurzen Radstand;
• – Die Fähigkeit, die Massenträgheit beim Anfahren wirksam zu überwinden
• – Durch die Möglichkeit einer Schwerpunkts-Verlagerung des Fahrers wendiger zu sein
• – Sowie durch ergonomisches, körper-freundliches Sitzen eine bessere Verkehrsanpassung zu ermöglichen
• – Und durch eine bessere, übertragbare Bremskraft auf das Hinterrad mehr Sicherheit gibt

In particular, the vehicle is tailored to the needs of urban transport; that is achieved by

• - a very short wheelbase;
• - The ability to effectively overcome the inertia during startup
• - To be more agile by the possibility of a shift of the driver's center of gravity
• - As well as ergonomic, body-friendly seating to allow better traffic adaptation
• - And by a better, transferable braking force on the rear wheel gives more security

The object of the invention is achieved by a frame having the features of patent claim 1.

The object of the invention is achieved by a frame consisting of a main tube which is connected at its front end to the steering head tube and at its rear end to the bottom bracket shell. The rear fork tubes with their drop ends are connected to the main tube and / or to the bottom bracket shell. The rear fork tubes can be elastically movable in the vertical direction.

Furthermore, the frame consists of a flexurally elastic support which extends substantially in the vertical direction to the driving plane and is fastened with its lower end near the bottom bracket shell, wherein at the upper end of the support a seat head sleeve is attached, which receives the seat post including saddle. In this case, the carrier is elastically movable substantially in the horizontal direction.

When Liegeradrahmen the main tube is the heart of the frame, at the front end of the bottom bracket shell is fixed and further offset back the steering head tube receives and at the rear end of the rear fork tubes are attached. Furthermore, the frame consists of a flexurally elastic seat support, which is movable in a substantially vertical (diagonal) direction.

• – Beim schnellen Anfahren aus dem Stand oder beim kurzzeitigen Beschleunigen – z. B. beim Sprint – müssen grosse Trägheitsmomente überwunden werden. Dabei ist der Kraftbedarf sehr hoch und die Trittgeschwindigkeit gering. Bei dem Rahmen der Erfindung kann das gesamte Körpergewicht die Pedalkraft unterstützen, genauer gesagt, fährt man mit Sattelunterstützung stehend, wodurch ein runder Tritt möglich ist, infolgedessen der Fahrer ausser den Druckkräften noch Zug-, Hub- und Schubkräfte übertragen kann. Dabei können durch den extrem kurzen Radstand die Rumpf- und Armmuskulatur ruckartig am Lenker ziehen, und zwar in Richtung des druckbeaufschlagten, sich abwärts bewegenden Pedals. Durch den elastischen, rückfedernden Biegeträger, der sich in horizontaler Richtung bewegt und den elastischen Hintergabelrahmen, der in vertikaler Richtung beweglich ist, wird ein pulsierendes, dynamisiertes Treten auf hohem Leistungsniveau möglich.
• – Fahren in der Ebene: Je perfekter der runde Tritt gerade bei hoher Trittfrequenz und verringertem Krafteinsatz ist, umso wirkungsvoller die Beugemuskulatur eingesetzt wird, desto weiter vorne kann der Fahrer sitzen. Ein gleichzeitiges Abstützen und Ziehen am Lenker verbessert die Kraftausbeute. Sind hohe Pedalkräfte und geringere Trittfrequenz gefordert, erscheint es sinnvoller, den Sattel etwas zurückzustellen. Dadurch verlängert sich die Streckphase der Ober- und Unterschenkel. Da die Streckmuskulatur stärker als die Beugemuskulatur ausgebildet ist, ist eine Sattelstellung weiter hinten ökonomischer, auch wenn dadurch eine verlängerte Schubphase in Kauf genommen wird. Bei dem erfindungsgemäßen Rahmen eine ständige Veränderung der Sitzposition während der Fahrt möglich.
• – Gerade bei Bergabfahrten ist es günstig, den Sattel nach hinten und tiefer zu setzen, da die Gewichtskraft sich durch den Gefällwinkel nach vorne verlagert und der Oberkörperkörper des Fahrers gebeugt wird, um den durch die höhere Fahrgeschwindigkeit bedingten Luftwiderstand zu verringern. Muss man bei der Bergabfahrt bremsen, verbessert sich durch den weiter nach hinten gestellten Sattel die Bremswirkung des Hinterrads.
• – Bei steilen Bergauffahrten kann es passieren, dass die grosse Antriebskraft das Hinterrad durchrutschen lässt oder das Vorderrad sich bei zu wenig Vorderachslast abhebt. Beide Effekte können durch den beweglichen, schnell reagierenden Sitzträger verhindert werden.
• – Kurven-Fahrten: Generell lässt sich feststellen, dass bei einer ungleichmässigen Radlastverteilung vom neutralen Fahrverhalten abgewichen wird. Belastet der Fahrer das Hinterrad wesentlich stärker als das Vorderrad, neigt das Fahrrad zum Übersteuern. Wird das Vorderrad stärker belastet, neigt das Fahrzeug zur Untersteuerung. Ein dynamisches Kurven-Fahren entsteht besonders dann, wenn der Fahrer kurz vor dem Scheitelpunkt der Kurve seinen Schwerpunkt nach hinten unten verlagert.
• – Der erfindungsgemässe Rahmen bietet weitere Vorteile:
• – Durch die Möglichkeit die Sitzposition während des Fahrens zu verändern, bleibt der statische Muskelanteil, also die nicht unbedingt dynamisch beteiligte Rumpf- und Armmuskulatur des Fahrers entspannt.
• – Besonders wird durch eine veränderbare Sitzposition die dynamische Muskulatur ökonomisch besser belastet. Bedenkt man, dass beim runden Tritt je nach Pedalstellung die Muskulatur von Gesäß, Hüfte, Oberschenkel, Unterschenkel und Fuss jeweils als Beuger und Strecker beteiligt sind, wird die Bewegung umso flüssiger, eleganter und leichter, je weniger sie durch die Bremswirkung der antagonistischen Muskelgruppen behindert wird. Umso besser funktioniert die Koordination zwischen Synergisten und Antagonisten. Eine veränderbare Sitzposition kann eine längere Fahrdauer in unterschiedlichen Geschwindigkeiten und Bewegungs-Rhythmen ermöglichen. Genauso ist es aber auch möglich, ständig die Sitzposition bei jeder Tretkurbelumdrehung zu verändern, was eine belebende Wirkung auf das Zusammenspiel vieler beteiligter Muskelgruppen hat. Das ist leistungsmotivierend und hat dadurch auch einen positiven Effekt auf Nervensystem und seelisches Befinden.

A frame with the above properties has the advantage that the position of the saddle along the vehicle is variable by applying force to the driver. The following describes the advantages of a variable seating position along the vehicle in corresponding driving situations:

• - When starting quickly from a standstill or during short acceleration - z. B. in sprint - large moments of inertia must be overcome. The power requirement is very high and the pedaling speed is low. In the context of the invention, the entire body weight can support the pedal force, more specifically, one drives with saddle support standing, whereby a round tread is possible, as a result, the driver can still transfer tensile, lifting and pushing forces in addition to the compressive forces. Due to the extremely short wheelbase, the torso and arm muscles can pull jerkily on the handlebar, in the direction of the pressurized, downwards moving pedal. The elastic, spring-back bending beam, which moves in the horizontal direction and the elastic rear fork frame, which is movable in the vertical direction, a pulsating, dynamic pedaling at a high level of performance is possible.
• - Driving in the plane: The more perfect the round kick is, especially at high cadence and reduced power input, the more effectively the flexor muscles are used, the further forward the rider can sit. Simultaneous support and pulling on the handlebar improves the power output. If high pedal forces and lower cadence are required, it makes more sense to put the saddle back slightly. This lengthens the stretching phase of the thighs and lower legs. Since the extensor musculature is formed more strongly than the flexor muscles, a saddle position is more economical in the rear, even if an extended push phase is thereby tolerated. In the frame according to the invention a constant change of the seating position while driving possible.
• - Especially when driving downhill, it is convenient to set the saddle backwards and lower, as the weight is shifted by the slope angle to the front and the torso of the driver is bent to reduce the air resistance caused by the higher speed. If you have to brake when going downhill, the braking effect of the rear wheel is improved by the further back seat.
• - On steep uphill it can happen that the great driving force can slip through the rear wheel or the front wheel in too little front axle load lifts off. Both effects can be prevented by the mobile, quickly reacting seat support.
• - Curve rides: In general, it can be stated that deviating from the neutral driving behavior in the event of an unequal wheel load distribution. If the driver loads the rear wheel much more than the front wheel, the bike tends to oversteer. If the front wheel is loaded more heavily, the vehicle tends to understeer. Dynamic cornering occurs especially when the driver shifts his center of gravity to the rear, just before the vertex of the curve.
• The frame according to the invention offers further advantages:
• - The ability to change the sitting position while driving, the static muscle, so not necessarily dynamically involved torso and arm muscles of the driver remains relaxed.
• - Especially the dynamic musculature is better loaded by a variable sitting position. Considering that the pedaling of the buttocks, hips, thighs, lower legs and feet are each involved as flexors and extensors, the movement becomes the more fluid, elegant and lighter, the less it hinders the braking effect of the antagonistic muscle groups becomes. The better the coordination between synergists and antagonists. A variable seating position may allow for a longer travel time at different speeds and movement rhythms. In the same way, it is also possible to constantly change the seating position with each turn of the pedal crank, which has an invigorating effect on the interaction of many involved muscle groups. This is motivating for performance and therefore also has a positive effect on the nervous system and mental health.

According to an advantageous embodiment, the carrier is designed as a bending-elastic beam and is firmly locked at its lower end to the frame. It would also be possible in principle to articulate a rigid support on the frame and to provide a spring (eg a torsion spring) between the frame and the support. However, the structure with a bending-elastic support is easier and cheaper to achieve. It is advantageous that the carrier is mounted close to the bottom bracket and the bottom bracket is more or less the pivot point of the wearer, so that the distance of the saddle remains the same at each seating position to the bottom bracket.

According to a further advantageous embodiment, the rear fork tubes are made of bending-elastic material, preferably made of spring steel, because due to the lack of rear fork struts significant forces on the rear fork act on the rear fork tubes. As a result, the rear wheel is thus resiliently mounted and can absorb bumps.

According to a further advantageous embodiment, the basic position of the bending elastic support is designed so that the driver assumes a standing position. If the bending-elastic carrier is loaded by the driver to the rear, creates a bias of the carrier, which generates a corresponding restoring torque.

When recumbent the basic position is an elevated sitting position. All the effects described above are also effective in the recumbent frame, except that the driver can not assume a standing position.

This causes the following:
When driving with imperfect round kick, only the strong hip and thigh muscles are used, more or less when the pedal is pressed down vertically between the upper and lower dead points. Pull stroke and thrust forces are hardly transmitted. The pedal force as a tangential force increases from top dead center, has its highest amount just before the horizontal position of the pedal and decreases again towards the lower pedal dead center. The pedal transmits over the foot, lower leg, thigh, buttocks and saddle, the force on the prestressed elastic-elastic carrier, which rotates about the connection to the lower frame to the rear. According to the pedal force of the bending beam deflects the strongest shortly before the horizontal pedal position to the rear and is continuously replaced with decreasing pedal force shortly before the bottom dead center by the restoring torque of the bending beam back to the starting position. The body of the driver is thereby moved forward and helps to overcome the top dead center for the now active leg. The continued pedaling creates a pulsating pulsating movement, which is associated with a high performance increase. Through this movement described above works the upper trunk and arm muscles actively and forms not only as in the conventional bicycle a static counterforce for pedaling. Strictly speaking, the static muscle activity of the entire upper body is only the prerequisite for a dynamic power development and therefore not to be regarded as a loss in the usual bicycle driving. However, the usual bicycle riding the body is clamped in the bike and the load on the muscles relatively constant.

The best efficiency is achieved when pedaling with a round kick the Ratio of strain to recovery time is about 1: 4.

The dynamic muscle work is particularly economical when the recovery time is 4 times the contraction time. With optimal mastery of the round kick, each muscle group delivers over 360 °: 5 = 72 '' crank angle their largest share of force and then recovers over an angle of 288 °. In the recovery time then other muscle groups work, which are "refueled". The principle is: short muscle tension and long recovery time. The efficiency is even higher in the frame according to the invention, because here the recovery times are even longer, since the driver constantly, even during a single crank revolution, assumes varying positions and by the action of the bending beam and the elastic rear fork frame different strong restoring moments as force for pedaling can use. This is especially evident in fast sprints and uphill driving.

According to a further advantageous embodiment, the elastic carrier is connected directly to the rear fork frame. Thus, the rear fork frame, the elastic carrier, the rear fork stays and the gas spring are integrated and can be easily attached to the main pipe.

According to a further advantageous embodiment, the carrier is arc-shaped. This is particularly advantageous because the carrier can perform additional small horizontal movements when force.

According to a further advantageous embodiment, a triggerable via cable, infinitely lockable gas spring is mounted in stock on the flexurally elastic support or the attached seat head sleeve. At its lower end, it is attached to the rear fork struts, wherein the rear fork struts are connected directly to the rear fork tubes and their dropouts.

About a mechanical triggering device, preferably via a small lever mounted on the handlebar, the gas spring can be actuated. The driver can adjust the gas spring so that it does not block. This means that the bending beam can be applied freely by the driver. Alternatively, the gas spring can be adjusted so that it can no longer be pushed together halfway along the insertion path and can be pulled back into the starting position by the restoring moment of the elastic bending support. By triggering the gas spring once, it can only be pushed together again up to the previously set position. The driver can thus not only set the size of the movement space, but also has an influence on the strength of the return torque of the bending beam and on the period of the back and forth movement of the same. Thus, the movement of the upper body is tuned to the pedaling movement.

The gas spring, which can be locked steplessly by means of a mechanical release device, can be locked in the direction of pressure and tension. The driver presses over the bending beam in any position, locked via the small lever on the handlebar, the gas spring, which can neither be pushed together nor extend. The position can then be maintained over the entire driving time. If the driver z. B. at a road intersection, he can operate the lever and is thereby lifted in a standing driving position. If he has to brake sharply, he opens the lever and presses in the direction of the rear wheel, which reinforces the braking effect. Another example is the enlargement of the access area for easier entry into the vehicle.

According to a further advantageous embodiment, the main tube has a lockable joint around which the frame is hinged. In this way, the vehicle can be brought into a transport position, so that the vehicle is easier to transport or stow.

In addition, the frame according to the invention can also be equipped with further devices, in particular with further drag-reducing devices, for example aerodynamic fairings.

The description below describes the scooter or motorcycle frame.

The frame is like the o. A. Bicycle frame of a main tube, which is connected at its front end to the steering head tube and at its rear end directly to the rear fork tubes. Unlike the bicycle frame, the bottom bracket shell is missing.

Furthermore, the frame has a carrier (stand carrier) which extends substantially in the longitudinal direction of the main tube and is fastened with its front end to the main tube, wherein at the rear end of the carrier a base surface is formed, which is opposite to the frame substantially in vertical direction is movable.

According to a further advantageous embodiment, the frame has a flexurally elastic support (stand carrier) which is fastened to the rear end of the main tube, wherein at the front end of the elastic support a base surface is formed which is movable relative to the frame substantially in the vertical direction.

If the hub motor housed in the front wheel, the attachment of the elastic support proves velvet stand at the front end of the main pipe as cheaper. However, if the hub motor is installed in the rear wheel, the influence on the vehicle is better when the elastic carrier is attached to the rear end of the main tube.

Furthermore, the frame consists of a flexurally elastic support (seat support), which extends in the vertical direction and is fastened with its lower end to the main tube and / or to the rear fork tubes, at the upper end of the support a seat head sleeve is attached, which receives the seat post including saddle ,

A frame with the above properties has the advantage that the position of the saddle along the vehicle is variable by applying force to the driver.

According to a further advantageous embodiment, the elastic seat carrier and seat is attached to the front end of the main tube and moves relative to the frame substantially in the vertical or diagonal direction.

In accordance with a further advantageous embodiment, a blockable gas spring which can be triggered by means of a cable is mounted in stock on the flexible elastic carrier or the attached seat head sleeve. Depending on the embodiment, at its lower end it is fastened to the end of the main tube or to the rear fork tubes or to the rear fork struts, the rear fork struts being connected directly to the rear fork tubes or their dropouts.

The advantages of a variable while driving seat position have been described in detail in the bicycle frame.

According to a further advantageous embodiment, the front wheel and / or the rear wheel are / is provided with a drive device, preferably with an electric hub motor.

According to a further advantageous embodiment, the battery container is positioned so that the driver can clamp it over the lower legs and still has an additional influence on the driving behavior of the vehicle.

Description of the drawing pictures

Advantageous embodiments of the invention

Description of an embodiment with reference to 1

The frame consists of a main pipe ( 1 ), a steering head tube ( 2 ), a bottom bracket shell ( 3 ). The rear fork tubes ( 4 ) together with dropouts ( 5 ) connected to the bottom bracket shell and / or main tube. The elastic carrier ( 6 ) with seat head sleeve ( 7 ) is connected to the main pipe or the rear fork pipes and moves in a substantially horizontal direction.

2 also shows rear fork struts ( 8th ) attached to the rear fork tubes ( 4 ) or at the dropouts ( 5 ) are attached. A continuously lockable gas spring ( 9 ) with triggering means (not shown) is connected to the rear fork struts and the elastic support.

3 shows a frame like in 1 shown, but without bottom bracket shell. An elastic carrier ( 10 ) with base plate ( 11 ) is attached to the main pipe, wherein the footprint relative to the frame is substantially movable in the vertical direction.

4 shows in addition to 3 Rear fork struts ( 8th ), which are attached to the rear fork tubes and dropouts. A continuously lockable gas spring is connected to the rear fork struts and the elastic support.

5 shows rear fork tubes, rear fork struts with dropouts, gas spring and elastic support with seat head sleeve as a unit, which are attached to the main tube of the bicycle frame.

6 shows rear fork tubes, rear fork struts, gas spring and elastic carrier with seat head sleeve as a unit attached to the main tube roller frame.

7 shows a frame consisting of a main tube ( 1 ), a steering head tube ( 2 ) and a bottom bracket shell ( 3 ) consists. The rear fork tubes ( 4 ) together with dropouts ( 5 ) directly connected to the main pipe. The elastic carrier ( 6 ) with seat attachment is connected to the main pipe and moves substantially in the diagonal direction to the direction of travel.

8th also shows rear fork struts ( 8th ) attached to the rear fork tubes ( 4 ) or at the dropouts ( 5 ) are attached. A continuously lockable gas spring ( 9 ) with triggering device (not designated) is connected to the rear fork struts ( 8th ) and the elastic support ( 6 ) connected.

9 equals to 8th ; only the infinitely lockable gas spring ( 9 ) directly on the rear fork supports ( 4 ) attached.

10 shows a frame like in 3 shown; however, the elastic stand carrier ( 10 ) with base plate ( 11 ) at the rear end of the main pipe ( 1 ) attached; the elastic seat support ( 6 ) is at the front end of the main pipe ( 1 ) and moves relative to the frame substantially in the vertical direction.

11 shows in addition to 10 a continuously lockable gas spring ( 9 ), with their lower end on the main tube ( 1 ) and at its upper end with the seat support ( 6 ) connected is.

12 shows the in 2 illustrated frame with all other components for a complete bike.

13 shows the in 4 illustrated scooter / motorcycle frame with all other components that a scooter or motorcycle needs (hub motor and battery not drawn).

14 shows the in 11 illustrated scooter / motorcycle frame with all other components that a scooter or motorcycle needs (hub motor and battery not drawn).

15 corresponds to 10 ; only the main pipe consists of two joined single pipes.

16 corresponds to 8th and 9 with all other components of a recumbent bike.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 202009001210 [0002]
• DE 62/2010 GM [0002]

Claims (30)

Frame for a single-track vehicle with a main pipe ( 1 ), a steering head tube ( 2 ), Hintergabelträger ( 4 ) together with dropouts ( 5 ), wherein the seat carrier ( 6 ) is movable and thus allows a change in position of the driver. Frame according to claim 1, wherein the seat support ( 6 ) is hinged to the frame (main pipe). Frame according to claim 1 and 2, wherein the seat support ( 6 ) is elastically connected to the frame and returns after application of force by its restoring moment back to the starting position. Frame according to claim 1 to 3, wherein the seat support ( 6 ) consists of elastic material. Frame according to claim 1 to 4, wherein the seat support ( 6 ) is arcuate. Frame according to claim 1 to 5, wherein the rear fork carrier ( 4 ) consists of elastic material, preferably made of spring steel. Frame according to claim 1 to 6, wherein the seat support ( 6 ) an adjusting device ( 9 ) having. Frame according to claim 1 to 7, wherein the adjusting device ( 9 ) as one between the seat carrier ( 6 ) and the main pipe ( 1 ) or the Hintergabelträger ( 4 ) or rear fork tubes ( 8th ) arranged elastic support is formed. Frame according to claim 1 to 8, wherein the elastic adjusting a gas spring ( 9 ). Frame according to claim 1 to 9, wherein the gas spring ( 9 ) is blockable in both the tensile and compressive direction, so that the seat support is lockable in a predetermined, certain position. Frame according to claim 1 to 10, wherein the continuously lockable gas spring ( 9 ) via a triggering device (not shown) can be controlled. Frame according to claim 1 to 11, wherein the adjusting device ( 9 ) is infinitely lockable only in the pressure direction and at lower load application by the restoring moment of the seat support ( 6 ) returns to the starting position, but again on renewed application of force only in the previously set position is displaced. Frame according to claim 1 to 12, wherein the blocking only in the compression direction adjusting device ( 9 ) can be controlled via a drive device. Frame according to claim 1 to 13, wherein the main pipe ( 1 ) has an adjustable hinge to be hinged. Frame according to claim 1 to 14, characterized in that the frame has a bottom bracket shell ( 1 and 2 ). Frame according to one of the preceding claims, wherein the front wheel and / or the rear wheel is / are provided with a drive device, preferably with an electric hub motor. Frame according to claim 1 to 14, characterized in that a support ( 10 ) which extends substantially in the longitudinal direction of the frame, is fastened with its front end to the main pipe and at the rear end of the support a footprint ( 11 ) is trained; where the footprint ( 11 ) is movable relative to the frame substantially in the vertical direction. Frame according to one of the preceding claims, wherein the support ( 10 ) is designed as a flexurally elastic beam and at its front end rigidly on the main pipe ( 1 ) is attached. Frame according to claims 1-14, characterized in that a support ( 10 ), which extends substantially in the longitudinal direction of the frame with its rear end on the main pipe ( 1 ) and at the front end of the carrier ( 10 ) a stand area ( 11 ) is trained; wherein the standing surface is movable relative to the frame substantially in the vertical direction. Frame according to one of the preceding claims, wherein the footprint ( 11 ) is designed so that it faces the wearer ( 10 ) is tiltable. Frame according to one of the preceding claims, wherein at the unattached end of the carrier ( 10 ) one end of a tension spring is attached, with its other end on the main pipe ( 1 ), wherein the tension spring extends substantially in the vertical direction. Frame according to one of the preceding claims, wherein at the unattached end of the carrier ( 10 ) one end of a hydraulic cylinder is attached; which is attached at its other end to the main pipe, wherein the hydraulic cylinder extends in a substantially vertical direction and wherein the hydraulic cylinder can be released, so that a distance between the frame and the rear end of the carrier is freely changeable or the hydraulic cylinder to be locked can, so that a distance between the frame and the rear end is fixed. Frame according to one of the preceding claims, wherein the rear wheel is also steerable. Frame according to claim 22, wherein the steering of the rear wheel is coupled to the steering of the front wheel. The frame according to claim 23, wherein the ratio of the steering angle of the front wheel to the steering angle of the rear wheel is adjustable. Frame according to claim 1 to 14, wherein the bottom bracket shell ( 3 ) at the front end of the main pipe ( 1 ) is located. Frame according to one of the preceding claims, wherein the steering head tube ( 2 ) in the middle of the main tube ( 1 ) is located. Bicycle characterized by one of the preceding claims. Scooter or motorcycle, characterized by one of the preceding claims. Recumbent bike, characterized by one of the preceding claims.

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