Modular full-suspension folding bicycle and frame structure thereof

Abstract

The application discloses a modular full-shock-absorption folding bicycle in the bicycle field and a frame structure thereof. The frame structure comprises a shell module, front swing arm modules and rear swing arm modules which are hinged to the front and rear ends of the shell module through shock-absorption hinge modules. The modular structure is convenient for manufacturing, installation and replacement. The hinge structure can realize longitudinal deformation or folding and elastic swinging of the frame after locking, and provides structural requirements for shock absorption and folding. In the frame structure, a gear transmission rod joint type guiding system module and a driving system module are installed, and a pair of wheel set modules are installed at both ends of the frame structure respectively, so that the front and rear swing arm modules of the bicycle are provided with the wheel set modules. When the front and rear swing arm modules are longitudinally folded or folded and elastically locked, full shock absorption is realized. The rotation of the guiding system module and the driving system module is integrated with the swinging of the front and rear swing arm modules within a certain angle range. The bicycle is symmetrical, fashionable, safe and stable in driving, and has good load bearing performance.

Description

Technical Field

[0001] This invention relates to a bicycle frame and a bicycle structure equipped with the frame, and more particularly to a fully shock-absorbing foldable bicycle employing a modular assembly. Background Technology

[0002] Bicycles are low-carbon, environmentally friendly, convenient, and flexible, making them an effective means of managing traffic congestion and promoting sustainable development in modern cities. As tourism and entertainment have become fashionable in modern life, the demand for small, lightweight, refined, innovative, unique, and aesthetically pleasing bicycles, as well as those that are easy to fold and carry, is an inevitable trend in the future consumer market.

[0003] However, traditional bicycle frames are mostly geometric frame structures made of various metal tubing welded together by heat. This process is complex and involves many steps, resulting in low quality and efficiency, a lack of aesthetic appeal, and minimal change over the past century. Non-tubular bicycles, folding bicycles, chainless bicycles, small-wheeled bicycles, and multi-wheeled bicycles that have emerged over the years all suffer from various structural problems to varying degrees. For example, the "one-piece molded bicycle frame" disclosed in patent CN112590992A (2021.04.02) uses integral die casting, which offers high strength and eliminates the need for complex welding processes, but it cannot incorporate folding or shock absorption devices. Similarly, the "folding vehicle" disclosed in CN113272219A (2021.08.17) and the "folding bicycle, especially a bicycle with pedal assistance" disclosed in WO2023 / 047209A1 (2023.03.30), while reducing the folding volume, significantly compromise the frame structure with the folding method, reducing overall frame rigidity, making it impossible to push after folding, and hindering the installation of shock absorption devices. For example, patents CN207106739U (March 16, 2018) discloses a "frame structure for a vehicle with three or more wheels," and CN215553847U (January 18, 2022) discloses a "rehabilitation vehicle for the disabled." Both vehicles employ a four-wheel structure, offering good control, stability, and load-bearing capacity. The former also incorporates front and rear shock absorbers, but its structure is complex, bulky, and difficult to fold. Furthermore, existing bicycle steering systems primarily use direct rigid transmission, which is simple and straightforward, but occupies a large space, making shock absorption and folding difficult, and significantly limiting the overall multimodal and aesthetic design of the bicycle. Some existing bicycle drive systems use a gear-drive rod system, overcoming the shortcomings of traditional chain drive systems such as low efficiency, short lifespan, and large space occupation, but it is difficult to achieve shock absorption and folding. Existing small- and medium-diameter wheel bicycles avoid the large size and weight of large-diameter bicycles, but the load-bearing capacity is lower, requiring the use of thicker tires for balance. Summary of the Invention

[0004] The present invention overcomes the various shortcomings of the prior art by addressing the technical problems described below.

[0005] The main technical problem solved by this invention is to provide a modular longitudinally deformable frame. The frame is not only easy to manufacture, assemble and replace, but also the front and rear swing arm modules that are longitudinally hinged and the shock absorber hinge modules that are combined with them enable the frame to be longitudinally flexed and deformed and to elastically swing after locking within its upper and lower limit range.

[0006] Another key technical problem addressed by this invention is to provide a modular, fully shock-absorbing folding bicycle composed of the aforementioned modular, longitudinally deformable frame. This not only solves the problem of longitudinal rotation or folding and elastic locking of the front and rear swing arm modules equipped with wheel modules, but also addresses the integration and unification of the rotation of the guide system module and the drive system module with the elastic swing of the front and rear swing arm modules within a certain angle through the gear-drive rod structure.

[0007] Another technical problem that this invention also aims to solve is to provide a wheel assembly module consisting of two symmetrical wheels that are close to each other and installed at the ends of the front and rear swing arm modules of the bicycle. This wheel assembly module not only matches the structure of the bicycle's steering system module and drive system module, but also provides safe and stable driving, good load-bearing capacity, and adaptability to folding.

[0008] To solve the above-mentioned technical problems, the present invention is implemented through the following technical solution:

[0009] One technical solution of the present invention is to provide a modular longitudinally deformable frame structure, which is a modular structure composed of a shell module, a front swing arm module, a rear swing arm module, and a shock absorber hinge module. The shell module integrally provides a front tube, a riser, a corresponding center shaft hole, and front and rear hinge joints at its longitudinal ends. The front and rear hinge joints are respectively hinged to the longitudinal inner hinge joints of the front and rear swing arm modules and the transverse hinge shafts in the middle of the shock absorber hinge modules located on their transverse sides. The front and rear swing arm modules hinged to the shell module can be freely rotated longitudinally within their upper and lower limit ranges or are longitudinally locked and elastically oscillatingly hinged to the shock absorber hinge module and the shell module.

[0010] As a preferred configuration of the housing module in this technical solution, the housing module is an integrally formed, bottom-side non-closed cavity rigid body. Its two main profile sidewalls are symmetrical in their orthographic projection views, and their external outline is a symmetrical figure about the vertical line perpendicular to the center of the relative central hole. The front tube and the riser, integrally formed on the symmetrical sidewalls of the main profile on both sides of the longitudinal centerline of the housing module, respectively have identical arc-shaped and approximately rectangular external protrusions on their respective main profile sidewalls. These protrusions are located on both sides of the relative central hole and are distributed with the same inclination (wider at the top and narrower at the bottom) on both upper extensions. The upper ends of the front tube and the riser are integrally formed with identical front and rear ear holes on their longitudinal outer sides, respectively. The integrally formed relative central hole is a smoothly transitioned, outwardly flared, parallel protrusion formed at the bottom of the symmetrical sidewall of the main profile and has two identical coaxial central holes. The integrally formed front and rear hinge joints are identical and smoothly extended outwards at the longitudinal ends of the housing module, and each has two identical coaxial shaft holes on its symmetrical parallel sidewalls on both sides of its longitudinal centerline plane. The symmetrical sidewalls of the main profile gradually extend outwards from top to bottom and form a smoothly transitioning, parallel, and widened cavity at the bottom. Different decorative holes with relatively smooth transitions and symmetrical about the transverse centerline plane are formed on the symmetrical sidewalls of the main profile plane in the upper part of the cavity.

[0011] As another preferred configuration of the housing module in this technical solution, the housing module is an integrally formed, bottom-side non-closed cavity rigid body. Its two main profiles are symmetrical in their orthographic projection views, and its outer profile is an asymmetrical figure about the vertical line perpendicular to the center of the relative central axis hole. The front tube and the riser, integrally formed on the symmetrical sidewalls of the main profiles on both sides of the longitudinal centerline plane of the housing module, respectively have identical arc-shaped and approximately rectangular external protrusions on their respective sidewalls. These protrusions are located on the two upper extensions and are distributed with the same upward and downward inclination near the upper part of the relative central axis hole. The upper outer longitudinal ends of the front tube and the riser are integrally formed with identical front and rear ear holes, respectively. The integrally formed relative central axis hole is a smoothly transitioned, outwardly flared, parallel protrusion formed at the bottom of the symmetrical sidewall of the main profile and has two identical coaxial central axis holes. The integrally formed front and rear hinge joints are identical and smoothly extended outwards at the longitudinal ends of the housing module, and each has two identical coaxial shaft holes on its symmetrical parallel sidewalls on both sides of its longitudinal centerline plane. The symmetrical sidewalls of the main profile gradually extend outwards from top to bottom and form a smoothly transitioning, parallel, and widened cavity at the bottom. A relatively smooth, interconnected decorative hole is formed in the middle of the symmetrical sidewalls of the main profile.

[0012] The two preferred configurations of the shell module described above are merely illustrative examples. Other shell module configurations with symmetrical or asymmetrical main outlines, and which meet external connection matching requirements, can also be adopted according to actual applications.

[0013] As a preferred embodiment of this technical solution, the front swing arm module can be hinged to the housing module of the above-mentioned preferred configurations. The preferred configuration is a combination of a square-conical cavity, an integrated hinge joint at its large end, and a non-integrated connector at its small end. The hinge joint has two identical coaxial shaft holes on two parallel side walls symmetrically arranged on both sides of its longitudinal centerline. The square-conical cavity has a large-end shaft hole and a small-end shaft hole with its centerline as the axis at its longitudinal end, and symmetrical large-end transverse holes on both sides of the longitudinal centerline of the large end. The connector has a central circular housing and two integrally symmetrical coaxial hollow pivot shafts on both sides of its outer circumferential longitudinal centerline. The inner circumferential surface of the circular housing has an integral cross stop, and the outer circumference of the pivot shaft has an end external thread and a root shoulder.

[0014] As a preferred embodiment of this technical solution, the rear swing arm module can be hinged to the housing module of the above-mentioned preferred configurations. The preferred configuration is a combination of a square-conical cavity, an integrated hinge joint at its large end, and an integrated connector at its small end. The hinge joint has two identical coaxial shaft holes on two symmetrically parallel sidewalls on both sides of its longitudinal centerline. The square-conical cavity has two identical end shaft holes with its centerline as the axis at its longitudinal end, and symmetrical large-end transverse holes on both sides of its longitudinal centerline. The connector has a central wedge-shaped housing and two integrally symmetrical coaxial pivot shafts on both sides of its outer circumferential longitudinal centerline. The pivot shaft has a central through hole and communicates with the inner cavity of the wedge-shaped housing. The outer circumference of the pivot shaft has an end external thread and a root shoulder.

[0015] The preferred shock-absorbing hinge module of this technical solution is hinged to the hinge shaft holes of the aforementioned housing module and front and rear swing arm modules, and its hinge state is controlled accordingly. Its preferred structure is an assembly consisting of the hinge shaft, the shock-absorbing component, and the control component. The hinge shaft is a two-step shaft. The first step shaft of the large diameter section has evenly distributed fixing holes on its stepped side, and the central end of the second step shaft of the small diameter section has a tapered spline. The center of the tapered spline has a stepped through hole consisting of a large-diameter outer circular hole, a central threaded hole, and a large-diameter internal threaded hole. The shock-absorbing component includes a rubber composite torsion spring and an integrally formed tapered spline hole in its central part, an integrally formed connecting hole on its outer circumference, and a hinged connecting post. The rubber composite torsion spring is a flat helical spring with a rubber sheet vulcanized on one side of the gap, and its axial cross-section is disc-shaped. The tapered spline hole is the fixing part of the shock-absorbing component, and the connecting hole and connecting post are the actuating part of the shock-absorbing component. The control component is an assembly consisting of a circular sealing plate, a quick-release handle, a hinge screw, a screw stop, and a cover. The tapered spline dynamically matches the tapered spline hole, the outer end hole of the stepped through hole dynamically matches the integral cylinder in the middle of the inner side of the circular sealing plate, the arc groove in the middle of the outer side of the circular sealing plate abuts against the eccentric head of the quick-release handle, the hinge screw connected to the quick-release handle dynamically matches and is placed in the center hole of the circular sealing plate and is screwed to the screw hole in the stepped through hole, the outer end face of the hinge screw is flush with the bottom surface of the inner screw hole of the stepped through hole, the screw hole at the end of the hinge screw is screwed to the screw stop and abuts against the bottom surface, the inner screw hole is screwed to the cover, and the outer peripheral surface of the circular sealing plate is pressed and sealed with the small conical end edge hole of the tapered spline hole of the shock absorber assembly.

[0016] Each of the four identical shaft holes in the front and rear swing arm modules has a friction-reducing sleeve installed inside. The inner surface of each sleeve corresponds to and abuts against the outer surface of the four identical shaft holes in the front and rear hinge joints of the housing module, and they are aligned with the same diameter. The shock-absorbing hinge module is installed on the outer side of each of the four pairs of identical mating holes. The first stepped side fixing hole of the hinge shaft on this module abuts against and is screwed into place with the corresponding outer peripheral screw holes of the four shaft holes in the front and rear hinge joints of the housing module. The second stepped shaft of the hinge shaft is hinged to the shaft hole in the front and rear swing arm module hinge joint where the friction-reducing sleeve is located. The shock-absorbing component has symmetrical friction-reducing sleeves on both sides of the connecting hole and is hinged to the exposed end of the connecting post pressed by the symmetrical large end transverse hole of the front and rear swing arm module. The quick-release handle controls the engagement or disengagement of the conical spline hole of the shock-absorbing component with the conical spline of the hinge shaft, allowing the front and rear swing arm modules, which are hinged together, to be locked to the housing module for longitudinal elastic swing or unlocked for free longitudinal rotation and displacement at any position within their longitudinal upper and lower limit range.

[0017] Compared to existing technologies, the modular, longitudinally deformable frame structure of this invention offers several advantages. It employs a modular design, with the frame composed of individually prefabricated, detachable modules that facilitate manufacturing, replacement, and maintenance. This avoids the traditional tubular welding method, resulting in a rigid, integrated frame with symmetrical and stable overall shape, featuring a large, streamlined arc for a modern and stylish aesthetic. The longitudinally hinged front and rear swing arm modules, controlled by the shock-absorbing hinge modules, achieve longitudinal rotation and elastic locking within their upper and lower limits, providing the structural foundation for the frame's full shock absorption and folding capabilities.

[0018] Another technical solution of the present invention is to provide a modular full-shock-absorbing folding bicycle, which adopts the following components: a. the aforementioned modular longitudinally deformable frame structure; b. a guide system module with a bevel gear-drive rod transmission method incorporating a universal joint, wherein the transmission chain axis is located on the longitudinal centerline of the frame structure; c. a drive system module with a bevel gear-drive rod transmission method incorporating a universal joint, wherein the transmission chain axis is located on the longitudinal centerline of the frame structure and on the horizontal perpendicular line between its beginning and end points; d. a wheel assembly module consisting of two independent wheels that are close to each other and have the same coaxial axis, wherein the two wheels of the two wheel assembly modules are respectively pivotally connected to two symmetrical pivot shafts at each connector of the front and rear swingarm modules.

[0019] The universal joint's cross-hinged center coincides with the hinge axis of the front and rear swing arm modules, allowing its rotation and oscillation to be integrated within a certain angle range. The universal joint can oscillate within the longitudinal vertical limit range of the front and rear swing arm modules.

[0020] The guide system module transmission chain end rotary assembly is located inside the circular housing of the front swing arm module connector and pivotally connected to its two axial ends. The rotary assembly and the circular housing form a disturbance-resistant flexible swing connection.

[0021] The drive system module has two symmetrical flywheels at the end of the transmission chain. The driving ends of the two flywheels are connected to the exposed ends of the rear wheel axle, and the passive ends of the two flywheels are connected to the outer sides of the two wheels of the wheel assembly module.

[0022] The guide system module allows the riser to extend and lock in its entirety within the front tube of the housing module or through its bottom. The saddle tube of the saddle module allows for full-size extension and locking in its entirety within the riser tube of the housing module. The saddle tube with the lower fork-shaped part allows it to pass unobstructed across the drive system module shaft at the bottom of the housing module and can extend and lock in its entirety through its bottom.

[0023] Among them, the front and rear swing arm modules pivotally connected to the wheel assembly module and the shell module hinged to each other are elastically locked with the shock absorber hinge module within the upper and lower limits of their longitudinal swing and folding to form the full shock absorber state of the vehicle. The range of +20 degrees to -20 degrees near the 0-degree angle where the axes of the internal follow-up transmission chain hinge point are coincident is the human riding area of ​​the vehicle. Other swing angle ranges are the spare non-human riding areas of the vehicle. The lower limit of the longitudinal swing and folding is the folding position of the vehicle.

[0024] Furthermore, other modifications and combinations of the above-mentioned constituent elements, as well as equivalent technical solutions, are also effective as technical solutions of the present invention.

[0025] The advantages of this modular, fully shock-absorbing folding bicycle compared to existing technologies are that it adopts the aforementioned modular, longitudinally deformable frame structure. The beneficial effects provided by this frame structure, combined with the guide system module, drive system module, wheelset module, and saddle module (braking module omitted), achieve a fully modular design. Both the guide system module and drive system module utilize a transmission chain with bevel gears and drive rods incorporating universal joints. This innovative, compact, and efficient design not only enables full shock absorption, swinging, and longitudinal folding of the front and rear swingarm modules but also organically integrates with the rotation of the front and rear drive chains. The bicycle's helical shock absorbers have two symmetrically distributed elastic forces on either side of the front and rear swingarm hinge points for balanced stability. Their center also serves as a turning point without pre-set compression (the rider's weight provides pre-compression), resulting in smooth operation and easy absorption of momentum, making riding more comfortable and safer. The bike's steering system module, except for the handlebar assembly, is entirely internal and unaffected by external factors. Its gear transmission breaks away from traditional rigid steering connections, showcasing a symmetrical and stylish design. The flexible steering structure at the end overcomes the sensitivity to impacts from the dual-wheel structure of the wheelset module. The drive system module's bottom bracket drive gear and rear axle driven gear are both located near the center of the axle, ensuring balanced force distribution and high efficiency at both ends of the bearings. Because the drive system module, except for the starter and end components, is entirely internal and unaffected by external factors, it does not interfere with riding. Compared to traditional rear sprocket-based shock absorption structures, this drive system module prevents pedal kickback or missteps during riding, and the pedals do not engage with the shock absorbers, resulting in energy loss and improved riding energy efficiency and comfort. The bicycle uses two independent, symmetrical wheel modules close to the front and rear wheels, creating four independent wheels that contact the ground to form a rectangular stability surface. This reduces lateral slippage during emergency braking and shortens braking distance. Furthermore, at very slow speeds or when stopped, the rider's feet do not need to touch the ground, greatly improving riding safety, stability, and load-bearing capacity. If this invention adopts a small-sized body shape and a portable design using lightweight alloy or composite carbon fiber materials, its compact and lightweight appearance when fully folded makes it extremely convenient to carry on airplanes, buses, in public places, and during travel, allowing for easy deployment and riding at any time.

[0026] Furthermore, as a unique enabling platform, this invention also has the potential beneficial effects of allowing for the convenient and random addition of hub motor functional modules to the outer sides of the four independent wheels of the front and rear wheel assembly module (see subsequent patents). This expands the vehicle into a human-powered and / or electric drive system, enabling riders to control forward and backward movement, turn forward and backward, lateral movement, and left and right rotation. It can also be combined with the latest technologies such as Beidou, Internet of Things, and AI to achieve unmanned driving, tracking navigation, and intelligent entertainment performances for bicycles without rider intervention. This truly realizes the future bicycle as one of the most widely distributed intelligent mobile terminals, presenting a new era of specialized, innovative, low-carbon, green, technologically advanced, and fashionable transportation. Attached Figure Description

[0027] The following figures illustrate a single general invention, namely a modular, fully-suspension folding bicycle and a specific embodiment of its frame structure. For the sake of brevity, drawings of some identical structural components and structural components known in the art have been omitted. The figures are drawn to different scales depending on the size of each component and its combination, and the same reference numerals in the figures refer to the same components.

[0028] Figure 1 This is an isometric view of the first preferred embodiment of the modular longitudinally deformable frame structure of the present invention.

[0029] Figure 2 is Figure 1 The schematic diagram of the housing module in the embodiment is shown in Figures A, B, C, D, E, and F. (A) is an isometric view of the housing module, B is a front orthographic view of the housing module, C is a top orthographic view of the housing module, D is a side orthographic view of the housing module, E is a bottom orthographic view of the housing module, and F is a full sectional view of the longitudinal centerline of the housing module.

[0030] Figure 3 for Figure 1 The schematic diagram of the combined structure of the front swing arm module in the embodiment (where the connector is not integrated) is shown in (A) as an isometric view of the combined structure of the front swing arm module and (B) as a full sectional view of the longitudinal centerline of the front swing arm module.

[0031] Figure 4 for Figure 1 The schematic diagram of the rear swing arm module in the embodiment is shown in (A), which is an isometric view of the rear swing arm module, and (B) is a full sectional view of the longitudinal centerline plane of the rear swing arm module.

[0032] Figure 5 is Figure 1 The schematic diagram of the combined structure of the shock-absorbing hinge module in the embodiment is shown in (A), which is an exploded isometric view of the combined structure of two symmetrical shock-absorbing hinge modules, (B) which is an isometric view of the elastic locking of the two symmetrical shock-absorbing hinge modules on both sides of the hinge end in this embodiment, (C) which is an isometric view of the elastic unlocking of the two symmetrical shock-absorbing hinge modules on both sides of the hinge end in this embodiment, and (D) which is an isometric view of the rubber composite torsion spring in the shock-absorbing hinge module.

[0033] Figure 6 This is an isometric view of the second preferred embodiment of the modular longitudinally deformable frame structure of the present invention.

[0034] Figure 7 is Figure 6 The schematic diagram of the housing module in the embodiment is shown in (A) as an isometric view of the housing module, (B) as a front view of the housing module in orthographic projection, (C) as a top view of the housing module in orthographic projection, (D) as a side view of the housing module in orthographic projection, and (E) as a full sectional view of the longitudinal centerline plane of the housing module.

[0035] Figure 8 This is an isometric drawing of the first preferred embodiment of the modular, fully shock-absorbing folding bicycle of the present invention.

[0036] Figure 9 is Figure 8 The schematic diagram of the combined structure of the guide system module in the embodiment is shown in (A), which is an isometric view of the combined structure of the guide system module; (B) is an exploded isometric view of the handlebar assembly in the guide system module; (C) is an exploded isometric view of the first transmission rod assembly (including the front bracket) in the guide system module; (D) is an exploded isometric view of the second transmission rod assembly in the guide system module; and (E) is an exploded isometric view of the end slewing assembly in the guide system module.

[0037] Figure 10 is Figure 8 The schematic diagram of the combined structure of the drive system module in the embodiment is shown in (A), which is an isometric view of the combined structure of the drive system module; (B) is an exploded isometric view of the central shaft combined structure in the drive system module; (C) is an exploded isometric view of the first transmission rod combined structure (including the rear bracket) in the drive system module; (D) is an exploded isometric view of the second transmission rod combined structure in the drive system module; and (E) is an exploded isometric view of the rear axle combined structure in the drive system module.

[0038] Figure 11 for Figure 8 Axonometric view of the wheel assembly module combination structure in the embodiment.

[0039] Figure 12 for Figure 8 A schematic diagram showing the longitudinal rotatable section boundary of the front and rear swing arm modules equipped with wheel assembly modules in the embodiment.

[0040] Figure 13 for Figure 8 Exploded isometric view of the saddle module in the embodiment.

[0041] Figure 14 for Figure 8 A longitudinal sectional view of the full-size upward extension of the stem and saddle tube in the embodiment.

[0042] Figure 15 for Figure 8 A longitudinal sectional view of the full-size reduced position of the riser tube and saddle tube in the embodiment.

[0043] Figure 16 for Figure 8 Schematic diagram of the folded state of the embodiment, (A) is Figure 8 The folded state is shown in isometric view (B). Figure 8 An isometric view of the universal joint in its folded state, as shown in the embodiment.

[0044] Figure 17 for Figure 8Schematic diagram of geometric parameter analysis for an example.

[0045] Figure 18 for Figure 8 Schematic diagram of dynamic force analysis in the example.

[0046] Figure 19 This is an isometric view of the second preferred embodiment of the modular full-shock-absorbing folding bicycle of the present invention.

[0047] Figure 20 for Figure 19 The schematic diagram of the bracket in the embodiment, (A) is Figure 19 Isometric view of the front bracket of the guide system module in the embodiment, (B) is Figure 19 Isometric view of the rear bracket of the drive system module in the embodiment.

[0048] [Functional components and accessories]

[0049] Housing module 100: front tube 110; riser tube 120; relative central shaft hole 130; front hinge joint 140, shaft hole 141, screw hole 142, screw 143; rear hinge joint 150, shaft hole 151, screw hole 152; front ear hole 160; rear ear hole 170; bottom cavity 180, fixing screw hole 181; decorative hole 190.

[0050] Front swing arm module 200: hinge joint 210, shaft hole 211; connector 220, circular housing 221, pivot shaft 222, cross stop 223, external thread 224, shaft shoulder 225; square cone cavity 230, large end shaft hole 231, small end shaft hole 232, large end transverse hole 233.

[0051] Rear swing arm module 300: hinge joint 310, shaft hole 311; connector 320, wedge-shaped housing 321, pivot shaft 322, inner through hole 323, external thread 324, shaft shoulder 325; square cone cavity 330, end shaft hole 331, large end transverse hole 332.

[0052] Vibration damping hinge module 400: hinge shaft 410, fixing hole 411, tapered spline 412, stepped through hole 413, outer circular hole 4131, center threaded hole 4132, internal threaded hole 4133; vibration damping component 420: rubber composite torsion spring 421, tapered spline hole 422, connecting hole 423, connecting post 424, post threaded hole 4241, wear-reducing sleeve 425, post screw 426; control component 430: circular sealing plate 431, cylinder 4311, arc groove 4312, center hole 4313, quick release handle 432, hinge screw 433, end threaded hole 4331, screw stop 434, cover 435; wear-reducing sleeve 440.

[0053] Guide system module 500: Includes riser 510, symmetrical arc groove 511, cross-sectional section P, bearing 512, symmetrical locking body 513; upper rotary head 520, lock seat 521, fixing hole 5211, symmetrical locking tongue 522, lock cap 523; lower rotary head 530, first bevel gear 531, fixing hole 5311, symmetrical inclined surface 5312, screw 532; rotary drum 540, symmetrical locking tongue 541, end screw hole 5411, symmetrical bayonet 542; first transmission rod 550, second bevel gear 551, fixing keyhole 5511, bearing 552. Spline 553, fixing key 554; front bracket 560, pressure cap 561, screw 562, fixing hole 563, screw 564, through hole 565; second transmission rod 570, bearing 571, spline 572, square pyramid 573, cuboid 574, end screw head 575; universal coupling 580, spline hole 581; rotary assembly 590, shaft 591, square pyramid hole 5911, cross stop 5912, inner shaft stop 5913, rubber body 592, outer shaft stop 593, square hole 5931, stop cup 594, adjusting shim 595, nut 596.

[0054] Drive system module 600: central shaft 610, end square taper 611, shoulder 612, tapered spline 613, thread 614, nut 615, bearing 616, decorative cover 617; first bevel gear 620, tapered spline hole 621; second bevel gear 630, fixing key hole 631; first transmission rod 640, fixing key 641, spline 642, rear bracket 643, pressure cap 644, fixing hole 645, through hole 646; second transmission rod 65 0, fixed key 651, spline 652; third bevel gear 660, fixed key hole 661; fourth bevel gear 670, fixed key hole 671; rear axle 680, end 681, end screw hole 682, end screw 683, fixed key 684, shaft shoulder 685, cover 686, adjusting shim 687; flywheel 690, driving rotating body 691, drive hole 6911, driven rotating body 692, connecting column 6921, column screw hole 6922.

[0055] Wheelset module 700: wheel 710, disc 711, mounting hole 712, center hole 713, spacer groove 714, insert 715, fixing screw 716; bearing 720; spacer ring 730; fixing nut 740; decorative cover 750.

[0056] Saddle module 800: Saddle 810; Saddle tube 820, upper single tube 821, symmetrical arc groove 8211, lower symmetrical tube 822; Saddle tube 830, symmetrical arc groove 831; Lock seat 840, seat hole 841, symmetrical screw hole 842, symmetrical downward protrusion 843; Symmetrical lock handle 850, screw head 851. Detailed Implementation

[0057] The following detailed description, in conjunction with the accompanying drawings, describes two preferred embodiments of the modular longitudinally deformable frame structure of the present invention, and two preferred embodiments of the modular full-suspension folding bicycle employing the above-described frame structure. For the sake of brevity, repeated descriptions and descriptions of structural components known in the art will be omitted. Furthermore, this description is not limited to the described embodiments and may include substitutions, improvements, and equivalents within the scope of the invention as defined in the claims, and may include any changes to component types and layouts without departing from the inventive concept and scope of the invention.

[0058] Furthermore, in the following description, the bicycle is positioned with a vertical and horizontal reference. The vertical plane containing the line connecting the center of the handlebars and the center of the seat is defined as the "longitudinal centerline plane" of this embodiment. The direction perpendicular to the longitudinal centerline plane is the "lateral" direction of this embodiment. The left side of the longitudinal centerline plane along the direction of the front of the bicycle is the "left" side of this embodiment, and the opposite side is the "right" side. The direction of the front of the bicycle is the "front" side, and the direction of the rear of the bicycle is the "rear" side. The position closest to the center of the bicycle body and the longitudinal centerline plane is the "inner" or "inner" side of this embodiment, and the corresponding position outside it is the "outer" side. The vertically upward position is the "upper" side, and the vertically downward position is the "lower" side, thereby indicating the orientation of each part of this embodiment. Description of the embodiment: The orientation or positional relationship indicated by center, longitudinal, lateral, vertical, horizontal, top, bottom, etc., is based on the orientation or positional relationship of the device or component shown in the accompanying drawings and should not be construed as a limitation of the present invention. (A), (B)..., a, b..., (1), (2)..., one is, the other is... etc. are used only for descriptive purposes and have no other meaning.

[0059] [Modular Longitudinal Deformable Frame Structure Example I]

[0060] (Overall frame structure)

[0061] like Figure 1 Figure 5 shows the first preferred embodiment of the frame. Figure 1This is an isometric view of the first preferred embodiment of the modular longitudinally deformable frame structure of the present invention. It is a separable modular structure composed of a separately prefabricated shell module 100, a front swingarm module 200, a rear swingarm module 300, and a shock absorber articulation module 400. The shell module 100 is integrally provided with the frame's front tube 110, seat tube 120, relative bottom bracket hole 130, and front hinge joint 140 and rear hinge joint 150 at the longitudinal ends of the frame. The shell module 100 is an integrated component that combines the functions of a conventional front tube, seat tube, bottom bracket, part of the front fork and part of the rear fork, and shock absorber articulation mounting part. The front swing arm module 200 and the rear swing arm module 300 are respectively provided with a hinge joint 210 and a hinge joint 310 on one side, and a connector 220 and a connector 320 on the other side. The front swing arm module 200 (swing body) is a split integrated component that combines the functions of a front fork, a shock absorber hinge mounting part, and a front wheel mounting part. The rear swing arm module 300 (swing body) is an integrated component that combines the functions of a rear fork, a shock absorber hinge mounting part, and a rear wheel mounting part. In this embodiment, the shock absorber hinge module 400 is provided with a hinge shaft 410, a shock absorber component 420, and a control component 430, and is a split integrated component that combines shock absorption, hinge, and control of the connection and disconnection of the shock absorber component 420. In this embodiment, the front hinge joint 140 of the housing module 100 is hinged to the hinge joint 210 of the front swing arm module 200 and the central transverse hinge shaft 410 of the shock-absorbing hinge modules 400 symmetrically arranged on both sides. The rear hinge joint 150 of the housing module 100 is hinged to the hinge joint 310 of the rear swing arm module 300 and the central transverse hinge shaft 410 of the shock-absorbing hinge modules 400 symmetrically arranged on both sides. Under the control of the control component 430 of the shock-absorbing hinge module 400, the front swing arm module 200 and the rear swing arm module 300, together with the relatively hinged housing module 100, can rotate freely longitudinally within their upper and lower limit ranges, and can be locked together with the shock-absorbing component 420 to form a constrained elastic swing (detailed below). This provides a structural basis for the bicycle body to have full shock absorption and longitudinal rotation and folding. Figure 1 This embodiment clearly demonstrates the combination relationship of the four structural modules' outlines and their relative positions, substantially breaking away from the existing bicycle frame structure. Its frame structure is a main module that is detachably hinged to the front and rear swingarm modules via two symmetrical articulated shock-absorbing modules at the front and rear, eliminating the need for traditional complex welding manufacturing processes. The modular structure makes manufacturing, replacement, and maintenance extremely convenient. The frame boasts good overall rigidity, a symmetrical and stable overall outline, a streamlined shape with large rounded transitions, and a highly modern and stylish aesthetic.

[0062] The components and parts constituting this preferred embodiment will now be described in detail.

[0063] (Shell Module)

[0064] Figure 2 is Figure 1A schematic diagram of the structure of the housing module 100 in the embodiment is shown in Figures 1-1-1. (A) is an isometric view of the housing module 100, (B) is a front orthographic view of the housing module 100, (C) is a top orthographic view of the housing module 100, (D) is a side orthographic view of the housing module 100, (E) is a bottom orthographic view of the housing module 100, and (F) is a full sectional view of the longitudinal centerline plane of the housing module 100.

[0065] As shown in the isometric view of Figure 2(A), the preferred configuration of the housing module 100 in this embodiment is an integrally formed, bottom-side non-closed cavity rigid body, preferably integrally molded from a high-strength lightweight alloy or composite fiber material. The housing module 100 is generally shaped like a saddle, with two longitudinally projecting upper extensions (front and rear) forming the mounting portions for the handlebar assembly and saddle assembly, and two longitudinally projecting lower extensions (front and rear) forming the mounting portions for part of the guide and drive system, as well as the hinge portions at the two longitudinal outer ends. The bottom protrusion forms the mounting portion for the central axle. The housing module 100 integrally forms a front tube 110, a riser 120, a corresponding central axle hole 130, a front hinge joint 140, a rear hinge joint 150, a front ear hole 160, and a rear ear hole 170. Overall, the two side walls of the main profile of the housing module 100 gradually flare outward from top to bottom, forming a horizontally parallel, continuously widened, and smoothly transitioning cavity 180 near the bottom. Different decorative holes 190, with relatively smooth transitions and symmetrical about the horizontal centerline, are formed on the upper part of the cavities 180 on both side walls of the main profile. The projected shapes of the housing module 100 in this embodiment can be clearly seen in Figure 2's (B) orthographic front view, (C) orthographic top view, (D) orthographic side view, and (E) orthographic bottom view. In this embodiment, the orthographic front views of the side walls of the main profile on both sides of the longitudinal centerline of the housing module 100 are symmetrical, and their outer contours are symmetrical about the vertical line from the center of the central hole 130. The symmetry of the outer contour of the main profile of the housing module 100 in this embodiment substantially changes the spatial geometry of existing traditional vehicle frames, providing a holistic, fashionable, and symmetrical aesthetic for future vehicle frames (of course, changes to the guide drive system are also required, as will be discussed later). As seen in the various views, the front tube 110 and the seat tube 120 integrally formed on the housing module 100 of this embodiment have identical arc-shaped and approximately rectangular external protrusions on the symmetrical sidewalls of the main profile on both sides of the longitudinal centerline plane. These protrusions are distributed in a continuous manner with the same inclination, wider at the top and narrower at the bottom, on both sides of the central shaft hole 130 and the two upper extensions. The symmetrical arc-shaped external protrusions on both sidewalls accommodate the installation requirements of the handlebar stem rotation structure in the front tube 110, while the symmetrical approximately rectangular external protrusions on both sidewalls accommodate the installation requirements of the rectangular saddle tube (with good bending strength) in the seat tube 120. Because the upper half of the symmetrical protrusions of the front tube 110 and the seat tube 120 are distributed on the transverse sides of the V-shaped upper extensions at the front and rear top of the housing module 100, the installed handlebars and saddle allow the rider to be in the optimal position. That is, when the vertical extension and retraction positions of the handlebar stem and saddle tube are changed, the longitudinal distance between the handlebars and saddle and their respective vertical heights will reach the optimal riding position for different riders.In this embodiment, the central pivot hole 130 integrally formed on the housing module 100 has an outwardly extending, parallel protrusion formed on the bottom of the symmetrical sidewall of the main profile, and is provided with two identical coaxial pivot holes. The two outwardly extending pivot holes are wider than the adjacent connected bottom cavity 180, and are integrally and smoothly transitioned with the adjacent symmetrical sidewalls over a wide range to improve the lateral support stability of the central pivot hole 130. The outer periphery of the two pivot holes is provided with a raised edge, which, together with the central pivot hole 130, is used to install the bicycle's central pivot bearing 616 and decorative cover 617. In this embodiment, the front hinge joint 140 and rear hinge joint 150 integrally formed on the housing module 100 have two identical coaxial pivot holes 141 and two coaxial pivot holes 151 respectively on the parallel sidewalls symmetrically arranged along the longitudinal centerline of each end. The pivot holes 141 and 151 are also identical, and due to symmetry, their axes are perpendicularly distanced from the axis of the central pivot hole 130. The front hinge joint 140 and the rear hinge joint 150 are connected to the housing module 100 in a continuous and smooth transition to improve their strength. The two shaft holes 141 and 151, as well as the screw holes 142 and 152 evenly distributed around them, are used to install the shock-absorbing hinge module 400 and then hinge it to the front swing arm module 200 and the rear swing arm module 300 (detailed later). The detailed shape of the interior of the non-closed cavity at the bottom of the housing module 100 can be clearly seen from the full sectional view of the longitudinal centerline plane of the housing module in Figure 2 (F). The upper and lower ends of the front tube 110 are each provided with an integral circular hole of the same diameter for assembling the support bearing. The top circular hole is flush with the upper end, and the bottom circular hole is flush with the upper top surface of the bottom cavity 180. The riser tube 120 has gradually shallowing rectangular grooves on its upper surface from the top to the bottom cavity 180, serving as the upper and lower sliding tracks for the rectangular saddle tube 820. Multiple integrated vertical fixing screw holes 181 (two rows of fixing screw holes 181 are visible in the bottom view) are distributed inside the non-closed, interconnected bottom cavity 180, used to install the bicycle's guide system and drive system bracket devices. In this embodiment, the front tube 110 and riser tube 120 of the housing module 100 have identical front ear holes 160 and rear ear holes 170 integrally formed on their upper longitudinal outer sides, which not only adds symmetrical aesthetics to the vehicle body but also facilitates the pulling and fixing of external objects. The various decorative holes 190 integrally formed on the housing module 100, symmetrically positioned on its transverse centerline, not only increase the rigidity of the housing module 100 in all directions but also reduce weight and enhance symmetrical aesthetics. In this embodiment, the shell module 100 integrates a variety of functional components in a holistic layout, which increases the rigidity of the main body, gets rid of the traditional outdated mode and complicated manufacturing process, and the overall shape is geometrically symmetrical, structurally stable, and the large arc transition is extremely modern in aesthetics.

[0066] (Front swing arm module)

[0067] Figure 3 for Figure 1 A schematic diagram of the combined structure of the front swing arm module 200 in the embodiment (where the connector is not integrated), (A) is an isometric view of the combined structure of the front swing arm module 200, and (B) is a full sectional view of the longitudinal centerline plane of the front swing arm module 200.

[0068] from Figure 3 As shown in the isometric view (A), the preferred configuration of the front swing arm module 200 in this embodiment is a split integrated component consisting of a square pyramidal cavity 230, a large-end integrated hinge joint 210, and a small-end non-integrated connector 220. It is preferably molded from a high-strength lightweight alloy or composite fiber material. The hinge joint 210 has two identical coaxial shaft holes 211 on two symmetrically parallel sidewalls on both sides of its longitudinal centerline. The square pyramidal cavity 230 has a large-end shaft hole 231 and a small-end shaft hole 232 with its centerline as the axis at its longitudinal end, and symmetrical large-end transverse holes 233 are provided on both sides of the large-end longitudinal centerline. The connector 220 has a circular housing 221 in the middle and two integrally symmetrical coaxial hollow pivot shafts 222 on both sides of its outer circumferential longitudinal centerline. The inner circumferential surface of the circular housing 221 has an integral cross stop 223, and the outer circumferential end of the pivot shaft 222 has an external thread 224, and its outer circumferential root has a shoulder 225. From... Figure 3 (B) Full sectional view further reveals its internal and external details. The square-pyramidal cavity 230, with rounded corners on its outer periphery, gradually tapers inward from the large end to the small end, and smoothly transitions continuously at the large end to the hinge joint 210, and at the small end to the large-diameter cylindrical body, to meet load-bearing and weight-reduction requirements. The large-end shaft hole 231 and the small-end shaft hole 232 of the square-pyramidal cavity 230 are used to press-fit bearings. The use of a large-diameter bearing at its front end is to improve the load-bearing strength of the transmission. Its internal cavity is used to install the shaft assembly of the guide system. The symmetrical large-end transverse hole 233 of the square-pyramidal cavity 230 is used to press-fit the connecting post 424 in the vibration damping hinge module 400 (described later). In addition, the circular housing 221 of the non-integral connector 220 of the front swing arm module 200 is pivotally and flexibly connected to the end assembly of the guide system at both ends and the inner circumferential surface (described later). The two symmetrical pivot shafts 222 of the connector 220 are pivotally connected to the two wheels of the wheel set of the vehicle and are axially fixed by the end external thread 224 and the fixing nut 740 (described later). The diameter of the two shaft holes 211 of the hinge joint 210 of the front swing arm module 200 is slightly larger than the diameter of the two shaft holes 141 of the front hinge joint 140 of the aforementioned housing module 100. The difference in radius is equal to the thickness of the wear-reducing sleeve 440. The diameter of the shaft hole 141 is the same as the inner diameter of the wear-reducing sleeve 440 and is hinged.

[0069] (Rear swing arm module)

[0070] Figure 4 for Figure 1The schematic diagram of the rear swing arm module 300 in the embodiment is shown in (A), which is an isometric view of the rear swing arm module 300, and (B) is a full sectional view of the longitudinal centerline plane of the rear swing arm module 300.

[0071] from Figure 4 As shown in the isometric view (A), the preferred configuration of the rear swing arm module 300 in this embodiment is an integrated component consisting of a square pyramidal cavity 330, a large-end integrated hinge joint 310, and a small-end integrated connector 320. It is preferably molded from a high-strength lightweight alloy or composite fiber material. The hinge joint 310 has two identical coaxial shaft holes 311 on two symmetrically parallel sidewalls on both sides of its longitudinal centerline. The square pyramidal cavity 330 has two identical end shaft holes 331 with its centerline as the axis at its longitudinal end, and symmetrical large-end transverse holes 332 are provided on both sides of the large-end longitudinal centerline. The connector 320 has a wedge-shaped housing 321 in the middle and two symmetrically integrated coaxial pivot shafts 322 on both sides of its outer circumferential longitudinal centerline. The pivot shaft 322 has a central inner through hole 323, an external thread 324 on its outer circumference, and a shoulder 325 at its outer circumferential root. From... Figure 4 (B) Full sectional view further reveals its internal and external details. From an overall appearance perspective, it is basically the same as the front swing arm module 200. The large end transverse holes 332 of the large end of the square cone cavity 330 are used to press-fit the connecting post 424 in the shock absorber hinge module 400 (described later). The difference is that the connecting head 320 and the square cone cavity 330 are integrated. The inner cavity of the wedge-shaped housing 321 of the connecting head 320 is connected to the central through hole 323 of the two symmetrical pivot shafts 322. The shaft holes 331 at both ends of the square cone cavity 330 are the same and are used to press-fit the same bearings. Its internal cavity is used to install the shaft assembly of the drive system. The inner cavity of the wedge-shaped housing 321 of the connecting head 320 is connected to the through hole 323 of the pivot shaft 322, which is used to install the rear axle assembly of the drive system. The wedge-shaped housing 321 is provided with a cover 686. Additionally, the two symmetrical pivot shafts 322 of the connector 320 are pivotally connected to the two wheels of the wheel assembly and are axially fixed by external threads 324 and fixing nuts 740 (described later). The diameter of the two shaft holes 311 of the hinge joint 310 of the rear swing arm module 300 is slightly larger than the diameter of the two shaft holes 151 of the rear hinge joint 150 of the aforementioned housing module 100. Their radii differ from the thickness of the wear-reducing sleeve 440. The diameter of the shaft hole 151 is the same as the inner diameter of the wear-reducing sleeve 440 and is hinged (shaft holes 311 and 211 are of the same diameter).

[0072] (Vibration-damping hinged module)

[0073] Figure 5 is Figure 1A schematic diagram of the combined structure of the shock-absorbing hinge module 400 in this embodiment is shown. (A) is an exploded isometric view of the combined structure of two symmetrical shock-absorbing hinge modules 400; (B) is an isometric view of the elastic locking of the two symmetrical shock-absorbing hinge modules 400 on both sides of the hinge end in this embodiment; (C) is an isometric view of the elastic unlocking of the two symmetrical shock-absorbing hinge modules 400 on both sides of the hinge end in this embodiment; and (D) is an isometric view of the rubber composite torsion spring 421 in the shock-absorbing hinge module 400. Figure 1 It can be seen that in this embodiment, two symmetrical shock-absorbing hinge modules 400 are assembled on both sides of the hinge part at the front and rear, totaling four in the front and rear. For ease of reading, Figures 5(A), (B), and (C) only show the isometric views of the two symmetrical shock-absorbing hinge modules 400 at the front of this embodiment. The two rear modules are completely the same as the two front modules and are omitted.

[0074] As shown in the exploded isometric view of the vibration damping hinge module 400 assembly structure on one side of Figure 5(A), the preferred structure of the vibration damping hinge module 400 in this embodiment is a split integrated component composed of a hinge shaft 410, a vibration damping assembly 420, and a control assembly 430. The hinge shaft 410 is a two-step shaft. The narrower step side of the larger diameter first step shaft has evenly distributed fixing holes 411. The smaller diameter second step shaft is the main bearing hinge shaft, and a tapered spline 412 is provided at the center end of the shaft. A stepped through hole 413 is provided inside the center of the tapered spline 412. The stepped through hole 413 is divided into a large-diameter outer circular hole 4131, a central threaded hole 4132, and a large-diameter internal threaded hole 4133. The vibration damping assembly 420 includes a rubber composite torsion spring 421, an integrally formed tapered spline hole 422 at its center, an integrally formed connecting hole 423 on its outer circumference, and a hinged connecting post 424. The control assembly 430 is a combination of a circular sealing plate 431, a quick-release handle 432, a hinge screw 433, a screw stop 434, and a cover 435. The rubber composite torsion spring 421 has a disc-shaped outer profile, which can provide both circumferential shock absorption elastic force and axial control elastic force.

[0075] Referring to the exploded isometric view of the symmetrical combination structure of the two shock-absorbing hinge modules 400 in Figure 5(A) and the corresponding hinge parts, the relative positions of their combinations can be seen. The figure shows the relative positions of the two shock-absorbing hinge modules 400 symmetrically arranged on both sides of the hinge part of the front hinge joint 140 of the housing module 100 and the hinge joint 210 of the front swing arm module 200 (the rear hinge part is exactly the same as the front hinge part in this embodiment, so it is omitted). As mentioned earlier, the radius of the two opposing shaft holes 211 of the hinge joint 210 of the front swing arm module 200 is larger than the radius of the two opposing shaft holes 141 of the front hinge joint 140 of the housing module 100 by the thickness of the anti-friction sleeve 440. In the figure, the two opposing shaft holes 211 are respectively fitted with plastic anti-friction sleeves 440, with the edge end abutting against the inner side of the shaft hole 211, and then tightly abutting against the outer side of the two opposing shaft holes 141 of the same diameter. The second stepped shafts of the two shock-absorbing hinge modules 400 hinge shafts 410 are dynamically fitted into the inner holes of the anti-friction sleeves 440 in the two shaft holes 141 and two shaft holes 211, respectively, and are fixed by screws 143 with the evenly distributed fixing holes 411 on the two hinge shafts 410 corresponding to the evenly distributed screw holes 142 in the two shaft holes 141. Thus, the two opposing shaft holes 211 of the front swing arm module 200 hinge joint 210 are hinged together with the second stepped shafts of the hinge shafts 410 fixed on the front hinge joint 140 of the housing module 100 (the anti-friction sleeves 440 in the middle prevent hinge wear), realizing the front hinge function of the frame. The rear hinge of the frame is exactly the same and will not be described in detail. The connecting post 424 shared by the shock absorber components 420 of the two side shock absorber hinge modules 400 is press-fitted onto the symmetrical large end transverse holes 233 of the front swing arm module 200. The connecting post 424 has exposed connecting ends of the same length on both sides of the large end transverse holes 233. The connecting holes 423 of the two side shock absorber components 420 are respectively inserted into their two ports with anti-friction sleeves 425 (with the edge side facing outward to prevent wear), and are dynamically matched and connected with the two exposed ends of the connecting post 424. Then, the connecting screws 426 are fastened to the connecting screw holes 4241 at both ends of the connecting post 424. The edge of the connecting screw 426 can prevent the connecting hole 423 from moving outward. In this way, the connecting holes 423 of the two side shock absorber components 420 and the connected connecting post 424 constitute its actuation part. The tapered spline holes 422 of the shock absorber components 420 on both sides are coaxial with the tapered splines 412 of the hinge shafts 410 on both sides. Since the rubber composite torsion springs 421 of each shock absorber component 420 are convex disc-shaped in the axial direction, the tapered splines 412 and the tapered spline holes 422 are separated and do not match when there is no external force, that is, the fixed parts of the tapered spline holes 422 of the shock absorber components 420 on both sides are suspended.The control components 430 of the two side damping hinge modules 400 are press-fitted into the small end side holes of the tapered spline holes 422 on the outer periphery of the circular sealing plates 431. The hinge screw 433 connected to the quick-release handle 432 is inserted into the center hole 4313 of the circular sealing plate 431. Rotating the quick-release handle 432 clockwise (the eccentric head can rotate freely in the arc groove 4312 on the outer side of the circular sealing plate 431) drives the hinge screw 433 to rotate and connect with the stepped through hole 4 of the hinge shaft 410. The quick-release handle 432 is screwed into the central threaded hole 4132 (with the same axis) until the eccentric head of the quick-release handle 432 abuts against the outer arc groove 4312 of the circular sealing plate 431. At this time, the end face of the hinge screw 433 rotates to the bottom plane of the large-diameter internal threaded hole 4133 of the stepped through hole 413, and a screw stop 434 is screwed into its end threaded hole 4331 and abuts against the bottom plane of the internal threaded hole 4133. A cap 435 is screwed into the internal threaded hole 4133 for sealing. In this way, the space enclosed by the outwardly convex disc-shaped rubber composite torsion spring 421, the circular sealing plate 431 and the hinge shaft 410 constitutes the meshing cavity of the tapered spline hole 422 and the tapered spline 412, and forms a control structure for the axial movement of the tapered spline hole 422 by the inward force of the eccentric head of the quick-release handle 432 and the outwardly convex rebound force of the rubber composite torsion spring 421.

[0076] Figure 5(B) shows the elastic locking isometric view of the two symmetrical shock-absorbing hinge modules 400 on both sides of the hinge end in this embodiment. The operating position and function are as follows: When the quick-release handle 432 of the control component 430 is rotated clockwise until the screw stop 434 of the internal hinge screw 433 abuts against the cover 435 (this allows for a quick-release handle 432 with a smaller eccentricity), the quick-release handle 432 is then swung forward to bring it to a limited clamping state. Its eccentric head acts on the circular sealing plate 431, with the arc groove 4312 pressing inwards. The circular groove of the rubber composite torsion spring 42... The center hole 4313 of the sealing plate 431 moves inward along the inserted hinge screw 433 (which plays a central positioning role), while overcoming the outward rebound force of the rubber composite torsion spring 421 and compressing inward. The inner cylinder 4311 of the circular sealing plate 431 dynamically fits into the outer circular hole 4131 of the stepped through hole 413 of the hinge shaft 410 (making the central positioning more stable), and makes the tapered spline hole 422 fully match and mesh with the tapered spline 412 of the hinge shaft 410, thereby forming the fixing part of the shock absorption assembly 420, and then being in an elastically locked state (elastically constrained swing state) with the hinge shaft 410 fixed on the housing module 100. When all four shock-absorbing hinge modules 400 at the front and rear hinge ends of this embodiment are in this state, even if the front swing arm module 200 and the rear swing arm module 300, which are hinged to the shock-absorbing hinge module 400, are at any position (including the folded position) within their longitudinal upper and lower limit swing range, they are elastically hinged together with the housing module 100 to form a fully shock-absorbing or folded state. Figure 5(C) shows the elastic unlocking isometric view of the two symmetrical shock-absorbing hinge modules 400 on both sides of the hinge end in this embodiment. The operation position and function relationship of the shock-absorbing hinge module 400 are as follows: When the quick release handle 432 of the control component 430 swings in the opposite direction and then rotates counterclockwise to put it in a fully released state (the degree of rotation is based on the internal hinge screw 433 being locked by the screw stop 434), the outward elastic force of its rubber composite torsion spring 421 is released, pushing the tapered spline hole 422 to move outward along the hinge screw 433 until the elastic force is fully released. At the same time, the tapered spline hole 422 is disengaged from the tapered spline 412 of the hinge shaft 410. At this time, it is in an elastic unlocking state (disengaged from elastic constraint) with the hinge shaft 410 fixed on the housing module 100. When all four shock-absorbing hinge modules 400 at the front and rear hinge ends of this embodiment are in this state, even if the front swing arm module 200 and the rear swing arm module 300, which are hinged to the shock-absorbing hinge module 400, are free from the constraint of the housing module 100 and are in a free swinging state within the longitudinal upper and lower limit range, and the center hole 4313 of the circular sealing plate 431, which is pressed on the small end side of the tapered spline hole 422 of the shock-absorbing component 420, dynamically fits on the hinge screw 433 as a rotary support for free swinging, in this state the front swing arm module 200 and the rear swing arm module 300 can be longitudinally adjusted to any position (including the folded position) within the upper and lower limit range and then elastically locked.

[0077] The isometric view of the rubber composite torsion spring 421 in the damping hinge module 400 (D) in Figure 5 shows its configuration. The damping body of the rubber composite torsion spring 421 is a flat steel helical torsion spring with rubber sheets composited in its gaps. Its elastic characteristics are a combination of steel spring characteristics and rubber spring characteristics, which have better adaptability to high and low frequency excitation. Furthermore, an integrated tapered spline hole 422 and an outer peripheral spring end connection hole 423 are provided in the center of its steel spring. In addition, the rubber composite torsion spring 421 gradually convexes outward into a disc shape from the outer periphery to the middle in the axial direction, which can form its axial elastic force and axial movement space. This design meets the structural requirements of the above-mentioned damping hinge module 400 for elastic locking and elastic release functions and simplifies the structure. Design considerations for the rubber composite torsion spring 421: The interlayer rubber sheets are vulcanized and bonded only on one side of the steel spring sheet to meet suitable axial outward convexity elasticity and smooth extension and contraction. The axial outward convexity offset distance is slightly greater than the axial distance at which the tapered spline hole 422 of the shock-absorbing hinge module 400 and the tapered spline 412 of the hinge shaft 410 are completely disengaged (rotation is unimpeded), and also slightly greater than the eccentricity of the eccentric head of the quick-release handle 432 (the insufficiency of the eccentricity is compensated by the rotational precession of the quick-release handle 432, as previously mentioned). Due to the special configuration of the rubber composite torsion spring 421, it must be used in combination in this embodiment, that is, the axial outward convex surface of the rubber composite torsion spring 421 is divided into clockwise and counterclockwise rotation directions. In this embodiment, the rotation direction of the symmetrical left shock-absorbing hinge module 400 at the front is clockwise, and the rotation direction of the symmetrical right shock-absorbing hinge module 400 at the front is counterclockwise. In this embodiment, the symmetrical left rear shock-absorbing hinge module 400 rotates counterclockwise, while the symmetrical right rear shock-absorbing hinge module 400 rotates clockwise. This ensures that the hinged front swing arm module 200 and rear swing arm module 300 in this embodiment receive consistent elastic force on both sides in the longitudinal elastic swing direction. The aforementioned front swing arm module 200 and rear swing arm module 300, hinged to the front and rear ends of the housing module 100, provide the structural basis for the longitudinal rotation and folding of the deformable frame. The addition of the shock-absorbing hinge module 400 enables random and controllable longitudinal rotation deformation or folding of the deformable frame, as well as the full front-to-rear shock-absorbing swing function of the frame.

[0078] [Modular Longitudinal Deformable Frame Structure Example II]

[0079] like Figure 6 Figure 7 shows a second preferred embodiment of the frame. Figure 6 This is an axonometric view of the second preferred embodiment of the modular longitudinally deformable frame structure of the present invention. It shows the overall structural outline of the frame in this embodiment. Compared with the first preferred embodiment, only the shell module 100 has changed; other components remain unchanged and will not be described in detail. The structure and shape of the shell module 100 in this embodiment will be described in detail below. Figure 7 shows… Figure 6The schematic diagram of the housing module in the embodiment is shown in (A) as an isometric view of the housing module, (B) as a front view of the housing module in orthographic projection, (C) as a top view of the housing module in orthographic projection, (D) as a side view of the housing module in orthographic projection, and (E) as a full sectional view of the longitudinal centerline plane of the housing module.

[0080] As shown in the isometric view of Figure 7(A), the preferred configuration of the housing module 100 in this embodiment is an integrally formed, bottom-side non-closed cavity rigid body, preferably integrally molded from a high-strength lightweight alloy or composite fiber material. The housing module 100 is generally shaped like a "flying fox," with two longitudinally projecting upper extensions (front and rear) forming the mounting portions for the handlebar assembly and saddle assembly, and two longitudinally projecting lower extensions (front and rear) forming the mounting portions for part of the guide and drive system, as well as the hinge portions at the two longitudinal outer ends. The bottom protrusion forms the mounting portion for the central axle. The housing module 100 integrally forms a front tube 110, a riser 120, a corresponding central axle hole 130, a front hinge joint 140, a rear hinge joint 150, a front ear hole 160, and a rear ear hole 170. Overall, the main contour sidewalls of the housing module 100 gradually flare outwards from top to bottom, forming a horizontally parallel, continuously widened, and smoothly transitioning cavity 180 near the bottom. A relatively smooth, rounded, and transparent circular decorative hole 190 is formed in the upper part of the cavity 180 on both sides of the main contour sidewalls. The projected shapes of the housing module 100 in this embodiment can be clearly seen in Figure 7 (B) orthographic projection front view, (C) orthographic projection top view, and (D) orthographic projection side view. In this embodiment, the orthographic projection front views of the main contour sidewalls on both sides of the longitudinal centerline plane of the housing module 100 are symmetrical, and the outer contour of its front view is an asymmetrical figure about the vertical line relative to the center of the central hole 130. Compared with the housing module 100 of the first embodiment, its main contour only has a circular decorative hole 190 in the upper part; the other integrally formed functional components are completely identical, but their morphological distribution is somewhat different. Comparing the various views, it can be seen that the front tube 110 and the riser tube 120 integrally formed on the housing module 100 of this embodiment have identical arc-shaped and approximately rectangular external protrusions on the main profile symmetrical sidewalls on both sides of the longitudinal centerline plane. These protrusions are located on both sides of the central decorative hole 190 and on the two upper extensions, with their lower ends adjacent to the upper part of the relative central shaft hole 130, exhibiting the same upward and downward inclination. Furthermore, the upper extension of the riser tube 120 has a slightly increased longitudinal width and a slightly decreased lateral width, and the rear lower protrusion also has a slightly increased longitudinal length, considering that the center of gravity during riding is biased towards the rear. Therefore, the external profile view in Figure 7(A) is asymmetrical. This asymmetry allows for greater freedom in the profile design of the housing module 100, while maintaining overall symmetrical aesthetics. In this embodiment, the front tube 110 and the riser tube 120, which are integrally formed by the housing module 100, are not vertically continuous. This design is structurally simple and has no other components to obstruct it, but the housing module 100 will increase the overall height to accommodate the full-size vertical extension and retraction of the riser tube and saddle tube.As can be seen from the various views, it has the same functional components as the first embodiment, namely, a front tube 110, a riser 120, a central shaft hole 130, a front hinge joint 140, and a rear hinge joint 150 integrally formed thereon, and a decorative hole 190 in the upper middle part, as well as front ear holes 160 and rear ear holes 170 on the outer sides of the upper ends of the front tube 110 and the riser 120, which will not be described again. The detailed shape of the interior of the housing module 100 can be seen from the full sectional view of the longitudinal centerline plane of the housing module in Figure 7 (E). The front tube 110 has a circular hole at both the upper and lower ends for assembling the support bearing, and the top circular hole is flush with the upper end of the front tube 110, and the bottom circular hole is flush with the smooth transition edge of the central shaft hole 130. The riser 120 has a gradually shallowing relative rectangular groove from the upper end to the lower end of the smooth transition edge of the central shaft hole 130, which serves as the upper and lower sliding track of the rectangular saddle tube 830. Multiple vertical fixing screw holes 181 (two rows, the same as in the first embodiment) are evenly distributed inside the overall bottom cavity 180 that is not closed and interconnected on the bottom side, for installing the bracket device in the bicycle's guide system and drive system.

[0081] It should be noted that the shell module 100 in the above embodiments is not limited to a "saddle" or "flying fox" shaped outline; it is merely an exemplary preferred outline. Various other symmetrical or asymmetrical main outlines and / or other symmetrical or asymmetrical outlines can also be used, and multiple functional components can be integrally or combined on the preferred shell module 100. Furthermore, in the two preferred embodiments of the modular longitudinally deformable frame structure described above, the preferred configurations and structures of the front swing arm module 200, rear swing arm module 300, and shock absorber hinge module 400 hinged thereon are not only combined with the shell module 100 configuration of the above embodiments, but can also be combined with various other modified shell module 100 configurations. Of course, the configurations and structures of the front swing arm module 200, rear swing arm module 300, and shock absorber hinge module 400 can also be improved and equivalently transformed to meet the application conditions of being combined with the shell module 100.

[0082] [Preferred Implementation Example I of a Modular Full-Shock-Damping Folding Bicycle]

[0083] (Overall structure)

[0084] like Figures 8 to 16 The first preferred embodiment of the bicycle is shown. Figure 8 This is an isometric drawing of the first preferred embodiment of the modular, fully shock-absorbing folding bicycle of the present invention. Figure 8The diagram illustrates the overall outline of this preferred embodiment. Its substantial innovative improvements are as follows: First, this embodiment adopts the frame structure of the first preferred embodiment of the modular, longitudinally deformable design of this invention. It features a unique shape, large rounded transitions, a symmetrical overall outline, front and rear swingarms, and a modular structure. Due to the use of symmetrically distributed, elastically balanced shock-absorbing hinge modules 400, full shock absorption is achieved at both the front and rear of the vehicle body. Furthermore, the shock-absorbing components 420 can be controlled and clutch-likely embedded within the shock-absorbing hinge modules 400, achieving an organic integration of front and rear shock absorption, longitudinal displacement, and folding capabilities. Second, the guide system module 500 used in this embodiment differs substantially from traditional guide methods. The stem tube 510 of this guide system module 500 can extend and lock fully vertically within the front tube 110 and outside the housing module 100, providing convenience for riding and folding. The guidance system module 500 uses a bevel gear-drive rod transmission method and incorporates a universal coupling 580, which solves the structural problems of shock absorption, folding, and guidance at the front of the vehicle, and also makes the symmetrical design of the vehicle possible. Figure 8 Except for the upper end components, the guide system module 500 is located inside the frame, resulting in a neat and streamlined appearance. Thirdly, the drive system module 600 used in this embodiment differs significantly from traditional bicycle drive systems. It employs a bevel gear-drive rod transmission method combined with a universal coupling 580, thus resolving structural issues related to shock absorption, folding, and drive in the rear of the bicycle. Figure 8 Except for the components at both ends, the drive system module 600 is located inside the frame, with a neat and compact appearance. Fourth, this embodiment uses unique wheel assembly modules 700 at the front and rear, each consisting of two identical wheels that rotate independently and are close to each other, with a support arm between the two wheels forming their combination. This four-wheel structure not only has good load-bearing capacity, good braking and no side slipping, and is safe and stable, but also allows for the random addition of various power-enabling components to the outside of the two wheels of the wheel assembly module 700. For example, hub motors can be easily added to the outside of each independent wheel, enabling human and / or electric riding, and allowing for various riding modes. Combined with "BeiDou, Internet of Things, and AI" technologies, it can also achieve unmanned driving and tracking navigation riding. Other functional modules can also be added, making this bicycle an "empowering" platform (see subsequent patents).

[0085] The following is a detailed description of each component module constituting the preferred embodiment of the bicycle.

[0086] (Guide System Module)

[0087] Figure 9 is Figure 8The schematic diagram of the combined structure of the guide system module 500 in the embodiment is shown in (A), which is an isometric view of the combined structure of the guide system module 500; (B) is an exploded isometric view of the combined structure of the stem tube 510 in the guide system module 500; (C) is an exploded isometric view of the combined structure of the first transmission rod 550 in the guide system module 500 (including the front bracket 560); (D) is an exploded isometric view of the combined structure of the second transmission rod 570 in the guide system module 500; and (E) is an exploded isometric view of the end rotating assembly 590 in the guide system module 500.

[0088] As can be seen from the isometric view of the combined structure of the guide system module 500 in Figure 9(A), as the preferred structure of the guide system module 500 in this embodiment, due to the special nature and symmetry of its deformable frame structure, the guide system module 500 cannot use the traditional rigid transmission method. The guide system module 500 in this embodiment adopts a bevel gear-drive rod transmission method combined with a universal joint 580. The first bevel gear 531 and the second bevel gear 551 are designed as standard gears meshing at a 90-degree orthogonal angle. Since the frame structure is hinged to the front swing arm module 200, the transmission chain of the guide system module 500 is connected to each other at the hinge node of the frame structure between the first drive rod 550 and the second drive rod 570 using a universal joint 580 connection method. It is particularly important to note that the center of the universal joint 580's cross hinge coincides with the hinge axis of the front swing arm module 200 at the hinge node. This means the fixed points and fixed axes of the two motion mechanisms must coincide (otherwise, the motion trajectories of the two structures will interfere). In this way, the rotation of the guide system module 500's transmission chain and the swing of the front swing arm module 200 do not affect each other and are integrated into one. This achieves the rotational guidance of the front wheel in this embodiment and also solves the shock absorption and folding problems of the front arm module 200. The end-rotating component 590 of the guide system module 500's transmission chain is located inside the circular housing 221 of the front swing arm module 200's connector 220, providing a flexible, disturbance-resistant guiding connection to the connector 220 (on which the wheel is mounted) (described in detail later). The overall transmission chain of the guide system module 500 can be structurally divided into four sections.

[0089] Figure 9(B) shows an exploded isometric view of the handlebar stem 510 assembly in the guide system module 500, illustrating section 1 of the guide system module 500. It comprises: a handlebar stem 510, an upper rotary head 520 and a lower rotary head 530 axially movable and connected to the handlebar stem 510, a rotating cylinder 540 connected between them, a locking seat 521 integrated with the upper rotary head 520, a first bevel gear 531 integrated with the lower rotary head 530, and bearings 512 pivotally connected to the upper rotary head 520 and the lower rotary head 530, respectively. The handlebar stem 510 has symmetrical arc grooves 511 on both sides laterally, with a laterally foldable handlebar (structure omitted) mounted at its upper end, and symmetrical locking bodies 513 at its lower end (the enlarged view shows non-circular symmetrical locking heads at both ends, containing springs to prevent the handlebar stem 510 from being pulled out). The figure shows a cross-sectional view P of the riser tube 510. This configuration achieves both guiding rotation and positioning, and enhances its axial stiffness. The upper slewing head 520 includes a bearing 512, a lock seat 521, symmetrical locking tongues 522, and a lock cap 523. The lock seat 521, symmetrical locking tongues 522, and lock cap 523 constitute the locking device for the riser tube 510. The lower slewing head 530 includes a bearing 512 and a first bevel gear 531. The inner circumferential surface of the rotating cylinder 540 has a symmetrical protrusion that matches the symmetrical arc groove 511 of the handlebar stem 510, and symmetrical latches 541 extend outward at both ends. The end face of the symmetrical latches 541 is provided with an end screw hole 5411. The symmetrical latches 541 at both ends of the rotating cylinder 540 are respectively engaged with the inner holes of the bearings 512 that abut against the upper rotary head 520 and the lower rotary head 530 and are fixed together by screws. It can be clearly seen from the figure that the symmetrical protrusion inside the rotating cylinder 540 and the corresponding groove on the outer circumference (to reduce weight) are provided, and the middle part is provided with a symmetrical latch 542 to limit the handlebar stem 510 and prevent it from being pulled out. The axial central profile hole of the combined upper rotary head 520, lower rotary head 530, and rotary cylinder 540 dynamically matches the cross-sectional profile of the handlebar stem 510. The handlebar stem 510, when inserted, can extend and retract in its full range and rotate freely. The rotation of the handlebar stem 510 is smoothly transmitted through the rotary cylinder 540 and the first bevel gear 531 of the lower rotary head 530. This design eliminates the need for traditional direct rigid connections and allows for random adjustment of the vertical extension and retraction of the handlebar stem 510, secured by a locking device to accommodate different riders or folding requirements. This novel structure allows for a stylish bicycle design, and the handlebars connected to the handlebar stem 510 can also be folded downwards and laterally closer together, thus achieving the front-upper folding requirement of this embodiment. Referring to Figure 9(B), the positional relationship and assembly sequence of the riser 510 assembly structure are as follows: (1) Insert the rotating cylinder 540 into the round hole provided at the upper end of the front tube 110 of the housing module 100 until the round hole provided at the lower end of the front tube 110, and press it into the outer ring of the two bearings 512 respectively in the round holes at the upper and lower ends, with their outer end faces flush. At the same time, the inner rings of the two bearings 512 are respectively engaged with the symmetrical latches 541 at both ends of the inserted rotating cylinder 540 and are flush with their inner ring outer end faces.The symmetrical fixing holes 5211 inside the upper rotating head 520 lock seat 521 and the symmetrical fixing holes 5311 inside the first bevel gear 531 of the lower rotating head 530 correspond to the end screw holes 5411 on the symmetrical latches 541 at both ends of the rotating drum 540, and are fixed with screws 532. At this time, the inner and outer sides of the inner rings of the upper and lower end bearings 512 press against the rotating drum 540, the lock seat 521, and the first bevel gear 531, respectively. Thus, the upper rotating head 520 and the lower rotating head 530 are pivotally connected to the upper and lower ends of the front tube 110 and can rotate freely. (2) The handlebar stem 510 with folding handlebars is inserted into the lock cap 523 and the integrated plastic symmetrical lock tongue 522, and then inserted into the corresponding matching profile holes in the middle of the upper rotating head 520, the lower rotating head 530, and the rotating drum 540, which can dynamically extend and retract up and down. The symmetrical locking body 513 is pressed into the symmetrical opening at the lower end of the riser tube 510. The symmetrical locking heads with elastic force at both ends of the symmetrical locking body 513 can be engaged with the symmetrical locking opening 542 in the middle of the rotating drum 540, so that the riser tube 510 is terminated at the upper limit position, which ensures reliable rotation of the guide and prevents the riser tube 510 from being pulled out. The lower arc surface of the symmetrical locking head of the symmetrical locking body 513 can retract and move downward. After being removed from the rotating drum 540, it can retract through the symmetrical inclined surface 5312 of the first bevel gear 531. (3) The symmetrical locking tongue 522 falls into the locking seat 521 of the upper rotating head 520. Its two ends are in contact with the symmetrical arc groove 511 of the riser tube 510. Then the locking cap 523 is screwed into the external thread of the locking seat 521 until the outer protrusion of the two symmetrical locking tongues 522 is pressed, and then the locking tongues 522 are pressed on the symmetrical arc groove 511 of the riser tube 510, so that the riser tube 510 is axially fixed. At this point, the upper rotary head 520, the lower rotary head 530, and the rotating drum 540 are pivotally connected to the front tube 110 of the housing module 100, allowing the riser tube 510 to extend and retract through the entire length of the upper rotary head 520, the lower rotary head 530, and the rotating drum 540, as well as outside the housing module 100, and it can rotate freely after being locked.

[0090] Figure 9(C) shows an exploded isometric view (including the front bracket 560) of the first drive rod 550 assembly in the guide system module 500, illustrating the 11-section structure of the guide system module 500. Its components include: a first drive rod 550, two bearings 552 pivotally connected to both sides of the first drive rod 550 at defined positions, a second bevel gear 551 fixed to a key 554 at the inner end of the first drive rod 550, a connecting spline 553 at the outer end of the first drive rod 550, and a front bracket 560 for mounting the first drive rod 550 assembly. The connecting spline 553 of the first drive rod 550 is connected to a universal joint 580. The front bracket 560 is used for installation and maintenance purposes, and also to seal the front half of the bottom cavity 180 to prevent external interference. Referring to Figure 9(C), the positional relationship and assembly sequence of the first transmission rod 550 assembly structure are as follows: (1) The inner rings of the two bearings 552 are respectively press-fitted into the stepped shafts on both sides of the first transmission rod 550 and abut against their shoulders. The fixing keyhole 5511 of the second bevel gear 551 is press-fitted into the fixing key 554 at the inner end of the first transmission rod 550 and abuts against the side of the inner ring of the bearing 552. (2) The two bearings 552 of the first transmission rod 550 assembly are seated on the corresponding base positions at both ends of the front bracket 560, and are pressed into the upper half of the outer ring of the bearing 552 by the cover 561 and fixed by the screw 562, so that the first transmission rod 550 can be axially positioned on the front bracket 560 and rotate freely. (3) The assembled front bracket 560 is housed in the front half of the bottom cavity 180 of the housing module 100. It is fastened to the corresponding fixing screw hole 181 of the bottom cavity 180 through the fixing hole 563 of the front bracket 560 with screws 564, so that the first transmission rod 550 assembly can be detachably fixed to the housing module 100, and the second bevel gear 551 on the first transmission rod 550 meshes with the first bevel gear 531 of section 1. The two meshing gears are housed in the wider smooth transition section cavity in the middle of the bottom cavity 180.

[0091] Several points need to be explained: First, the first bevel gear 531 and the second bevel gear 551 are standard meshing gears with a 90-degree shaft intersection angle, which is easy to manufacture and install. Second, the second bevel gear 551 is perpendicular to the bottom of the first bevel gear 531 and meshes with its conical surface facing inward (as shown in the figure). This design aims to ensure that the two meshing gears have the same direction of rotation, so that the rotation direction of the riser 510 is consistent with the rotation direction transmitted to the end wheel. Third, the first bevel gear 531 has slightly more teeth than the second bevel gear 551 (i.e., the transmission ratio is greater than 1). This design aims to compensate for the lost rotation due to the lag in the connection between the front swing arm module 200 connector 220 (on which the wheel is connected) and the flexible connection at the end of the transmission chain (described in detail later), thus ensuring the basic consistency of the transmission at both ends of the guide system module 500. Furthermore, the front bracket 560 is made of lightweight alloy or non-metallic materials.

[0092] Figure 9 (D) shows the exploded isometric view of the second drive rod 570 assembly in the guide system module 500, illustrating section 111 of the guide system module 500. Its components include: a second drive rod 570, a bearing 552 pivotally connected to the inner side of the second drive rod 570 and a bearing 571 pivotally connected to the outer side of the second drive rod 570, and a universal joint 580 connected to the exposed end of the second drive rod 570 at the bearing 552. The second drive rod 570, from its inner end to its outer end, is sequentially provided with a spline 572, a square pyramid 573, a cube 574, and an end screw 575. Referring to Figure 9(D), the positional relationship and assembly sequence of the combined structure of the second transmission rod 570 (before the front swing arm module 200 and the housing module 100 are combined) are as follows: (1) The second transmission rod 570 is placed in the inner cavity of the front swing arm module 200. Its inner exposed end is provided with a connecting spline 572, and its outer exposed end is provided with a square pyramid 573, a square body 574 and an end screw head 575. The inner and outer rings of the bearing 552 are simultaneously press-fitted into the large end shaft hole 231 of the front swing arm module 200 and the inner stepped shaft of the second transmission rod 550 and abut against its shaft shoulder. The inner and outer rings of the bearing 571 are simultaneously press-fitted into the small end shaft hole 232 of the front swing arm module 200 and the outer stepped shaft of the second transmission rod 570 and abut against its shaft shoulder, so that the second transmission rod 570 can be axially positioned and rotated in the front swing arm module 200. (2) The combined front swing arm module 200 is then hinged together with the housing module 100 and the shock-absorbing hinge module 400. (3) The universal joint 580 is placed at the hinge position of the front swing arm module 200. The spline hole 581 at one end is inserted into the spline 572 at the exposed end of the inner side of the second transmission rod 570, and the spline hole 581 at the other end is inserted into the spline 553 at the exposed end of the outer side of the first transmission rod 550 on the front bracket 560 (the front bracket 560 needs to be removed first, and then re-fixed after insertion).

[0093] Two points need to be explained: First, the inner and outer diameters of bearing 571 are larger than those of bearing 552. Correspondingly, the outer end diameter of the second transmission rod 570 is thickened, and the outer end of the front swing arm module 200 is enlarged. This design aims to improve the strength of the guide system module 500's end against wheel impacts. Furthermore, the second transmission rod 570 is firmly positioned within the cavity of the front swing arm module 200 by two bearings, perfectly suited to its frequent swinging motion. Second, the universal joint 580 is connected at both ends by a dynamically matching floating connection (because both floating connection shafts on both sides are axially positioned, they will not disengage). The floating connection allows for slight axial displacement to compensate for various errors in the transmission chain caused by manufacturing, assembly, and wear. More importantly, it ensures that the cross-hinged center of the universal joint 580, as described above, remains on the hinge axis of this embodiment, with the floating connection providing real-time dynamic correction.

[0094] Figure 9(E) shows an exploded isometric view of the end-rotor assembly 590 in the guide system module 500, illustrating the 1V section structure at the end of the guide system module 500. The figure shows that the end-rotor assembly 590 is integrated inside the circular housing 221 of the connector 220 of the front swing arm module 200. It consists of a shaft 591, a rubber body 592, an outer shaft stop 593, a stop cup 594, an adjusting shim 595, and a nut 596. The shaft 591 has an integrally formed axial central square cone hole 5911, an outer peripheral cross stop 5912, and an inner shaft stop 5913 at the inner end of the shaft. Referring to Figure 9(E), the positional relationship and assembly sequence of the rotary assembly 590 are as follows: (1) Four rubber bodies 592 are respectively pressed and fixed in the symmetrical sections of the cross-shaped stops 223 provided on the inner circumferential surface of the circular housing 221 of the connector 220. The cross-shaped stops 5912 on the outer circumference of the shaft 591 are correspondingly fitted and floating with the insertion ports of each rubber body 592, and have a small floating gap. (2) The inner ring ends on both sides of the circular housing 221 are respectively pressed with stop cups 594 (sliding copper alloy). (3) The square cone 573 of the second transmission rod 570 matches the square cone hole 5911 of the shaft 591, and the inner shaft stop 5913 and the stop cup 594 dynamically match to form a sliding bearing that is pivotally connected on the inner side. The square cone 573, with its exposed square cone hole 5911, and the end screw head 575, into which the adjusting shim 595 is inserted, and then the outer shaft stop 593 is inserted so that its central square hole 5931 fits into the square cone 574 and protrudes slightly (for easy tightening). At the same time, the outer shaft stop 593 and the stop cup 594 dynamically fit together to form an outer pivot sliding bearing. Adjusting shims 595 of different thicknesses are selected to meet the sliding clearance of the two shaft stops. The nut 596 is placed on the end screw head 575 and tightened. Thus, the rotating assembly 590 is formed as a whole, axially positioned relative to the connecting head 220 (on which the wheel is connected), and the connecting head 220 has circumferential free micro-oscillation relative to the second transmission rod 570 (due to the floating gap provided in the internal rubber body 592).

[0095] It should be noted that in this embodiment, the front swing arm module 200 has symmetrical wheels pivotally connected to both sides of the connector 220 (detailed below). If the end of the guide system module 500 is rigidly connected to the connector 220, the oscillation caused by the impact of the ground on the two wheels will have a certain impact on the guide system module 500. To overcome this sensitivity, the end of the guide system module 500 adopts the aforementioned rotary component 590. Its internal rubber body 592 and the cross stop 5912 of the shaft body 591 are correspondingly fitted and floating, so that the connector 220 has free and elastic buffer space in the uncontrolled state when it is subjected to external disturbances and swings. This constitutes a flexible connection structure at the end of the guide system module 500, which effectively reduces the disturbance sensitivity of the transmission chain and the vibration of the vehicle body. Because the meshing transmission ratio of the first bevel gear 531 driving wheel and the second bevel gear 551 driven wheel is designed to be greater than 1 (to compensate for the rotational loss due to excitation oscillation), its specific value is positively correlated with the angle of excitation oscillation of the end assembly connector 220 in the uncontrolled state (the meshing transmission ratio in this embodiment is approximately 1.5), achieving essentially the same direction of rotation between the stem tube 510 and the end assembly connector 220 connected to the wheel, thus satisfying the sensitivity of the guide system module 500's operation. The sliding bearings at both ends of the axial direction of the slewing assembly 590 are to solve the alignment and load-bearing problems between the end drive shaft and the connector 220, thereby ensuring the reliability of the flexible connection. In addition, the axes of the above four drive chain sections, except for the handlebars, are all located on the longitudinal centerline plane of this embodiment.

[0096] (Driver System Module)

[0097] Figure 10 is Figure 8 The schematic diagram of the combined structure of the drive system module 600 in the embodiment is shown in (A), which is an isometric view of the combined structure of the drive system module 600; (B) is an exploded isometric view of the combined structure of the central shaft 610 in the drive system module 600; (C) is an exploded isometric view of the combined structure of the first transmission rod 640 in the drive system module 600 (including the rear bracket 643); (D) is an exploded isometric view of the combined structure of the second transmission rod 650 in the drive system module 600; and (E) is an exploded isometric view of the combined structure of the rear axle 680 in the drive system module 600.

[0098] As shown in the isometric view of the drive system module 600 assembly structure in Figure 10(A), the preferred structure of the drive system module 600 in this embodiment, due to the special nature and symmetry of the deformable frame structure, adopts a bevel gear-drive rod transmission method combined with a universal joint 580. The first bevel gear 620, the second bevel gear 630, the third bevel gear 660, and the fourth bevel gear 670 are all designed as standard gears meshing at a 90-degree orthogonal angle. Since the frame structure is hinged to the rear swing arm module 300, the drive system module 600 transmission chain is interconnected at the hinge node of the frame structure between the first drive rod 640 and the second drive rod 650 using a universal joint 580 connection. The center of the universal joint 580's cross hinge coincides with the hinge axis of the rear swing arm module 300 at the hinge node (its function is not elaborated further), thus solving both the drive of the rear wheels in this embodiment and the rear shock absorption and deformation / folding problems. Since two symmetrical independent wheels are mounted on the connector 320 of the rear swing arm module 300 in this embodiment, two symmetrical flywheels 690 connected to the two wheels are provided at the end of the drive system module 600, so as to realize the transmission of power only in the driving direction of the wheels and the overtaking in the opposite direction. The overall transmission chain of the drive system module 600 in the figure can be divided into four sections in terms of structure.

[0099] Figure 10(B) shows an exploded isometric view of the drive system module 600, illustrating section 1 of the drive system module 600. It comprises: a central shaft 610 connecting folding pedals and cranks (structure omitted); a first bevel gear 620 fixed to one side of the central shaft 610; and two bearings 616 pivotally connected to the two sides of the central shaft 610 at symmetrically defined positions. Referring to Figure 10(B), the positional relationship and assembly sequence of the central shaft 610 assembly structure are as follows: (1) The first bevel gear 620 is placed between the relative central shaft holes 130 in the bottom non-closed cavity 180 of the housing module 100 of this embodiment (the first bevel gear 620 is located on the right side of the longitudinal centerline plane of this embodiment, and its front conical surface faces the longitudinal centerline plane). The central shaft 610 is placed in the relative central shaft hole 130, and its integral conical spline 613 matches the conical spline hole 621 of the first bevel gear 620. A nut 615 is placed on the thread 614 adjacent to the small end of the conical spline 613 and fastened to the small end face of the conical spline hole 621, so that the central shaft 610 and the first bevel gear 620 are fixedly connected as one unit. (2) The outer and inner rings of the two bearings 616 are respectively press-fitted into the two shaft holes symmetrical to the central shaft hole 130 and into the stepped shafts at both ends of the central shaft 610 and abut against the shaft shoulders 612. In this way, the central shaft 610 is axially positioned and drives the first bevel gear 620 to rotate freely. (3) The plastic decorative covers 617 on both sides are dynamically fitted into both ends of the central shaft 610. The inner ring holes of the decorative covers 617 are respectively press-fitted into the outer circumference of the corresponding central shaft hole 130, serving as the outer decoration of the ends of the central shaft on both sides. The cranks connected to the folding pedals are respectively fixed to the square cones 611 at the two exposed ends of the central shaft 610.

[0100] Figure 10(C) exploded isometric view (including rear bracket 643) of the first drive rod 640 assembly in the drive system 600 module shows the 11-section structure of the drive system module 600. Its components include: a first drive rod 640, two bearings 552 pivotally connected to both sides of the first drive rod 640 at defined positions, a second bevel gear 630 fixed to a fixing key 641 at the inner end of the first drive rod 640, a connecting spline 642 at the outer end of the first drive rod 640, and a rear bracket 643 for mounting the first drive rod 640 assembly. The spline 642 of the first drive rod 640 is connected to a universal joint 580. Referring to Figure 10(C), the positional relationship and assembly sequence of the first transmission rod 640 assembly structure are as follows: (1) The inner rings of the two bearings 552 are respectively press-fitted into the stepped shafts on both sides of the first transmission rod 640 and abut against their shaft shoulders. The fixing keyhole 631 of the second bevel gear 630 is press-fitted into the fixing key 641 at the inner end of the first transmission rod 640 and abuts against the inner ring side of the bearing 552. (2) The two bearings 552 of the first transmission rod 640 assembly are seated on the base positions set at both ends of the rear bracket 643. The caps 644 and 561 are pressed into the upper half of the outer rings of the two bearings 552 and fixed with screws 562, so that the first transmission rod 640 can be axially positioned on the rear bracket 643 and rotate freely. (3) The combined rear bracket 643 is housed in the rear half of the bottom cavity 180 of the housing module 100. It is fastened to the corresponding fixing screw hole 181 of the bottom cavity 180 by screws 564 through the fixing hole 645 of the rear bracket 643, so that the first transmission rod 640 assembly can be detachably fixed to the housing module 100, and the second bevel gear 630 on it meshes with the first bevel gear 620 of section 1. The two meshing gears are housed in the wider, smooth transition section cavity in the middle of the bottom cavity 180.

[0101] Several points need to be explained: First, the first bevel gear 620 and the second bevel gear 630 are standard meshing gears with a 90-degree shaft intersection angle, which is easy to manufacture and install. Second, the first bevel gear 620 is located to the right of the second bevel gear 630 for meshing. The positions of the two shoulders 612 of the central shaft 610 are designed so that the gears do not interfere when meshing in the bottom cavity 180, and the transmission axis of the second bevel gear 630 is on the longitudinal centerline plane of the housing module 100, and the central shaft 610 has the same exposed ends on both sides of the relative central shaft hole 130. Third, the number of teeth of the first bevel gear 620 is much greater than that of the second bevel gear 630 (i.e., the transmission ratio is much greater than 1), which is designed to improve the driving speed of the first stage of the drive system module 600. Fourth, the rear bracket 643 is used for installation and maintenance needs, and at the same time, it seals the rear half of the bottom cavity 180 to prevent external interference. As shown in the figure, the installed front bracket 560 and rear bracket 643 have their relatively extended portions closely connected at the bottom in this embodiment, and the bottom cavity 180 where the central axle 610 assembly is located is also sealed. In this way, the entire bottom cavity 180 of the housing module 100 is sealed to prevent external interference from the bottom of the vehicle. The rear bracket 643 is made of lightweight alloy or non-metallic materials.

[0102] Figure 10(D) is an exploded isometric view of the second transmission rod 650 assembly structure in the drive system module 600, showing the 111 section structure of the drive system module 600. Its components include: universal joint 580, second transmission rod 650, two bearings 552 pivotally connected to the two sides of the second transmission rod 650 at defined positions, a third bevel gear 660 fixed to the fixing key 651 at the outer end of the second transmission rod 650, and a connecting spline 652 provided at the inner end of the second transmission rod 650, which is connected to the universal joint 580. Referring to Figure 10(D), the positional relationship and assembly sequence of the second transmission rod 650 assembly structure (before the rear swing arm module 300 and the housing module 100 are assembled) are as follows: (1) The second transmission rod 650 is placed in the inner cavity of the rear swing arm module 300, with the connecting spline 652 provided at its inner exposed end and the fixing key 651 provided at its outer exposed end. The inner and outer rings of the two bearings 552 are simultaneously press-fitted into the two end shaft holes 331 of the rear swing arm module 300 and the inner and outer stepped shafts of the second transmission rod 650 and abut against their shoulders, so that the second transmission rod 650 can be axially positioned on the rear swing arm module 300 and rotate freely. (2) The fixing key hole 661 of the third bevel gear 660 is press-fitted into the fixing key 651 at the outer end of the second transmission rod 650 and abuts against the inner ring of the adjacent bearing 552.

[0103] It should be noted that the second transmission rod 650 is firmly positioned within the cavity of the rear swing arm module 300 by two bearings 552, and the rear swing arm module 300 is integrated with its connector 320. The third bevel gear 660 is housed within the wedge-shaped housing 321 of the connector 320, which is well-suited to its frequent oscillation. Furthermore, the floating connection at both ends of the universal joint 580 is established after the 1V section assembly structure is completed.

[0104] Figure 10 (E) shows an exploded isometric view of the rear axle 680 assembly structure in the drive system module 600, illustrating the 1V section structure at the end of the drive system module 600. As can be seen from the figure, the rear axle assembly structure of the drive system module 600, except for the flywheels 690 connected to the two outer ends of the rear axle 680, is housed within the wedge-shaped housing 321 of the rear swing arm module 300 connector 320 and the through-hole 323 of the symmetrical pivot shaft 322 thereon. Its components include: the rear axle 680, a fourth bevel gear 670 fixedly connected to the rear axle 680 by a fixing key 684, and two flywheels 690 fixedly connected to the two end caps 681 of the rear axle 680. Referring to Figure 10(E), the positional relationship and assembly sequence of the rear axle 680 assembly structure are as follows: (1) The fourth bevel gear 670 is inserted into the wedge-shaped housing 321 of the connector 320 (the fourth bevel gear 670 is located on the left side of the longitudinal centerline plane of this embodiment, and its front conical surface faces the longitudinal centerline plane of this embodiment) and meshes with the third bevel gear 660. The end of the rear axle 680 away from the integrated fixing key 684 and the shoulder 685 is inserted from the through hole 323 in the pivot shaft 322 on the left side of the connector 320, and the fixing key hole 671 of the fourth bevel gear 670 in the wedge-shaped housing 321 is pressed into the fixing key 684 of the rear axle 680 and abuts against the adjacent shoulder 685. At the same time, the inserted end of the rear axle 680 protrudes from the through hole 323 in the pivot shaft 322 on the right side of the connector 320. (2) Adjusting shims 687 are respectively placed on the end caps 681 at the two exposed ends of the rear axle 680, and dynamically fit into the drive holes 6911 in the middle of the active rotating body 691 of the flywheels 690 on both sides without protruding outwards. The drive holes 6911 are fixed by end screws 683 pressing against the end screw holes 682 on the end caps 681 on both sides of the rear axle 680. Four connecting posts 6921 are evenly distributed on the outer circumference of the driven rotating body 692 of the flywheels 690 on both sides. The axial screw holes 6922 on the connecting posts 6921 are connected to the outer side of the adjacent symmetrical wheels (described later). A cover 686 is placed on the wedge-shaped housing 321 of the connector 320 and fixed. (3) The rear swing arm module 300 after assembly is hinged together with the housing module 100 and the shock absorber hinge module 400. (4) The universal joint 580 is placed at the hinge position of the rear swing arm module 300. The spline hole 581 at one end is inserted into the spline 652 at the exposed end of the inner side of the second transmission rod 650, and the spline hole 581 at the other end is inserted into the spline 642 at the exposed end of the outer side of the first transmission rod 640 on the rear bracket 643 (the rear bracket 643 needs to be removed first, and then re-fixed after insertion).

[0105] Several points need to be clarified: First, the fixing key 684 and the shoulder 685 on the rear axle 680 are integrally formed large-diameter portions (the large-diameter portion protruding from the shaft body by no more than 1 mm), designed to allow dynamic passage through the through hole 323 inside the pivot shaft 322 with a slight gap. The position of the fixing key 684 and the adjacent shoulder 685 on the rear axle 680 is designed so that the third bevel gear 660 and the fourth bevel gear 670 do not interfere when meshing inside the wedge-shaped housing 321 of the connector 320, and so that the rear axle 680 has the same exposed ends on both sides of the symmetrical pivot shaft 322 of the connector 320. Second, the adjusting shim 687 is a selectable shim with different thicknesses. Its design purpose is to allow different thicknesses of the adjusting shims 687 on the two ends 681 of the rear axle 680 to solve the gap problem of the meshing of the third bevel gear 660 and the fourth bevel gear 670. Third, the third bevel gear 660 and the fourth bevel gear 670 are standard meshing gears with a shaft intersection angle of 90 degrees, which is easy to manufacture and install. Fourth, the fourth bevel gear 670 is located to the left of the third bevel gear 660 for meshing (i.e., located to the left of the longitudinal centerline plane in this embodiment, with its front conical surface facing the longitudinal centerline plane), and the third bevel gear 660 has more teeth than the fourth bevel gear 670 (transmission ratio greater than 1). Its design purpose is to improve the driving speed of the second stage of the drive system module 600, so that the product of the speed transmission ratios of the two stages of the drive system module 600 reaches the maximum riding speed requirement. In the transmission chain, the front conical surfaces of the first bevel gear 620 and the fourth bevel gear 670 both face the longitudinal centerline plane in this embodiment, but their positions are opposite (one on the right and one on the left). Its design purpose is to transmit the positive rotational power from the central shaft 610 to the rear axle 680 to drive the wheels to rotate in the same direction. Furthermore, the axes of the second and third drive chains mentioned above are both on the longitudinal centerline plane of this embodiment, the axes of the first and fourth drive chains are horizontally perpendicular to the axes of the second and third drive chains, and the axis of the fourth drive chain coincides with the axis of the bicycle wheel module 700 of this embodiment.

[0106] (Wheelset Module)

[0107] Figure 11 for Figure 8 The isometric view of the wheel assembly module 700 in this embodiment, representing a preferred structure of the wheel assembly module 700, shows that its structure is completely different from that of a traditional bicycle wheel. The wheel assembly module 700 is composed of two independently rotating wheels 710 that are close to each other and coaxial. The two wheels 710 of the wheel assembly module 700 are respectively pivotally connected to two symmetrical pivot shafts 222 of the front swingarm module 200 connector 220 and two symmetrical pivot shafts 322 of the rear swingarm module 300 connector 320. Figure 11As can be seen, both the front and rear wheel assembly modules 700 in this embodiment include: two symmetrical wheels 710, two bearings 720 combined with each wheel 710, a spacer ring 730 abutting between the inner rings of the two bearings 720, and a fixing nut 740. Each wheel 710 includes a disc 711, a fixing hole 712, a center hole 713, and a spacer groove 714. The only difference is that the front wheel assembly module 700 does not use an insert 715 and a fixing screw 716, but uses a decorative cover 750, while the rear wheel assembly module 700 uses an insert 715 and a fixing screw 716. (Comparison) Figure 11 The positional relationship and assembly sequence of its structure are as follows: (1) The outer ring of bearing 720 is pressed into one side of the center hole 713 on the disc 711 of wheel 710 and is flush with that side. A spacer ring 730 is placed on the other side of the center hole 713, and the outer ring of another bearing 720 is pressed into the center hole 713 on that side and is flush with that side. The inner ring surfaces of the inner rings of the two bearings 720 in the center hole 713 correspond to and abut against the ring surfaces on both sides of the spacer ring 730 without moving or shifting. Four identical wheels are assembled in the same way. (2) The inner rings of the two bearings 720 and the spacer rings 730 on the two combined wheels 710 are dynamically fitted into the symmetrical pivot shaft 222 of the front swing arm module 200 connector 220. The outer sides of the inner rings of the inner bearings 720 abut against their respective shaft shoulders 225. Fixing nuts 740 are placed on the exposed external threads 224 of the symmetrical pivot shaft 222 and tightened on the outer side of the inner ring of the outer bearing 720. Then, the inner convex rings of the two decorative covers 750 are pressed into the inner hole of the symmetrical pivot shaft 222. Thus, the two symmetrical wheels 710 on the front swing arm module 200 connector 220 are axially positioned and can rotate independently, forming the front wheel assembly module 700. (3) The inner rings of the two bearings 720 and their spacer rings 730 on the two combined wheels 710 are dynamically fitted into the two symmetrical pivot shafts 322 of the rear swing arm module 300 connector 320. The outer sides of the inner rings of the inner bearings 720 abut against their respective shaft shoulders 325. Fixing nuts 740 are placed on the exposed external threads 324 of the symmetrical pivot shafts 322 and fastened to the outer side of the inner ring of the outer bearings 720. Thus, the two wheels 710 on the rear swing arm module 300 connector 320 are axially positioned and can rotate independently, forming the rear wheel assembly module 700. (4) In this embodiment, the four evenly distributed fixing holes 712 on the discs 711 of the two wheels 710 on both sides of the rear wheel assembly module 700 correspond to and abut against the four connecting post screw holes 6921 on the driven rotating body 692 of the flywheel 690 at both ends of the aforementioned drive system module 600 rear axle 680 (refer to Figure 10 and 10). Figure 11The two fixing holes 712 on both sides of the disc 711 are integrally connected by a spacer groove 714 (to increase the interconnection strength) and a plastic insert 715 pressed into the spacer groove 714 (to provide retention and damping for the fixing screw 716). The fixing screw 716 passes through the opposing fixing holes 712 on both sides of the disc 711 and the insert 715 therebetween from the inside of each wheel 710, and is fastened to the stud hole 6922, thereby realizing the drive connection of the drive system module 600 to the two wheels 710 of the rear wheel assembly module 700 of this embodiment.

[0108] Several points need to be explained: First, the flywheel 690 used in this embodiment differs from a traditional flywheel in that its central part is an active rotating body 691, and its outer periphery is a driven rotating body 692. The four connecting posts 6921 extending outward from the outer periphery of the driven rotating body 692 form an annular cavity, allowing the exposed shaft sections of the pivot shafts 322 and the fixing nuts 740 on them to rotate without obstruction after the flywheels 690 on both sides are connected to the outer sides of the two wheels 710. Second, the four connecting posts 6921 on the outer periphery of the two flywheels 690 that are respectively connected to the two wheels 710 of the wheel assembly module 700 at both ends of the rear axle 680 are formed by extending inward relative to each other. Since they drive the two wheels 710 to rotate in the same forward direction, the flywheels 690 on both sides need to be used in pairs, so that the flywheels 690 on both sides can only drive the two wheels 710 in the forward direction by the rear axle 680 and cannot drive the two wheels 710 in the reverse direction. The two wheels 710 can rotate independently beyond the rear axle 680. Third, the driven rotating bodies 692 of the two flywheels 690 connected to both ends of the rear axle 680 are coaxially connected to the two wheels 710 of the wheel assembly module 700, which are pivotally connected to bearings 720. This forms a rotational support shared by the rear axle 680 and the two wheels 710 with the same coaxial axis and bearings 720. This solves both the driving problem of the two wheels 710 and the problem of their independent overtaking rotation. Fourth, the minimum axial width of the inner side of the two wheels 710 of the front and rear wheel assembly modules 700 is slightly larger than the maximum lateral width of the circular housing 221 of the connector 220 of the front swing arm module 200 and the wedge-shaped housing 32 of the connector 320 of the rear swing arm module 300. The radius of the wheel 710 is positively correlated with the length of the front and rear swing arm modules. Generally, the radius of the wheel 710 (selected as needed) is slightly smaller than the length of the front and rear swing arm modules (the design should ensure that the wheel is close to the periphery of the shock absorber hinge module 400 without interfering with it). Fifth, the two independently rotating wheels 710 in the front and rear wheel assembly module 700 used in this embodiment not only improve load-bearing capacity, safety and stability, riding flexibility, ease of assembly and maintenance, and the uniqueness of structural fit, but also allow for the random addition of functional modules (such as hub motors) to the outside of the two independent wheels 710, enabling the vehicle to be expanded into a multi-mode operation and a fashionable technology-enabled platform (see subsequent patents).

[0109] Figure 12 for Figure 8The embodiment shows a schematic diagram of the longitudinal rotatable range of the front swing arm module 200 and rear swing arm module 300, which are equipped with wheel assembly module 700. In this embodiment, the hinged front swing arm module 200 and rear swing arm module 300 have swing angles with upper and lower limits. The transmission chains of the matching guide system module 500 and drive system module 600, with the universal joint 580 hinge center as the boundary, rotate within a variable allowable rotation angle range (a well-known concept). The resulting shared structure requires the hinge axis and hinge center point to coincide, ensuring a unified swing and rotation within the variable allowable rotation angle range. Beyond the allowable rotation angle range, they can also enter the longitudinal rotatable swing angle range with upper and lower limits in a non-rotating state. A smaller variable allowable rotation angle results in a more constant rotation rate and higher efficiency. While using double universal joints can maintain a constant transmission rate, it leads to a more complex transmission chain and increased volume. Therefore, in this embodiment, the guide system module 500 and drive system module 600 adopt a single ordinary cross-hinged universal joint 580 at the hinge node (allowing rotation angles generally within the range of 0 degrees upper swing angle +30 degrees to lower swing angle -30 degrees). Since the swing is near zero degrees, its average rotational rate changes very little, having little impact on a bicycle with relatively low speed, especially on the guide system module 500, where the impact is negligible. The hinge structure of the universal joint 580 in this embodiment allows it to swing in unison with the front swing arm module 200 and rear swing arm module 300 within their upper and lower limit swing angle ranges, thus satisfying both the drive chain rotation and achieving the shock absorption, rotation, and folding purposes of this embodiment. As shown in the schematic diagram, in this embodiment, the front swing arm module 200 and rear swing arm module 300 can be elastically locked with the shock-absorbing hinge module 400 and housing module 100 in a fully shock-absorbing state within their upper and lower limit longitudinal swing angle ranges. The swing angle of the current swing arm module 200 and the rear swing arm module 300 is zero degrees. That is, the axes on both sides of the hinge point of the transmission chain of the internal guide system module 500 and drive system module 600 coincide, and their rotation angle is set as the zero-degree base point. Since the shock absorption device has no pre-compression, the front and rear swing arm modules will elastically swing between the compression angle and the height under heavy riding pressure. Therefore, considering the weight of the rider and the allowable rotation angle, rotation rate and shock absorption inertia of the transmission chain, a margin is allowed for the rotation angle (between +20 degrees and -20 degrees). The dotted lines of the front and rear swing arms and the wheel in the figure show the interval division of this embodiment. Among them, the solid line position 2 of the front and rear swing arms and the wheel is its initial zero-degree base point, the dotted line position 1 of the front and rear swing arms and the wheel is its upper limit of positive swing, and the dotted line position 4 of the front and rear swing arms and the wheel is its lower limit of negative swing. The upper and lower limits are the structural restriction positions of the vehicle body. Among them, the positive swing range of 1 to 2 with a +20 degree angle and the negative swing range of 2 to 3 with a -20 degree angle are set as "human-powered riding area I", the negative swing range of 3 to 4 with a -100 degree angle is set as "standby non-human-powered riding area II", and the lower limit position 4 is set as "folded state" in this embodiment.In practical applications, the interval division can be achieved by adjusting the relative position of the meshing bevel teeth in the shock-absorbing hinge module 400. In this embodiment, the bevel teeth are 18 teeth, each corresponding to 20 degrees. The range from 1 to 4 is 140 degrees, corresponding to 8 teeth, thus dividing the range into 8 levels. Level 0 corresponds to the upper limit of +20 degrees (position 1), Level 1 corresponds to the zero-degree base point (position 2), Level 11 corresponds to the -20 degrees (position 3), Level 3 is at -40 degrees, and so on, with the last level corresponding to the folded position at the lower limit of -120 degrees (position 4). In practical applications, the hinge part is equipped with two adjustment marks for "human-powered riding I zone" (position 1 is 0 degrees, and position 11 is -20 degrees). Lighter riders can lock to position 1, while heavier riders can lock to position 11. During actual riding, the sway angle elastically oscillates near zero degrees, and the average speed is basically constant.

[0110] It should be noted that the upper limit of the interval boundary is set at +20 degrees to avoid excessive wheel sway affecting riding. In addition, the "backup non-human-powered riding II area" refers to the area driven by the hub motor (see subsequent patent) randomly attached to the vehicle body in this embodiment, and also covers the "human-powered riding I area", realizing single or mixed drive by human power and / or electricity.

[0111] (Saddle module)

[0112] Figure 13 for Figure 8The exploded isometric view of the saddle module 800 in this embodiment shows a significant difference from traditional models. It includes a saddle 810, a saddle tube 820, a lock seat 840, and symmetrical lock handles 850. The saddle tube 820 has an overall "tuning fork" shape. The upper single tube 821 has an approximately rectangular cross-section, with symmetrical arc grooves 8211 on both sides. The lower symmetrical tubes 822, which are integrally connected, have approximately rectangular cross-sections on both sides. The spacing between the lower symmetrical tubes 822 is slightly larger than the diameter of the first transmission rod 640 they cross. The lower symmetrical tubes 822 are half the length of the upper single tube 821, and are slightly wider than the upper single tube 821 both longitudinally and laterally. The lock seat 840 has a seat hole 841 in its vertical center, which dynamically matches the cross-sectional shape of the upper single tube 821. The seat hole 841 has symmetrically threaded holes 842 that are transversely through. The threaded hole on the left is in the forward direction, and the threaded hole on the right is in the reverse direction. The lower part of the lock seat 840 has an integral transversely recessed symmetrical downward protrusion 843. The symmetrical lock handle 850 is similar to a "turtle shape". Its outer side has raised texture for easy hand control, and its inner bottom has an integral axially extended screw head 851. Referring to the exploded view, the positional relationship and assembly sequence of its structure are as follows: the symmetrical downward protrusion 843 of the lock seat 840 is press-fitted into the upper port of the riser tube 120 of the housing mold 100 to fix it. The screw heads 851 of the two symmetrical lock handles 850 are screwed in the same direction onto the transversely symmetrical threaded holes 842 of the seat hole 841. The screw heads 851 do not protrude from the inner side at this time. Next, insert the upper end of the saddle tube 820 upwards from the bottom end of the riser tube 120 until it dynamically extends out of the seat hole 841 of the upper end of the riser tube 120 and the saddle 810 is installed. Continue to tighten the symmetrical locking handles 850 on both sides so that their screw heads 851 are locked onto the transverse symmetrical arc grooves 8211 of the upper single tube 821, with the symmetrical locking handles 850 on both sides corresponding to and abutting the symmetrical arc grooves 8211. (Since the saddle tube 820 is in a longitudinally backward inclined state, the downward trend is not obvious, so a large locking force is not required).

[0113] (Collapse Mode)

[0114] Figure 14 for Figure 8The figure shows a longitudinal sectional view of the riser tube 510 and saddle tube 820 at their full-size extended positions. In the figure, the riser tube 510's locking cap 523 is screwed up to the release position, extending the riser tube 510 to its highest upper limit. At this position, the elastic locking heads on both sides of the symmetrical locking body 513 assembled at the lower end of the riser tube 510 are embedded in the symmetrical locking slots 542 in the middle of the rotating drum 540, preventing the riser tube 510 from being completely pulled upwards while ensuring the normal guiding drive of the riser tube 510. The riser tube 510's locking cap 523 is screwed down and locked onto the locking seat 521. In the figure, the symmetrical locking handle 840 is thrown to the side release position, and the single tube 821 of the saddle tube 820 extends completely to its highest upper limit. The integrated transition connection section of the symmetrical tube 822 below the saddle tube 820 and its single tube 821 abuts against the symmetrical downward protrusion 843 of the locking seat 840 within the riser tube 120. With the symmetrical locking lever 850 in the upper locking position, the saddle tube 820 is locked onto the seat 840 of the riser 120. Both the riser 510 and the saddle tube 820 are in their highest extended positions, meeting the maximum height requirements during riding.

[0115] Figure 15 for Figure 8 The embodiment shows a longitudinal sectional view of the fully retracted positions of the riser tube 510 and the saddle tube 820. In the figure, the riser tube 510 is screwed up to the release position with the locking cap 523, retracting the riser tube 510 to its lowest position before being locked by the locking cap 523. At this point, the lower half of the riser tube 510 moves unobstructed out of the housing module 100 and through the corresponding through hole 565 on the front bracket 560 without affecting other structures. In the figure, the symmetrical locking handle 850 is thrown to the side release position, and the saddle tube 820 is released and retracted to its lowest position without needing to be locked. At this point, the single tube 821 of the saddle tube 820 is located inside the riser tube 120 and the lock seat 840. The lower symmetrical tube 822 of the saddle tube 820 moves down unobstructed and inserts into the middle drive shaft of the drive system module 600. Most of the lower symmetrical tube 822 moves down out of the housing module 100 and through the corresponding through hole 646 on the rear bracket 643 without affecting the rotation of the drive shaft or other structures. With both the riser tube 510 and the saddle tube 820 in their lowest retracted positions, the minimum height requirement for riding (such as for children) can be met, and this is also the position of the upper part when folded in this embodiment. When the riser tube 510 is moved upwards again, the elastic clips on both sides of its symmetrical clip body 513 will retract inwards into the rotating cylinder 540 under the action of the inclined surface set at the bottom of the first bevel gear 531 of the lower rotating head 530.

[0116] Figure 16 for Figure 8 The folded state is shown in the isometric view of the embodiment, (A). Figure 8 The folded state is shown in isometric view (B). Figure 8 An isometric view of the universal joint in its folded state, as shown in the embodiment. Figure 16(A) is the fully folded state of this embodiment. The folding process is as follows: the quick-release handles 432 of the front and rear shock-absorbing hinge modules 400 are both thrown into the unlocked state, so that the front swing arm module 200 and the rear swing arm module 300 are both longitudinally folded to the innermost lower limit end (the front and rear internal transmission chains and their hinge ends will also be folded to the lower limit end). The quick-release handles 432 are then thrown into the locked state. In this embodiment, the lock cap 523 of the riser tube 510 and the symmetrical lock handles 850 of the saddle tube 820 are both thrown into the unlocked state. The riser tube 510 and the saddle tube 820 are retracted to the lowest position. The riser tube 510 is locked. The handlebars are symmetrically folded downward to the bottom. The pedals are folded inward (structure omitted). Figure 16 (B) shows the universal joint in its fully folded state, demonstrating the cross-hinged structure of the universal joint 580 in this embodiment. This allows it to adaptively follow the folding states of the front swing arm module 200 and the rear swing arm module 300, automatically aligning itself in the correct folding position. When folding, the front wheel assembly module 700 remains in the correct position, and the universal joint 580 is in the correct folding position. Similarly, when folding, the rear wheel assembly module 700 will drive the universal joint 580 to the correct folding position. The folding process does not mechanically damage the rigid body of this embodiment. Figure 16 The folded state shown in (A) is symmetrical, compact, and regular. If the modules and components of this embodiment adopt a small-sized portable mode and use high-quality ultra-light alloy or composite carbon fiber materials, it can be easily carried after being fully folded (the maximum longitudinal length of the folded portable mode vehicle body is approximately 670 mm, the maximum height is approximately 630 mm, and the maximum width is approximately 150 mm for the wheel module; the outer diameter of the wheel is approximately 280 mm, and its overall weight is approximately 6 kg). Furthermore, after folding, all four wheels of the vehicle body can touch the ground and can be set to automatically track and disengage, with an alarm function (a hub motor is randomly added; see subsequent patents). There is no worry about loss, no need for a ladder, no need for storage, and it can be carried to various public places and during travel, as well as inside airplanes, trains, and buses, and can be quickly unfolded and ridden at any time. (Static and Dynamic Analysis)

[0117] Figure 17 for Figure 8The geometric parameter analysis diagram of the embodiment shows the commonly used parameters of the vehicle body as shown in the figure: (1) Distance L between the center line vertices of the front tube 110 and the seat tube 120: The L of a traditional bicycle is between 460 and 560 mm to meet the needs of ergonomics. In the portable mode of this embodiment, the value of L is less than the traditional lower limit. However, since the front tube 110 and the seat tube 120 are distributed in a V shape on the shell module 100, the seat tube 510 and the saddle tube 820 can be adjusted to extend upwards in a V shape to different positions according to different users. The distance L between the highest extension points (including the handlebar extension joint) is about 550 mm (the value of L is wider in the non-portable mode), which meets the practical requirements. (2) Lean angle A of the front tube 110: The lean angle A of a traditional bicycle refers to the angle between the axis of the front tube 110 and the horizontal line, which is between 65 and 75 degrees. The smaller the lean angle A, the lighter and faster the ride, and the greater the stability of the handling, but the lower the handling sensitivity. In this embodiment, the tilt angle A refers to the angle between the central axis of the front swing arm module 200 and the horizontal line. The tilt angle A changes with the swing angle of the front swing arm module 200 in the riding area from +20 to -20 degrees. Compared with traditional bicycles, the tilt angle A in this embodiment is smaller, making riding particularly easy and fast, but the control sensitivity is reduced (see the force analysis later). (3) The tilt angle B of the seat tube 120 refers to the angle between the line connecting the point on the saddle 810 surface on the center line of the seat tube 120 and the midpoint of the axis of the central shaft 610 and the horizontal line. The larger the tilt angle B, the less effort is required to ride, but the support force of the arms increases and the riding stability decreases. The tilt angle B of traditional bicycles is between 62 and 74 degrees. In this embodiment, the maximum height of the saddle 810 from the ground in the portable mode is about 980 mm, and the tilt angle B is about 70 degrees. However, as the height of the saddle 810 decreases, the tilt angle B also decreases until it is folded down to about 62 degrees (similar to the non-portable mode), which meets the practical requirements. (4) Height H of the center point of the bottom bracket from the ground: This refers to the height of the center point of the bottom bracket from the ground when riding with unobstructed pedals. The larger H is, the higher the center of gravity is, which is not conducive to riding safety. The smaller H is, the easier it is for the pedals to collide with the road surface when turning or riding on uneven roads. The value of H is related to the wheel diameter, crank length, and vehicle shock absorption. In traditional bicycles, the lowest distance between the bottom plane of the pedal and the ground is generally not less than 100 mm. In the portable mode of this embodiment, when the crank length is 152 mm and the wheel diameter is 280 mm, the lowest distance H between the bottom plane of the pedal and the ground is about 148 mm (considering the full shock absorption structure of this embodiment, the value of H will be larger in the non-portable mode), which meets the practical requirements. (5) Center distance L' of the front and rear wheels: The line connecting the center points of the front and rear wheels and the center of gravity of the rider form a triangle. The larger L' is, the more stable the riding and the more sluggish the operation. The lower the center of gravity, the more stable and safer the riding. In the portable mode of this embodiment, L' is about 960 mm. The center of gravity changes with the seat height (the value of L' will be larger in the non-portable mode), which meets the practical requirements.

[0118] Figure 18 for Figure 8Schematic diagram of dynamic force analysis of the embodiment. Quantitative analysis should generally be performed by experiments; here, only a general qualitative force analysis is conducted. Referring to the diagram: (1) Overall force of this embodiment: As shown in the figure, when riding, it is subjected to the weight of the seat G, the force of the handlebars G', and the force of the bottom bracket G”. Under the action of these three forces and the dynamic superposition of forces, it is subjected to bending moments, pressures, and reaction forces distributed throughout the whole, as shown by various forces P1 to P6 in the figure. The stem tube 510 and saddle tube 820 of this embodiment will be subjected to large bending forces, and their hinge parts and end connectors will bear various complex dynamic forces, all of which require corresponding reinforcement designs. (2) Force of the guide system module 500 of this embodiment: The force P' acting on the front wheel assembly module 700 of this embodiment can be decomposed into a vertical component P'1 and a horizontal component P' due to the existence of the tilt angle A. 2. The front wheelset module 700 is a passive wheel, and the rolling friction force F1 it generates is a loss force, determined by the vertical component P'1 and the rolling friction coefficient. Therefore, the smaller the lean angle A, the smaller P'1 and the larger P'2, resulting in less effort during riding. Additionally, the two symmetrical wheels 710 at the front of the vehicle, in contact with the ground, generate a deflection torque M relative to the pivot point of the front swingarm module 200, which affects the handling stability of the steering system. Therefore, a flexible connection is used at their ends to reduce their sensitivity relative to the ground. The loss of handling sensitivity is addressed by the meshing gears with a transmission ratio greater than 1 within the steering system module 500. Furthermore, when the steering system module 500 controls turning, the two wheels of the wheelset module 700... Wheel 710 is subjected to a yaw torque M', causing the outer wheel 710 to tend to lift off the ground (during slow turns) or completely lift off the ground (during sharp turns). At this time, the inner wheel tilts inward, generating an inward reaction force that enables the wheel to turn. Because each wheel 710 rotates at a different independent speed during turning, the vehicle is very agile. The greater the distance between the two wheels 710, the larger the wheel radius, and the smaller the camber angle A, the greater the yaw torque M', and the lower the handling sensitivity. The yaw torque M' is also a result of overcoming M. Therefore, the wheel spacing, camber angle A, and wheel diameter should be appropriately selected. (The left and right wheels 710 can also use a randomly added hub motor to control the differential speed and achieve vehicle turning.) (No handlebar control required). (3) Force on drive system module 600 in this embodiment: The force P” acting on the rear wheel module 700 in this embodiment can be decomposed into vertical component P”1 and horizontal component P”2 due to the existence of the rake angle A. The rear wheel module 700 is the driving wheel, and the rolling friction force F2 generated is the maximum driving force that can be obtained. It is determined by the vertical component P”1 and the rolling friction coefficient. It is the reason for overcoming the loss force of F1 and making the vehicle body move (F1 and F2 are in opposite directions). Due to the different center of gravity position in this embodiment, the actual force on the rear wheel module 700 is greater than the force on the front wheel module 700. Therefore, the F2 generated by the vertical component is greater than F1.In addition, the drive system module 600 adopts a bevel gear-drive rod drive method, which avoids the pedal energy loss caused by the torque of the rear shock-absorbing bicycle with traditional chain drive, as well as the pedal kickback and misstepping. (4) Dynamic braking and collision in this embodiment: As a result, the four wheels 710 of the front and rear wheel assembly modules 700 generate backward sliding friction forces F3 and F4 at the contact points with the ground, which makes the vehicle stop and less prone to lateral slippage. At the same time, some inertial energy is absorbed by the front and rear shock absorbers, improving the comfort and safety of riding. (5) Stability and load-bearing capacity in this embodiment: The dynamic and static forces in this embodiment are distributed on the four wheels 710 of the front and rear wheel assembly modules 700 at the contact points with the ground, forming a rectangular stable surface. Furthermore, if one of the four wheels 710 is underinflated or lifted or lowered due to the influence of the ground, the flexible connection of the two front wheels 710 will still allow all four wheels 710 to remain on the ground and ride normally, improving the stability and load-bearing capacity of riding. In particular, the rectangular stabilizing surface formed by the four wheels 710 provides a stable structural foundation platform for this embodiment to combine modern high-tech electronic control, intelligent control and autonomous driving (with the addition of a hub motor, see subsequent patents).

[0119] [Preferred Embodiment II of Modular Full-Shock-Damping Folding Bicycle]

[0120] Figure 19 This is an isometric view of a second preferred embodiment of the modular, fully shock-absorbing folding bicycle of the present invention. As can be seen from the figure, the difference between this embodiment and the first preferred embodiment lies in that the frame structure of this embodiment adopts the second preferred embodiment of the modular, longitudinally deformable frame structure of the present invention. The difference in frame structure is only in the housing module 100 (which has already been described and will not be repeated here). Figure 8 In the first preferred embodiment, the overall height is increased, and the stem tube 510 and saddle tube 830 are designed not to penetrate the housing module 100 vertically. The V-shaped inclination of the two tubes is slightly increased, and the saddle tube 830 is simplified, consisting of an approximately rectangular tube with symmetrical arc grooves 831 on both sides of the lateral direction. In this embodiment, the longitudinal width of the stem tube 120 is slightly increased, the lateral width is slightly decreased, and the rear lower protrusion is slightly enlarged to improve the support strength for the upward shift and rearward offset of the vehicle's center of gravity.

[0121] Figure 20 for Figure 19 The schematic diagram of the bracket in the embodiment, (A) is Figure 19 Example: Axonometric view of guide system module 500 front bracket 560, (B) is Figure 19 Axonometric view of the rear bracket 643 of the drive system module 600 in the embodiment. The difference between this and the front and rear brackets of the first preferred embodiment of the vehicle is that... Figure 20The upper part of the (A) front bracket 560 has a large inclination (the fixed point does not change) to meet the requirement that the transmission gear of the front guide system module 500 of the vehicle has a 90-degree meshing angle, and the through hole of the stem tube 510 is removed from the front bracket 560. Figure 20 The (B) rear bracket 643 remains essentially unchanged (the fixing point also remains unchanged), and the through hole of the saddle tube 830 is removed from the rear bracket 643. The front bracket 560 and the rear bracket 643 are made of lightweight alloy or non-metallic materials.

[0122] Except for the difference in the housing module 100 and the aforementioned bracket changes, the other combined structures and the front and rear combined transmission structures of the vehicle in this preferred embodiment are exactly the same as those in the first preferred embodiment. Furthermore, the folding intervals, folding methods, static and dynamic analyses of the front and rear swing arm modules of the vehicle are also the same as those in the first preferred embodiment, and will not be repeated here.

[0123] The preferred embodiments described in the specific implementation are merely exemplary examples. The configuration of the various modules and structures of the vehicle body and frame can vary widely, but the overall size of the vehicle body (including the wheels) is preferably medium or small to facilitate folding, carrying, and steering. Furthermore, all the aforementioned bearings (including release bearings) employ a self-lubricating sealing structure to ensure better sealing of each cavity. The aforementioned dynamic fit refers to a negative small tolerance transition fit, and press-fit fixing refers to an interference fit. Additionally, the braking system uses existing disc brakes, but with some differences in structure and layout (structure omitted). The handlebars adopt a full-size, vertically folding design (structure omitted), and the pedals use an existing folding design (structure omitted). Four-wheeled vehicles generally do not require a ladder structure due to their inherent stability.

[0124] The present invention has been described above with reference to the various embodiments. However, the present invention is not limited to the specific embodiments described above. Any combination of its constituent elements and equivalent transformations or substitutions are also valid embodiments of the present invention. Furthermore, the detailed description of the present invention has provided will enable those skilled in the art to implement the present invention as set forth in the claims without excessive experimentation. It is understood that the specific concepts and embodiments disclosed are merely illustrative and exemplary, and are not intended to limit the scope of protection of the present invention, which is determined by the full scope of the appended claims and their equivalents.

Claims

1. A modular, longitudinally deformable frame structure, comprising a shell, a front tube, a riser, and a bottom bracket hole, characterized in that: The frame structure is a modular structure composed of a housing module (100), a front control arm module (200), a rear control arm module (300), and a shock absorber hinge module (400). The housing module (100) is integrally provided with a front tube (110), a riser tube (120), a corresponding center shaft hole (130), and a front hinge joint (140) and a rear hinge joint (150) at its longitudinal ends. The front hinge joint (140) and the rear hinge joint (150) correspond to the longitudinal ends of the front control arm module (200), respectively. The hinge joint (210) at the end of the rear swing arm module (300), the hinge joint (310) at the longitudinal inner end of the rear swing arm module (300), and the transverse hinge shaft (410) in the middle of the shock-absorbing hinge module (400) provided on both sides of the rear swing arm module (300) are hinged together; the front swing arm module (200) and the rear swing arm module (300) hinged to the housing module (100) can be freely rotated longitudinally within their upper and lower limit range, or are longitudinally locked and elastically swing-hinged together with the shock-absorbing hinge module (400) and the housing module (100). The shock-absorbing hinge module (400) includes the hinge shaft (410) and the shock-absorbing assembly (420). The hinge shaft (410) is a two-step shaft. The first step shaft of the large diameter part is provided with uniformly distributed fixing holes (411) on the stepped side. The second step shaft of the small diameter part is provided with a tapered spline (412) at the center end. The tapered spline (412) is provided with a stepped through hole (413) in the center. The shock-absorbing assembly (420) includes a rubber composite torsion spring (421) and a tapered spline hole (422) integrally formed in its center, an integral connecting hole (423) on its outer circumference, and a connecting post (424) hinged to it. The tapered spline hole (422) is the fixing part of the shock-absorbing assembly (420), and the connecting hole (423) and the connecting post (424) are the driving parts of the shock-absorbing assembly (420).

2. The modular longitudinally deformable frame structure as described in claim 1, characterized in that: The housing module (100) is an integrally formed, bottom-side non-closed cavity rigid body. The orthographic projection views of the main contour sidewalls on both sides of the housing module (100) are symmetrical, and their outer contours are symmetrical about the vertical line of the center of the relative central hole (130). The front tube (110) and the vertical tube (120) integrally formed on the symmetrical sidewalls of the main contours on both sides of the longitudinal centerline plane of the housing module (100) have external protrusions of equal arc shape and equal approximate rectangle shape respectively on the symmetrical sidewalls of the main contours. They are located on both sides of the relative central hole (130) and the two upper extensions with the same inclination of wider at the top and narrower at the bottom. The front ear hole (160) and the rear ear hole (170) of the housing module (100) are integrally formed on the longitudinal outer sides of the upper ends of the front tube (110) and the vertical tube (120) respectively. The integrally formed relative central shaft hole (130) is a smoothly transitioned outward, parallel protrusion formed at the bottom of the symmetrical sidewall of the main profile and is provided with two identical coaxial shaft holes; the integrally formed front hinge joint (140) and rear hinge joint (150) are identical and smoothly outwardly formed at the longitudinal end of the housing module (100), and are respectively provided with two identical coaxial shaft holes (141, 151) on the symmetrical parallel sidewalls on both sides of their longitudinal centerline plane, and the shaft holes (141, 151) are identical; the symmetrical sidewall of the main profile plane gradually outwardly from top to bottom and forms a smoothly transitioned parallel widened cavity (180) at the bottom, and the upper part of the symmetrical sidewall of the main profile plane of the cavity (180) forms different decorative holes (190) that are relatively smoothly transitioned and connected and are symmetrical with respect to the transverse centerline plane.

3. The modular longitudinally deformable frame structure as described in claim 1, characterized in that: The housing module (100) is an integrally formed, bottom-side non-closed cavity rigid body. The orthographic projection views of the main contour surfaces on both sides of the housing module (100) are symmetrical, and its outer contour is an asymmetrical figure about the vertical line of the center of the relative central hole (130). The front tube (110) and the riser (120) integrally formed on the symmetrical sidewalls of the main contour surfaces on both sides of the longitudinal centerline surface of the housing module (100) have external protrusions of the same arc shape and the same approximate rectangle, respectively. They are located on the two upper extensions and are distributed with the same inclination at the upper part of the relative central hole (130) with the upper part wider than the lower part. The upper part of the front tube (110) and the riser (120) have the same front ear hole as the housing module (100) integrally formed on the longitudinal outer side. (160) and rear ear hole (170); the integrally formed relative central shaft hole (130) is a smooth transition outwardly flared, parallel protrusion formed at the bottom of the symmetrical sidewall of the main profile and provided with two identical coaxial shaft holes; the integrally formed front hinge joint (140) and rear hinge joint (150) are identical and smoothly flared at the longitudinal end of the housing module (100), and are respectively provided with two identical coaxial shaft holes (141, 151) on the symmetrical parallel sidewalls on both sides of their longitudinal centerline plane, and the shaft holes (141, 151) are identical; the symmetrical sidewall of the main profile gradually flares outward from top to bottom and forms a smoothly transition parallel widened cavity (180) at the bottom, and a relatively smooth transition and connected decorative hole (190) is formed in the middle of the symmetrical sidewall of the main profile.

4. The modular longitudinally deformable frame structure as described in any one of claims 1 to 3, characterized in that: The front swing arm module (200) is a combination of a square cone cavity (230), an integrated hinge joint (210) at its large end, and a non-integrated connector (220) at its small end. The hinge joint (210) has two identical coaxial shaft holes (211) on two parallel side walls on both sides of its longitudinal centerline. The longitudinal end of the square cone cavity (230) has a large end shaft hole (231) and a small end shaft hole (232) with its centerline as the axis. The two sides of the longitudinal centerline of the large end have symmetrical large end transverse holes (233). The connector (220) has a central circular shell (221) and two coaxial hollow pivot shafts (222) on both sides of its outer longitudinal centerline. The inner circumferential surface of the circular shell (221) has an integrated cross stop (223). The outer circumference of the pivot shaft (222) has an end external thread (224) and a root shoulder (225).

5. The modular longitudinally deformable frame structure as described in claim 4, characterized in that: The rear swing arm module (300) is a combination of a square cone cavity (330), an integrated hinge joint (310) at its large end, and an integrated connector (320) at its small end. The hinge joint (310) has two identical coaxial shaft holes (311) on two parallel side walls on both sides of its longitudinal centerline. The square cone cavity (330) has two identical end shaft holes (331) with its centerline as the axis at its longitudinal end. The large end has symmetrical large end transverse holes (332) on both sides of its longitudinal centerline. The connector (320) has a central wedge-shaped shell (321) and two coaxial pivot shafts (322) on both sides of its outer longitudinal centerline. The pivot shaft (322) has a central inner through hole (323) and is connected to the inner cavity of the wedge-shaped shell (321). The pivot shaft (322) has an end external thread (324) and a root shoulder (325) on its outer periphery.

6. The modular longitudinally deformable frame structure as described in claim 5, characterized in that: The shock-absorbing hinge module (400) is an assembly consisting of the hinge shaft (410), the shock-absorbing component (420), and the control component (430); the rubber composite torsion spring (421) is a flat helical spring with a rubber sheet vulcanized on one side of the gap, and its axial cross-section is disc-shaped; the control component (430) is an assembly consisting of a circular sealing plate (431), a quick-release handle (432), a hinge screw (433), a screw stop (434), and a cover (435); the tapered spline (412) dynamically matches the tapered spline hole (422), and the large-diameter outer circular hole (4131) of the stepped through hole (413) dynamically matches the integral cylinder (4311) in the middle of the inner side of the circular sealing plate (431). 431) The outer middle arc groove (4312) abuts against the eccentric head of the quick release handle (432). The hinge screw (433) hinged to the quick release handle (432) dynamically fits in the center hole (4313) of the circular sealing plate (431) and is screwed to the screw hole (4132) in the stepped through hole (413). The outer end face of the hinge screw (433) is flush with the bottom surface of the large diameter inner screw hole (4133) of the stepped through hole (413), and its end screw hole (4331) is screwed to the screw stop (434) and abuts against the bottom surface. The inner screw hole (4133) is screwed to the cover (435). The outer peripheral surface of the circular sealing plate (431) is pressed and sealed with the small cone end edge hole of the conical spline hole (422) of the shock absorber assembly (420).

7. The modular longitudinally deformable frame structure as described in claim 6, characterized in that: The hinge joint (210) of the front swing arm module (200) and the hinge joint (310) of the rear swing arm module (300) are provided with four identical shaft holes (211, 311). Anti-friction sleeves (440) are installed in each of these four shaft holes. Each inner surface of the anti-friction sleeve corresponds to and abuts against the outer surface of each of the four identical shaft holes (141, 151) of the front hinge joint (140) and the rear hinge joint (150) of the housing module (100), and they are aligned with the same hole diameter. The shock-absorbing hinge module (400) is installed on the outer side of each of the four pairs of identical mating holes. The first stepped side fixing hole (411) of the hinge shaft (410) on the 400 is respectively aligned with the front hinge joint (211, 311). 140) The four outer peripheral screw holes (142, 152) of the rear hinge joint (150) are correspondingly abutted and screwed together. The second stepped shaft of the hinge shaft (410) is dynamically hinged to the shaft hole (211, 311) of the hinge joint (210, 310) where the anti-friction sleeve (440) is provided. The anti-friction sleeve (425) is symmetrically placed on both sides of the connecting hole (423) of the shock absorber assembly (420), and is dynamically hinged to the exposed end of the connecting column (424) corresponding to the connecting column (424) which is fixed to the large end horizontal hole (233, 332) of the front swing arm module (200) and the rear swing arm module (300).

8. The modular longitudinally deformable frame structure as described in claim 7, characterized in that: The quick-release handle (432) of the shock-absorbing hinge module (400) controls the coaxial engagement or disengagement of the tapered spline (412) and the tapered spline hole (422). The front swing arm module (200) and the rear swing arm module (300) connected to the shock-absorbing hinge module (400) can be locked with the housing module (100) for longitudinal elastic swing or unlocked for longitudinal free rotation displacement at any position within their longitudinal rotation upper and lower limit range.

9. A modular, fully shock-absorbing folding bicycle, characterized in that: a. The vehicle frame structure described in any one of claims 1 to 8 is adopted; b. The vehicle guidance system module (500) adopts a bevel gear-drive rod transmission method with a universal joint (580), and the transmission chain axis is on the longitudinal centerline plane of the vehicle frame structure; c. The vehicle drive system module (600) adopts a bevel gear-drive rod transmission method with a universal joint (580), and the transmission chain axis is on the horizontal perpendicular line between the longitudinal centerline plane of the vehicle frame structure and its beginning and end ends; d. The bicycle adopts a wheel assembly module (700) consisting of two independent wheels (710) that are close to each other and have the same coaxial axis. The two wheels (710) of the two wheel assembly modules (700) are respectively pivotally connected to the two symmetrical pivot shafts (222, 322) of the front swing arm module (200) and the rear swing arm module (300) connector (220, 320). The cross hinge center of the universal joint (580) coincides with the hinge axis of the front swing arm module (200) and the rear swing arm module (300), respectively. Within a certain angle range, its rotation and swing are integrated. The universal joint (580) can swing with the front swing arm module (200) and the rear swing arm module (300) within the longitudinal upper and lower limit range.

10. The modular, fully shock-absorbing folding bicycle as described in claim 9, characterized in that: The guide system module (500) allows the riser tube (510) to extend and retract in its entirety within the upper rotary head (520) and lower rotary head (530) and the rotating cylinder (540) between them, located inside the front tube (110) of the housing module (100), or outside the bottom of the housing module (100). The locking assembly between the riser tube (510) and the upper rotary head (520) can be randomly locked and unlocked.

11. The modular, fully shock-absorbing folding bicycle as described in claim 10, characterized in that: The guide system module (500) rotary assembly (590) is disposed inside the circular housing (221) of the front swing arm module (200) connector (220) and pivotally connected to its two axial ends. The rotary assembly (590) and the circular housing (221) form an interference-resistant flexible swing connection.

12. The modular, fully shock-absorbing folding bicycle as described in claim 9, characterized in that: The drive system module (600) has two symmetrical flywheels (690) on both sides of the transmission chain end. The middle driving end of each flywheel (690) is connected to the two exposed ends of the rear wheel axle (680). The outer passive end of each flywheel (690) is connected to the outer side of the two wheels (710) of the adjacent wheel assembly module (700) on its inner side.

13. The modular, fully shock-absorbing folding bicycle as described in claim 9, characterized in that: The saddle module (800) and the saddle tube (820) of the saddle tube (822) can pass through the shaft of the drive system module (600) combined with the bottom cavity (180) of the housing module (100) without obstruction, and can extend and retract vertically in full size outside the bottom of the housing module (100); the saddle tube (830) of the saddle module (800) can extend and retract vertically in full size in the riser tube (120) of the housing module (100), and the locking components of the saddle tube (820, 830) and the upper end of the riser tube (120) can be locked and unlocked randomly.

14. The modular, fully shock-absorbing folding bicycle as described in claim 9, characterized in that: The front swing arm module (200) and the rear swing arm module (300) pivotally connected to the wheel assembly module (700) are elastically locked with the shock-absorbing hinge module (400) relative to the hinged housing module (100) within the upper and lower limits of their longitudinal swing and folding, forming the full shock-absorbing state of the bicycle. Furthermore, the swing angle range of +20 degrees to -20 degrees near the 0-degree angle where the axes of the internal follow-up transmission chain hinge point coincide is the human-powered riding area of ​​the bicycle, while other swing angle ranges are the spare non-human-powered riding areas of the bicycle. The lower limit of the longitudinal swing and folding is the folded position of the bicycle.

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