Frame structure and bicycle or electric bicycle

Abstract

The invention relates to a frame structure as well as a bicycle and an electric vehicle adopting the frame structure. The frame structure comprises a seat bracket, a front frame and a rear frame, the front frame and the rear frame are independent from each other and are movably connected with the seat support, equivalently, an original rigid frame is divided into two or three independent parts, and the movable connection at least comprises that the front frame and the rear frame rotate relatively within a certain angle range in a vertical plane where a longitudinal axis is located. By means of the innovative design, when the front wheel face and the rear wheel face impact on the ground shape change, reduction can be achieved through rotation, hard impact is reduced, transmission of the impact to the other part is greatly reduced, and comfort is improved; and hard impact is elastically relieved.

Description

Technical Field

[0001] This invention relates to the field of bicycles and electric vehicles, and more particularly to a frame structure and a bicycle or electric vehicle. Background Technology

[0002] Bicycles are a traditional industry with a history of over 100 years. Due to environmental and transportation issues, bicycles have become a popular mode of transportation and fitness for residents of countries around the world, especially developed countries. The focus of the global bicycle industry is shifting from traditional modes of transportation to sports, mountain, and leisure bicycles.

[0003] The quality of a bicycle's shock absorption determines its comfort. Shock absorption includes simple spring structures that elastically buffer hard impacts, as well as high-end devices that add dampers to absorb shock. Current technology often uses front fork shock absorption, which reduces the impact on the wrists. However, its frame is a rigid structure, so the impact of terrain changes on the frame is still directly transmitted to the saddle, and comfort needs to be improved. Adding the above-mentioned shock absorption device to the rear fork would greatly increase the cost. Summary of the Invention

[0004] To address the aforementioned problems, the present invention aims to provide a frame structure that is simple in structure and offers good comfort, as well as a bicycle or electric vehicle using this frame structure.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is: a vehicle frame structure, comprising:

[0006] The front frame is used to mount the front wheel assembly;

[0007] The rear frame is used to mount the rear wheel assembly; the front frame and the rear frame are independent of each other;

[0008] A seat bracket is disposed between the front frame and the rear frame, and the front frame and / or the rear frame are movably connected to the seat bracket.

[0009] The front and rear frames are independent of each other but are movably connected to the seat support. This is equivalent to splitting the original rigid frame into two or three independent parts. Specifically, the front and rear frames are independent yet movably connected. This movable connection includes relative rotation of the front and rear frames within a certain angle range in the vertical plane containing the longitudinal axis. For two-wheeled bicycles or four-wheeled bicycles with two wheels, the longitudinal axis is the line connecting the midpoints of the front and rear wheel axles; for three-wheeled bicycles, it is the line connecting the midpoints of the axles of the single-wheel and two-wheeled bicycles. This innovative design allows the impact of changes in the shape of the front and rear wheels on the ground to be reduced through this rotation. Besides reducing the hard impact, it also significantly reduces the transmission of the impact to other parts, improving comfort. When elastic components are added between the seat support and the front and rear frames, the front and rear frames are constrained by these components and have self-resetting characteristics, allowing the hard impact to be elastically mitigated. Furthermore, with the addition of dampers, the discomfort of the impact can be further reduced. In addition to mutual rotation in the vertical plane, if there are also mutual movements with multiple degrees of freedom such as torsion around the axis or mutual rotation in the horizontal plane, the vehicle's handling can be further improved.

[0010] Furthermore, the front frame and / or rear frame are rotatably connected to the seat support.

[0011] Furthermore, the front frame includes a longitudinal beam and a front fork assembly and handlebars rotatably mounted on the longitudinal beam. The rear end of the longitudinal beam is movably connected to a connector. The rear frame is an H-shaped longitudinal rear fork, the rear end of which is used to mount the rear wheel, and the front end is movably connected to a connector.

[0012] This structure drastically simplifies the frame design, eliminating the tripod used in existing technology. The front frame is a single-beam structure, and the rear frame integrates the rear beam and rear fork into a single H-structure, making the entire frame more streamlined and lightweight. Through the connection of elastic components between the seat bracket and the front and rear frames, a stable self-resetting frame structure can be formed, replacing the original one-piece frame structure.

[0013] Furthermore, the rear end of the longitudinal beam and the front end of the rear fork are provided with shaft holes, and the connector includes one or two shafts. The shaft holes of the front frame and the rear frame are rotatably sleeved on the two shafts, or rotatably sleeved on the same shaft.

[0014] The simplest movable connection uses a pivot for a rotatable hinge. Bearings can be used in the connection to increase service life and reduce wear. The seat bracket can rotate relative to the front and rear frames within a certain angle range. With the addition of elastic components, a good cushioning effect can be obtained, improving comfort.

[0015] Furthermore, the rear end cross-section of the longitudinal beam is rectangular, circular, or elliptical, and the front end of the rear fork has forward-extending parallel double side plates, or a semi-rectangular, semi-circular, or semi-elliptical cross-section. The rear end of the longitudinal beam is placed in the front end of the rear fork and rotatably mounted on the same axis. When the front end of the rear fork is a forward-extending parallel double side plate (fork-shaped), the front and rear frames can rotate both above and below the horizontal line, resulting in better terrain adaptability. When the front end of the rear fork has a semi-rectangular, semi-circular, or semi-elliptical cross-section, due to structural constraints, the front and rear frames can only rotate above the horizontal line, not below it. This reduces the requirements for elastic components and lowers costs.

[0016] Furthermore, an elastic component is provided between the seat bracket and the front and / or rear frame.

[0017] An elastic component is installed between the seat bracket and the front and / or rear frames. This effectively cushions the impact of terrain changes. Furthermore, the seat bracket and the elastic component between them form a triangular frame structure similar to that of existing bicycles. However, this triangular frame has the ability to absorb hard impacts, significantly improving comfort, simplifying the structure, and reducing weight. The shock absorption components for the front and rear forks in existing technologies can be eliminated, resulting in a structurally optimized design.

[0018] Furthermore, the elastic component includes one, two, or three of the following: a helical spring, a leaf spring, and a damper.

[0019] Furthermore, the connector is connected to the seat bracket via a second elastic component, which includes one, two, or three of the following: a coil spring, a leaf spring, and a damper.

[0020] Furthermore, the seat support includes a base, the base including a horizontal support for supporting the seat or cushion, and inverted triangular supports extending downward on both sides of the horizontal support, with the connector installed at the lower apex of the two inverted triangular supports.

[0021] This application also provides a bicycle including any of the frame structures described above.

[0022] This application also provides an electric vehicle, including any of the frame structures described above. Attached Figure Description

[0023] Figure 1 This is a three-dimensional structural diagram of the frame structure of the two-wheeled vehicle of the present invention.

[0024] Figure 2This is an exploded structural diagram of the frame structure of the two-wheeled vehicle of the present invention.

[0025] Figure 3 and Figure 4 This is a three-dimensional structural diagram and an exploded structural diagram of the frame structure of the tricycle of the present invention.

[0026] In the diagram, in order of appearance: axle 1, front frame 2, rear frame 3, seat bracket 4, longitudinal beam 21, front fork assembly 25, handlebars 24, rear end of rear fork 32, front end of rear fork 31, front fork mounting part 22, pedal assembly mounting part 23, elastic component 61 / 60, front end of rear fork 31, axle hole 26 / 33, base 41, front wheel 27, first drive wheel 7, pedal bushing 71; pedal 73, second drive wheel 91, third drive wheel 72, fourth drive wheel 90, rear wheel axle 35. Detailed Implementation

[0027] The following detailed description of a vehicle frame structure according to the present invention is provided through specific embodiments.

[0028] like Figure 1 and Figure 2 The aforementioned vehicle frame structure includes:

[0029] Front frame 2, used for mounting the front wheel assembly;

[0030] Rear frame 3, used for mounting the rear wheel assembly; the front frame and the rear frame are independent of each other;

[0031] The seat bracket 4 is located between the front frame 2 and the rear frame 3, and the front frame 2 and / or the rear frame 3 are movably connected to the seat bracket 4.

[0032] The front frame 2 and rear frame 3 are independent of each other and are movably connected to the seat support 4. This is equivalent to the rigid frame in the prior art being split into two (the front and rear frames are no longer rigidly connected) or three independent parts. In particular, the front frame 2 and rear frame 3 are independent of each other and movably connected. Here, movable connection means that at least the front frame 2 and rear frame 3 can rotate relative to each other within a certain angle range in the vertical plane containing the longitudinal axis. The definition of the longitudinal axis is as follows: for a two-wheeled bicycle or a four-wheeled bicycle with two wheels at the front and rear, the longitudinal axis is the line connecting the midpoints of the front and rear wheel axles; for a three-wheeled bicycle, it is the line connecting the midpoint of the axle of the single wheel and the midpoint of the line connecting the axles of the two wheels. The vertical plane refers to the vertical plane passing through the longitudinal axis when the rotation planes of the front and rear wheels are both perpendicular (it can also be described as a vertical plane passing through the longitudinal axis and perpendicular to the horizontal plane when the front and rear wheels are both perpendicular to the horizontal plane and their travel trajectories are on the same straight line). This innovative design allows the front and rear wheels to absorb impacts from changes in the shape of the ground when in contact with the ground, in conjunction with elastic components. This rotation not only reduces the hard impact but also significantly reduces the transmission of the impact to other parts, improving comfort. When elastic components are added between the seat support and the front and rear frames, the front and rear frames are constrained by these components and possess self-resetting characteristics, further softening the hard impact. With the addition of dampers, the discomfort from the impact can be further reduced. In addition to rotation in the vertical plane, the presence of multiple degrees of freedom, such as torsion around an axis or rotation in the horizontal plane, can further enhance the vehicle's handling.

[0033] A simplified implementation involves the front frame 2 and / or rear frame 3 being rotatably connected to the seat support 4. Figure 1 In the example, both the front frame 2 and the rear frame 3 are rotatably connected to the seat bracket 4. When the front frame 2 and the seat bracket 4 are rotatably connected, an elastic component can be installed between the seat bracket 4 and the front frame 2, thus eliminating the need for a front fork damping component. While the front fork requires two damping components, only one elastic component is needed between the seat bracket 4 and the front frame 2, reducing costs and simplifying installation and maintenance. Similarly, when the rear frame 3 is rotatably connected to the seat bracket 4, a rear fork damping component can be omitted. With both the front frame 2 and the rear frame 3 rotatably connected to the seat bracket 4, the functions previously requiring damping components on both the front and rear forks can be achieved with a simpler structure and lower cost.

[0034] exist Figure 1 and Figure 2 In the example, the front frame 2 includes a longitudinal beam 21 and a front fork assembly 25 and a handlebar 24 rotatably mounted on the longitudinal beam 21. The rear end of the longitudinal beam 21 is movably connected to a connector. The rear frame 2 is an H-structure longitudinal rear fork. The rear end 32 of the rear fork is used to mount the rear wheel 34, and the front end 31 of the rear fork is movably connected to a connector.

[0035] This structure greatly simplifies the chassis, eliminating the tripod used in existing technology, and the front chassis is a single-beam structure. Figure 1 and 2 In the example, the front end of the longitudinal beam 21 extends obliquely upward to form the fork mounting portion 22 of the fork assembly 25, which is an integral design with the longitudinal beam 21, essentially a single beam structure. In some embodiments, the front end of the fork mounting portion 22 continues to extend horizontally to form a pedal assembly mounting portion 23. This is a unique bicycle layout structure that changes the traditional downward pedaling to a forward pedaling. Because of the seat's support for the rider's back, it is easier to generate power and less effort. The front frame 2 and / or rear frame 3 are rotatably connected to the seat support 4, so that the swing direction between the front frame 2 and the seat support 4, and the swing direction between the rear frame 3 and the seat support 4, are perpendicular to the direction of the rider's pedaling force. Therefore, very little energy is consumed by the rider's pedaling force on the spring assemblies 60 / 61 during riding, making riding more effortless and efficient. The rear frame 3 directly integrates the rear beam and rear fork into a single H-structure, making the entire frame simpler and lighter. By connecting the seat bracket 4 with the elastic components 61 and 60 between the front frame 2 and the rear frame 3, a stable self-resetting frame structure with shock-absorbing capabilities can be formed, replacing the original one-piece frame structure.

[0036] In some embodiments, the simplest implementation is adopted, with shaft holes (26 and 33 respectively) provided at the rear end of the longitudinal beam 21 and the front end of the rear fork 31. The connector includes one or two shafts 1, and the shaft holes 26 and 33 of the front frame 2 and the rear frame 3 are rotatably sleeved on the two shafts 1 respectively, or rotatably sleeved on the same shaft 1. Figure 1 and 2 In the example, we are using a single axis (1).

[0037] The simplest movable connection uses a hinge with shaft 1 for rotation. Bearings can be used in the connection to improve service life and reduce wear. The seat bracket 4 can rotate relative to the front frame 2 and the rear frame 3 within a certain angle range. With the addition of elastic components 61 and 60, a good cushioning effect can be obtained, improving comfort.

[0038] exist Figure 1 and Figure 2 In the example, the rear end cross-section of the longitudinal beam 21 is rectangular, circular, or elliptical, and the front end 31 of the rear fork has forward-extending parallel double side plates. Figure 2 The two side plates shown are each provided with a shaft hole 33 at their front ends, forming a fork-like structure, or with a semi-rectangular cross-section (the lower edge of the two side plates is provided with a horizontal plate, and the upper part is an open structure, such as...). Figure 2As shown, the longitudinal beam 21 is semi-circular or semi-elliptical, with its rear end placed in the front end 31 of the rear fork and rotatably mounted on the same shaft 1. When the front end 31 of the rear fork is a forward-extending parallel double-sided plate (fork-shaped), the front frame 2 and the rear frame 3 can rotate both above and below the horizontal line, achieving better terrain adaptability. When the front end 31 of the rear fork has a semi-rectangular, semi-circular, or semi-elliptical cross-section, due to structural constraints, the front frame 2 and the rear frame 3 can only rotate above the horizontal line, not below it. This reduces the requirements for elastic components and lowers costs.

[0039] In some embodiments, the front end 31 of the rear fork and the rear end of the longitudinal beam 21 are also rectangular tubes. The longitudinal beam 21 is sleeved in the front end 31 of the rear fork. There is a certain gap between the outer wall of the longitudinal beam 21 and the inner wall of the front end 31 of the rear fork. This gap allows the front frame 2 and the rear frame 3 to rotate relative to each other within a certain range. This range of rotation is sufficient to buffer the bumps on a normal road surface, such as meeting the riding requirements of a road bicycle.

[0040] In practical applications, the seat bracket 4 is also provided with an elastic component between the front frame 2 and / or the rear frame 3.

[0041] An elastic component is installed between the seat bracket and the front and / or rear frames. This effectively cushions the impact of terrain changes. Furthermore, the seat bracket and the elastic component between them form a triangular frame structure similar to that of existing bicycles. However, this triangular frame has the ability to absorb hard impacts, significantly improving comfort, simplifying the structure, and reducing weight. The front and rear fork damping components in existing technologies can be eliminated, resulting in a structurally optimized design.

[0042] In practical applications, the elastic component includes one, two, or three of the following: a coil spring, a spring plate, and a damper. The spring assembly 60 / 61 in the figure includes a bushing assembly and a spring fitted onto the bushing assembly. The bushing assembly includes a bushing with its lower end hinged to the front or rear frame, and a shaft with its lower end slidably fitted inside the bushing. The upper end of the shaft is hinged to the seat bracket. The shaft can slide up and down within the bushing cavity but cannot disengage. The spring can act as a buffer only when the shaft slides down, or it can also act as a buffer when the shaft slides up (the two ends of the spring are fixedly connected to the bushing and the pull rod, respectively), depending on the needs. The lower end of the shaft can also be made into a piston rod, and the bushing cavity can serve as a piston cavity. Its lower end has inlet and outlet ports. By allowing air to enter and exit the piston cavity at a certain flow rate, the damping effect of the shaft's upward or downward sliding is achieved, realizing a certain damping effect with a simple structure. The inlet and outlet ports can also be set as adjustable valves to adjust the airflow, further meeting personalized needs.

[0043] In some embodiments, the connector is connected to the seat support via a second elastic component, which includes one, two, or three of the following: a coil spring, a leaf spring, and a damper. In this way, there are no rigid connection points between the seat assembly and the front and rear frames, thus completely buffering the impact of changes in road conditions on the rider.

[0044] In practical applications, the seat support 4 includes a base 41, which includes a horizontal support for supporting a seat or cushion. The horizontal support has downwardly extending inverted triangular supports on both sides, and the connector (shaft 1 in the figure) is installed at the lower apex of the two inverted triangular supports.

[0045] This application also provides a bicycle including any of the frame structures described above. For example... Figure 1 and Figure 2As shown, based on the aforementioned frame, a front wheel 27 is mounted on the front fork, and a handlebar 24 is connected to the upper end of the front fork. A foot pedal bushing 71 is mounted on the foot pedal mounting part 23, and a foot pedal shaft and a first drive wheel 7 fixedly connected to the foot pedal shaft are rotatably mounted in the foot pedal bushing 71. Two foot pedals 73 are mounted on either side of the first drive wheel 7, one on the left and one on the right. A rear wheel 34 is mounted on the rear end 32 of the rear fork, and a second drive wheel 91 is mounted on the axle of the rear wheel. The first drive wheel 7 and the second drive wheel 91 are connected by a chain or timing belt (the corresponding first drive wheel 7 and second drive wheel 91 are sprockets or gears). Because the first drive wheel 7 is positioned higher than the second drive wheel 91, to avoid interference with the rider or potential safety hazards from the chain or timing belt, and because the front frame 2 and rear frame 3 may rotate relative to each other, the distance between the first drive wheel 7 and the second drive wheel 91 may shorten, causing the timing belt or chain to come off. Figure 1 and Figure 2 In the example, a third drive wheel 72 and a fourth drive wheel 90, rotatable on shaft 1, are used to change the arrangement of the chain or timing belt. The third drive wheel 72 and the fourth drive wheel 90 rotate coaxially and synchronously. Using the front and rear chains or timing belts, the power generated by the rider pedaling 73, which drives the first drive wheel 7, is transmitted through the front and rear chains or timing belts, via the third drive wheel 72, the fourth drive wheel 90, and the second drive wheel 91, to rotate the rear wheel 34. This maintains a constant distance between the first drive wheel 7 and the third drive wheel 72, and between the second drive wheel 91 and the fourth drive wheel 90, thus changing the direction of the chain or timing belt and preventing the risk of it falling off. The third drive wheel 72 and the fourth drive wheel 90 can also be replaced with pressure wheels. The first drive wheel 7 and the second drive wheel 91 are directly connected by a chain or timing belt. The third drive wheel 72 and the fourth drive wheel 90 respectively press down on the upper part of the chain or timing belt, while the other presses down on the lower part, thereby changing the direction of the timing belt or chain. However, the pressure wheel mechanism must be equipped with a tensioning mechanism to counteract the change in distance between the first drive wheel 7 and the second drive wheel 90 caused by the relative rotation of the front frame 2 and the rear frame 3, preventing the chain or timing belt from slipping off. In some other embodiments, the second drive wheel 91 can also be set on the axle of the front wheel 27, directly driven by the front wheel, eliminating the need for the third drive wheel 72 and the fourth drive wheel 90 to change the direction of the chain or timing belt.

[0046] This application also provides an electric vehicle, including any of the frame structures described above. An external rotor motor can be installed on the axle of the front wheel 27 and / or the rear wheel 34, and the battery can be installed in a suitable position on the frame, thus directly becoming a lightweight electric vehicle with good comfort. If combined with the bicycle described above, it can also become a lightweight electric vehicle that can be used for both human and electric driving.

[0047] Figure 3 It is a three-wheeled structure with a single front wheel and two rear wheels. Unlike the bicycles and electric vehicles mentioned above, which have only one rear wheel 34, this embodiment has two rear wheels 34, each mounted on one end of the rear axle 35. The second drive wheel 91 is mounted on the rear axle 35. The rear fork has a T-shaped suspension structure.

[0048] The above embodiments are merely illustrative of the principles and effects of the present invention, as well as some examples of its application, and are not intended to limit the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the inventive concept of the present invention, and these modifications and improvements are all within the scope of protection of the present invention.

Claims

1. A vehicle frame structure, characterized in that, include: The front frame is used to mount the front wheel assembly; The rear frame is used to mount the rear wheel assembly; The front and rear frames are independent of each other; A seat bracket is disposed between the front frame and the rear frame, and the front frame and / or the rear frame are movably connected to the seat bracket via a connector.

2. The vehicle frame structure as described in claim 1, characterized in that, The front frame and / or rear frame are rotatably connected to the seat support.

3. The vehicle frame structure as described in claim 1, characterized in that, The front frame includes a longitudinal beam and a front fork assembly and handlebars rotatably mounted on the longitudinal beam. The rear end of the longitudinal beam is movably connected to a connector. The rear frame is an H-shaped longitudinal rear fork, the rear end of which is used to mount the rear wheel, and the front end is movably connected to a connector.

4. The frame structure as described in claim 3, characterized in that, The rear end of the longitudinal beam and the front end of the rear fork are provided with shaft holes. The connector includes one or two shafts. The shaft holes of the front frame and the rear frame are rotatably sleeved on the two shafts, or rotatably sleeved on the same shaft.

5. The frame structure as described in claim 4, characterized in that, The longitudinal beam has a rectangular, circular, or elliptical cross-section at its rear end, and the rear fork has parallel double side plates extending forward, or a semi-rectangular, semi-circular, or semi-elliptical cross-section at its front end. The rear end of the longitudinal beam is placed in the front end of the rear fork and can be rotatably mounted on the same axis.

6. The frame structure as described in any one of claims 1-5, characterized in that, The seat bracket is also provided with an elastic component between it and the front frame and / or rear frame.

7. The frame structure as described in claim 6, characterized in that, The elastic component includes one, two, or three of the following: a helical spring, a leaf spring, and a damper.

8. The frame structure as described in claim 6, characterized in that, The connector is connected to the seat bracket via a second elastic component, which includes one, two, or three of the following: a coil spring, a leaf spring, and a damper.

9. The frame structure as described in claim 6, characterized in that, The seat support includes a base, the base includes a horizontal support for supporting a seat or cushion, and inverted triangular supports extending downward on both sides of the horizontal support. The connector is installed on the lower apex of the two inverted triangular supports.

10. A bicycle, characterized in that, Includes the frame structure described in any one of claims 1-9.

11. An electric vehicle, characterized in that, Includes the frame structure described in any one of claims 1-9.

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