Carbon fiber track racing bicycle and its manufacturing method

Abstract

To provide a carbon fiber track racing bicycle having a main structure of a frame integrally molded from carbon fiber, thereby improving strength. [Solution] A carbon fiber track racing bicycle includes a frame formed by integrally hardening carbon fiber. The frame includes a front triangle structure consisting of a top tube I-1, a down tube I-2, and a seat tube I-3, and a rear triangle structure consisting of seat stays I-4, chain stays I-5, and a seat tube. Corresponding fiber layers of the tube members that make up the front triangle structure are distributed along the axial direction of the corresponding tube members, with the seat stays having fiber layers distributed in two different directions, the chain stays having fiber layers distributed in three different directions, and the bottom bracket I-7 having fiber layers distributed in four different directions.

Description

[Technical Field]

[0001] The present invention relates to the technical field of track racing bicycles, and more particularly to carbon fiber track racing bicycles and methods of manufacturing the same. [Background technology]

[0002] Track racing bicycles, a specialized branch of cycling sports, are designed specifically for track use to provide maximum speed and efficiency in closed-field competitions. Prior art research has covered areas such as frames, saddles, transmission systems, and integrated utility bicycles. A Chinese patent (publication number CN108163111B) discloses a bicycle with improved parking stability, and a Chinese patent (publication number CN107323599B) discloses a new type of spokeless bicycle that reduces the structural complexity of the bicycle through a spokeless structural configuration. However, these researches are clearly different from track racing bicycles, which have stricter requirements for design and performance in terms of body weight, component structure, and assembly method.

[0003] A Chinese patent application (publication number CN103303417A) discloses a frame made of multiple joined carbon fiber tubes, a Chinese patent (publication number CN106564551A) provides a one-piece frame to solve the problem of a non-compact structure, and a Chinese patent (publication number CN101715406A) uses folding joints to connect the frame. However, the problem of discontinuous component structure still exists. Track racing bicycles and their components, such as frames, are still constructed using a multi-section assembly method, resulting in discontinuous carbon fiber, which affects the product's rigidity and strength, and further affects riding comfort and explosive power. Currently, the cross-sectional design angles of frames and other components do not fully consider the cross-sectional shape, tube shape, and weight distribution, preventing bicycles from fully demonstrating excellent aerodynamic performance. Prior art track racing bicycles or their components often employ complex assembly methods that, while advantageous for utility bicycles, are inferior to the riding requirements of competitive bicycles, which pursue high stability and high human-machine compatibility. Complex assembly methods increase the number of connection points, reduce overall closure, and result in reduced stability and increased air resistance. Summary of the Invention [Problem to be solved by the invention]

[0004] The purpose of this invention is to solve the shortcomings of the prior art by providing a carbon fiber track racing bicycle and method thereof, which has a main structure made of a one-piece carbon fiber frame, optimizes the fiber layer distribution of each constituent tube member of the frame and key node positions, and distributes the carbon fiber continuously, thereby improving the strength of the track racing bicycle. [Means for solving the problem]

[0005] The first object of the present invention is to provide a carbon fiber track racing bicycle, which comprises: The frame is formed by integrally hardening carbon fiber, and includes a front triangle structure consisting of a top tube, a down tube, and a seat tube, and a rear triangle structure consisting of seat stays, chain stays, and a seat tube, and corresponding fiber layers of the tube members that make up the front triangle structure are distributed along the axial direction of the corresponding tube members, with the seat stays having fiber layers distributed in two different directions, the chain stays having fiber layers distributed in three different directions, and the bottom bracket having fiber layers distributed in four different directions.

[0006] Furthermore, two distribution directions of the corresponding fiber layers of the seat stay are perpendicular to each other, two distribution directions of the corresponding fiber layers of the chain stay are perpendicular, and another distribution direction is on the angle bisector of the other two directions.

[0007] Furthermore, the four distribution directions of the corresponding fiber layers in the bottom bracket are distributed in a cross-shaped pattern.

[0008] Furthermore, the cross-sectional area of the top tube perpendicular to its axis gradually decreases along the direction from the front wheel to the rear wheel, the outer periphery of the top tube is a conical curved surface, the cross-section of the down tube perpendicular to its axis is quasi-elliptical, the head tube is extended at the intersection of the top tube and down tube using a curved surface, and the seat tube is box-tube shaped.

[0009] Furthermore, an airfoil-shaped protrusion extends from the upper surface of the top tube, and the outer surface of the airfoil-shaped protrusion is streamlined.

[0010] Furthermore, an internal fitting block is provided at the connecting position between the chain stay and the seat stay, and the internal fitting block is provided with a U-shaped groove with an opening facing rearward.

[0011] Furthermore, a seat post is fitted onto the seat tube, and a saddle system is connected above the seat post, the saddle system including a saddle, a support rod, and an adjustment assembly, the saddle being fixed to the support rod, and the support rod being connected to the seat post via the adjustment assembly.

[0012] Furthermore, the saddle has a streamlined structure, the seat post is slidably inserted into the seat tube, and a locking structure is provided.

[0013] A second object of the present invention is to provide a method for manufacturing a carbon fiber track racing bicycle, said method comprising: Cutting the carbon fiber fabric into a carbon fiber fabric sheet, and winding the carbon fiber fabric sheet around a mandrel according to a predetermined layout; applying a release agent to an outer mold shell and placing the mandrel wrapped with the carbon fiber fabric sheet within the outer mold shell; curing and shaping the carbon fiber woven sheet by applying heat and pressure, and removing the mandrel to obtain a carbon fiber integral frame; and attaching other components of the track racing bicycle to the frame.

[0014] Furthermore, the carbon fiber fabric sheets are wound according to the ply method and number, and adjacent carbon fiber fabric sheets are joined together so that the joints of the carbon fibers are aligned in the width direction. [Effects of the Invention]

[0015] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0016] (1) To solve the problem of low strength and rigidity of conventional track racing bicycles, the main structure is a frame molded as a single unit from carbon fiber, and the distribution of fiber layers in each of the frame's constituent tube members and key node positions is optimized to distribute carbon fiber continuously, thereby improving the strength of track racing bicycles.

[0017] (2) The key components of the frame, including the head tube, top tube, down tube, seat tube, chainstays, and seat stays, all have different cross-sectional designs, and the shape of each pipe is asymmetrical, with a gradually changing curve and streamlined shape. Different pipe shapes are designed for the pedal transmission bottom bracket position, head tube mounting position, seat tube mounting position, and chainstay connection position, etc. The use of different cross-sectional tube shapes as a whole optimizes aerodynamics, reduces air resistance, and improves the aerodynamic performance of the entire vehicle.

[0018] (3) The overall structure of the bike features an integrated drop handlebar design, with the handlebars, front fork, and head tube top all integrated into one piece, reducing seams and air resistance. A simple, easy-to-use, yet stable and reliable saddle adjustment system is designed, and the adjustment system is hidden within the frame, reducing air resistance points and ensuring structural integrity and the aerodynamic performance of the overall structure. The ergonomic saddle design also reduces pressure points, preventing discomfort while riding.

[0019] (4) The frame is processed based on EPS lost model technology and one-piece molding technology, and the fiber distribution direction of the carbon fiber plies of each tube component is individually designed. In the laid carbon fiber layer, the connection parts of the carbon fiber are ensured to be joined along the width direction, and the gaps at the joints are controlled, realizing one-piece molding of the frame. [Brief explanation of the drawings]

[0020] The specification and drawings constituting a part of this invention are intended to provide a further understanding of the invention, and the exemplary embodiments of the invention and their explanations are intended to interpret the invention and are not intended to unduly limit the invention. [Figure 1] 1 is an axonometric view of a track racing bicycle according to a first and second embodiment of the present invention; FIG. [Figure 2]1 is a front view of a track racing bicycle according to a first and second embodiment of the present invention; [Figure 3] 1 is an axonometric view of a frame of a track racing bicycle according to a first and second embodiment of the present invention; FIG. [Figure 4A] 1 is a front view of a frame of a track racing bicycle according to a first and second embodiment of the present invention; [Figure 4B] 1 is a plan view of a frame of a track racing bicycle according to a first and second embodiment of the present invention; FIG. [Figure 5] 1 is a cross-sectional view of a frame of a track racing bicycle according to a first and second embodiment of the present invention; [Figure 6] FIG. 1 is a diagram showing a recycling system for biodegradable epoxy resin carbon fiber composite materials used in the first and second embodiments of the present invention. [Figure 7] 2A and 2B are diagrams showing the distribution of carbon fiber plies in various parts of the frame of a track racing bicycle in the first and second embodiments of the present invention. [Figure 8] 1 is an axonometric view of the handlebars of a track racing bicycle according to the first and second embodiments of the present invention; FIG. [Figure 9A] 1 is a plan view of a handlebar of a track racing bicycle according to the first and second embodiments of the present invention; FIG. [Figure 9B] 1A and 1B are cross-sectional views of handlebars for track racing bicycles according to first and second embodiments of the present invention. [Figure 10] 1 is an axonometric view of a front fork of a track racing bicycle according to the first and second embodiments of the present invention; [Figure 11A] 1 is a front view of a front fork of a track racing bicycle according to a first and second embodiment of the present invention; [Figure 11B] 1 is a left side view of a front fork of a track racing bicycle according to a first and second embodiment of the present invention; FIG. [Figure 12] 1 is a partial cross-sectional view of the connection between the frame, handlebars and front fork of a track racing bicycle according to the first and second embodiments of the present invention. [Figure 13A] 1 is a front view of a front wheel of a track racing bicycle according to the first and second embodiments of the present invention; [Figure 13B] 1 is a front view of a rear wheel of a track racing bicycle according to the first and second embodiments of the present invention; [Figure 13C] 1 is a cross-sectional view of a rear wheel of a track racing bicycle according to the first and second embodiments of the present invention; [Figure 14] 1 is an axonometric view of a saddle for a track racing bicycle according to the first and second embodiments of the present invention; FIG. [Figure 15A] 1 is a plan view of a saddle for a track racing bicycle according to the first and second embodiments of the present invention; FIG. [Figure 15B] 1 is a front view of a saddle for a track racing bicycle according to a first and second embodiment of the present invention; FIG. [Figure 16] 1 is an exploded view of the saddle system according to the first and second embodiments of the present invention; FIG. [Figure 17] 1 is a plan view of a saddle system according to a first and second embodiment of the present invention; FIG. [Figure 18] 3 is a partial enlarged view of the adjustment portion of the saddle system in the first and second embodiments of the present invention. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0021] First Example In one exemplary embodiment of the present invention, a carbon fiber track racing bicycle is proposed, as shown in Figures 1 to 18.

[0022] As shown in Figures 1 and 2, a carbon fiber track racing bicycle includes a frame I, handlebars II, a front fork III, a front wheel IV, a rear wheel V, and a saddle system VI. The frame I is a key component that ensures athlete performance and safety, and meets the requirements of speed, stability, weight, and strength. The frame I is molded by integrally curing carbon fiber and includes a front triangle structure consisting of a top tube I-1, a down tube I-2, and a seat tube I-3, and a rear triangle structure consisting of seat stays I-4, chain stays I-5, and a seat tube I-3. As shown in Figure 2, the carbon fiber track racing bicycle is designed as an overall streamlined structure.

[0023] As shown in Figures 3, 4A, 4B and 5, in order to reduce air resistance, the top tube I-1 structure of the frame I adopts a gradually changing conical curved surface design, the upper part of the top tube I-1 adopts an airfoil structure design, and further, the complex top tube I-1 structure adopts a corresponding aerodynamic changing streamlined tube shape. The down tube I-2 has a quasi-elliptical tube shape design, and where the down tube I-2 and top tube I-1 intersect, a curved, one-piece cylindrical structure is extended to facilitate connection with the handlebars II and front fork III components. The seat tube I-3 has a curved, gradually changing tube shape design, and where the seat tube I-3 and top tube I-1 join, a retention space is designed to facilitate connection with the seat post. The curved surface of the seat tube I-3 extends to form symmetrical seat stays I-4. Where the seat tube I-3 intersects with the down tube I-2, mounting holes are designed to facilitate connection with the power transmission system. The chain stay I-5 connects to the seat stays I-4, down tube I-2, and seat tube I-3 and has a streamlined tube shape design to ensure rational wheel system installation and reduce air resistance. The asymmetric tube shape design of the seat tube I-3 and power transmission connection parts, which are key parts for power transmission, increases the rigidity of these areas and further improves overall driving efficiency. In addition, a U-groove interlocking block design is used at the connection between the chain stay I-5 and the seat stay I-4 to make it easier to connect the wheel system, and the overall structure is symmetrically distributed. In order to minimize air resistance, all sides and corners are rounded.

[0024] As shown in Figures 6 and 7, a fully automatic smart fabric cutting machine is used to cut pre-designed and optimized carbon fiber fabric into carbon fiber fabric sheets of different shapes, and the carbon fiber fabric sheets are wound around a pre-made mandrel. The wound mandrel is then placed inside the outer mold shell, a release agent is applied before injection, the air nozzle is locked, and heat and pressure are applied to harden and shape Frame I, and the mandrel is then removed at high temperature.

[0025] As shown in Figure 7, the laid carbon fiber fabric is arranged on the surface of the mandrel according to the target orientation of the carbon fiber at each position. By distributing the fiber layers of the laid carbon fiber fabric of the top tube I-1, down tube I-2, and seat tube I-3 that make up the front triangle in the 0-degree direction, i.e., along the axial direction of the corresponding tube members, it provides sufficient bending rigidity to resist the tensile force caused by forward thrust when riding Frame I, and maintains riding posture and efficiency.

[0026] The seat stay I-4 has fiber layers distributed in two different directions, and the fiber layers in the carbon fiber fabric laid on the seat stay I-4 are distributed along ±45-degree angles, so that the two distribution directions of the corresponding fiber layers on the seat stay I-4 are perpendicular, ensuring that the seat stay I-4 can withstand the tensile and shear stresses applied by the seat tube I-3 and the tire support shaft. Given the number of layers of carbon fiber fabric on the seat stay I-4, the fiber layers in adjacent layers are distributed perpendicularly. As shown in Figure 7, the fibers in one layer of carbon fiber fabric are oriented +45° to the axis of the seat stay I-4, and the fibers in the adjacent layer of carbon fiber fabric are oriented -45° to the axis of the seat stay I-4.

[0027] The chainstay I-5 has fiber layers distributed in three different directions. The fiber layers in the carbon fiber fabric laid on the chainstay I-5 are distributed along 90-degree and ±45-degree directions. Two of the fiber layers on the chainstay I-5 are distributed perpendicularly, and the other is distributed along the angle bisector of the other two directions. This ensures that the chainstay I-5 can withstand the tensile and shear stresses applied by the seat tube I-3, tire support shaft, and pedal force. Once the number of layers of carbon fiber fabric on the chainstay I-5 is determined, for three layers of fiber fabric stacked in order, as shown in Figure 7, the fibers of the fiber layer in one layer of carbon fiber fabric are oriented in a direction at 90° with respect to the axis of the chainstay I-5, the fibers of the fiber layer in another layer of carbon fiber fabric positioned at a distance from that layer are oriented in a direction at +45° with respect to the axis of the chainstay I-5, and the fibers of the fiber layer in another layer of carbon fiber fabric positioned between the above two layers of carbon fiber fabric are oriented in a direction at -45° with respect to the axis of the chainstay I-5.

[0028] The I-7 bottom bracket has fiber layers distributed in four different directions. The fiber layers in the carbon fiber fabric laid in the I-7 bottom bracket are distributed along the 0-degree, 90-degree, and ±45-degree directions, resulting in the four distribution directions of the corresponding fiber layers in the I-7 bottom bracket being distributed in an R-shape, which increases the local rigidity and strength of the I-7 bottom bracket, which is subject to high stress, by resisting torsion and shear forces. Once the number of layers of carbon fiber fabric on the bottom bracket I-7 is determined, for the four layers of fabric stacked in order, as shown in Figure 7, the fibers in the fiber layer of the first carbon fiber fabric layer are oriented along a 90° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the adjacent second carbon fiber fabric layer are oriented along a +45° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the third carbon fiber fabric layer are oriented along a -45° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the fourth carbon fiber fabric layer are oriented along a 0° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the fifth carbon fiber fabric layer are oriented along a -45° angle relative to the axis of the bottom bracket I-7, and the fibers in the fiber layer of the sixth carbon fiber fabric layer are oriented along a +45° angle relative to the axis of the bottom bracket I-7. Here, the axial direction of the bottom bracket I-7 refers to the axial direction at the position where the bottom bracket I-7 is connected to the other tube members.

[0029] The number of layers of carbon fiber fabric is calculated based on the design maximum stress and the ultimate tensile strength of a single layer of carbon fiber material. For the seat stays I-4, the plies should ensure that the carbon fiber fabric layers in different directions are symmetrical. That is, the number of plies should be rounded up to an integer multiple of 4. For the chain stays I-5, the plies should ensure that the carbon fiber fabric layers in different directions are symmetrical. That is, the number of plies should be rounded up to an integer multiple of 6. For the bottom bracket connector, the plies should ensure that the carbon fiber fabric layers in different directions are symmetrical. That is, the number of plies should be rounded up to an integer multiple of 12. For multidirectionally plyed fibers, the symmetry of the fiber direction relative to the center should be ensured.

[0030] As shown in Figure 3, the overall structure of frame I is a diamond structure, including a front triangle structure consisting of top tube I-1, down tube I-2, and seat tube I-3, and a rear triangle structure consisting of seat stays I-4, chain stays I-5, and seat tube I-3. The cross-sectional area of the top tube perpendicular to its axis gradually decreases from the front wheel to the rear wheel, the outer periphery of the top tube is a conical curved surface, the cross-section of down tube I-2 perpendicular to its axis is quasi-elliptical, the head tube I-6 is extended using a curved surface at the intersection of top tube I-1 and down tube I-2, and seat tube I-3 is a box tube shape.

[0031] Specifically, as shown in Figure 7, the top tube I-1 of the frame I is designed with a gradually changing conical curve, with a wing-shaped protrusion extending from the top surface of the top tube I-1, and the outer surface of the wing-shaped protrusion is streamlined. The wing-shaped structure design above the top tube I-1 reduces air resistance. The down tube (I-2) features a quasi-elliptical tube shape design. At the intersection of the down tube (I-2) and top tube (I-1), a curved, one-piece head tube (I-6) is extended to facilitate connection with the handlebars (II) and front fork (III). The seat tube (I-3) features a curved, box-shaped tube shape design with a gradual change in shape. A retaining space is designed where the seat tube (I-3) connects to the top tube (I-1) to facilitate connection with a seat post. The curved surface of the seat tube (I-3) extends to form symmetrical seat stays. At the intersection of the seat tube (I-3) and down tube (I-2), the bottom bracket (I-7) features mounting holes to facilitate connection with the power transmission system. The chain stay (I-5) connects to the seat stay (I-4), down tube (I-2), and seat tube (I-3) and features a streamlined tube shape design to ensure a rational wheel system installation and reduce air resistance. The asymmetric tube shape design at the bottom bracket (I-7) connection, a key point in power transmission, enhances rigidity in these areas and further improves overall driving efficiency.

[0032] An internal block is provided at the connection point between the chain stay I-5 and the seat stay I-4. To facilitate the connection of the wheel system, the internal block has a U-shaped groove with its opening facing backward. The overall structure is symmetrically distributed, and to reduce air resistance, all sides and corners are rounded.

[0033] As shown in Figure 8, the handlebars II are made of a carbon fiber one-piece molded design to ensure quick steering response and efficient power transmission. The entire structure of the handlebars II is designed as a one-piece drop handlebar, and by designing the handlebars II to be integrated with the top of the front fork III and head tube I-6, joints are reduced, air resistance is reduced, and overall rigidity is increased. The drop handlebar shape allows the rider to take a lower, forward-leaning position during racing, reducing air resistance.

[0034] As shown in Figures 9A and 9B, the entire structure of the handlebar II is symmetrically distributed around the central stem, which is provided with two holes to facilitate connection with the front fork III and the frame I. The structural design of the drop handlebar complies with ergonomics and allows multiple gripping positions for optimal riding for different riders, ensuring reduced fatigue while maintaining effective power output and control at different riding stages.

[0035] As shown in Figures 10, 11A, and 11B, the front fork III is connected at its upper end to the handlebars II so that it can rotate with the handlebars II, connected at its middle to the frame I so that it can rotate relative to the frame I, and connected at its lower end to the front wheel IV to control the riding direction. The upper end of the front fork III is a non-closed cylindrical structure with a convex front end, the side wall of which has a threaded hole and is screwed to the upper end of the connecting shaft sleeve VIII. The lower part of the front fork III, corresponding to the upper cylinder, is a closed cylinder, with the outer convex cylinder of the frame I positioned between the two cylinders. The fork stems of the front fork III have threaded holes at their ends, and two fork legs are symmetrically arranged, with mounting grooves at their ends to facilitate connection and fitting with the wheel axle system.

[0036] As shown in FIG. 12, the handlebars II and the ends of the fork stems of the front forks III are fixed and connected using screws, and the handlebars II and the connecting shaft sleeve VIII are fixed and connected using screws. The front fork III has bearings attached to its upper and lower ends. The first bearing VII at the upper end is fixed by the cooperation of the connecting shaft sleeve VIII and the head tube I-6 of the frame I and is used to support the connecting shaft sleeve VIII. The second bearing IXX at the lower end is fixed by the cooperation of the bearing seat X and the front forks III, and the bearing seat X is connected to the front forks III with screws.

[0037] As shown in Figures 13A, 13B and 13C, in order to improve aerodynamic efficiency, the rear wheel V has a closed disc rim structure, and the front wheel IV has a six-spoke hub structure. In order to reduce the air resistance coefficient of the wheel during operation and improve riding stability, the cross section of the wheel has a closed thin-walled structure with straight lines at the top and bottom ends and outwardly convex curves on both sides, and the central axis of the wheel facilitates connecting the axle system with the front fork III and the frame I.

[0038] As shown in Figures 14, 15A, and 15B, the saddle VI-1 has a symmetrical, streamlined, and slender design overall, and the length and width of the saddle VI-1 are designed to fit the rider's body shape and riding posture in order to reduce resistance, improve riding efficiency, and ensure comfort and stability, and are ergonomically designed.

[0039] As shown in Figures 16 and 17, the saddle system VI includes a saddle VI-1, a support rod VI-2, an adjustment assembly, and a seat post VI-10, and the adjustment assembly includes a first rod support block VI-3, a first attachment block VI-4, a support base VI-5, a second rod support block VI-6, a second attachment block VI-7, a positioning connection block VI-8, adjustable double end posts VI-9, a short screw VI-11, and a long screw VI-12.

[0040] The positioning connection block positions and securely connects the first rod support block VI-3 and the second rod support block VI-6 to the support base VI-5, and two short screws VI-11 securely connect the support base VI-5 to the adjustable double-end post VI-9. The adjustable double-end post VI-9 has threaded holes at both ends that are inserted into hollow grooves at the tip of the seat post VI-10 for a tight fit. The first and second attachment blocks VI-4 and VI-7 are attached to and secured to the support rod VI-2 and the rod support block, respectively. One of the attachment blocks has a threaded hole in its center, and the other has a countersunk through-hole. The two are securely connected by a long screw VI-12. The tapered attachment head of the support base VI-5 is pressed by the short screws VI-11 to hold and secure the seat post VI-10.

[0041] As shown in FIG. 18, the saddle adjustment system includes a fixing block VI-13, a damping block VI-14, a screw VI-15, and a headless screw VI-16.

[0042] The saddle can be adjusted in height and angle using seat post VI-10 to accommodate various rider heights and riding positions. Headless screw VI-16 presses damping block VI-14 downward via fixed block VI-13, which is attached to frame I, while screw VI-15 securely connects fixed block VI-13 and damping block VI-14 from below. The centers of the two screws form a right angle, stabilizing the damping block VI-14. The surface of damping block VI-14 that comes into contact with the seat post is made of a high-friction material and has a protruding surface. Adjusting the two screws allows for loosening between the seat post and frame I, and also allows for vertical movement relative to the seat post.

[0043] Second Example In another exemplary embodiment of the present invention, a method for manufacturing a carbon fiber track racing bicycle is proposed, as shown in FIGS.

[0044] The manufacturing process for a carbon fiber track racing bicycle is as follows: Cutting the carbon fiber fabric into a carbon fiber fabric sheet, and winding the carbon fiber fabric sheet around a mandrel according to a predetermined layout; applying a release agent to an outer mold shell and placing the mandrel wrapped with the carbon fiber fabric sheet within the outer mold shell; A step of curing and shaping the carbon fiber woven sheet by applying heat and pressure, and removing the mandrel to obtain a carbon fiber integrated frame I; and attaching other components of the track racing bicycle to the frame I.

[0045] In this embodiment, Frame I is formed using a vacuum airbag molding technique with an inner and outer double mold. The mandrel is made of a foam material, which not only provides support and supports the carbon fiber layer, but can also be removed after curing. In this embodiment, the mandrel may be made of a foam material such as polystyrene foam polymer. Latex is applied to the surface of the mandrel to ensure that the inner surface of Frame I is smooth after demolding. Frame I is formed by curing a carbon fiber fabric, which is a nano-reinforced carbon fiber composite based on a biodegradable epoxy resin. The T1100 super carbon fiber is selected, and carbon nanotube powder is added during the component manufacturing process. The carbon fiber composite is then molded using a monocoque molding process.

[0046] During the manufacturing process of Frame I, carbon fiber fabric is used as the base material. The pre-designed and optimized carbon fiber fabric is cut into sheets. The resulting sheets are then placed according to the label, ensuring the same carbon fiber orientation within each sheet. The pre-designed ply pattern and number of carbon fiber layers are wound around a pre-made mandrel. The carbon fiber layers are laid down, ensuring that the carbon fiber joints are aligned across the width with gaps of less than 1 mm. The mandrel is then placed into the outer mold shell. A release agent is applied to the outer mold shell before injection, and the air nozzle is locked. Heat and pressure are applied to harden and mold Frame I. The mandrel is then removed at high temperature.

[0047] As shown in Figure 7, the laid carbon fiber fabric is arranged on the surface of the mandrel according to the target orientation of the carbon fiber at each position. By distributing the fiber layers of the laid carbon fiber fabric of the top tube I-1, down tube I-2, and seat tube I-3 in the 0-degree direction, i.e., along the axial direction of the corresponding tube members, it provides sufficient bending rigidity to resist the tensile force caused by forward thrust when riding Frame I, thereby maintaining riding posture and efficiency.

[0048] The seat stay I-4 has fiber layers distributed in two different directions, with the fiber layers in the carbon fiber fabric laid on the seat stay I-4 distributed along ±45-degree angles to ensure it can withstand the tensile and shear stresses applied by the seat tube I-3 and tire support shaft. Given the number of layers of carbon fiber fabric on the seat stay I-4, the fiber layers in adjacent layers are distributed perpendicularly. As shown in Figure 7, the fibers in one layer of carbon fiber fabric are oriented along a +45-degree angle to the axis of the seat stay I-4, while the fibers in the adjacent layer of carbon fiber fabric are oriented along a -45-degree angle to the axis of the seat stay I-4.

[0049] The chainstay I-5 has fiber layers distributed in three different directions, and the fiber layers in the carbon fiber fabric laid on the chainstay I-5 are distributed along 90-degree and ±45-degree angles, ensuring that it can withstand the tensile and shear stresses applied by the seat tube I-3, tire support shaft, and pedal force. Given the number of layers of carbon fiber fabric on the chainstay I-5, the fibers in one layer of the fabric are oriented at 90 degrees to the axis of the chainstay I-5, the fibers in another layer of the fabric spaced apart are oriented at +45 degrees to the axis of the chainstay I-5, and the fibers in the layer of the fabric between the two layers of the carbon fiber fabric are oriented at -45 degrees to the axis of the chainstay I-5, as shown in Figure 7.

[0050] The bottom bracket I-7 has fiber layers distributed in four different directions. The fiber layers in the carbon fiber fabric laid in the bottom bracket I-7 are distributed along the directions of 0 degrees, 90 degrees, and ±45 degrees, which increases the local rigidity and strength of the bottom bracket I-7, which is subject to high stress, by resisting torsion and shear forces. Once the number of layers of carbon fiber fabric on the bottom bracket I-7 is determined, for the four layers of fabric stacked in order, as shown in Figure 7, the fibers in the fiber layer of the first carbon fiber fabric layer are oriented along a 90° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the adjacent second carbon fiber fabric layer are oriented along a +45° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the third carbon fiber fabric layer are oriented along a -45° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the fourth carbon fiber fabric layer are oriented along a 0° angle relative to the axis of the bottom bracket I-7, the fibers in the fiber layer of the fifth carbon fiber fabric layer are oriented along a -45° angle relative to the axis of the bottom bracket I-7, and the fibers in the fiber layer of the sixth carbon fiber fabric layer are oriented along a +45° angle relative to the axis of the bottom bracket I-7. Here, the axial direction of the bottom bracket I-7 refers to the axial direction at the position where the bottom bracket I-7 is connected to the other tube members.

[0051] The parameters of each part after molding are shown in Table 1. JPEG0003252306000002.jpg67170

[0052] JPEG0003252306000003.jpg12170JPEG0003252306000004.jpg11170

[0053] The epoxy resin-based nano-reinforced carbon fiber composite material uses Equation 2, Equation 3 and Equation 4 as theoretical guiding principles to calculate the energy transmission loss of the stress wave in the resin layer, fiber layer and resin fiber composite layer, respectively, and further obtain the vibration energy transmission loss of the stress wave at the resin-fiber interface, thereby actively designing the damping performance and fiber content to meet the demands of maximum seismic and noise reduction. JPEG0003252306000005.jpg10170JPEG0003252306000006.jpg6170

[0054] Exponential transmission damping coefficient of plane simple harmonic wave amplitude: JPEG0003252306000007.jpg20170

[0055] where ρ0 is the density of the sample, E is the elastic modulus, η is the viscosity coefficient, and υ is Poisson's ratio.

[0056] The above description is only a preferred embodiment of the present invention and does not limit the present invention. Those skilled in the art can make various modifications and variations to the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention. [Explanation of symbols]

[0057] I-frame II Handle III Front fork IV front wheel V rear wheel VI Saddle System VII First Bearing VIII Connecting shaft sleeve IX Second Bearing X bearing seat I-1 Top Tube I-2 down tube I-3 seat tube I-4 seat stay I-5 Chainstay I-6 head tube I-7 bottom bracket VI-1 Saddle VI-2 Support rod VI-3 First Rod Support Block VI-4 First Attachment Block VI-5 Support base VI-6 Second Rod Support Block VI-7 Second Attachment Block VI-8 Positioning Connection Block V-9 Adjustable End Posts VI-10 seatpost VI-11 Short screw VI-12 Long screw

Claims

1. A carbon fiber track racing bicycle, The frame is formed by integrally hardening carbon fiber, and includes a front triangle structure consisting of a top tube, a down tube, and a seat tube, and a rear triangle structure consisting of seat stays, chain stays, and a seat tube. Corresponding fiber layers of the tube members that make up the front triangle structure are distributed along the axial direction of the corresponding tube members, with the seat stays having fiber layers distributed in two different directions, the chain stays having fiber layers distributed in three different directions, and the bottom bracket having fiber layers distributed in four different directions. A carbon fiber track racing bicycle.

2. Two distribution directions of the corresponding fiber layers of the seat stay are perpendicular to each other, and two distribution directions of the corresponding fiber layers of the chain stay are perpendicular to each other, and another distribution direction is on the angle bisector of the other two directions.

2. A carbon fiber track racing bicycle according to claim 1.

3. The four distribution directions of the corresponding fiber layers in the bottom bracket are distributed in a U-shape.

3. A carbon fiber track racing bicycle according to claim 2.

4. The cross-sectional area of the top tube perpendicular to its axial direction gradually decreases along the direction from the front wheel to the rear wheel, the outer periphery of the top tube is a conical curved surface, the cross-section of the down tube perpendicular to its axial direction is a quasi-elliptical shape, the head tube is extended at the intersection of the top tube and down tube using a curved surface, and the seat tube is box-shaped.

2. A carbon fiber track racing bicycle according to claim 1.

5. A wing-shaped protrusion extends from the upper surface of the top tube, and the outer surface of the wing-shaped protrusion is streamlined.

5. A carbon fiber track racing bicycle according to claim 4.

6. An internal fitting block is provided at the connecting position between the chain stay and the seat stay, and the internal fitting block is provided with a U-shaped groove with an opening facing rearward.

2. A carbon fiber track racing bicycle according to claim 1.

7. A seat post is fitted to the seat tube, and a saddle system is connected above the seat post. The saddle system includes a saddle, a support rod, and an adjustment assembly. The saddle is fixed to the support rod, and the support rod is connected to the seat post via the adjustment assembly.

2. A carbon fiber track racing bicycle according to claim 1.

8. The saddle has a streamlined structure, a seat post is slidably inserted into the seat tube, and a locking structure is provided.

8. A carbon fiber track racing bicycle according to claim 7.

9. Cutting the carbon fiber fabric into a carbon fiber fabric sheet, and winding the carbon fiber fabric sheet around a mandrel according to a predetermined layout; applying a release agent to an outer mold shell and placing the mandrel wrapped with the carbon fiber fabric sheet within the outer mold shell; curing and shaping the carbon fiber woven sheet by applying heat and pressure, and removing the mandrel to obtain a carbon fiber integral frame; attaching other components of the track racing bicycle to the frame; 6. A method for manufacturing a carbon fiber track racing bicycle according to claim 1, further comprising:

10. The carbon fiber fabric sheet is wound according to the ply method and number, and adjacent carbon fiber fabric sheets are joined together so that the connection portions of the carbon fibers are aligned in the width direction.

10. A method for manufacturing a carbon fiber track racing bicycle according to claim 9.

Images