Bicycle

Abstract

The present text relates to a bicycle (100) which, in addition to a bicycle frame (30) and a handlebar (15) as well as the wheels, of which at least one is steerable, comprises a carriage (5). The carriage carries the handlebar and is displaceably mounted for adjusting the handlebar position relative to a carriage base (4) fixed to the frame. For transmitting the steering inputs, a transmission mechanism is provided which transmits the steering inputs over the distance between the handlebar (15) and the steerable wheel, said distance being variable in accordance with the position of the carriage (5).

Description

[0001] BICYCLE

[0002] The invention relates to a bicycle. In particular, it relates to the issue of the adjustability of the bicycle dimensions, for example for use by persons with different body masses or for use in different situations (movement in traffic, as a sports training device, for steep ascents or descents, etc.).

[0003] Two key measurements are commonly used to define bicycle frame size: 'stack' and 'reach'. Both are measured from the bottom bracket. The 'reach' value indicates the length of the bicycle frame. It represents the horizontal distance between the center of the bottom bracket and the center of the top of the head tube. 'Stack' defines the height of the bicycle frame. The 'stack' value corresponds to the vertical distance from the center of the bottom bracket to the top of the head tube. The top of the head tube generally determines the handlebar position; therefore, 'reach' and 'stack' are crucial in determining which riders the bicycle is suitable for and the riding position and posture.

[0004] In current technology, with fixed stack and reach, a very slack seat tube angle is used to adjust the geometry, resulting in a longer top tube length when the saddle is extended. The disadvantage is an inefficient riding position, as power transfer when pedaling from a rearward angle is unfavorable. Furthermore, a very slack seat tube angle limits the use of dropper seatposts, as they cannot absorb the angled shear forces at rearward saddle positions.

[0005] Furthermore, adjustment options for the handlebar stem are known from current technology, allowing, for example, a forward and backward swiveling motion. These solutions alone are not satisfactory, as they can only address ergonomic needs to a limited extent and with compromises. For example, a noticeable change in the effective length of the stem can have an adverse effect on the bicycle's handling characteristics.

[0006] It is an object of the present invention to overcome disadvantages of the prior art and to provide a bicycle with improved adjustment options - in particular stepless or with a plurality of possible positions, in particular simple and in particular without changing factors relevant to driving characteristics such as the wheelbase or the stem lengths.

[0007] This problem is solved by a bicycle as defined in the patent claims.

[0008] According to one aspect of the invention, a bicycle, in addition to a bicycle frame and handlebars, as well as the wheels, at least one of which is steerable, has a carriage which supports the handlebars and which is slidably mounted relative to a frame-fixed carriage base for adjusting the handlebar position. A transmission mechanism is provided for transmitting the steering impulses, which transmits the steering impulses over the variable distance between the handlebars and the steerable wheel, depending on the position of the carriage.

[0009] A bicycle, as defined in this text, is a means of transport with handlebars and wheels, at least one of which can be steered by a pivoting movement of the handlebars. It is specifically a bicycle in the narrower sense, i.e., a two- or three-wheeled land vehicle that is propelled by muscle power, with or without assistance from an electric drive. Such a bicycle in the narrower sense may, in particular, have a bottom bracket fixed to the frame and pedals. However, a bicycle, as defined in this text, can also be a motorized single-track vehicle, i.e., a motorcycle, for example, a scooter or electric scooter. A bicycle, in particular, has handlebars that can be held by the user (in the case of a tandem, by one of the users) and via which a steering movement can be made, which is transmitted to the at least one steerable wheel of the bicycle.

[0010] The bicycle frame, in the narrower sense, and especially in bicycles according to the present invention, is in particular the essentially rigid structure to which the bottom bracket is rigidly mounted. In bicycles with a mid-drive motor, the mid-drive motor is rigidly mounted to the frame and itself incorporates the bottom bracket; that is, the bottom bracket is rigidly mounted to the frame directly or indirectly (via the mid-drive motor). In motorized single-track vehicles, for example, the structure on which the rider's feet rest is also rigidly fixed relative to the bicycle frame. The seat, e.g., the saddle, can also be mounted to the frame, whereby, as is known per se, axial displacement of a seat support (e.g., a seatpost) relative to a seat tube can be provided for adjusting the seat height, and wherein, as is also known per se, the actual seat is movable to a certain extent relative to the seat tube, e.g.,to influence seat tilt and horizontal seating position.

[0011] The displacement of the handlebars relative to the bicycle frame, which is made possible by the inventive approach, is accompanied by a change in the distance between the handlebars and the steerable wheel, and thus a change in the distance over which the steering impulse is transmitted. If the steering impulse is transmitted via a transmission mechanism, i.e., if the transmission mechanism for transmitting the steering impulses is a transmission mechanism, the transmission mechanism is adapted accordingly, as will be described in more detail below.

[0012] In many designs, the steerable wheel, for example the front wheel, is also fixed to the frame by means of a head tube, for instance to guide a fork steerer tube that rotates within it. This means the steerable wheel is fixed to the frame in that it is rigidly mounted relative to the bicycle frame and can pivot (only) around a steering axis. The frame, relative to which the carriage is adjustable (by sliding it relative to the carriage base), thus supports the steerable wheel, especially the front wheel, in many designs.

[0013] The sled base can, for example, have at least one frame-mounted rail. There can be, for example, two rails that run parallel to each other and are fixed to the frame. However, there can also be only a single rail, especially a rail with a non-circular cross-section.

[0014] Depending on the rail, the sled can have a rail guide that allows it to slide relative to the rail.

[0015] The reverse arrangement is also possible, whereby the sled has at least one rail and the sled base has a rail guide - i.e., in some embodiments, the rails can participate in the displacement movement as part of the sled.

[0016] The sled base defines – through the alignment of the rail(s) or the orientation of the rail guide – in which directions (back and forth) the sled can be moved between extreme positions along a displacement axis.

[0017] In a first group of design forms, stepless movement – ​​and corresponding adjustability of the handlebar position relative to the frame – can be guaranteed.

[0018] In a second group of embodiments, the handlebar position is adjustable in discrete increments. It is particularly advantageous in these designs if the base of the slider defines a displacement axis that is not horizontal, but rather angles slightly upwards away from the seated position, for example, at an angle between 1° and 25°. In other embodiments, such as a recumbent or cargo bike, or a racing or triathlon bike, a horizontal displacement axis, or in the case of a racing or triathlon bike, even a negatively inclined (i.e., sloping downwards relative to the horizontal) axis, may prove to be the best solution. Generally, the displacement axis is inclined at an angle between -45° and 45° relative to the horizontal, for example, between -20° and +30°.

[0019] A slightly positive (i.e., inclined upwards) axis of displacement to the horizontal, e.g. with an inclination between 5° and 30°, has the advantage that even with a not too flat seat angle, optimal adaptation to the anatomy of people with significantly different body sizes is possible, and 'reach' as ​​well as 'stack' can be adjusted.

[0020] The bicycle frame can, in a manner known per se, have a top tube in addition to a seat tube, a down tube, and a head tube. In some embodiments, the base of the slider can run parallel to the top tube or be formed by it, for example, if the top tube is slightly sloping.

[0021] The transmission mechanism for transferring steering impulses is designed to function in any position of the carriage relative to the carriage base. In some embodiments, the steerable wheel may remain aligned with the handlebars even during the adjustment process. This is particularly advantageous when the adjustability, as described in the first group of embodiments, is stepless. The carriage position can therefore be adjusted without requiring subsequent adjustment to align the handlebar orientation with the orientation of the steerable wheel.

[0022] In the second group of designs with step-by-step adjustability, a plurality of discrete carriage mounting positions, e.g., a grid, are provided, particularly at the carriage base. These mounting positions allow the carriage to be fixed at discrete positions. The transmission mechanism may also have a plurality of mounting positions (e.g., grids). These are aligned with the carriage mounting positions, in particular by their spacing corresponding to the spacing of the carriage mounting positions. For movement, the corresponding (grid) connections are released both between the carriage base and the carriage, as well as in the transmission mechanism. After the carriage has been moved by the desired number of steps, the connections are then re-fixed at the correspondingly displaced point.This ensures that, even in the designs of the second group, the steerable wheel remains aligned with the handlebar after being shifted.

[0023] The transmission mechanism is a mechanism that transmits steering wheel movements to the steerable wheel via a force-transmitting connection. The transmission mechanism can, in particular, be a mechanical transmission mechanism for transmitting steering impulses. A hydraulic transmission mechanism is also possible. A hypothetical purely electronic steering system, without a force-transmitting connection between the steering wheel and the steerable wheel, would not, however, be a transmission mechanism as defined in this text.

[0024] If the transmission mechanism is a transmission mechanism, it generally consists of a force-transmitting path whose length depends on the position of the carriage and thus the steering linkage relative to the steerable wheel. In certain embodiments, it is specifically provided that the length of the force-transmitting path is automatically adjusted to the position of the carriage, and that a displacement of the carriage is accompanied by a synchronous adjustment of the force-transmitting path.

[0025] In embodiments of the second group of designs, the length of the force-transmitting path can be selected analogously to the possible sled positions, i.e., the force-transmitting path can be changed by the same step lengths as the sled position relative to the sled base.

[0026] The bicycle is therefore specifically designed to automatically adjust the transmission mechanism to a different position of the sled, either automatically or by means of predefined grid positions.

[0027] In one group of embodiments, the bicycle has an electric drive for moving the carriage. Such a drive can, for example, include an electrically driven spindle whose rotation causes an axial displacement of the carriage. For example, the bicycle can have a drive-brake spindle. This spindle can be part of the carriage base (or even the carriage itself). A drive-brake spindle can be electrically driven or manually, for example, via a crank.

[0028] It is also possible that such a spindle – whether electrically or manually driven – is part of a swivel-running unit through which the control impulses are transmitted, as described in more detail below.

[0029] An electric drive for the carriage – for example, via a spindle – can enable controlled movement to a defined position. For this purpose, the electric motor of the drive can optionally be designed as a stepper motor or a servo motor. Therefore, in general, any electric motor mentioned in this text can optionally be a stepper motor or a servo motor.

[0030] Particularly (but not exclusively) through an optional electric drive, adjustability is possible not only before cycling, but in some designs also while riding, for example electronically controlled, e.g., via a pulse generator / switch in the handlebar area. This can be especially advantageous for bicycles designed as sports equipment.

[0031] In special embodiments, an adjustable seatpost is also electronically controlled. For this purpose, the seatpost may also have a (controlled) electric drive, and / or a non-electric drive, e.g., with a gas spring, may be combined with an electronic control unit that controls the adjustment of the seatpost via suitable actuators (whereby additional impulses may be requested by the user). For example, the seatpost may have an electrically driven and / or electronically controlled mechanical, pneumatic, or hydraulic adjustment mechanism or indexing system. An electronically controlled and / or electric drive of the seatpost may, in particular, be present in addition to an electric drive of the slide. Like the electric drive of the slide, the electronically controlled or...The electric drive of the seat post assists in driving into a defined position.

[0032] In one embodiment, the seat post has in particular a drive-brake spindle which, via an electric motor, moves the movable part of the seat post with the saddle attached to it upwards and downwards in the manner of a slide by means of a rotary movement and holds it in its position.

[0033] The concept of adjusting the seat post with saddle via a rotary movement of a drive-brake spindle, in particular directly (i.e. without transmission via a hydraulic or pneumatic system), by means of a spindle drive is a separate, second aspect of the present invention.

[0034] The invention, according to its second aspect, relates to a bicycle with a bicycle frame and handlebars, as well as a transmission mechanism for transmitting steering impulses from the handlebars to at least one steerable wheel. The bicycle frame supports a seat, e.g., a saddle, and has a seat tube in which a seat post is guided, to which the seat is attached. The seat post is axially displaceable within the seat tube to adjust the position of the seat. It is characterized by an electric spindle drive that generates a relative rotational movement between a drive-brake spindle and a spindle receptacle ("spindle nut"), which in turn causes an axial movement of the seat post relative to the seat tube.

[0035] The electric spindle drive can be electronically controlled and configured to move the seat post to a specific, selectable position. As mentioned above, this can optionally be a position corresponding to a user profile – possibly even independently of the setting of a carriage position.

[0036] It can be specifically designed that the electric drive acts directly on the seatpost, meaning that the seatpost is connected to or forms the spindle mount (when the electric drive rotates the spindle) or the spindle itself (when the electric drive rotates the spindle mount) in a dimensionally stable manner. An axis of the spindle drive can therefore correspond, in particular, to the axis of the seatpost and / or the seat tube.

[0037] Adjustable seatposts are known from the prior art, wherein a gas spring or a mechanical system can be activated to raise or lower the seat when the rider's body weight is removed (to raise) or when the rider's body weight is applied (to lower). Such seatposts are particularly well-known for mountain bikes to lower the saddle for downhill riding. However, these have the disadvantage of requiring active user intervention; they also generally do not allow for pre-setting. The spindle drive according to the second aspect of the invention improves upon this.

[0038] While solutions are known in the prior art that lower the support to its lowest position without human muscle power using air counter-pressure, these solutions primarily allow for defining and controlling the end positions, but not user-defined intermediate positions. Furthermore, operation with air pressure requires regular maintenance and refilling of the air tank. In contrast, the motor-driven spindle adjustment according to the second aspect of the invention can utilize individual batteries, in particular the main battery of an electric bicycle, and thus requires no further attention (apart from the already regular charging of the main battery).

[0039] The following options apply:

[0040] • The seatpost can be designed as a separate component, independent of the bicycle frame, comprising the stanchion and slider tubes, as well as the spindle, spindle nut, and motor. Alternatively, it can be a frame-integrated version, utilizing the frame's own seat tube as a vertical tube element and, if necessary, featuring an additional connection point that securely supports the movable part of the seatpost via the frame-mounted, but rotatable, spindle with motor, allowing it to slide along the longitudinal axis.

[0041] • The spindle (saddle drive / brake spindle) can have a self-locking thread (shallow thread pitch) so that the applied forces are positively engaged. This relieves the motor, which then serves (except during adjustment) only as a locking element to prevent unintentional adjustment, for example, due to vibration.

[0042] • The immersion tube and standpipe are designed to be rotationally secure relative to each other, if necessary independently of the spindle. This can be achieved, for example, by an oval tube cross-section or another positive-locking surface connection (e.g., with tongue and groove) that remains longitudinally displaceable relative to each other.

[0043] • The spindle can be designed as an independent component; a dip tube or standpipe can also be designed as a spindle,

[0044] • The spindle can be housed in the form of an external thread on one of the components; as mentioned, the roles of the spindle and spindle nut can also be reversed (i.e., instead of the spindle (with external thread), the spindle nut (with internal thread) can also be driven).

[0045] • The spindle can therefore be designed as a stationary but rotating component, or it can be designed as a longitudinally moving but non-rotating component with a rotating, driving spindle nut. • Accordingly, both the spindle and the spindle nut can transmit the motor's torque to the seat post or the element supporting the saddle.

[0046] A particular advantage of the second aspect is its compatibility with the handlebar adjustment as described in the present text.

[0047] With or without an adjustable seat post, the bicycle may have control electronics that allow the position of the carriage (and optionally the seat post) to be set to a defined electronically storable position - i.e., the control electronics may be set up to cause the carriage to move into such a defined position and may have the necessary means to do so.

[0048] Such a position can be part of a user profile. It can be stored in the memory of the control electronics themselves and / or in a mobile device (smartphone or similar, equipped with a suitable app).

[0049] The control electronics can include a communication module for exchanging data with a mobile device; firmware updates, etc., can also be performed via such a communication module. A corresponding smartphone app can be part of the bicycle, for example, by providing an app specifically tailored to the bicycle, e.g., via a free download or one included with the purchase of the bicycle.

[0050] As mentioned, the transmission mechanism for transferring the steering impulses can be a transmission mechanism.

[0051] The transmission mechanism comprises, for example, a pivoting element, a drive element, and at least one steering element (in particular, a steering linkage). The pivoting element (e.g., a pivot plate) can be pivoted about a first pivot axis by actuating the handlebar, and the drive element can be pivoted about a second pivot axis, whereby pivoting the drive element about the second pivot axis causes a pivoting movement of the steerable wheel (this can be direct, with the drive element axis corresponding to a fork steerer axis, or indirect, via further transmission mechanisms). The steering element connects the pivoting element and the drive element over a variable distance dependent on the carriage position, such that pivoting the pivoting element about the first pivot axis causes the drive element to pivot about the second pivot axis.

[0052] The first and second pivot axes are in particular parallel or at most at a small angle (<30° or <10°) to each other and, for example, approximately perpendicular to a connecting line between the pivot element and the drive element (with respect to the points of intersection between pivot axes and the elements concerned, i.e., with respect to the points about which the pivot element or drive element pivots), for example (if defined) on both sides of a vertical connecting plane between the pivot axes,

[0053] The steering element is connected to the pivoting element or the drive element, respectively, at a first or second coupling point, such that during a steering movement, it maintains a constant distance between the first and second coupling points, while when the carriage position is adjusted, the distance changes in the same way as the distance between the pivot axes. With stepless adjustment (i.e., in the first group of designs), the change in the distance between the coupling points can occur synchronously with the adjustment of the carriage position. In the second group of designs, the same adjustment can be ensured, for example, by firstly ensuring that the distances between the detent positions (the discrete carriage mounting positions) are constant.The discrete relative positions in the transmission mechanism correspond to each other, and secondly, optionally, the different detent positions can be labeled to indicate each other. The latter can be achieved, for example, by using the same designations (e.g., S, M, L, XL, or 1, 2, 3, 4,... or color codes, etc.) for detent positions on the slide base / frame on the one hand and on the element of the transmission mechanism, e.g., the steering linkage, on the other.

[0054] The first coupling point is generally located at a (first) distance from the first axis, and the second coupling point at a (second) distance from the second axis, whereby the first and second distances can be equal. In a group of embodiments, the transmission mechanism has two steering elements, in particular steering struts, on either side of a connecting line between the points about which the pivoting element or drive element pivots. Accordingly, there are two first coupling points (on either side of the pivoting element) and two second coupling points (on either side of the drive element). The two steering elements form, for example, a symmetrical arrangement. During a steering movement, they move in opposite directions to each other.

[0055] The steering arms are arranged in such a way that a steering movement of the handlebars causes a movement of the steering arms relative to each other, wherein the steering arms are coupled to the at least one steerable wheel in such a way that the movement of the steering arms relative to each other causes a pivoting movement of the drive element and thereby a steering movement of the at least one steerable wheel, for example by coupling the drive element directly to the fork steerer tube.

[0056] The drive element can be designed as a double cantilever, with two opposing cantilever sections, each connected to one of the steering elements. The second coupling points can be pivot bearings whose pivot axis is fixed relative to the respective steering element and the drive element. The first coupling points between the respective steering element and the pivot element (e.g., pivot plate) can be designed so that they move synchronously relative to the respective steering element when the carriage is moved. The reverse is also possible: a design of the pivot element as a double cantilever with pivot bearings, and the drive element with second coupling points relative to which the steering elements move synchronously when the carriage is moved.

[0057] There are various possibilities for designing the coupling between the steering elements on the one hand and the swivel element or the drive element on the other.

[0058] One possibility is that each steering element has a track, and that the pivoting element (or the drive element) has a pair of swivel wheels, each mounted rotatably around an axis relative to the pivoting element (or the drive element), coupled to each other, and each coupled to one of the tracks, for example, identically designed. Thus, pivoting the pivoting element via the tracks causes a relative movement of the steering elements to each other, and when the carriage is moved, the swivel wheels rotate synchronously and roll on the tracks.

[0059] The running rails can in particular have teeth, and the swivel wheels can be designed as interlocking gears.

[0060] This first option has the advantage of allowing the carriage to be moved by an axial force relative to the carriage, with the swivel wheels then rolling on the guide rails. The guide rails, and thus the steering elements (e.g., steering arms), can be designed as purely passive elements; the user simply needs to pull or push the handlebars with the carriage brake released to adjust the position. However, an active drive is not excluded.

[0061] In embodiments where the carriage can be moved by axial force, the bicycle has a carriage brake that locks the carriage in its position. This brake can act, for example, between the carriage and its base, or alternatively, within the transmission mechanism.

[0062] The steering elements, such as steering arms, are connected at one end to the drive element (or pivot element). At the other end, a connecting element, such as a spring, may be present, which holds these ends of the steering elements together but allows deflection against a restoring force, such as spring force or magnetic force. The connecting element (restoring element) serves two purposes: firstly, it ensures a firm engagement between the pivot wheels and the guide rails, as the distance between the guide rails is not strictly constant during a pivoting movement of the handlebars. Secondly, it may have the additional advantage of automatically returning the handlebars to the straight position.

[0063] In addition to the connecting element / resetting element, a locking element may also be present, which holds the axles of the swivel wheels at a fixed distance from the respective guide rail and prevents a toothing between the swivel wheels and the guide rail from skipping in a positive-locking manner - especially in the event of an overload such as a violent steering maneuver or a fall.

[0064] The locking element – ​​in versions with two steering elements and two swivel wheels, there is one locking element per steering element – ​​is mounted relative to the axis of the corresponding swivel wheel. The locking elements may have a sliding surface and / or at least one roller on their outer surface relative to the steering elements and hold the steering elements, and thus the guide rails, at a fixed distance from the axis of the swivel wheel via a positive locking mechanism. This distance may be adjustable. In particular, if an elastic mechanism is present in the locking element – ​​for example, in the roller – a connecting / resetting element may be omitted if a locking element is present, or the locking element may also assume the function of the connecting / resetting element and serve as such.

[0065] A second option for designing the coupling between the steering elements and the pivot element or the drive element is to configure the steering elements as spindle steering links. A spindle has an external thread (in the broader sense), meaning a helical structure on its outer surface that winds around the element. Designing the steering elements as spindle steering links allows the pivot element (or the drive element) to be moved by synchronously rotating the spindle steering links as the carriage moves relative to the carriage base (the rotation of the spindle steering links can be actively driven). In this configuration, the pivot element—for example, designed as a pivot plate—can be connected to the spindle steering links via spindle nut swivel joints. Alternatively, the pivot element can also be designed as a swivel wheel, which is toothed on both sides with one of the spindle steering links.

[0066] Particularly in the configuration with a coupling via spindle nut swivel joints, this design is also suitable for embodiments where only one steering element is present and the drive element (or the swivel element) is designed, for example, as a simple cantilever. These embodiments can, in particular, provide that the spindle steering arms move synchronously with a spindle driving the carriage (e.g., a drive-brake spindle as described above) when the carriage is moved.

[0067] A third possibility, particularly in embodiments with stepless adjustability, involves a connection via a pivot pin. A pivot pin can be attached to the steering element at one of several predefined pivot pin mounting positions (e.g., indexing positions) and connect it to the swivel element via a pivot joint.

[0068] Regardless of whether a single steering element or a pair of steering elements is present, it can be advantageous if, during a steering movement, the coupling between the pivot element and the steering element(s) is achieved via a positive-locking connection. In the case of the first possibility described above, this positive-locking connection is formed by the interlocking of the pivot wheels with each other and with the guide rails; in embodiments with spindle steering links and spindle nut swivel joints, by the threaded connection between spindle steering links and spindle nut swivel joints; and in embodiments with swivel wheel and spindle steering links, by the interlocking of the swivel wheel and spindle steering links.In the third possible design, the positive locking connection is between the hinge pin (whose position depends on the slide position) on the one hand and the hole in the swivel element into which the hinge pin engages on the other.

[0069] A positive locking connection – via swivel bearings – also couples between the steering element(s) and the drive element.

[0070] In various configurations, the frame design can optionally be optimized for storage space using one or more of the following measures. These features are essentially independent of the steering system's design with a sliding mechanism; that is, they are generally feasible for bicycles with a frame featuring a down tube.

[0071] One of these features is a foldable or fixed belly storage compartment for utilizing a belly cargo space in a space that is at least partially located below the downtube.

[0072] According to a third aspect, the invention relates to a bicycle with a bicycle frame and a handlebar, as well as a transmission mechanism for transmitting steering impulses from the handlebar to at least one steerable wheel, wherein the bicycle frame forms a storage compartment in the belly, with a storage surface that lies at least partially under a down tube of the bicycle frame or can be brought into a position lying at least partially under the down tube.

[0073] The down tube, for example, is the lowest horizontally force-transmitting tube or rod connection between the head tube and the bottom bracket of the bicycle - depending on the frame design, it may be the only horizontally force-transmitting tube or rod connection between the head tube and the bottom bracket.

[0074] For example, the down tube can be divided into a right and a left sub-down tube, with a storage compartment support arranged in a position below the sub-down tubes and, with respect to the horizontal, between the sub-down tubes, or be able to be brought into such an arrangement, e.g. foldable.

[0075] A second of these features concerns the presence of a cargo tunnel running past the head tube of the frame. For example, as with the first feature, the down tube may be divided into a right and a left down tube section, with the right and left down tube sections each extending upwards on either side of the head tube and at a distance from it.

[0076] The space between the head tube and the two lower tube sections allows for the extension of a cargo area, which may be located above the front wheel, into a region behind the head tube. For this purpose, a front storage compartment can extend above the front wheel and to the left and right of the head tube into a region behind the head tube, or be designed to be arranged in such a way, for example, by being foldable. For instance, the front storage compartment can have a first, fixed storage section in front of the head tube (e.g., above the front wheel) and a second, foldable storage section behind the head tube, the latter acting as a front cargo tunnel flap that, when open, can separate the front cargo area from the rear.

[0077] According to a fourth aspect, the invention relates to a bicycle with a bicycle frame and handlebars, as well as a transmission mechanism for transmitting steering impulses from the handlebars to at least one steerable wheel, wherein the bicycle frame forms a cargo tunnel that connects a partial front storage compartment in front of a head tube of the bicycle frame with a partial front storage compartment behind the head tube, such that a front storage compartment shelf extends from an area behind the head tube to an area in front of the head tube. The front storage compartment includes, in particular, a front storage compartment shelf.

[0078] With regard to both of these features, the following applies: the partial downtubes can be firmly connected to each other and to the head tube or another element of the bicycle frame, which lies on the longitudinal vertical center line, via downtube extensions in a middle or upper area of ​​the head tube.

[0079] The downtube extensions can, for example, have a lateral extension of at least 10 cm, 15 cm, 20 cm, or 25 cm each; that is, the downtube extensions project laterally at least 10 cm, 15 cm, 20 cm, or 25 cm from the vertical, longitudinal center plane. The downtube extensions not only provide mechanical stability to the partial downtubes but also define the cargo space. Depending on the height at which the downtube extension is mounted, they partially limit the upper portion of the belly storage compartment and / or the front storage compartment.

[0080] In a specific group of embodiments, the bicycle according to the invention is designed as a recumbent bicycle. In the prior art, the simple and quick adjustment of leg length on recumbent bicycles is often not provided. Rather, according to the prior art, recumbent bicycles are generally already adjusted to a specific user upon delivery. This makes bike-sharing more difficult, at least between people of different heights.

[0081] When initially adjusting the pedaling distance or leg length, many common designs involve moving the bottom bracket relative to the saddle / seat or the bicycle frame. This approach has the disadvantage of simultaneously requiring a chain length adjustment. While solutions exist that incorporate relatively complex chain tensioning systems to compensate for the necessary chain stretch, these are rarely used due to their drawbacks. Therefore, pedaling distance adjustment is generally performed by a professional mechanic.

[0082] The inventive approach offers an elegant solution to this dilemma. Chain elongation can be avoided in embodiments of the invention by providing a seat-handlebar unit with seat and handlebars, which is mounted as part of the sled and is therefore movable along the frame for adjusting the pedaling distance. Both the bottom bracket and the position of the two wheels can be fixed to the frame. A further concept according to a fifth aspect of the present invention relates to the connection point between the top tube (and / or a comparable structure of the bicycle frame, which connects the head tube in a load-bearing manner to a further rearward area, e.g., possibly a sled base of a sliding handlebar) on the one hand and the head tube on the other.According to this further aspect, a cavity is formed at this connection point, which extends into the interior of the head tube and which is accessible from outside the bicycle frame via a lockable service opening that is closed in a working state.

[0083] In this text, the "head tube" is the part of the frame in which a rotatably mounted fork steerer tube is located. The head tube can extend beyond the area between an upper and a lower headset unit and may, for example, have a section above the upper headset unit, which, in certain embodiments, distinguishes the bicycle described in this text from conventional bicycles.

[0084] The invention according to the fifth aspect therefore relates to a bicycle comprising a bicycle frame with a bottom bracket, a rear wheel, a steerable front wheel, a bicycle fork for holding the front wheel and a handlebar for steering the front wheel by pivoting the bicycle fork, wherein the bicycle frame has a head tube for guiding a fork steerer tube of the bicycle fork, wherein the bicycle is characterized in that the bicycle frame forms a cavity which adjoins the head tube at the top and which transitions into an interior of the head tube (in this interior the fork steerer tube is guided), wherein the cavity is accessible through a service opening - which is open in particular towards the front - and wherein the bicycle further comprises a cover for closing the service opening.

[0085] The fork steerer tube can extend into the cavity, particularly via the bearing seat, to accommodate the upper headset and to couple with a steering impulse-generating control device.

[0086] At this junction – also referred to in this text as the head tube junction – the head tube and top tube, and, if the bicycle is designed according to the first aspect, the aforementioned sliding base of a handlebar that can be moved on a slider and / or the down tube extensions, may also be joined together. This means, for example, that the down tube extensions are joined at their upper end in the area of ​​the head tube junction with other parts of the bicycle frame, in particular by connecting their upper end to an outer surface of the cavity formed by the head tube junction.

[0087] According to the fifth aspect, the concept is particularly advantageous, for example, as mentioned, in combination with the first aspect, especially with a handlebar that is not mounted directly on the fork steerer tube axle, but, for instance, further back. The connection point between the steering impulse transmission mechanism and the fork steerer tube is then located, in particular, in the aforementioned cavity and protected there, but accessible through the service opening. This is advantageous in several respects. The mechanical protection of this connection point also protects against corrosive or contaminating influences. Furthermore, the accessibility allows for solutions for the steering impulse transmission mechanism and the connection that differ from a simple, fixed linkage and enable additional functions – including, for example, the solutions presented in this text in connection with the first aspect of the invention.

[0088] The cavity formed by the steering head node can be accessed from the rear via a through-opening, allowing elements – e.g., a steering stay – of a steering impulse transmission mechanism to be guided into the cavity from behind. If such elements are guided within an interior space of a bicycle frame tube – e.g., the bottom bracket or top tube – that transitions into the cavity, this rear through-opening can be omitted in embodiments with the transmission mechanism.

[0089] The service opening may, in particular, be aligned with the steering stem(s). This allows for installation from the front, through the service opening. If present, the rear access opening may also be aligned with the steering stem(s).

[0090] The concept according to the fifth aspect is also particularly advantageous in combination with a front storage compartment / storage area according to the fourth aspect of the present invention and its embodiments, especially when a cargo tunnel is present on both sides of the head tube, which is laterally bounded by downtube extensions. The downtube extensions can converge at the steering head junction, which is particularly beneficial for mechanical stability, as, for example, twisting under laterally acting forces is very efficiently avoided.

[0091] Further optional features of the fifth aspect of the invention relate to a steering head cover arranged in front of and / or above the cavity. This cover closes the cavity at the front or top during use. It allows one or more functional elements to be housed in a central location, namely at the steering head joint at the front of the bicycle, above the head tube. Such a functional element could be, for example, a daytime running light and / or a headlight, or even a display or the like. Because the cover is removable to access the cavity (even simply opening it can be considered "removal" within the meaning of this text), the functional element is also particularly easy to maintain, even though, due to its arrangement on or in the steering head cover, it is perceived as part of the bicycle and the bicycle frame and can be designed accordingly.

[0092] Exemplary embodiments of the invention are described below with reference to the figures. In the figures, identical reference numerals denote identical or analogous elements. The figures show:

[0093] Fig. 1, 2 Views of a bicycle, in Fig. 1 with mobile phone;

[0094] Fig. 3 shows a view of a variant of the bicycle, partially in

[0095] Exploded view; Fig. 4 shows a slide, a slide base and a transmission mechanism for transferring steering impulses to a steering shaft;

[0096] Figs. 5, 6 show a view of a swivel running unit of a transmission mechanism and a section through a plane parallel to the displacement axis;

[0097] Fig. 7 shows the elements of Fig. 4 cut along a vertical plane through one of the steering struts and through a rail;

[0098] Fig. 8 shows the bicycle from Figs. 1 and 2, only partially depicted, cut along a vertical median plane;

[0099] Fig. 9-13 Views of the slide, slide base and transmission mechanism of variants of the steering design;

[0100] Fig. 14 Elements of a swivel-running unit with brake;

[0101] Fig. 15 shows a section through a slide, a slide base and a transmission mechanism in an embodiment with a swivel-running unit as shown in Fig. 14;

[0102] Figs. 16, 17 each show a view of the slide, slide base and transmission mechanism of an alternative design, with a structure inverse to Fig. 4, without or with a follower plate;

[0103] Figs. 18, 19 Views of a design of a bicycle that is designed as a recumbent bicycle;

[0104] Figs. 20-23 Functions and variants of the locking element of a pivoting running unit of a transmission mechanism; Figs. 24-37 further examples of bicycle designs;

[0105] Fig. 38 another bicycle;

[0106] Figs. 39-42 Views and a sectional view of details of the bicycle according to Fig. 38;

[0107] Fig. 43 shows another view of a bicycle;

[0108] Fig. 44 shows a detail of the bicycle according to Fig. 43 in the area of ​​a steering head joint;

[0109] Figs. 45 and 46 each show a detail of the bicycle frame of the bicycle according to Fig. 43 in the area of ​​the steering head node;

[0110] Figs. 47 and 48 show two views of another embodiment of a sled with linkage, sled base and transmission mechanism; and

[0111] Fig. 49 shows a detail of the embodiment shown in Figs. 47 and 48 in a sectional view.

[0112] Figures 1 and 2 show a bicycle 100 with a bicycle frame 30, a bottom bracket 54 attached to it, a front wheel 104, a rear wheel 105, and a saddle 106. The bicycle can optionally have a drive motor – for example, a bottom bracket motor – and control electronics for controlling the drive motor. Figure 3 shows a variant of the bicycle from Figures 1 and 2 (with drive and brake spindle 31); the differences between the two variants will be discussed below. Figures 4-7 show details of the embodiment of Figure 3, including a pivoting running unit, which is common to the embodiments of Figures 1-3, and in Figure 4 additionally the carriage and the carriage base of the embodiment of Figure 3.

[0113] In the area of ​​a top tube 1 or above the top tube 1, following the head tube 2, the bicycle 100 has a sled base 4 and a sled 5.

[0114] The sled base 4 forms a fixed part relative to the bicycle frame 30. In the embodiment shown in Figures 1 and 2, it has two rails 6, which in the illustrated embodiment are in the form of tubes or rods, relative to which the sled 5 is axially displaceable. In the illustrated embodiment, the rails 6 have a round cross-section. However, the cross-section can also be rectangular, V-shaped, X-shaped, triangular, trapezoidal, polygonal, or rhomboid, or have any other suitable shape. Particularly with non-round cross-sections, a single rail may suffice, as the cross-sectional shape can also define the orientation of the sled relative to the sled base.

[0115] In addition to the rails 6, the sled base 4 has a connector 7 on both the front and rear sides of the rails 6. It is connected to the bicycle frame at a front and rear connection point via a base holder 8.

[0116] The sled 5 is movable relative to the sled base 4 and thus also relative to the bicycle frame 30, which will be explained in detail below. In Fig.

[0117] Slightly offset from the main drawing are a rail cover 39 (not shown in Fig. 2) and a service opening cover 52, in one version with an integrated front light 53. The service opening cover 52 serves to close an optional service opening 51, which allows access to the steering tube 2 and a double boom 16.

[0118] Between the base supports 8, the bicycle frame 30 can have, in addition to the sled base 4 itself, another structurally load-bearing connection, so that forces are absorbed and the rail 6 is relieved as needed. The function of the rail cover 39 can be combined with such a function, i.e., the rail cover can, as a load-bearing structure, be a frame component. The rail 6 can thus also be integrated into the structure of the bicycle frame 30. Rails, sleds, outriggers, pivot plates, and steering stays can be located externally, partially externally, or completely within a frame tube or other frame structure element.

[0119] In contrast to the illustration, an implementation variant with only one base holder 8 (either the rear or the front one, or a base holder 8 in the area below or above the slide base 4) would also be possible.

[0120] The carriage 5 has a running carriage 19 and the linkage 15 rotatably mounted and attached to it via a steering shaft 13 with a pivot plate 10. The running carriage 19 has rail guides 63 with sliding bearings 69 (or ball bearings, needle roller bearings or similar) and sealing elements 70 and is slidably connected to the carriage base 4, i.e., to the rails 6, via these.

[0121] In the illustrated embodiment, the handlebar 15 sits directly on the steering stem 13. However, it can also be fixed to the steering stem 13 via a stem in a manner known per se. Optionally, the bearing play can be adjusted and eliminated using the so-called 'Aheadset' principle.

[0122] The vertical arrangement of carriage 19, linkage 15, swivel plate 10 with the swivel wheels 11 can be modified in any way as design variants: while in the illustrated embodiment the linkage is arranged below the carriage 19 and the swivel plate 10 below the linkage 15, other arrangements are also possible, e.g. with a linkage arranged above the carriage, with the swivel plate between the linkage and the carriage or with the swivel plate below the carriage (in which case the steering shaft 13 is guided through the carriage), or also with a linkage arranged below the swivel plate (with the carriage below the linkage, between the linkage and the swivel plate or above the swivel plate), etc.

[0123] In one variant, the sled base 4 can be designed directly as part of the top tube 1 or replace it.

[0124] A pivot-running unit 9, shown, for example, in Fig. 5 and in a horizontal section in Fig. 6, serves to transmit the steering movement to the bicycle fork 59 via a fork steerer tube 20. The pivot-running unit 9 includes the pivot plate 10 and two pivot wheels 11 rotatably attached to it, the axis of rotation of which is fixed with respect to the pivot plate 10. The axles of the pivot wheels can be, for example, screwed, welded, or formed as a single piece with the pivot plate. The pivot wheels 11 are force-transmitting components. In the example shown, they are designed as gears with straight teeth; designs as gears with helical teeth, as friction wheels, or similar would also be conceivable. The two wheels, which differ in diameter (or...The swivel wheels 11 (with equal part circle diameter and module) are rotatably mounted in a symmetrical left / right arrangement parallel to the linkage 15 and are toothed together with each other and with external guide rails 12.

[0125] The two guide rails 12 are each received in a steering strut 18. At their front end, the steering struts are each connected via a double cantilever swivel bearing 68 to a double cantilever 16, which is rotationally fixed to the fork steerer tube 20. At their rear end, the steering struts 18 are connected via a spring connector 24 – alternatively, a magnetic connector 25 (also shown in Figs. 5 and 6) or a magnetic spring connector or another suitable connecting element could be used, which prevents displacement of the steering struts 18 relative to each other away from the position shown in Fig.

[0126] The relative position shown in 5 and 6 allows for this, but it is counteracted by a force - connected to each other.

[0127] Therefore, a pivoting movement of the pivot plate 10 about the axis of the steering shaft 13 (such a pivoting movement is caused by actuating the handlebar 15, thus corresponding to a steering impulse) causes a movement of the pivot wheels 11 about the axis of the steering shaft. The pivot-running unit 9 with the double arm 16 defines a pivotable and extendable / shortenable force quadrilateral of points D, E, F, G about the axes H (first pivot axis; corresponding to the axis of the steering shaft) and I (second pivot axis; corresponding to the axis of the fork steerer tube) along line J, such that the pivoting movement of the pivot plate 10 about the axis of the steering shaft causes a movement of the running rails 12 and consequently of the steering arms 18 relative to each other, which in turn causes a corresponding pivoting movement of the double arm 16 about the axis I of the fork steerer tube.In the terminology of this text, points D and E are first coupling points and points F and G are second coupling points.

[0128] The swivel wheels 11, which engage with the guide rails 12, transmit the steering movement to the steering arms 18 and, via the double boom 16, to the fork steerer tube 20 – or another component transmitting steering force. The axes of the swivel wheels 11 and the axis of the steering steerer tube 13 may, but do not have to, lie on a common line and may be slightly offset, which may be desirable depending on the steering characteristics (or the position of the pivot points on the double boom 16).

[0129] The design of the swivel-running unit 9 also allows the swivel plate 10 with the linkage to be moved relative to the steering struts 18 by moving the carriage 5 relative to the carriage base 4. The two swivel wheels 11 rotate symmetrically, synchronously and in opposite directions along the guide rails 12 when the carriage 5 with linkage 15 is moved to change the steering position.

[0130] In the illustrated embodiment, the steering struts 18 also serve as guides for the swivel wheels. For this purpose, the steering struts 18 have a U-shape in cross-section, with the guide rails 12 embedded and fastened within the U-shape. The U-shaped legs projecting beyond the guide rails 12 serve as guides for the wheels. In the illustrated embodiment, exactly two swivel wheels 11 are present. It would also be possible to have several swivel wheels 11 connected in series, each transmitting force synchronously to the guide rails 12. Alternatively, drive belts (or similar components) could be used that rotate symmetrically, synchronously, and in opposite directions.

[0131] The pivot-running unit 9 can thus perform two central functions. Firstly, when the bicycle is in use, it transmits the rotational movement of the steering stem 13 into a forward and backward longitudinal movement of the steering stays 18, in order to transmit the steering impulses to the fork stem 20 or another steering unit and thereby to the bicycle fork 59 and the front wheel 104.

[0132] Secondly, it allows the handlebar 15 to be moved in relation to the bottom bracket 103 in order to adjust the effective frame size (reach; stack).

[0133] The guide rails 12 and steering arms 18 are adjustable in their longitudinal orientation in various embodiments and can be fixed in a selected orientation relative to each other, e.g., by means of a screw connection with elongated holes in the guide rails or the steering arms, so that manufacturing tolerances can be compensated for and backlash-free contact surfaces can be achieved. Alternatively, at least one of the steering arms 18 can also have an adjustment device, e.g., with an adjusting thread and lock nut, for adjusting the longitudinal orientation. The spring connector 24 mentioned above, which in the illustrated embodiment is attached to the rear ends of the steering arms 18, acts as a tension spring. Due to its action, the guide rails 12 are pressed against the swivel wheels 11 so that the teeth or other designed contact surfaces are engaged without backlash.In contrast to the illustrated design, a spring force (or alternatively a magnetic force) could act between the bicycle frame 30 or base holder 8 on the one hand and the steering stays 18 on the other. As a further alternative or addition, a spring connector 24 – designed as a compression spring – could also be attached to the steering stays 18, which are extended at this point, in the area in front of the double cantilever 16, and thus, by means of a spring force (or repulsive magnetic force), press the guide rails 12 against the swivel wheels 11. In all embodiments, the guide rail 12 and the steering stay 18 can also form a single unit or be designed as a single piece (one left and one right unit, respectively).

[0134] The spring connector 24 (or a magnet) also has the useful function of automatically returning the handlebar to the straight-ahead position by pulling the rear ends of the steering struts 18 towards each other, into a position in which they are at the same axial height.

[0135] Optional locking elements 26, which in the illustrated embodiment are mounted coaxially and rotatably to the axes of the swivel wheels 11 and engage with the steering arms 18 from the outside, prevent the toothing (or other contact surface) from slipping under unexpectedly large steering forces (for example, during a fall or a sudden steering maneuver). Due to their coaxial arrangement, these elements can follow the steering impulses and swivel accordingly, thus remaining unimpeded and independent of the steering angle in engagement with the steering arms 18.

[0136] To prevent the carriage 5 from being unintentionally displaced during travel, it is equipped with a brake 27, which blocks any movement of the carriage 5 relative to frame-fixed elements. The brake 27 can block the carriage 5 relative to the carriage base 4, for example, via an eccentric lever that presses brake shoes against the surface of one or both rails 6. Alternatively or additionally, a brake can also be effected by temporarily blocking one or more pivot wheels 11 or by blocking the movement of a pivot wheel 11 relative to a guide rail 12. Such blocking of the pivot wheels 11 can be implemented, for example, by a cotter pin engaged with them.

[0137] A special group of embodiments (Figs. 3, 4) has a drive-brake spindle 31. Such a spindle is attached to the bicycle frame 30, for example in the area of ​​the front base holder 8, and is rotatably mounted relative to it. Its rotation can move the carriage 5 back and forth and fix it in its position.

[0138] In the example shown in Figures 3 and 4, one of the rails 6 serves as such a drive-brake spindle 31; that is, the rail has a dual function in these embodiments. In alternative embodiments, a drive-brake spindle 31 can be present in addition to the rails. Such a drive-brake spindle 31 can be designed and perform the corresponding braking function. The drive-brake spindle 31 of the embodiment shown in Figures 3 and 4 has an external thread which interacts with an internal thread of the carriage 29, so that a rotational movement of the drive-brake spindle 31 about its axis is accompanied by an axial displacement of the carriage 29. In the illustrated embodiment, the bicycle also has an electric motor 32 for rotating the drive-brake spindle 31. An electric motor 32 (i.e., generally an electric drive) can be used to automate the adjustment of the handlebar position.The electric motors described in this text for adjusting the slide position as well as the position of the seat post can be, for example, servo motors (with integrated or external sensors and position control, e.g. also integrated into bicycle electronics) or stepper motors, and / or they can be supported by other elements, e.g., especially in the case of the seat post, by a gas spring.

[0139] The drive-brake spindle 31 can be designed to be self-locking or non-self-locking and lockable.

[0140] The carriage 5 can be moved as a variant using an electric motor 32, which rotates the drive-brake spindle 31 in a controlled manner.

[0141] In another embodiment, a drive for moving the carriage 5 can be achieved by means of a belt, gear, or other transmission element to a swivel wheel 11 driven by it. In this embodiment, no drive-brake spindle is required. In embodiments with carriage movement by an electric drive—e.g., by an electrically driven drive-brake spindle 31 or by an electric drive of a swivel wheel or another element—the electric drive can be controlled by the bicycle's own electronics. Such electronics can have a display and / or a communication link to another device. Figure 1 schematically shows a mobile device 34 in the form of a smartphone. A corresponding app—or even programming of the bicycle's own electronics—can enable automatic adjustment based on pre-recorded data. For example,If the bicycle is used jointly by different employees of a company or different members of a family, the desired handlebar position can be preset as part of a user profile for each person, and the bike can be automatically moved into this preset position after that person has logged in.

[0142] The bicycle can also include a dropper seatpost 33 (e.g., structurally integrated into the seat tube 35 or installed as a separate component), which can also be adjusted in height via the control unit using an adjustment mechanism, as illustrated in the sectional view of Figure 8, which shows only the rear section. In the illustrated embodiment, the adjustment mechanism has a vertical spindle 38, which is driven, for example, by a seatpost electric motor 82, analogous to the steering unit. The vertical spindle 38 has an external thread and interacts with a spindle receptacle 36 fixed in the seatpost to move the seatpost 33 along its axis within the seat tube 35. Unlike dropper seatposts according to the prior art, this allows for precise adjustment of the saddle height via the control unit.Instead of a spindle, a ratchet mechanism, pneumatics or hydraulics can also be used to move the saddle support.

[0143] A user profile can save the saddle position in addition to the handlebar position, so that when the person in question logs in, the saddle position is automatically set along with the handlebar position.

[0144] In some implementation examples, such registration can occur automatically as soon as the user approaches the bicycle with their mobile device 34. Confirmation of the person's identification can be done via a display 37, buttons, or other interfaces, thus preventing unintentional identification and malfunctions.

[0145] In specific designs, an automatic lowering function can be activated additionally or alternatively when a defined speed is undershot. This is done in anticipation of an impending stop, for example at a red light, and may be linked to and supported by location data.

[0146] The combination of the two geometry-defining adjustment options (handlebar position, saddle height) enables highly effective bike sharing (for families, companies, and public spaces). Online bicycle sales (without the possibility of a test ride) also become significantly easier, as the size is correctly and, if necessary, even automatically set via the user's profile, which stores the relevant body measurements. For children's bicycles, the bike can "grow" with the child, thus avoiding multiple purchases. In the illustrated examples, the sled base 4 and the steering stem 13 are at a right angle to each other. To adjust this angle to desired frame geometries or to compensate for manufacturing tolerances, ball joints can be installed in the outer pivot points of the double arm 16 to accommodate angular deviations.Angle adjustments can also be achieved by splitting the steering shaft 13 or the fork shaft 20, with a wave joint for angle adjustment.

[0147] Figures 9 to 13 show variants of the steering construction with sled, sled base, steering linkage and swivel running unit.

[0148] In the embodiment shown in Fig. 9, the pair of swivel wheels is omitted, and instead of a pair of steering arms 18, a (single) synchronous spindle steering arm 73 is provided. This arm receives the steering impulse when the handlebar rotates via a spindle nut swivel joint 71 (comprising a spindle nut pivotable about its vertical axis relative to the swivel plate) attached to the swivel plate and transmits it to a single extension 28 connected to the fork shaft 20. The synchronous spindle steering arm 73 is connected to the drive / brake spindle 31 of the carriage via a shaft joint 40. Therefore, when the carriage is moved to adjust the handlebar position, the spindle nut swivel joint is also moved synchronously.The inclinations and direction of rotation of the drive-brake spindle 31 and the synchronous spindle steering strut 73 are adapted to each other and to the connection between them (in the example shown, the shaft joint connection 40) so that they always travel the exact same distance and in the same direction when the drive-brake spindle 31 is driven, so that the bicycle fork 59 and the handlebar 15 are automatically aligned with each other at all times and in every position of the carriage.

[0149] Instead of a shaft joint connection 40 – this also applies to the embodiments described below in which several shafts / spindles are connected to one another – a flexible shaft or a gearbox, e.g., a spur gear, could also be used to connect the shafts. When using a gearbox, the connected shafts could also have different thread pitches.

[0150] In the illustrated embodiment, the drive-brake spindle 31 is driven by an electric motor 32, which can also serve as a brake. A manually operated drive, e.g., via a hand crank, would also be conceivable, possibly with an additional brake, if the assembly of the drive-brake spindle 31 and the synchronous spindle steering linkage 73 is not self-locking.

[0151] If the assembly is not self-locking (and a brake is provided for this purpose), e.g., with a relatively large thread pitch of the spindles, it is also conceivable that, as in the embodiments shown in Figures 1-3, a spindle drive can be completely dispensed with and the position of the slide can be adjusted by direct muscle power.

[0152] These considerations (i.e., the option of an electric or manual spindle drive, or adjustment of the slide position by direct muscle power) generally apply to all embodiments, regardless of the drive shown in the specific example – unless the embodiments explicitly function only with one type of drive. Designs with an electric drive are somewhat more complex, but are particularly well-suited to the aforementioned concept of automatically adjusting the handlebar (and, for example, saddle) position, especially based on a user profile.

[0153] Figure 10 shows a variant of the embodiment shown in Figure 9, in which the drive-brake spindle 31 and the synchronous spindle-steering linkage 73 are not mechanically coupled, but each of these two spindles is driven by its own electric motor 32. Synchronicity during the movement of the carriage with the linkage 15 is ensured electronically in this example. Unlike the other embodiments, this example is therefore not suitable for a manually operated movement mechanism (movement via hand crank, or by muscle power directly at the linkage / carriage).

[0154] In the embodiment shown in Figure 11, similar to the embodiments shown in Figures 1-7, two steering struts and a double boom 16 are provided, but the steering struts are designed as synchronous spindle steering struts 73 of the type shown in Figures 9 and 10. The two synchronous spindle steering struts 73 are coupled to each other (shaft joint connection 40; instead of a shaft joint connection, a flexible shaft, e.g., according to the Diemel principle, is also possible) and rotate in opposite directions (with two synchronously switched actuators, the synchronous spindle steering struts 73 could also rotate in the same direction), so that when the synchronous spindle steering struts 73 are rotated, the spindle nut swivel joints 71 are moved accordingly in the same direction, so that, as in the other embodiments, the bicycle fork 29 and the handlebar 15 are always aligned with each other in every position of the carriage.In the illustrated embodiment, the synchronous spindle steering struts 73 are driven by a hand crank 72; such a crank can be permanently installed or removable.

[0155] The steering impulses are transmitted similarly to the previously described designs from the steering linkage to the swivel plate 10. From there, the steering impulses are transmitted via the spindle nut swivel joints 71 to the synchronous spindle steering struts 73 and the double boom 16.

[0156] In embodiments such as those shown in Fig. 11, the synchronous spindle steering arms 73, in addition to their function as elements for transmitting the steering impulses from the steering arm 15 to the wheel to be steered, can also assume the function of the element that moves the carriage. Accordingly, even with a motorized drive or hand crank drive, neither a rail of the carriage base, which is designed as a drive-brake spindle as in Figs. 3, 4, 9 and 10, nor a separate drive spindle is required.

[0157] The example in Figure 12 differs from that in Figure 11 in that, instead of the pivot plate 10, a toothed swivel wheel 77 is provided, which is directly and rotationally fixed to the steering linkage 15 via the steering shaft 13. As in Figure 11, the thread pitches of the two synchronous spindle steering arms 73 are opposite to each other, so that when the two synchronous spindle steering arms 73 rotate synchronously, the swivel wheel 77 is subjected to a translational movement. Similar to the examples in Figures 1-7, the locking element serves as a guide; it is pivotable about the steering shaft 13.

[0158] In the illustrated embodiment there is no spring connector 24, but instead a locking element spacer 78.

[0159] This version can also be equipped with a hand crank drive, with a servo motor or without a drive (then with non-self-locking spindles and a brake on the carriage).

[0160] Optionally, the swivel wheel 77 can have, for example, concave helical teeth to provide improved meshing with the synchronous spindle steering arms 73. Due to the different thread pitches (left vs. right) of the two synchronous spindle steering arms 73, the swivel wheel can then, for example, have two vertically positioned, rigidly connected partial swivel wheels, or alternatively, analogous to Fig. 10, one actuator motor can be provided for each synchronous spindle steering arm 73 (which then rotate in the same direction).

[0161] In the version of Figure 13, two further differences are realized – independently of each other.

[0162] First, the double boom 16 is replaced by a second, front swivel wheel 79. This ensures that, during a steering movement, the synchronous spindle steering arms 73 move axially to their own axis (without any deviation from the swivel movement). This has the advantage that the locking element can be designed as a double locking element spacer 78, with the left and right sides manufactured as single pieces.

[0163] To transmit the steering movement to the fork stem 20 (or another element that further transmits the steering movement), the synchronous spindle steering arms 73 have a groove section 80 in the area of ​​the front swivel wheel 79, without a helical pitch, which engages with the front swivel wheel 79. Because the groove section 80 has no helical pitch, the front swivel wheel 79 remains stationary when the handlebar position is adjusted by moving the carriage.

[0164] A second difference - which could also be implemented in other versions - is that instead of a connecting element such as the shaft joint connection, a synchronization gear 81 is present.

[0165] In the illustrated embodiment, the synchronization gear 81 has spur gears and is two-stage. The synchronization spindle steering arms 73 run in sync with the two-stage gear, with identical spindle directions and pitches.

[0166] Alternatively, bevel gears or a belt connection could also serve as a synchronizing gear 81.

[0167] Figures 14 and 15 briefly outline another possible implementation for the brake that fixes the carriage relative to the carriage base and should be present when no self-locking and / or motorized braking element, such as the spindles described above (e.g., the drive-brake spindle 31), is present. In the example shown in Figure 14, one of the swivel wheels 11 has or is connected to a locking drum 85. The locking drum has a detent, which in the illustrated embodiment is formed by a plurality of turret-like bores. A locking pin 86 connected to the linkage—such a pin could, for example, be...The locking pin 86, which runs through the steering shaft or another element moving with the handlebar, is inserted into one of the bores in the fixed state, thus preventing the corresponding swivel wheel 11 from rolling on the track and, due to the interlocking teeth, preventing both swivel wheels 11 from rolling. In other words, it blocks rotation of the swivel wheels except for their movement in conjunction with the handlebar's pivoting motion. This locks the carriage. A pin-position spring 87 holds the locking pin 86 in the bore or other detent. To change the handlebar position, the locking pin 86 can be pulled out of the detent against the spring force of the pin-position spring 87.

[0168] This solution also allows for simple visual monitoring: a pulled-out locking pin 86 indicates that the bicycle is not yet ready to ride because the position of the carriage, and therefore the handlebars, is not fixed. The locking pin can also be color-coded accordingly, for example, by coloring the surface parts visible only when the locking pin is pulled out in a signal color – and / or by revealing a separate marker element when the locking pin is pulled out. Furthermore, a locking pin control element 90 (see Fig. 15) – whose function can optionally be combined with that of the marker element, i.e., the control element can also serve as the marker element – ​​can also provide a mechanical locking mechanism in the open (pulled-out) position for easier carriage movement.

[0169] A particularly elegant solution for positioning the locking pin 86 can be seen especially in Fig. 15: In this embodiment, a steering stem fixing screw 88 and a steering stem lock screw 89 serve to fasten the fork stem 13 to the slide 5 without play. The locking pin 86 is guided by the lock screw 89, which is hollow for this purpose. A setscrew 91 serves to fasten the locking pin operating element 90 to the locking pin 86. The reference numeral 66 denotes a headset bearing through which the steering stem 13 is guided in the slide 5 (such a headset bearing 66 can, of course, also be present in the other embodiments, as is known from the prior art).

[0170] Figures 16 and 17 outline further possible features of variants.

[0171] First, in the embodiment shown in Figures 16 and 17, the carriage 5 has the rails 6, and the carriage base 4 has the rail guides 63; that is, the rails 6 move with the carriage. In this embodiment, the carriage has a carriage bridge 93 which connects the rails. The link 15 is pivotally mounted on the carriage bridge 93. Optionally, a moving cover 92 can be attached to the carriage bridge 93 and move with it, serving as an optical cover and weather protection, also for the guide rails 12 and the swivel wheels 11.

[0172] Secondly, the design of the variant shown in Fig. 16 is also inverse with regard to the arrangement / function of the double boom 16 on the one hand and the swivel plate 10 on the other: The double boom 16 is integrated into the handlebar and serves as the swivel element. The swivel plate 10 is connected to the fork steerer tube 20 and thus serves as the drive element. Its axial position relative to the frame is fixed.

[0173] Thirdly, in the variant shown in Figs. 16 and 17, the handlebar is in front of the fork steerer tube 20, which can be seen particularly well in Fig. 17. This feature is known, for example, from triathlon bikes, and it is advantageous if the bicycle as a whole is to be particularly compact, short and / or maneuverable.

[0174] These three features can be implemented independently of each other. In particular, for example, the carriage can be implemented analogously to Fig. 4, while the pivot-running unit can be implemented as in Figs. 16 and 17 (but rotated by 180°). This means that when the carriage is moved, the steering arms move along with the double arm 16, with the double arm 16 serving as the pivot element and being directly coupled to the handlebars, while the pivot plate is coupled to the fork steerer tube 20, which is located further forward. Conversely, it would also be possible to design only the carriage 'inverted' as illustrated in Figs. 16 and 17, keeping the pivot axis of the double arm 16 fixed to the frame and allowing the pivot plate 10 to move with the carriage. Regardless of the implementation of the steering system with carriage and adjustable handlebar position, the bicycles shown in Figs. 1-3 are also optimized with regard to storage space.

[0175] In the area above, below, and between the partial downtubes of the downtube connection 41, a hinged or fixed abdominal storage compartment can be installed to accommodate a belly cargo space 43. In the illustrated embodiment, the downtube connection 41 is divided into a right partial downtube 41.1 and a left partial downtube 41.2, with the space between them being used to house the belly cargo space 43 (and the front cargo space 48, see description below). The belly storage compartment has an upper storage compartment leg 46 and a lower storage compartment leg 47. Sliding bearings 44 and guide rails 62 allow the lower storage compartment leg 46 and the upper storage compartment leg 47 to be moved relative to each other, and thus folded up and down.In the illustrated embodiment, the storage compartment legs 46 / 47 are designed as two separate plates; however, the storage compartment can also be formed by a single, continuous element (without separate legs) and / or, for example, be designed as a shell, fabric, textile, straps, or ropes. The guide rail 42 can also be attached to the lower storage compartment leg 46, in which case the lower leg assumes the guiding function. The storage compartment legs can optionally have lateral cargo racks 45 or side walls designed in the same way.

[0176] Folding it up reduces the overall volume, making the bicycle more compact. The storage compartment also acts as a splash guard, eliminating the need for a front fender, for example. This additional storage compartment does not necessarily require any additional space in terms of the bicycle's overall length, as it utilizes the space beneath the sled 5.

[0177] Another feature concerns the presence of a cargo tunnel below the lower tube boom 50.

[0178] In the illustrated example, the right lower tube section 41.1 and the left lower tube section 41.2 are each extended upwards on both sides at a distance from the head tube 2 and are rigidly connected to each other and to the head tube 2 via lower tube extensions 50 in a middle or upper region of the head tube 2. This construction results in an extension of a front cargo space 48 into the spaces between the head tube and the two lower tube sections 41.1, 41.2, and further into a space above the front wheel 104, i.e., it creates an actual cargo space tunnel. A front cargo space tunnel flap 49 separates the front cargo space 48 from the rear in its forward position. It can be pivoted rearwards via a pivot bearing so that it lies horizontally on the outer cargo space racks 45, as can be seen particularly well in Fig. 2.In doing so, it defines a further extension of the front cargo compartment 48 and, with the double-deck cargo compartment (two superimposed, offset cargo compartment levels, firstly on the lower storage compartment leg and secondly on the front cargo compartment tunnel flap 49 and the storage area 75 above the front wheel), creates optimal utilization of the available installation space. Both the underbelly storage compartment 42 and the front cargo compartment 48 result in a low cargo center of gravity, located as far below the driver's center of gravity as possible, which provides good control and advantageous handling and steering characteristics.

[0179] Figures 18 and 19 show an embodiment of the invention in the form of a recumbent bicycle. These figures also illustrate how the inventive approach allows the steering-seat unit 57, with the seat 106 and the handlebar 15 (which is fixed in its axial position relative to the seat), to be relatively displaceable from the bicycle frame 30. The bottom bracket 54 can be fixed to the frame.

[0180] To realize this approach, the steering-seat unit 57 forms a slide 5 as defined in this text, wherein the slide includes the handlebar 15 and wherein the steering impulses are transmitted to the wheel fork 59 via a transmission mechanism with a pivot-running unit 9. The pivot-running unit can be implemented according to any of the embodiments described in detail above. In Figures 14 and 15, the pivot-running unit corresponds in its configuration to the embodiment shown in Figures 1, 2, 5, and 6; a repetition of its function is omitted here.

[0181] An "inverse" embodiment would also be possible here, with the pivot-running unit 9 positioned at the steering tube 2 and the double boom 16 positioned on the carriage 5. In this configuration, the steering struts could project slightly forward past the steering tube 2, depending on the position of the steering-seat unit 57. Figures 20-23 illustrate the functions and variants of the locking element 26 as it appears in the pivot-running units of various embodiments of the present invention. This locking element ensures that even under greater loads, impacts, or similar conditions, the pivot-running wheels 11 or the swivel wheel 77 remain engaged with the guide rails or the spindle steering strut (and, in the case of multiple pivot-running wheels 11, with each other). Another variant is implemented in the embodiment described later in Figures 47-49 and is particularly well illustrated in Figures 47 and 49.

[0182] Figure 20 shows the embodiment with two locking elements 26, which are rotatably mounted relative to the pivot wheel axes and each have a sliding surface that slides along the outside of the steering strut 18.

[0183] Figure 21 illustrates a variant with two locking elements 26, which are rotatably mounted relative to the swivel wheel axes and each have two rollers 201 which roll along the outside of the steering strut 18.

[0184] Figure 22 shows an embodiment with two locking elements rotatably mounted on the pivot wheel axis and each having a roller 201. If the roller has an elastically yielding surface, e.g., a rubberized surface on a rigid core, the assembly of locking elements can sometimes take over the function of the spring connector 24. Figure 23 shows the embodiment with a connected locking element rotatably mounted on the axis of the pivot wheel 77, with a sliding surface and adjustable contact surface. As mentioned, examples with a connected locking element are suitable for configurations in which the distance between the steering arms—here, spindle steering arms 73—remains constant during steering movement due to the design.

[0185] The concept of the handlebar position being adjustable relative to the frame by moving the slider, as described in this text, can of course be helpful not only for the frame shape of the preceding exemplary embodiments, but rather for a wide variety of bicycles and frame designs. This is illustrated by Figures 24-37. These figures each show a bicycle with a steerable front wheel, with the frame and the seat, e.g., saddle, shown in silhouette. In each figure, K denotes the axis providing the steering impulse, L the axis receiving the steering impulse, J1 the line of the rail direction, and J2 the line of the steering stay path.

[0186] Figure 38 shows a variant of the bicycle from Figures 1 and 2, as well as the bicycle from Figure 3. It differs from the bicycles in Figures 1-3, in particular, in that the handlebars are not continuously adjustable, but rather in discrete steps. Figure 39 shows a detail of Figure 38 in an exploded view, with the covers 231 and fastening elements 215 shown separately. Figures 40 and 41 each show a view of the handlebars 5 and the slide 5 (without the slide base) with the transmission mechanism of the bicycle from Figure 38. Figure 42 shows a section through the handlebars, slide, and transmission mechanism along a vertical plane perpendicular to the longitudinal direction. For the purpose of adjustability, the slide base 4 has several slide base mounting holes 212, arranged, for example, at regular intervals. In the illustrated example, the slide base 4 has two rails, each with the slide base mounting holes 212.The slide 5 has fixing pin holes with fixing pins 211. In the illustrated embodiment, two fixing pins 211, designed as screws, are provided on each side of the slide 5. These pins penetrate not only the fixing pin holes of the slide 5 but also—depending on the position of the slide—one of the slide base indexing holes 212 and are received at their end opposite the fixing pin holes—in the configuration according to the illustrated embodiment, at their upper end—by a receptacle of a fixing element 215 provided with an internal thread. The distance between the slide base indexing holes 212 determines the distance between possible link positions. The distance between adjacent slide base indexing holes 212 is, in particular, always the same. If, as in the illustrated embodiment, the slide has several fixing pins per side, or...Furthermore, if the device has fixing pin holes, it is necessary that the distance between (for example, but not necessarily adjacent) slide base grid holes 212 corresponds to the distance between the fixing pins.

[0187] Optionally, suitable symbols / labels can be provided – regardless of whether the second group of designs offers stepwise adjustability or the first group offers continuous adjustability – to facilitate length adjustment, for example, by referencing common size designations. For instance, in designs of the second group, the holes on the struts and / or frame / rail can have designations such as S / M / L / XL,... The steering struts 18 also have indexing holes, the steering strut indexing holes 202. Since the steering struts 18 – analogous to the steering struts, for example, according to Fig. 5 – are designed as U-profiles (with horizontally projecting legs), the indexing holes extend through both legs, while the pivot plate 10 extends into the interior of the U-profiles (although it is generally not mandatory for the steering struts to have a U-profile cross-section; for example, other cross-sections would be conceivable).(also rectangular struts). On both sides, a pivot pin 201 penetrates one of the steering strut locking holes 202 and a pivot hole in the swivel plate 10 (see Fig. 42), thus connecting the swivel plate 10 pivotally to the steering struts 18. On one leg (e.g., the upper leg in the configuration of Fig. 42), the steering strut locking holes can be provided with an internal thread, and the pivot pin 201 can have a corresponding external thread at its end, so that the pivot pin 201 can be screwed to the steering strut 18; alternatively, a separate nut or other connection can be provided.

[0188] The distance between the steering strut mounting holes 202 corresponds to the distance between the slide base mounting holes 212.

[0189] To move the handlebar 15 relative to the bicycle frame, both the (four) fixing pins 211 and the fastening elements 215 as well as the (two) pivot pins 201 are removed, and then the carriage is moved axially by the desired number of steps, after which the fixing pins, fastening elements and pivot pins are reattached, with the handlebar aligned with the front wheel before and after the movement. Other connection options between the carriage base and the carriage, as well as between the pivot plate and the steering stays, are possible besides the screw connections described above, e.g. via quick-release fasteners, as are widely used on bicycles; see also the embodiment described below in Figures 47-49.

[0190] In various embodiments – whether as a bicycle of the type shown in Figures 1-3 and 38, with a saddle and handlebars located in front of the saddle, or as a recumbent bicycle as sketched in Figures 18 and 19, or as a bicycle, e.g., a racing bicycle, cargo bicycle, or other specialized bicycle, according to Figures 24-37 – a cable steering system or hydraulic steering system can be used to transmit the steering impulses from the handlebars to the bicycle fork (or to another control device). A cable steering system, as is known from the prior art, has a front and rear cable pulley, each located in the area of ​​the steering stem 13 and the fork stem 20 (or other control device). At least two (or, as a safety feature, four, in pairs parallel) flexible cables, in which a cable runs, are attached to transmit the steering impulses.Because the flexible cables and the pulley are of sufficient length, they can perform their function regardless of the position of the sled along the sled base.

[0191] In the case of a hydraulic solution, master and slave cylinders are mounted at the aforementioned locations. The hydraulic fluid serves as the steering force transmission element. The fork steerer 20 can be positioned at the rear base holder 8 instead of the front one (inverse arrangement), i.e., also behind the slide 5, in order to transmit the steering impulses directly, or via other steering components, to the steerable front wheel. If only one base holder 8 is used, it can be positioned in front of or behind the rail 6.

[0192] In principle, a steerable rear wheel is also feasible based on the teaching according to the invention.

[0193] Figure 43 shows another embodiment of a bicycle of the type shown in Figures 1-3. Between the bottom bracket 54 and the head tube 2, the down tube connection 41 is visible, which, like the first embodiment, includes a first (right) partial down tube 41.1 and a second (left) partial down tube 41.2. These are arranged symmetrically with respect to the longitudinally (sagittally) extending vertical median plane. At the level of the lower headset 311 – i.e., on the underside of the head tube – there is a horizontal connection to the head tube 2 in the form of a central connecting bridge 301.

[0194] The right downtube section 41.1 and the left downtube section 42.2 are each extended upwards from there by a right downtube extension 302.1 and a left downtube extension 302.2, respectively. Following the connection between the corresponding downtube section 41.1, 41.2 and the central connecting bridge 301, the right and left downtube extensions 302.1 and 302.2 each have a vertical section and then a section angled inwards towards the upper head tube attachment 304, which is formed by the downtube extension 50. However, it would also be conceivable that the downtube extensions run in an arc between the attachment at the central connecting bridge 301 and the head tube attachment 30, i.e., without a clear separation between the vertical section on the one hand and the upper connecting bridge (downtube extension) on the other.

[0195] The optional downtube extensions 302.1 and 302.2 at the front can accommodate a lighting system 351.

[0196] Figure 44 shows a detail of the bicycle according to Fig. 43, and Figures 45 and 46 show details of the bicycle frame, each in a region on the upper side of the head tube 2. The top tube 1, the head tube 2, the right and left down tube extensions 302.1, 302.2, and the base 4 of the slider converge at a common connection point. This connection point is also referred to in this text as the head tube node 500.

[0197] At this connection point, the bicycle fork with its steerer tube on the one hand and the pivot unit 9 on the other meet in a cavity within the bicycle frame (see especially Fig. 4, which shows the connection of the pivot unit 9 to the steerer tube via the double extension 16). For the purpose of providing access to this connection, the steering head node 500 has a service opening 510.

[0198] The cavity in the steering head node 500 leads into the interior of the head tube, where the fork steerer tube is located. This service opening 510 is closed in the operating state by a steering head cover 501. The steering head cover 501 can optionally include functional components, such as a bicycle front light 503, as illustrated in Fig. 44. It can be connected to the bicycle frame by a snap-fit, screw, and / or sliding connection; a connection via a magnetic closure, a hinged connection, etc., would also be possible.

[0199] The steering head node 500 is also open to the rear, in that it has a through-opening 515 in the rear area for the pivot running unit 9, i.e. the steering stays 18 are guided through the through-opening 515 and lead to the connection point with the fork stem 20, which in turn is guided in the head tube 2.

[0200] As an alternative to the through-opening 515, the steering struts could also run inside the sled base.

[0201] At the bottom end of the steering head node 500, the head tube 2 forms a headset bearing seat 521 for receiving the upper headset,

[0202] Figures 47-49 show another embodiment of a slide 5 with a link 15, a slide base, and a transmission mechanism (with a pivoting running unit) for transmitting steering impulses to the steering shaft 20. In this embodiment, a further design of the locking elements 26 is implemented, which holds the pivoting running wheels 11 in engagement with the guide rail 12 in every position of the pivoting running unit. The locking elements 26 are arranged directly below the pivoting running wheels 11 (in Fig. 47, downwardly projecting guide pins of the pivoting running wheels can be seen, which are guided in the locking elements 26 and whose axis is guided relative to them) and engage with a T-slot 401 of the corresponding steering link 18.By being positioned below the swivel wheels, the locking elements 26, in addition to their described locking function, also provide protection against unintentional contact between the swivel wheels 11 from below, i.e., pinch protection. For this purpose, one of the locking elements 26 can optionally have a protective tab 404 that projects over the other locking element and prevents a gap accessible from below from existing between the locking elements 26. Furthermore, as can be seen in Fig. 47, the axial length of the locking elements is sufficiently large to guarantee this pinch protection function; for example, the axial length can be 60 mm or more.

[0203] Furthermore, this embodiment features a different design of the slide brake than the embodiments described above, namely a slide brake implemented as a quick-release mechanism. The slide brake has a quick-release handle 421 that can be pivoted between a braking position (shown in Fig. 48) and a release position (folded upwards). The braking mechanism actuated by this is particularly well shown in Fig. 49. Fig. 49 shows a detail of a sectional view (section through a vertical transverse plane) analogous to Fig. 15, but unlike Fig. 15, the view is from the front. By moving the quick-release handle 421 into the braking position, a quick-release bolt 424 is pulled upwards, thereby clamping two vertical wedges 422 towards each other, which in turn push two horizontal wedges 423 outwards.A brake block 425 is arranged on the outside of each of these, which is pressed against the corresponding rail 6 to block the carriage 5. Optionally, magnets 426 can be present on the inside to generate a restoring force when the carriage brake is moved into the release position; other restoring mechanisms (or the complete omission of a restoring mechanism) are also conceivable.

[0204] It goes without saying that other mechanisms for implementing a quick-release brake are conceivable, for example, providing a quick-release handle with differently arranged inclined surfaces and a bolt with an elliptical cross-section that pivots around an approximately vertical axis, thereby displacing the brake pads outwards, or with helically rotatable inclined surfaces, and many more. Additionally or alternatively, instead of brake pads, locking elements can be used that engage in a notch on the rails, creating a positive locking connection instead of a frictional one.

[0205] Regardless of its design, the brake can also interact with other frame-mounted parts, e.g. the top tube, instead of or in addition to the rail.

[0206] Furthermore, in the embodiment shown in Figures 47-49, the coupling between the swivel-running unit on the one hand and the fork steerer tube 20 on the other hand is implemented differently than in the embodiments described above: Firstly, the fork steerer tube 20 is shortened and does not extend upwards to the double boom 16. Instead, the double boom 16 is part of a coupling unit 431, which has a fork steerer tube clamp 432 arranged below the double boom 16, and optionally a spacer section between the fork steerer tube clamp 432 and the double boom 16. By arranging the fork steerer tube clamp 432 below the double boom 16, any tolerance deviations in the length of the fork steerer tube 20 can be effectively compensated for; that is, the length of the fork steerer tube 20 does not need to be precisely aligned with the position of the swivel-running unit.Furthermore, the vertical offset between the double cantilever 16 on the one hand and the fork stem clamp 432 on the other hand contributes to the fact that the swivel running unit can be mounted from the front due to the resulting possible shortening of the fork stem 20.

[0207] Secondly, an additional headset clamping unit 441 is provided for the fork steerer clamp 432, which is not connected to the fork steerer clamp 432. Besides a ball bearing 443 and an optional spacer 445, it has a headset clamp 444 which, when assembled, also clamps the fork steerer 20. This separation of the headset clamp 444 from the fork steerer clamp 432 allows the fork steerer 20 to be pre-assembled on the bicycle frame independently of the coupling unit 431 and without bearing play (or with preset bearing play). The coupling unit 431 can then be mounted as part of an assembly with a steering unit (with steering stays 18) after the fork steerer 20 has been mounted, e.g., from the front. The separation of the headset clamp 444 from the fork stem clamp 432 also contributes to tolerance compensation, i.e. the length of the fork stem does not have to be exactly matched to the dimensions of the bicycle frame.Furthermore, this design allows for the installation of a different headset model than the original one during bicycle maintenance or repair, without requiring any other components to be modified.

[0208] The features described with reference to Figures 47-49 (brake with quick release, locking element and / or anti-pinch protection guided relative to the steering stays 18, fork stem clamping below the double extension, separate headset clamping unit) can all be implemented independently of each other and also independently of each other in any combinations and sub-combinations.

Claims

PATENT CLAIMS 1. Bicycle (100), comprising a bicycle frame (30) and a handlebar (15) as well as a transmission mechanism for transmitting steering impulses from the handlebar (15) to at least one steerable wheel (104), characterized by a slide (5) which carries the handlebar (15) and by a frame-fixed slide base (4), wherein the slide (5) is slidably mounted relative to the slide base (4) for adjusting a handlebar position.

2. Bicycle according to claim 1, wherein the transmission mechanism for transmitting the steering impulses is designed such that, when the carriage (5) is displaced relative to the carriage base (4), the steerable wheel always remains aligned with the handlebars.

3. Bicycle according to claim 1 or 2, comprising an electric drive for moving the carriage (5).

4. Bicycle according to claim 3, comprising control electronics configured to cause the sled (5) to move into a defined position.

5. Bicycle according to claim 3 or 4, wherein the bicycle has an electronically controlled adjustable seat post (33), and wherein the control electronics are configured to cause the seat post (33) to move into a defined position.

6. Bicycle according to claim 5, wherein the control electronics are configured to adjust the position of the slide (5) and the position of the seat post (33) synchronously with each other.

7. Bicycle according to one of claims 4-6, wherein the control electronics are configured to select the position of the slide (5) and / or the position of the seat post (33) based on user profile data stored in the control electronics or received by the control electronics via a communication interface.

8. Bicycle according to one of the preceding claims, wherein the bicycle frame carries a seat (106) and has a seat tube (35) in which a seat post (33) is guided, to which the seat (106) is attached, wherein the seat post is axially displaceable in the seat tube to adjust a position of the seat, wherein the bicycle further comprises an electric spindle drive which generates a relative rotational movement between a seat drive brake spindle (38) and a spindle receptacle (37), which in turn causes an axial movement of the seat post relative to the seat tube.

9. Bicycle according to one of the preceding claims, wherein the transmission mechanism for transmitting the steering impulses is a transmission mechanism.

10. Bicycle according to claim 9, wherein the transmission mechanism comprises a pivoting element (10, 77; 16), a drive element (16, 79; 10) and at least one steering element (18, 73), wherein the pivoting element (10, 77; 16) is pivotable about a first pivot axis (H) by actuation of the handlebar (15), pivoting the drive element (16, 79; 10) about the second pivot axis (I) causes a pivoting movement of the steerable wheel, and wherein the steering element (18, 73) causes the pivoting element (10, 77; 16) and the drive element (16, 79; 10) to pivot over a variable distance dependent on a slide position, such that pivoting the pivoting element (10, 77; 16) about the first pivot axis (H) causes the drive element (16, 79; 10) to pivot about the second Swivel axis (I) causes.

11. Bicycle according to claim 10, wherein the steering element is attached to a first (D, E) or second (F, G) coupling point is connected to the pivoting element (10, 77; 16) or the drive element (16, 79; 10) in such a way that during a steering movement it keeps the distance between the first coupling point (D, E) and the second coupling point (F, G) constant, while when the slide position is adjusted the distance is changed in the same way as the distance between the pivot axes (H, I).

12. Bicycle according to claim 10 or 11, wherein the transmission mechanism comprises a pair of steering elements (18, 73) arranged on either side of a connecting plane between the first pivot axis (H) and the second pivot axis (I), and which move in opposite directions to each other during a steering movement.

13. Bicycle according to claim 12, wherein the drive element or the pivot element is designed as a double extension (16) with two opposing extension sections, each connected to one of the steering elements (18; 73).

14. Bicycle according to claim 12 or 13, wherein the steering elements (18) each have a running rail (12), wherein on the pivoting element (10, 77; 16) or the drive element (16, 79; 10) a pair of pivot wheels (11) rotatably mounted relative to the pivoting element or the drive element about an axis, coupled to each other and each coupled to one of the running rails, has a pivoting element via the running rails (12) causing a relative movement of the steering elements (18) to each other, and when the carriage (5) is moved the pivot wheels (11) rotate synchronously and roll on the running rails (12).

15. Bicycle according to one of the claims according to claim 14, wherein the running rails (12) have toothing and the swivel wheels (11) are designed as interlocking gears.

16. Bicycle according to claim 15, wherein the swivel wheels (11) have the same pitch circle diameter and the same module.

17. Bicycle according to one of claims 14-16, wherein at least one of the swivel wheels (11) can be fixed against rotation in order to function as a sliding brake.

18. Bicycle according to one of claims 14-17, comprising a locking element (26) for each swivel wheel (11) which is rotatably mounted relative to the axis of the associated swivel wheel and holds the associated guide rail (12) at a fixed distance from the axis of the swivel wheel (11).

19. Bicycle according to claim 18, wherein the securing elements have a sliding surface and / or at least one roller on the outside with respect to the steering elements (18) and hold the steering elements (18) and thus the running rails (12) at a fixed distance to the axis of the swivel wheel (11) by means of a positive locking.

20. Bicycle according to one of claims 10-13, wherein the at least one steering element is designed as a spindle-steering strut (73) and has an external thread.

21. Bicycle according to claim 20 wherein the spindle-steering strut (73) is connected to the pivoting element (10, 77; 16) or the drive element (16, 79; 10) via a spindle nut swivel joint (71).

22. Bicycle according to claim 20 or 21, wherein the pivoting element and / or the drive element is designed as a swivel wheel (77) which engages with the spindle steering stays on both sides.

23. Bicycle according to one of claims 12-22, comprising a connecting element (24) between the two steering elements (18) which provides an elastic restoring force against a movement apart of the steering elements (18).

24. Bicycle according to one of claims 9-13, wherein the sled is stepwise adjustable relative to the sled base, wherein a plurality of discrete sled mounting positions are provided on the sled base, wherein the transmission mechanism also has a plurality of mounting positions which are matched to the sled mounting positions, and wherein, in particular, markings of the different sled mounting positions on the one hand and mounting positions on the transmission mechanism on the other hand refer to each other.

25. Bicycle according to one of claims 10-13 or 24, wherein the steering element (18) has a plurality of different pivot pin mounting positions for a pivot pin, via which the pivot element (10) or the drive element can be pivotally connected to the steering element.

26. Bicycle according to claim 25, wherein the sled base (4) has a plurality of sled mounting positions for attaching the sled (5) to the sled base (4), and wherein the distances between the sled mounting positions correspond to the distances between the pivot pin mounting positions.

27. Bicycle according to claim 25 or 26, wherein the pivot pin mounting positions are arranged side by side at regular intervals in a grid pattern.

28. Bicycle according to one of claims 10-27, wherein the steering element (18, 73) on the one hand and the pivoting element (10, 77; 16) and / or the drive element (16, 79; 10) on the other hand are positively connected at the first or second coupling point.

29. Bicycle according to claim 28, wherein the steering element (18, 73) on the one hand and the pivoting element (10, 77; 16) and / or the drive element (16, 79) on the other hand are connected to each other at the first or second coupling point via a toothing.

30. Bicycle according to one of the preceding claims, wherein the sled base (4) has at least one frame-fixed rail (6).

31. Bicycle according to claim 30, wherein the at least one rail (6) runs parallel to a top tube (1) of the bicycle frame (30) or forms a top tube of the bicycle frame.

32. Bicycle according to any of the preceding claims, wherein the slide base (4) defines a slide displacement axis that extends obliquely upwards in the direction away from a seated position.

33. Bicycle according to any of the preceding claims, comprising a belly storage compartment with a storage surface (46) that lies at least partially under a down tube (48, 48.1, 48.2) of the bicycle frame (30) or can be brought into a position that lies at least partially under the down tube (48, 48.1, 48.2).

34. Bicycle according to claim 33, wherein the down tube is divided into a right (48.1) and a left (48.2) partial down tube, wherein the abdominal storage compartment is arranged at least partially between the right and a left partial down tube with respect to horizontal directions.

35. Bicycle according to one of the preceding claims, comprising a cargo space tunnel connecting a partial front storage space in front of a head tube (2) of the bicycle frame (30) with a partial front storage space behind the head tube (2), such that a front storage area (75) extends from a region behind the head tube (2) to a region in front of the head tube (2).

36. Bicycle according to one of claims 33-35, comprising a downtube extension (50) projecting laterally from the head tube (2) on the right and left, each extension being joined to an upper surface of a right or left partial downtube (48.1, 48.2) and partially limiting the upper portion of the underbody storage compartment and / or the front storage compartment.

37. Bicycle according to claim 36, wherein the downtube extensions (50) each project laterally at least 20 cm from a vertical, longitudinally extending central plane.

38. Bicycle according to one of the preceding claims, wherein the bottom bracket is fixedly mounted relative to the bicycle frame.

39. Bicycle according to one of the preceding claims, which is designed such that a displacement of the sled (5) relative to the sled base (4) is accompanied by a change in the distance between the handlebar (15) and the steerable wheel (104).

40. Bicycle according to claim 39, wherein the transmission mechanism is arranged to transmit the steering impulses over a distance that varies according to the position of the sled relative to the sled base.

41. Bicycle according to one of the preceding claims, wherein the steerable wheel (104) is fixed to the frame by being fixed to the bicycle frame and pivotable about a steering axis.

42. Bicycle according to one of the preceding claims, wherein the steerable wheel is the front wheel (104) and the bicycle frame (30) has a head tube (2) and a bicycle fork with a fork steerer tube (20), wherein the bicycle fork has the front wheel (104), and wherein the bicycle frame forms a cavity which connects to the head tube at the top and which transitions into an interior of the head tube (2), wherein the cavity is accessible through a service opening, and wherein the bicycle further comprises a cover (304) for closing the service opening.

43. Bicycle according to claim 42, wherein the fork stem (20) extends beyond an upper headset bearing seat (521) into the cavity for receiving an upper headset, for coupling with a transmission mechanism for transmitting steering impulses from the handlebar (15) to the steerable wheel.

44. Bicycle according to claim 42 or 43, wherein the cavity is accessible from the rear and wherein the transmission mechanism for transmitting steering impulses from the handlebar (15) to the steerable wheel extends into the cavity from the rear.

45. Bicycle according to one of the preceding claims, which is designed as a recumbent bicycle, wherein the sled (5) has a seat-steering unit with seat (106) and handlebars (15).

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