Bicycle

Abstract

A freight-carrying cycle of the type according to the invention has a bicycle frame, a handlebar, at least one drivable rear wheel, at least one front wheel, and at least one seat. The bicycle frame has a main frame (101) and a front (102). The main frame supports the at least one rear wheel and the seat, and the front supports the at least one front wheel. The main frame has, on each side of a vertical central plane running longitudinally, a rail (111) mounted in a stable position, and the front has one rail guide per rail, which rail guide is axially slidable along the rail in relation to the longitudinal axis so that the front is linearly slidable relative to the main frame between an extended configuration and a shortened configuration.

Description

[0001] BICYCLE

[0002] The invention relates to a bicycle, specifically a cargo bicycle. Cargo bicycles are used not only for transporting people but also for transporting goods or passengers, for example, children secured in a suitable manner. The present invention specifically relates to a cargo bicycle of the type that provides a cargo area in an area in front of the seat and, for example, also in front of the handlebars.

[0003] Cargo bikes – with or without electric assist – offer the same advantages as conventional bicycles in terms of environmental aspects and riding experience – to a greater or lesser degree depending on the type – but are also suitable for a wider range of additional tasks. However, they have the disadvantage of being longer and therefore generally bulkier than conventional bicycles. This negatively impacts storage options; for example, bicycle parking spaces in residential areas are often designed for the dimensions of conventional bicycles.

[0004] In DE 102014 110261 Al, a cargo bike was proposed which has two frame parts that are movable relative to each other, so that the cargo bike can be moved from a working position to a shortened resting position. For this purpose, the second frame part has a longitudinally extending support tube which is longitudinally displaceable within a guide tube of the first frame part. A steering linkage is provided to transmit the steering movement from the handlebars to the steerable front wheel; DE 102014 110261 Al provides no information on the behavior of the steering linkage when transitioning to the resting position or on returning it to its position when transitioning from the resting position to the working position. WO 2020 / 175981 Al also relates to a cargo bike with two parts that are mounted so as to be displaceable relative to each other, wherein one frame part has a sleeve guide and the other has a beam within the sleeve guide.A telescopic linkage with deflections between angled shafts is provided for transmitting the steering movement. Overall, both the cargo bike of DE 10 2014 110 261 Al and that of WO 2020 / 175981 still require optimization with regard to sufficient stability and the transmission of steering impulses (simplicity and stability of the construction, dead weight, maximum payload, maintenance).

[0005] It is an object of the present invention to provide a cargo bike which overcomes disadvantages of the prior art and which can be stored in a space-saving manner without accepting the disadvantages of the prior art.

[0006] This task is solved by a cargo bike as defined in the patent claims.

[0007] A cargo bicycle of the type according to the invention comprises, as is known per se, a bicycle frame, handlebars, at least one driven rear wheel, at least one front wheel, and, for example, at least one seat. The bicycle frame has a main frame and a front section. The main frame supports the at least one rear wheel, as well as, for example, the seat and / or the handlebars and / or the bottom bracket (the latter directly or indirectly, via a mid-drive motor), and the front section supports the at least one front wheel.According to a first aspect of the invention, the main frame has a positionally stable rail on each side of a vertical, longitudinally extending central plane, and the front has a rail guide for each rail, which is axially displaceable on the rail with respect to the longitudinal axis (the longitudinal axis corresponds to the axis defined by the direction of travel), so that the front is linearly displaceable between an extended configuration and a shortened configuration relative to the main frame.In particular, at least one front wheel (in many designs there is exactly one front wheel, but a pair of adjacent front wheels is also possible) is steerable, and the cargo bike also has a transmission mechanism for transferring steering impulses from the handlebars to the steerable front wheel, whereby this transmission mechanism is designed in such a way that when the front is shifted relative to the main frame, the steerable front wheel always remains aligned with the handlebars.

[0008] For the purposes of this text, a cargo bike is, firstly, a bicycle, i.e., 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, in particular, a bicycle in the narrower sense, meaning, for example, 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 and pedals permanently attached to the frame (the bottom bracket may be permanently mounted to the frame – in bicycles with a mid-drive motor, the mid-drive motor is permanently mounted to the frame and itself has the bottom bracket, i.e., the bottom bracket is, for example, directly or indirectly (via the mid-drive motor) permanently attached to the (main) frame). However, for the purposes of this text, a bicycle can also be a motorized single-track vehicle, i.e., a motorcycle, for example, a scooter or electric scooter.A bicycle has, in particular, a handlebar which can be held by the user and via which a steering movement can be made, which is transmitted to the at least one steerable wheel of the bicycle.

[0009] Secondly, the cargo bike, at least in its extended configuration, has a load-bearing structure that differs from a mere luggage rack. Such a load-bearing structure can be designed as a storage area, or alternatively, it can include suitable structures, e.g., at least one passenger seat – distinct from the saddle / seat for the rider, which is also present in many embodiments – in particular a child seat, and / or at least one container (e.g., box, suitcase, or cabinet, or other structure optimized for carrying loads, etc.).

[0010] The main frame-mounted rails can be located on the underside, for example, below the height of the wheel axles and / or below the bottom bracket. They can be positioned approximately at the level of the underside of the front (in the extended configuration), or possibly at the level of the storage area, the underside of the container, or any other structure optimized for carrying a person or loads.

[0011] It turns out that the design with the main frame-mounted rails, arranged on both sides of the vertical center plane, particularly well fulfills the requirements for a stable construction on the one hand and for easy maneuverability in the shortened configuration on the other. Stability here refers both to stability with respect to the sliding movement of the front relative to the main frame and to stability with respect to driving and cargo stability in the extended configuration. In some embodiments, the cargo bike can not only be maneuvered but even ridden in the shortened configuration.

[0012] In the shortened configuration, the front wheel can be positioned at least partially between the rails. For example, in the shortened configuration, the axle of the front wheel can be positioned further back than the front end of the rails. By having the rails run laterally to the vertical center plane, especially at a distance from it, the cargo bike can still remain maneuverable and, for example, rideable.

[0013] For example, the rails can be spaced at least 35 cm apart (if the front wheel is a standard-sized wheel, e.g., at least 16 or 20 inches). More generally, it can be optionally specified that the distance between the rails corresponds to at least the radius of the front wheel. (In this text, "distance" refers to the clear dimension, i.e., the width of the free space between the rails, meaning the distance between the nearest points of the rails in the area where the rail guides can slide.)

[0014] The spacing of the rails is chosen, for example, so that maximum steering angle of the front wheel in both directions (e.g., defined by a hub-center steering system) can be achieved within the space between the rails. This can be ensured, for example, by ensuring that the spacing of the rails is at least equal to the radius of the front wheel (measured to the outer circumference of the tire). This also allows sufficient space between the rails for the steering stem, a fender, or other components, even when the front wheel is at maximum steering angle.

[0015] The length of the rails can be at least twice the length (axial extent) of the rail guides. It can also be provided that the length of the rail guides is at least one-sixth, one-quarter, or even at least approximately one-third of the length of the rails.

[0016] It may be provided that the rail guides are located at their front end in an area to the left and right within the diameter of the front wheel.

[0017] Furthermore, it may be stipulated that the adjustment range of the total length of the bicycle is at least equal to the diameter of the front wheel.

[0018] Another advantageous feature is that the rail mount, which attaches the rails to the main frame, lies entirely within the frame's installation space or protrudes a maximum of approximately 10 cm beyond it. The front end of this installation space is defined, for example, by the front tube (analogous to the head tube, sometimes referred to as the "head tube") of the main frame, which, as is typical for cargo bikes, can be approximately vertical. The front rail guides are located on both sides of the central plane, corresponding to the rail arrangement. It is particularly advantageous if the front features a steering bridge that provides dimensionally stable connection between the rail guides on both sides of the central plane. Such a steering bridge exists independently of any connection via the wheel axle. The steering bridge can be positioned, for example, behind the front wheel, perhaps below a plane defined by the wheel axle when extended.For example, the control bridge can be positioned at a height that is approximately equal to the height of the rails and rail guides (i.e., the vertical position of the control bridge can be approximately equal to the vertical position of the rails and thus the rail guides).

[0019] Firstly, such a control bridge has the effect of stabilizing and securely connecting the rail guides. Secondly, it can support a protective housing or guard plate, as described below. Thirdly, it can interact with an end stop of the rails to define an end position corresponding to the extended configuration. Fourthly, it can also support other functionally relevant elements of the front, such as a bearing point for elements of the transmission mechanism through which the steering impulses are transferred to the steerable front wheel, and / or a fork mount or a connection to the wheel hub (if wheel hub steering is present), and / or a receptacle for a counterpart to a drive spindle, particularly if an electric drive is used for the sliding movement. Furthermore, the control bridge can form or support a bearing point for a pivoting cargo compartment chassis (definition of the folding axis, see below).In one group of embodiments, the load-bearing structure has a front cargo compartment formed by the front, which, in the shortened configuration, is either not present or at least not functional. Furthermore, in other embodiments, the load-bearing structure has a central cargo compartment formed by the main frame. It may be provided, in particular, that the front cargo compartment and the central cargo compartment are connected to each other, especially via a cargo tunnel.

[0020] Such an optional cargo tunnel can, for example, connect an area in front of a front tube of the main frame—which might, for instance, guide a roughly vertical steering shaft, possibly part of the transmission mechanism—with an area behind the front tube. Storage areas of the front cargo compartment and the central cargo compartment can be located approximately on the same plane.

[0021] According to a second aspect of the invention, which is essentially independent of the first, the cargo bike has a cargo space chassis that is dimensionally stable and, in its extended configuration, is connected to both the main frame and the front in a force-transmitting manner. Such a cargo space chassis is pivotable, particularly during the transition from the extended configuration to the shortened configuration, about a folding axis that is fixed relative to the front, e.g., horizontal or perpendicular to the longitudinal axis.

[0022] A cargo bike according to the second aspect therefore has a bicycle frame, handlebars, at least one driven rear wheel, at least one front wheel, and at least one seat. The bicycle frame consists of a main frame and a front section. The main frame supports the at least one rear wheel and the seat, while the front section supports the at least one front wheel and is axially (linearly) displaceable relative to the main frame between an extended configuration and a shortened configuration relative to the main frame. Furthermore, the cargo bike has a cargo space chassis that is dimensionally stable and, in the extended configuration, is force-transmittingly connected to both the main frame and the front section. Such a cargo space chassis is particularly important during the transition from the extended to the shortened configuration, in order to create a fixed, e.g., horizontal, position relative to the front.Folding axis running perpendicular to the longitudinal axis, pivotable.

[0023] Combinations of the first aspect with the second aspect are particularly advantageous.

[0024] The folding axis can be located in the area of ​​the front wheel, for example, within the diameter of the front wheel. It is particularly advantageous if the folding axis is essentially coaxial with the axle of the front wheel (when the front wheel is not deflected, i.e., when driving or maneuvering straight ahead).

[0025] In the extended configuration, the cargo compartment chassis and the main frame can be connected at a joint point, with this joint located above the rails. This creates a particularly advantageous and stability-enhancing force triangle between the point where the rails are mounted in the corresponding rail guide, the unfolding axis, and the joint point. The joint point can, for example, include a connecting lock of the cargo compartment chassis and a connecting lock seat of the main frame, or vice versa. In particular, a joint point of the type described can be present on each side of the vertical center plane.

[0026] The cargo compartment chassis can, in particular, have a strut on each side which connects the joint and the folding axis in a force-transmitting manner.

[0027] Embodiments with the dimensionally stable cargo space chassis thus provide that, unlike in the prior art where only partial loading areas are folded together or pushed over each other in the shortened configuration and the entire stability is provided by a rail in the extended configuration, an entire cargo space chassis extending from the front wheel to the main frame in the extended configuration is folded up, which provides significantly more mechanical stability.

[0028] The main frame may in particular have a counter-pressure strut which supports the connection point, i.e. which can exert a counter-pressure where the chassis is connected to the main frame above the rails in a force-transmitting manner.

[0029] The connection point can be positioned at a substantial distance above the rails, for example, by being located at least one-eighth of the horizontal dimension of the front in the extended state (measured to the wheel axle of the front wheel, i.e., the distance) above the rails. This dimensioning gives the aforementioned force triangle particular stability.

[0030] The following relates to both aspects of the invention:

[0031] It can be particularly advantageous if the front wheel is controlled via a hub steering system. This allows the wheel axle to be held directly by the steering bridge between the rail guides (or, in a reversed configuration with rails belonging to the front and rail guides belonging to the main frame, between the rails), eliminating the need for a fork yoke. This allows the cargo area to be positioned closer to the front wheel.

[0032] Furthermore, a design with the wheel hub suspended directly from the steering bridge, as made possible by using wheel hub steering, combines particularly favorably with a folding axle that collapses with the wheel axle. This, in turn, allows the steering bridge to be positioned close to the front wheel, as the entire front cargo compartment, including the cargo chassis, floor plate, and any pivoting protective box, follows the wheel's outer diameter, thus preventing the cargo compartment from folding into the wheel's installation space.

[0033] The cargo bike may have a rail guard that pivots with the cargo chassis and is part of it, and in the shortened configuration is located in front of the ends of the rails. Additionally or alternatively, it may be provided that, in the shortened configuration, the cargo chassis, with the exception of the rail guard, does not extend beyond the front wheel at its front end, or extends a maximum of 10 cm beyond the front wheel.

[0034] Additionally or as a further alternative, it can be provided that the rails in the shortened configuration do not protrude beyond the tire at their front end.

[0035] A transmission mechanism is provided for transferring steering impulses, which is designed in particular to ensure that, during the transition from the extended configuration to the shortened configuration - and vice versa - it always connects the handlebar and the at least one steerable front wheel in such a way that the handlebar and front wheel remain aligned with each other, and that steering impulses are also transferred from the handlebar to the front wheel (or front wheels) in the shortened configuration.

[0036] The transmission mechanism is a mechanism that transmits steering movements from the handlebars to the steerable wheel via a force-transmitting connection. The transmission mechanism can, in particular, be a mechanical transmission system for transmitting steering impulses. A hydraulic transmission mechanism is also possible. A purely electronic steering system, hypothetically without a force-transmitting connection between the handlebars and the steerable wheel, would not, however, be a transmission mechanism as defined in this text. If the transmission mechanism is a mechanical transmission system, it generally involves a force-transmitting path whose length depends on the position of the steerable wheel relative to the handlebars and thus on the position of the front of the vehicle relative to the main frame.In particular, it may be provided that the length of the power transmission path is automatically adjusted to the position of the front and that a displacement of the front is accompanied by a synchronous adjustment of the power transmission path.

[0037] The bicycle is therefore specifically designed to automatically adjust the transmission mechanism to a shift in the position of the front.

[0038] In special embodiments, the transmission mechanism for transmitting steering impulses from the handlebar to the steerable front wheel can be a transmission mechanism, wherein the transmission mechanism comprises a pivoting element, a drive element and at least one steering element, wherein the pivoting element can be pivoted about a first pivot axis by actuating the handlebar, pivoting the drive element about the second pivot axis causes a pivoting movement of the steerable wheel, and wherein the steering element acts the pivoting element and the drive element over a variable distance dependent on a slide position, such that pivoting the pivoting element about the first pivot axis causes the drive element to pivot about the second pivot axis.

[0039] In one group of embodiments, the bicycle has an electric drive for moving the front end. Such a drive can, for example, consist of an electrically driven spindle whose rotation causes an axial displacement of the front end relative to the main frame. Alternatively, the bicycle can have a drive-brake spindle. This spindle can be part of the main frame (or the front end). A drive spindle (or drive-brake spindle) can be electrically driven or manually, for example, via a crank.

[0040] It is also possible that such a spindle – electrically or manually driven – is part of a swivel-running unit through which the control impulses are transmitted, as described in more detail below.

[0041] An electric drive for the front – 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 servo motor.

[0042] As mentioned, the transmission mechanism for transferring steering impulses can be a transmission mechanism. For example, it can include a pivot-running unit that functions according to the principle described below. In this text, this pivot-running unit is referred to as the "first" pivot-running unit.

[0043] Optionally, the handlebars can be mounted on a sliding carriage relative to the main frame, for example, to adapt the shape to different body sizes of different users. In these designs, a transmission mechanism is also required between the handlebars and a steering stem, allowing for adjustment to different distances. If this mechanism includes a pivot-running unit—which can function on an analogous principle to the first pivot-running unit mentioned—it is called a "second" pivot-running unit. However, this nomenclature does not necessarily imply the presence of both pivot-running units. Rather, there may be only a single pivot-running unit, for example, only a first pivot-running unit.

[0044] 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 steering linkage, 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, for example, indirect, via further transmission mechanisms, such as a steering arm of a known type).

[0045] The steering element connects the pivoting element and the drive element via a variable distance that depends on the position of the front relative to the main frame, such that pivoting the pivoting element about the first pivot axis causes the drive element to pivot about the second pivot axis.

[0046] 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.

[0047] The steering element is connected to the pivot element or the drive element, respectively, at a first and second coupling point, such that during a steering movement, the distance between the first and second coupling points remains constant. When the position of the front end relative to the main frame is adjusted, the distance changes in the same way, e.g., synchronously, with the distance between the pivot axes. The first coupling point is located at a certain distance from the first axis, and the second coupling point at a certain distance from the second axis, whereby the first and second distances can be equal.

[0048] In one group of embodiments, the transmission mechanism has two steering elements, in particular steering struts, located on either side of a connecting line between the points about which the pivoting element or drive element pivots. Accordingly, two first coupling points (on either side of the pivoting element) and two second coupling points (on either side of the drive element) are present. The two steering elements form, for example, a symmetrical arrangement. During a steering movement, they move in opposite directions to each other. The steering struts are thus arranged such that a steering movement of the handlebar causes a movement of the steering struts relative to each other, with the steering struts being coupled to the at least one steerable wheel in such a way that the movement of the steering struts relative to each other causes a pivoting movement of the drive element and thereby a steering movement of the at least one steerable wheel.

[0049] The drive element can be designed as a double cantilever, with two opposing cantilever sections, each connected to one of the steering elements. The coupling points can be pivot bearings whose pivot axis is fixed relative to the respective steering element and the drive element. The coupling points between the respective steering element and the pivot element (e.g., swivel plate) can be designed so that they move synchronously relative to the respective steering element when the carriage is moved.

[0050] The reverse is also possible: a design of the swivel element as a double cantilever, with swivel bearings, and of the drive element with coupling points, relative to which the steering elements are moved synchronously when the carriage is displaced.

[0051] There are various ways to design the coupling between the steering elements on the one hand and the pivoting element or the drive element on the other. One possibility is that each steering element has a guide rail, and that the pivoting element (or the drive element) has a pair of swivel wheels mounted so that they can rotate about an axis relative to the pivoting element (or the drive element), coupled to each other, and each coupled to one of the guide rails. Thus, pivoting the pivoting element via the guide rails 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 guide rails.

[0052] The running rails can in particular have teeth, and the swivel wheels can be designed as interlocking gears.

[0053] This first option has the advantage of allowing the front to be shifted by an axial force, with the swiveling 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 components; the user simply needs to initiate the shift of the front with the brake released, for example, by folding up the cargo compartment chassis, perhaps assisted by a gas spring. However, an active drive is not excluded.

[0054] 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 has the advantage of automatically returning the handlebars to the straight position.

[0055] In addition to the return element, a locking element may also be present, which keeps 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.

[0056] 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 (this 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.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.

[0057] 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.

[0058] A positive locking connection – via swivel bearings – also couples between the steering element(s) and the drive element.

[0059] Exemplary embodiments of the invention are described below with reference to the figures. In the figures, identical reference numerals denote identical or analogous elements. Figures 1-6 show nine views of a bicycle, with some elements partially omitted.

[0060] Fig. 7, 8 Elements of a transmission mechanism for transmitting steering impulses to the steering shaft;

[0061] Fig. 10 shows a slide, a slide base and a transmission mechanism for transmitting steering impulses to a steering shaft;

[0062] Figs. 11, 12 show a view of a pivoting running unit of a transmission mechanism and a section through a plane parallel to the displacement axis;

[0063] Fig. 13 shows a variant of a bicycle, with a bicycle fork;

[0064] Figs. 14-16 Views of other variants of the bicycle;

[0065] Figs. 17-20 show further variants of transmission mechanisms from the steering shaft to the front wheel;

[0066] Figs. 21, 22 show another variant of a bicycle;

[0067] Figs. 23, 24 show another variant of a bicycle;

[0068] Fig. 25 a bicycle with cargo cover;

[0069] Fig. 26 shows a detail of a bicycle, with a service opening; and

[0070] Fig. 27 shows a cargo electric scooter.

[0071] Figures 1-6 and 9 show a bicycle 100, namely a cargo bike, whereby individual elements have been omitted in some of the figures for better visibility of the described mechanisms. Figures 1, 2, 5, 6 and 9 show the extended configuration, and Figures 3 and 4 the shortened configuration. Figures 7 and 8 show the mechanism for transmitting the steering impulses for the bicycle 100 according to Figures 1-6 and 9.

[0072] The bicycle has a main frame 101 and a front section 102, which together form the bicycle frame. The main frame supports the saddle / seat 106, the drive unit 103, the handlebars 15, the rear wheel 105, and the associated components. In the illustrated embodiment, the main frame includes a vertical front tube 160, which defines the front boundary of the main frame and in which a steering stem 118 is guided, as described below.

[0073] The front 102 is movable relative to the main frame. The illustrated steering assembly 107 has a movable handlebar 15, which is described below. However, a commercially available, fixed, non-movable steering assembly can also be used.

[0074] The front 102 carries the front wheel 104 and a wheel hub steering system 109, along with its associated components. In the illustrated embodiment, it includes a steering bridge 108. However, the wheel hub steering system can also be replaced by a conventional bicycle fork, in which case the steering bridge 108 is supplemented with a fork mount, which is also described below. Other steering systems, for example, those found in the prior art, can also be used. If a bicycle fork is used, it is rotatably mounted to the steering bridge 108 via a suitable construction, as shown below with reference to Figure 13. The wheel hub steering system 109 according to the illustrated embodiment eliminates the need for a rotatably mounted bicycle fork, resulting in a particularly stable frame construction.

[0075] The front section 102 is displaceable relative to the frame along the longitudinal axis of the bicycle, i.e., in the direction of travel or against the direction of travel, by means of rails 111 and rail guides 113. The rails 111 belong to the main frame, while the front section includes the rail guides. Generally, the rails 111 can be fixed to either the main frame 101 or the front section 102, for example, to the steering bridge 108 (i.e., they are bolted, pressed, welded, and / or otherwise connected to the other parts of the main frame or the front section), with the rail guides 113 belonging to the other part of the frame (i.e., the front section or the main frame). As can be seen, for example, in Figures 3 and 4, in the shortened configuration, the front wheel is located between the rails 111 of the main frame.

[0076] However, particularly with cargo bikes, an inverted design would also be conceivable, in which the rails are at the front and the main frame incorporates the rail guides. In this shortened configuration, the rails would protrude rearward into the area of ​​the bottom bracket, which, depending on the design, could impair riding performance and even maneuverability when pushing the bike – but this might be acceptable depending on the intended use.

[0077] The Rails 111 consist of one or more Rails 111, in the illustrated version consisting of two Rails 111 with a round cross-section. The cross-section can also be rectangular, V-shaped, X-shaped, triangular, parallelogram-shaped or any other suitable shape.

[0078] On its underside, the bicycle has a first swivel-running unit 114 for steering. This unit comprises a swivel plate 115, two swivel wheels 116, two running rails 117, two steering struts 119 and a double outrigger 120.

[0079] The steering shaft 118 is rigidly connected to the pivot plate 115. The swivel wheels are in turn connected to the pivot plate by their axles being rigidly fixed to the pivot plate 115 – while still allowing the swivel wheels 116 to rotate about their respective axes. The steering impulses are transmitted from the steering shaft via the pivot plate 115 and the swivel wheels 116 to the guide rails 117 and thus to the steering arms 119 to which the guide rails 117 are attached. A swivel wheel 116 is a force-transmitting component in the sense of a gear, spur gear, friction wheel, or similar. The two swivel wheels 116 are fixed in a symmetrical left / right arrangement parallel to the steering link 15 and are rotatably mounted, and are connected to each other and to the two outer guide rails 117 by means of a toothed (positive-locking) connection.The two pivot wheels 116 – or at least the engagement parts of the pivot wheels 116 in the area where they engage with each other – are of the same size and rotate synchronously and in opposite directions along the guide rails 117 when the overall length of the bicycle is shortened or lengthened by moving the front relative to the main frame. To transmit the steering forces, the pivot plate 115 rotates about the axis of the steering shaft 20 and moves the pivot wheels 116 in a circular motion around the steering shaft axis (H', see Fig. 8). The pivot-running unit 109 with the double arm 116 defines a pivoting and lengthening or lengthening mechanism.shortenable force quadrilateral of points D', E', F', G' about the axes H' and I' along the line J', wherein the pivoting movement of the pivot plate 115 about the axis of the steering shaft 118 causes a movement of the running rails 117 and consequently of the steering struts 119 relative to each other, which in turn causes a corresponding pivoting movement of the double Au winner 120 about the axis I'.

[0080] The axes of the swivel wheels 116 and the axis of the steering shaft 118 can, but do not have to, be aligned. They can also be slightly offset from each other, which may be desirable depending on the steering characteristics or the position of the pivot points on the double boom 120. The steering movement is transmitted to the steering struts 119 via the guide rails 117, which engage with the swivel wheels 116. The steering struts 119 are attached to the double boom 120 at their front end, preferably symmetrically. The double boom 120 is rotatably mounted on the steering bridge 108. A steering arm 122 attached to the double boom 120 transmits the steering impulse to the wheel hub steering, a bicycle fork, or another steering device. The double boom 120 can be extended on one side to accommodate the steering arm 122 at its outermost point. The steering arm 122 can also be attached concentrically to the steering strut pivot points 121 or within these pivot points on the double boom 120.

[0081] The steering struts 119 also serve as swivel wheel guides. In this particular design, the steering struts 119 have a U-shape in cross-section, with the guide rails 117 being embedded and attached to the U-shape, and the U-shaped legs extending beyond the guide rails 117 serving as guides for the wheels.

[0082] In the illustrated embodiment, (at least) two swivel-tilt wheels 116 are provided. In principle, several swivel wheels 116 connected in series can also be provided, each transmitting the force synchronously to the guide rails 117. Alternatively, drive belts (or similar components) can be provided, which rotate symmetrically, synchronously, and in opposite directions when moved.

[0083] When the front 102 with front wheel 104 is moved relative to the main frame 101 to change the overall length of the bicycle, the two swivel wheels 116 rotate symmetrically, synchronously and in opposite directions along the guide rails 117.

[0084] The first pivot-running unit 114, comprising the pivot plate 115, the pivot wheels 116, the guide rails 117, the steering arms 119, and the double boom 120, can thus perform two central functions: Firstly, it enables the front 102 to be moved relative to the main frame 101, so that the relevant axle and contact points always move equally and no other adjustment is necessary. Secondly, it transmits the rotational movement of the steering shaft 118 into a (counter-rotating) longitudinal movement of the steering arms 119 for further transmission of the steering impulses to the double boom 120, which is rotatably mounted on the steering bridge 108. From there, the steering movement is transmitted to the front wheel 104.In the illustrated embodiment, the main frame 101 features a steering stay garage 124 in a horizontally arranged down tube 123, into which the steering stays 119, together with the guide rails 117, can slide, thus protecting and integrating them, and ensuring their function is not restricted even in the collapsed state. However, it would also be possible for the steering stays to be pushed past the down tube, for example, above or below the down tube or on both sides of the down tube, when the bicycle is brought into the shortened configuration.

[0085] Alternatively, the positions of the swivel plate 115 with the swivel wheels 116 on the one hand and the double boom 120 on the other can be swapped by attaching the swivel plate 115 with the swivel wheels 116 to the steering bridge 108 and the double boom being rigidly connected to the steering shaft 118. In this case, when the unit is collapsed, the steering arms 119 together with the guide rails 117 remain in their position relative to the main frame 101, and the front wheel can be partially positioned between the steering arms in the shortened configuration. This is a particularly viable option if the steering arms are sufficiently far apart or if good maneuverability in the shortened configuration is not a requirement.

[0086] The guide rails 117 and steering arms 119 can be adjusted relative to each other in their arrangement along the longitudinal axis and fixed in a selected arrangement, e.g., by means of elongated holes 125 and screws, so that manufacturing tolerances can be compensated for and backlash-free contact surfaces can be achieved. It is also possible that at least one of the steering arms has an adjustment device for this purpose, which allows its length to be adjusted.

[0087] By means of a spring connector 126 (connecting element) in the form of a tension spring or rubber cord, attached in the illustrated embodiment to the rear end of the steering arms 119, the guide rails 117 are pressed against the swivel wheels 116 so that the teeth or the other designed contact surfaces are engaged without play. The pressing force exerted by the spring connector 126 can also be applied, for example, by means of magnets, which are attached, for instance, to the steering arms 119 or the guide rails 117 and attract them to each other. Likewise, a spring or magnetic force can be achieved by attaching such components between the main frame 101 and the steering arms 119. The spring connector can also be attached as a compression spring in the area in front of the double boom 120, on the steering struts 119 which are extended at this point, and thus press the guide rails 117 against the swivel wheels 116 by means of a spring pressure force (or repulsive magnetic force).

[0088] By means of the locking elements 128, which in the illustrated embodiment are mounted coaxially and rotatably to the axes of the swivel wheels 116 and engage with the steering arms 119 from the outside, slippage of the teeth (or other contact surface) is prevented in the event of 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 along with them, thus remaining unimpeded and independent of the steering angle in engagement with the steering arms 119. In one embodiment, the front 102 can be driven by an electric drive. Such a drive for repositioning the front 102 can optionally be operated by belts or gears, for example, via a swivel wheel 116 driven by them, or separately via a drive spindle 130.A rail 111 itself can optionally be configured as a drive spindle 130 and perform the corresponding function. The control of the electric motor, in turn, can have a user interface, e.g., via a display 131, pushbuttons and / or a mobile device 34 or an app installed on it with a user profile, or another mobile, signal-emitting component, using wireless communication technology. A drive spindle 130 of the type shown, for example, in Fig. 6, can be electrically or manually driven.

[0089] Raising and lowering the front cargo compartment 135 (of the cargo compartment chassis 138, su) or sliding the front 102 back and forth can also be done manually, possibly supported by a tension force, for example by a gas spring 136.

[0090] At the free end of the rails 111, an end stop 137, optionally adjustable in the longitudinal direction, is attached. In the illustrated embodiment, this is designed as a screwable pin with a flange and lock nut. The end stop 137 defines the exact end point of the adjustment range of the front 102.

[0091] An optional longitudinal adjustment would alternatively also be possible at the contact surface (stop surface) of the control bridge or the rail guides. A cargo compartment chassis 138, comprising a chassis frame 139 and chassis thrust struts 140, is pivotably mounted on the front 102. Cargo compartment side walls 141 can be attached to the cargo compartment chassis 138, which, together with the cargo compartment floor panels 142 and a protective box 149, define the front cargo compartment 135.

[0092] The cargo compartment chassis 138 is assembled together with the cargo compartment side walls 141 and cargo compartment floor panels 142 (not shown in all figures; see e.g. Fig.

[0093] 9) via a folding mechanism with a cargo compartment folding arm 143 and a cargo compartment folding bearing 144 (e.g. Fig. 3) located on the cargo compartment chassis 138, tilted upwards when the bicycle is shortened.

[0094] In its extended configuration, the cargo compartment folding arm 143 is positioned so that it locks the front section 102 in its forwardmost position. This can be achieved by slightly over-rotating the cargo compartment folding arm 143, so that it is pushed past a dead center and locked in the end position under tension. A spring-loaded pressure piece can also be used to exert a defined pressure. A recessed grip 145, a tab, or a similar element is used to release the cargo compartment chassis 138, including the cargo compartment floor panels 142 and the cargo compartment side walls 141, from this end position, allowing it to be folded up or collapsed.

[0095] In the illustrated embodiment, the chassis frame 139 has a left and right diagonal chassis compression strut 140, which leads at its upper end to the connecting lock 146 (Fig. 4). When the front 102 is fully extended, i.e., in the extended configuration, this lock rests in the left and right connecting lock seats 147 on the main frame 101. The connecting locks 146 and / or connecting lock seats 147 can be adjustable to compensate for manufacturing tolerances and create a robust interface, particularly resistant to compressive forces, but also to tensile and lateral forces. A toggle latch 155 or similar component can further secure the front 102 and the main frame 101 in the area of ​​the connecting lock 146.

[0096] In this process, the chassis frame 139, in particular the chassis compression struts 140, together with the rails 111, especially with the end stops 137 and the front 102 with the cargo compartment folding arm 143 as well as the cargo compartment folding bearing 144 and the connecting lock 146, form a stable force triangle of points ABC (see Fig. 5).

[0097] It may be preferred if the vertical distance between the rails 111 on the one hand and the connecting lock 146 on the other hand - i.e. the distance AB in Fig. 5 - is substantial compared to the dimensions of the cargo space, e.g. by being at least one eighth of the horizontal dimension of the front in the extended state (measured to the wheel axle of the front wheel, i.e. the distance BC in Fig. 5).

[0098] Fig. 5 also shows the preferred feature that the main frame forms a counter-strut to the compression strut 140 at point A – i.e., at the connecting lock 146. This has (see Fig. 1) a central tube extension 158 of a central tube 112 of the main frame 101.

[0099] A gas spring (146), torsion spring, and / or spring-loaded element or similar mechanism ensures easy folding and unfolding of the chassis and forward and backward movement of the steering unit. A pivoting / moving cable guide ensures that the brake line running to the front wheel is guided without kinks or chafing.

[0100] The bicycle remains maneuverable even in the shortened configuration, and depending on the design, also rideable.

[0101] A protective box 149 is attached in the area of ​​the front wheel. This can be pivoted with the cargo compartment chassis 138 or, as in the illustrated version, fixedly connected to the steering bridge 108. The protective box 149 protects the rider and cargo from splashing water and simultaneously serves as a partition between the cargo compartment and the front wheel. Alternatively, a standard mudguard can be used, particularly if a bicycle fork is present (see Fig. 13) or, if necessary, in combination with a separate cargo compartment partition. The protective box 149 can optionally include an additional storage surface 150 to further increase the cargo capacity.

[0102] Both the cargo compartment side wall 141 and the cargo compartment floor panel 142 can be connected to other components. Alternatively, other components can perform the function of the cargo compartment side wall 141 and / or the cargo compartment floor panel 142, so that no specific cargo compartment side wall 141 or cargo compartment floor panel 142 is used. Cargo compartment side wall segments can be attached to the skin frame. The front cargo compartment 135 is connected to the central cargo compartment 157 via the cargo compartment tunnels 154 (Fig. 9). This results in a particularly long overall cargo space and allows the storage of thin, long objects of dimensions that previously made transport with a cargo bike difficult, e.g., tools with handles or, for example, ski poles or skis.

[0103] As an alternative embodiment, a cable steering system or a hydraulic steering system of a known type can be used to transmit the steering impulses from the steering shaft 118 to the wheel hub steering 109, a bicycle fork (or another steering 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 shaft 118 and the double boom 120 (or other steering device). At least two (or, as a safety feature, four, in pairs) flexible cables, in which a cable runs, are attached to transmit the steering impulses. Since the flexible cables and the cable are of sufficient length, they can perform their function independently of the configuration.

[0104] In the case of a hydraulic solution, master and slave cylinders are mounted at the aforementioned locations. The hydraulic fluid serves as the element that transmits the steering force.

[0105] In the illustrated embodiment, the bicycle has a carriage 5 (see Figure 10) which supports the handlebars 15, and a frame-mounted carriage base with two carriage rails 6, wherein the carriage is slidably mounted relative to the frame-mounted carriage base to adjust the handlebar position. This design allows the bicycle to be adapted to the anatomy of different users, as is explained and described in detail in a further patent application filed simultaneously with the present patent application by the same applicant. In Figure 10, one of the carriage rails 6 is simultaneously a drive / brake spindle 31 (with electric motor 32) for the motorized drive of the carriage, reference numeral 7 denotes a connector which supports the carriage base relative to the frame, and reference numeral 27 denotes a carriage brake.

[0106] Exemplary embodiments with this optional feature include, for example, a second pivot-running unit which can function similarly to the first pivot-running unit and which is shown in a view and a horizontal section in Figures 11 and 12, respectively.

[0107] A second pivot-running unit 9 serves to transmit the steering movement from the steering linkage 15 to the steering shaft 118. The second pivot-running unit 9 includes the (second) pivot plate 10 and two (second) pivot wheels 11 rotatably mounted thereon, the axis of rotation of which is fixed relative to the pivot plate 10. The axles of the pivot wheels can, for example, be bolted, 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 configurations would also be conceivable. The two pivot wheels 11, which have the same diameter (or pitch circle diameter and module), are rotatably mounted in a symmetrical left / right arrangement parallel to the steering linkage 15 and are meshed with each other and with external guide rails 12.

[0108] 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 steering shaft 118. At their rear end, the steering struts 18 are connected via a spring connector 24 – alternatively, a magnetic connector 25 (also shown in Figs. 11 and 12) 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.

[0109] The relative position shown in 5 and 6 allows for this, but it is counteracted by a force - connected to each other.

[0110] Therefore, a pivoting movement of the pivot plate 10 about the axis of the first steering shaft 13 (of the steering shaft; such a pivoting movement is effected by actuating the steering 15, thus corresponding to a steering impulse) causes a movement of the pivot wheels 11 about the axis of the first steering shaft. Analogously to the above, the pivot-running unit 9 with the double arm 16 also 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 shaft) along line J, so 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 struts 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 shaft.The steering movement is thus transmitted to the steering struts 18 by means of the swivel wheels 11 which are engaged with the running rails 12 and via the double boom 16 to the (second) steering shaft 118 - or another steering force transmitting component.

[0111] The design of the second pivot-running unit 9 also allows the pivot 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 pivot 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.

[0112] In the illustrated embodiment, the steering struts 18 also simultaneously serve as guides for the Schenk wheel. For this purpose, the steering struts 18 have a U-shape in cross-section, with the guide rails 12 being embedded and fastened into the U-shape, and the U-shaped legs projecting beyond the guide rails 12 serving as guides for the wheels.

[0113] Rails, sleds, outriggers, swivel plates and steering struts can generally be located externally, partially externally or completely inside a frame tube or other frame structure element.

[0114] In the illustrated embodiment, exactly two swivel wheels 11 are present. There could also be several swivel wheels 11 connected in series, each transmitting power synchronously to the guide rails 12. Alternatively, drive belts (or similar components) could be used that rotate symmetrically, synchronously, and in opposite directions.

[0115] The second pivot-running unit 9 can thus, when the bicycle is in use, transmit the rotational movement of the first steering stem 13 into a forward and backward longitudinal movement of the steering stays 18, to transmit the steering impulses to the second steering stem 118 or another steering unit and thereby to the bicycle fork 59 and the front wheel 104 - and secondly, enable the steering handlebar 15 to be moved in relation to the bottom bracket 103 in order to adjust the effective frame size (especially reach).

[0116] The spring connector 24, attached to the rear ends of the steering struts 18 in the illustrated embodiment, 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 contact surfaces are engaged without play.

[0117] 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 stays 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 with them, thus remaining unhindered and independent of the steering angle in engagement with the steering stays 18. Figure 13 illustrates the possibility of using a swiveling bicycle fork 161 instead of a hub steering system, which holds the front wheel 104. This fork is held by a fork bracket 182, which in turn is attached to the steering bridge 108.The transmission of steering impulses to the front wheel can be carried out analogously to the above-described embodiment with hub control, as illustrated in Fig. 13; alternatively, a transmission of the steering impulses directly to the fork stem or a rotatable attachment of a steering rod directly to the fork or a fork leg, the fork bridge or in the area of ​​the hub mount is also conceivable.

[0118] Figures 14-20 illustrate alternative principles for the transmission mechanism of the steering impulses from the (second) steering shaft 118 to the front wheel (or to a steering arm 122), with Figures 14-16 each showing a variant of the cargo bike in a view from below and Figures 17-20 showing only the mechanism per se.

[0119] Fig. 14 shows an embodiment in which the steering arms are replaced by a single synchronous spindle steering arm 163. This is driven via a universal joint 165 or a driveshaft together with the drive spindle 130 of the type described. In the illustrated example, the electric motor 129 is connected to the synchronous spindle steering arm 163 via a gearbox 164; the motor is mounted on the single boom 162. The reverse configuration (an electric motor mounted on the frame drives the drive spindle 130) would also be possible.

[0120] Alternatively, one electric motor each can be used for the drive spindle 130 and the synchronous spindle steering linkage 163, with the electronics ensuring that the two electric motors run synchronously, thus eliminating the need for a connection via shaft joints 165 or similar. This is illustrated in Fig. 15. Manual adjustment solely through the user's force would be impossible in these embodiments.

[0121] Fig. 16 shows two synchronous spindle steering arms 163, which are mechanically coupled to each other. Provided the spindle pitch of the synchronous spindles 163 is not self-locking, the assembly can be used as an unmotorized, purely synchronous swivel-running unit, operated by manually shifting the front towards the main frame. Alternatively, one of the synchronous spindles can be motorized.

[0122] An additional drive spindle 30 can also be used between the slide and the main frame for motorized adjustment, as illustrated in Fig. 16. Fig. 16 shows an embodiment with drive spindle 130 and an electric motor 129 integrated into the frame; hidden in Fig. 16.

[0123] In Fig. 17, the pivoting element is a spur-toothed swivel wheel 170, and the steering arms are designed as synchronous spindle steering arms 163. The two synchronous spindle steering arms 163 are coupled to each other (shaft joint connection) and rotate in opposite directions, and can be driven, for example, by a motor. Instead of a shaft joint connection, a flexible shaft, e.g., according to the Diemel principle, is also possible. A motorized drive can, for example, be operated synchronously with the drive of a drive spindle 130 (which can function as a drive-brake spindle) of the type described above, or replace such a drive; that is, the synchronous spindle steering arms 163 can simultaneously serve as drive spindles for adjusting the distance between the main frame and the front.

[0124] In the embodiment shown in Fig. 17, the locking element 128 is designed as a locking element roller 166 to follow the longitudinal movement by rolling. The left and right locking elements 128 are designed separately in two parts for pivoting, but could also be designed as a single piece in the implementation variant shown.

[0125] The variant shown in Fig. 18 uses a synchronization belt 167 as the synchronization element instead of the shaft joint connection. This belt can be made of an elastic material; alternatively, a belt tensioner can be used. The left and right locking elements 128 – also with locking element rollers – can be manufactured as a single unit.

[0126] Another independent difference in the design according to Fig. 18 is that there is also a spur-toothed swivel wheel on the side of the double boom that rotates with it.

[0127] Fig. 19 shows a variant in which a synchronization gear 181 is provided as a synchronization element instead of the wave-joint connection or the synchronization belt. Fig. 20, finally, shows another variant with a locking element 128 with a locking element roller 166 and with two swivel wheels 116 of the type described above in more detail, as well as with steering struts 119 with guide rails 117.

[0128] Figures 21 and 22 show a variant of the cargo bikes of the type described above in their extended and shortened configurations, respectively. This variant is characterized by a rail guard 185, which pivots with the cargo chassis and is an integral part of it. The rail guard can be mounted as a separate element on a strut or side wall of the cargo chassis or be formed by it, for example, by the cargo chassis having a corresponding projection. In its folded-up position (Fig. 22), i.e., in the shortened configuration, the rail guard 185 protects the open rail segments from scratches and damage by lying in front of the free ends of the rails and, for example, having a slightly larger lateral extension than the rails. It can be made of a material optimized for its protective function, such as rubber or a soft plastic.

[0129] Another protective feature, independent of the rail guard 185 and optional, can be seen in Fig. 22: When folded up, the cargo compartment chassis does not protrude beyond the front wheel at its front end, with the exception of the rail guard, which protects the cargo compartment chassis from the front through the rubberized tires, e.g. when parking opposite a house wall.

[0130] More generally, protection and optimization in terms of compactness in the shortened configuration can be achieved if the cargo space chassis in this configuration does not protrude forward beyond the front wheel or only by a maximum of approximately 10 cm.

[0131] Additionally or alternatively, it can be provided that the rails in the shortened configuration do not protrude beyond the tire at their front end.

[0132] Additionally or as a further alternative, the rails may be provided with buffers at their front end (these may be formed by the end stops or be additional elements, e.g. attached to the end stops), for example made of rubber or plastic, which protect them from impacts and scratches, especially during manual maneuvering.

[0133] Figures 23 and 24 show a cargo bike cut along a plane parallel to the vertical median plane through one of the rails (the rail closer to the viewer), in the extended configuration and in the shortened configuration.

[0134] First, as illustrated in Figures 23 and 24, the rail bracket 191 of the main frame (see also Figure 6 and others) lies behind the (vertical) plane in which the main frame and front end meet; that is, the rail bracket lies completely within the installation space of the main frame and does not project longitudinally beyond the front tube 160. This results in a particularly favorable ratio between compactness on the one hand and a large adjustment range of the relative position of the front end to the main frame on the other. Second, Figures 23 and 24 show the independent feature that, in the shortened configuration, an approximately equilateral triangle is formed between points U, V, and W. Here, U denotes the rear pivot point of the folding arm 143 (i.e.,UV, UW, and VW are defined as the axis to which the folding arm 143 is attached to the main frame (in intersection with the vertical longitudinal plane), V as the location of the cargo compartment folding bearing 144 (in intersection with the vertical longitudinal plane), and W as the location of the wheel axle (in intersection with the vertical longitudinal plane). The distances UV, UW, and VW can differ from each other by, for example, a maximum of 25% or a maximum of 20%.

[0135] Figure 25 shows – in its shortened configuration – another embodiment of a cargo bike with a transparent cargo compartment cover 193, which in the shortened configuration shown is located in front of the main frame. This feature takes advantage of the fact that, in some embodiments, the bike remains rideable even in the shortened configuration.

[0136] A cargo compartment cover 193, for example, which is transparent or partially transparent, can be, for instance, a film / textile stretched over support points or a solid component, for example, made of plastic. Due to its position and transparency, it can also function as a windshield. The front 102 is fixed to the rails 111 or the main frame 101 by means of a fixing brake or tensioning device 155, for example, a quick-release fastener. Figure 26 shows an optional feature of the embodiments described so far, namely an optional service opening on the side for mounting the double boom 16 (Figs. 10-12) on the upper part of the front tube 160. Such an opening can, for example, be covered by a removable front light.

[0137] Figure 27 illustrates a further embodiment of a bicycle 100 in a broader sense, namely an electric scooter. The electric scooter has a main frame (left) and a front (right) with a front-end chassis of the type described above. The counter-strut 195 to the rigid cargo-end chassis (which may, for example, have a compression strut of the type described) extends upwards from a base, for example laterally.

Claims

PATENT CLAIMS 1. Cargo bicycle (100) comprising a bicycle frame, a handlebar (15), at least one driven rear wheel (105), and at least one steerable front wheel (104), wherein the bicycle frame comprises a main frame (101) supporting the at least one rear wheel (105) and a front section (102) supporting the at least one front wheel (104), wherein the at least one rear wheel (105) and the at least one front wheel (104) define a vertical median plane extending along a longitudinal axis of the bicycle, characterized in that the main frame (101) has a positionally stable rail (111) on each side of the median plane, and that the front section (102) has a rail guide (113) for each rail (111) which is axially displaceable on the rail (111) with respect to the longitudinal axis, so that the front section (102) can be linearly displaced between an extended configuration and a shortened configuration relative to the main frame (111) It is movable.

2. Cargo bicycle according to claim 1, wherein the front wheel (104) in the shortened configuration is located at least partially between the rails (111) of the main frame.

3. Cargo bicycle according to claim 1 or 2, wherein the front has a steering bridge (108) which connects the rail guides (113) located on both sides of the central plane in a dimensionally stable manner.

4. Cargo bicycle according to claim 3, wherein the steering bridge (108) is arranged behind the front wheel (104) and below an axle of the front wheel (104).

5. Cargo bicycle according to claim 3 or 4, comprising a protective box (149) supported by the steering bridge, which covers the front wheel to the rear.

6. Cargo bike according to claim 5, wherein the protective box (149) forms a storage surface (150) which can be used in both the extended configuration and the shortened configuration.

7. Cargo bicycle according to one of the preceding claims, comprising a cargo space chassis (138) which is dimensionally stable in itself and in the extended configuration is connected to both the main frame (101) and the front (102) in a force-transmitting manner.

8. Cargo bicycle according to claim 7, wherein the cargo space chassis (138) is foldable upwards when transitioning from the extended configuration to the shortened configuration, in order to have a folding axis fixed relative to the front.

9. Cargo bicycle according to claim 8, wherein the folding axle is arranged within the wheel diameter of the front wheel (104).

10. Cargo bicycle according to claim 9, wherein the folding axle is coaxial to a wheel axle of the front wheel.

11. Cargo bicycle according to one of claims 7-10, wherein the cargo space chassis (138) has at least one strut (140) which is connected to the folding axle in a force-transmitting manner and which, in the extended configuration, can be connected to a connection point of the main frame in a force-transmitting manner, wherein the connection point is located above the rails (111), so that a force triangle (ABC) results.

12. Cargo bicycle according to one of claims 7-11, wherein the chassis (138) has a cargo compartment cover (193) that is at least partially transparent and is arranged in front of the main frame in the shortened configuration and serves as a windscreen.

13. Cargo bike according to one of the preceding claims, wherein the rails have end stops (137) which limit a movement of the rail guides (113) relative to the rails (111).

14. Cargo bike according to claim 13, wherein a stop defined by the end stops (137) for the movement of the rail guides (113) relative to the rails (111) is adjustable.

15. Cargo bike according to any of the preceding claims, comprising a front cargo space (135) formed by the front (102) and a central cargo space (157) formed by the main frame (101), wherein the front cargo space and the central cargo space are connected to each other via a cargo space tunnel (154).

16. Cargo bicycle according to one of the preceding claims, comprising a transmission mechanism for transmitting steering impulses from the handlebar (15) to the steerable front wheel (104), wherein the transmission mechanism is a transmission mechanism and wherein the transmission mechanism comprises a pivoting element (10; 115; 170), a drive element (16; 120) and at least one steering element (18; 119, 163, 171), wherein the pivoting element is pivotable about a first pivot axis (H, H') by actuation of the handlebar (15), a pivoting of the drive element about the second pivot axis (I, I') causes a pivoting movement of the steerable wheel, and wherein the steering element causes the pivoting element and the drive element over a variable distance dependent on a slide position, such that a pivoting of the pivoting element about the first pivot axis (H, H') causes the drive element to pivot about the second pivot axis (I, I') causes.

17. Cargo bike according to one of the preceding claims, which is also rideable and steerable in the shortened configuration.

18. Cargo bike according to one of the preceding claims, which is less than 2 m long in the shortened configuration and longer than 2 m in the extended configuration.

19. Cargo bike according to one of the preceding claims, wherein the rails (111) have a distance from each other which corresponds to at least one radius of the front wheel.

20. Cargo bike according to one of the preceding claims, wherein the length of the rail guides (113) is at most half the length of the rails (111).

21. Cargo bike according to one of the preceding claims, wherein the length of the rail guides (113) is at least one sixth of the length of the rails (111), in particular at least one quarter of the length of the rails (111).

22. Cargo bicycle according to one of the preceding claims, wherein the rail guides (113) are located at their front end in a region to the left and right within the diameter of the front wheel.

23. Cargo bicycle according to one of the preceding claims, wherein an adjustment range of the total length of the bicycle is at least equal to the diameter of the front wheel.

24. Cargo bicycle according to one of the preceding claims, wherein a rail bracket (191) by which the rails (111) are attached to the main frame (101) lies completely within a space of the main frame or projects a maximum of approximately 10 cm out of this space.

25. Cargo bicycle according to one of the preceding claims, wherein the main frame forms a counter-pressure strut (112, 158; 195) by which a counter-pressure can be exerted at connection points where the cargo space chassis (138) bears against the main frame in a force-transmitting manner.

26. Cargo bicycle according to one of the preceding claims, wherein a connection point at which the cargo space chassis (138) bears against the main frame in a force-transmitting manner is located at a vertical distance to the rails (111) which corresponds to at least one eighth of a horizontal dimension of the front in the extended state, measured from the main frame to the wheel axle of the front wheel.

27. Cargo bicycle according to one of the preceding claims, wherein a wheel axle of the front wheel is suspended directly on the steering bridge (108) and wherein the front wheel has a hub steering system.

28. Cargo bicycle according to one of the preceding claims, comprising a rail guard (185) which pivots with and is part of the cargo space chassis and is located in front of the ends of the rails in the shortened configuration.

29. Cargo bicycle according to one of the preceding claims, wherein the cargo space chassis in the shortened configuration does not project beyond the front wheel at its front end, optionally with the exception of a rail guard, or projects beyond the front wheel by a maximum of 10 cm.

30. Cargo bike according to one of the preceding claims, wherein the rails (111) in the shortened configuration do not extend beyond a tire of the front wheel at their front end.

Images