Bicycle

Abstract

The present text relates to a bicycle (100) which has handlebars (15) which can be moved relative to the steerable wheel or the steerable wheels. A transmission mechanism is provided for transmitting the steering impulses, and transmits the steering impulses between the handlebars (15) and the steerable wheel. This transmission mechanism comprises a pivot element (115), a driver element (120) and at least one steering element (119), wherein the pivot element can be pivoted about a first pivot axis by actuating the handlebars, pivoting of the driver element about a second pivot axis causes a pivoting movement of the steerable wheel, and wherein the steering element is connected to the pivot element at a first coupling point and to the driver element at a second coupling point and keeps the distance between the first coupling point and the second coupling point constant during a steering movement, wherein the distance between the first pivot axis and the second pivot axis is variable.

Description

[0001] BICYCLE

[0002] The invention relates to a bicycle. In particular, it relates to a bicycle with a non-constant distance between the handlebars (bicycle handlebars) on the one hand and the steerable wheel(s) - usually the front wheel(s) - on the other.

[0003] A non-constant distance between the handlebars and the wheel can result from the adjustable dimensions of the bicycle, for example, to accommodate users of different body sizes or for use in different situations (e.g., commuting, as a sports training device (where aerodynamics can also play a role), for steep ascents or descents). On the other hand, the distance between the handlebars and the wheel is also not constant on some bicycles that allow for different configurations. Such different configurations might include, for example, a fully extended and a shortened configuration on a folding bike, a shortenable cargo bike, a recumbent bike, or other types of bicycles.

[0004] Current technology includes, for example, adjustable handlebar stems that allow the handlebars to swivel forward and backward. However, these solutions alone are not entirely satisfactory, as they only address ergonomic needs to a limited extent and with compromises. For instance, a significant change in the stem's effective length can negatively impact the bicycle's handling. Furthermore, for bicycles with different configurations, a single adjustable handlebar stem is generally insufficient, especially considering the impracticality of requiring the user to adjust the handlebars every time they switch between different configurations.

[0005] German patent application DE 102014 110 261 A1 proposed a cargo bike with two frame sections that are movable relative to each other, allowing the bike to be moved from a working position to a shortened resting position. A steering linkage is provided to transmit the steering movement from the handlebars to the steerable front wheel. DE 102014 110 261 A1 did not provide any information on the behavior of the steering linkage during the transition to the resting position or when returning it to its working position. WO 2020 / 175981 A1 also relates to a cargo bike with two sections that are slidably mounted relative to each other. A telescopic linkage with deflections between angled shafts is provided for transmitting the steering movement.However, the transmission of rotary motion of the shafts over acute angles using gears with conical teeth is challenging, and a possible slippage that is unacceptable for the application of steering impulse transmission cannot be ruled out.

[0006] It is an object of the present invention to overcome disadvantages of the prior art and to provide a bicycle which offers a stable and, in terms of operation, as simple a solution as possible for the problem of non-constant distances between the handlebars and the steerable wheel.

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

[0008] According to one aspect of the invention, a bicycle comprises a bicycle frame, handlebars, and wheels, at least one of which is steerable. A transmission mechanism is provided between the handlebars and the steerable wheel, which transmits steering impulses from the handlebars to the steerable wheel. This mechanism includes a pivoting element, a drive element, and at least one steering element (e.g., a steering stem). The pivoting element can be pivoted about a first pivot axis by actuating the handlebars, pivoting the drive element about a second pivot axis causes a pivoting movement of the steerable wheel, and the steering element is connected to the pivoting element at a first coupling point and to the drive element at a second coupling point. During a steering movement, the distance between the first coupling point and the second coupling point remains constant.wherein a pivoting of the pivoting element about the first pivoting axis causes a pivoting of the drive element about the second pivoting axis, wherein the distance between the first pivoting axis and the second pivoting axis is variable, and wherein the bicycle is configured to change the distance between the first coupling point and the second coupling point when the distance between the first pivoting axis and the second pivoting axis changes in accordance with the change in the distance between the first pivoting axis and the second pivoting axis, i.e., the distance between the first and second coupling point is changed in the same way as the distance between the first and second pivoting axes.

[0009] The change in the distance between the first coupling point and the second coupling point when the distance between the first pivot axis and the second pivot axis changes occurs in particular synchronously with the change in the distance between the first pivot axis and the second pivot axis, i.e., it is accompanied by it.

[0010] In many designs, the steerable wheel, for example the front wheel, is fixed to the frame by means of a head tube, which can, for instance, 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 handlebars are adjustable in some designs, therefore carries the steerable wheel, especially the front wheel, in many designs.

[0011] For the purposes of this text, a bicycle is a means of transportation with handlebars and wheels, at least one of which is steerable 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, 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, 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.

[0012] 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.

[0013] 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 the 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. The first coupling point is generally located at a (first) distance from the first pivot axis, and the second coupling point at a (second) distance from the second pivot axis, whereby the first and the second distances may be equal.

[0014] The ability to change the distance between the first pivot axis and the second pivot axis allows for a corresponding change in the distance between the handlebars and the steerable wheel. In one group of designs, stepless adjustment of the distance between the handlebars and the steerable wheel—and thus adjustment of the handlebar position relative to the frame—can be ensured. In a second group of designs, the handlebar position is adjustable in discrete steps, and the change in the distance between the first and second pivot points, along with the distance between the first and second pivot axes, occurs in these discrete steps.

[0015] For example, in the second group of designs, the same adjustment can be ensured by ensuring that, firstly, the distances between the detent positions (the discrete slide mounting positions and the discrete relative positions in the transmission mechanism) correspond to each other, and secondly, that optional labels for the different detent positions indicate each other. The latter can be achieved, for example, by using identical designations (e.g., S, M, L, XL, or 1, 2, 3, 4,... or color coding, 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 stem, on the other. In the simplest case, the first pivot axis corresponds to the axis around which the handlebars pivot, and the second pivot axis corresponds to the axis around which the steerable wheel pivots when steering, e.g., the axis of a fork steerer tube. However, other cases are also conceivable, e.g.,...by having one of the pivot axes belong to a steering shaft which transmits steering impulses without being directly connected to the handlebar or the steerable wheel, by having the second pivot axis belong to a boom for a steering arm which transmits the steering impulses to the steerable wheel (where the steerable wheel can then optionally have hub steering, i.e. it also works without a pivoting wheel fork) and / or by having another configuration in which the steering impulses are to be transmitted over the distance bridged by the steering element.

[0016] It is particularly advantageous if the steering element on the one hand and the pivoting element and / or the drive element on the other are connected to each other at the coupling points via a positive-locking connection. Where the steering element and the pivoting element or the drive element move relative to each other when their position is shifted (i.e., where the coupling point is not stationary relative to the steering element), this connection can be in the form of a toothed joint. Where the coupling point is stationary relative to the steering element, a positive-locking connection can be achieved, for example, in a known manner via a pivot pin or other articulated connection. This allows the pivoting movement of the pivoting element to cause a slip-free displacement of the steering element during steering, and this displacement, in turn, causes a slip-free pivoting movement of the drive element. Furthermore, if the distance between the first pivot axis and the second pivot axis changes, for example...A rolling motion on a toothing of the steering element or a spindle movement of the steering element (if it is designed as a spindle steering strut) allows the first coupling point and / or the second coupling point to move on the steering element and along a steering element axis.

[0017] The steering element can be a steering strut, e.g. a steering strut with a guide rail with a toothing or a spindle steering strut.

[0018] If the first and second pivot axes are shifted relative to each other, the first coupling point or the second coupling point can move along the steering elements relative to the steering element - either the first or both.

[0019] In embodiments with stepless adjustability, a plurality of mounting positions (e.g., increments) are provided. To move the wheel, the corresponding (incremental) connections are released and, after the desired number of steps, re-fixed at the appropriately moved point. This ensures that the steerable wheel remains aligned with the handlebar after the movement.

[0020] In one group of embodiments, a pair of steering elements, in particular steering struts, is present on both sides of a connecting line between the points about which the pivoting element or drive element pivots (i.e., also on both sides of a connecting plane between the first and second pivot axes). Accordingly, there are two first coupling points (on both sides of the pivoting element) and two second coupling points (on both sides of the drive element). The two steering elements form, for example, an asymmetrical arrangement. During a steering movement, they move in opposite directions to each other.

[0021] The steering arms are arranged in such a way that a steering movement of the handlebar 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.

[0022] 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 swivel bearings or ball joint bearings, whose swivel axis or head position is fixed relative to the respective steering element and the drive element. The coupling points between the respective steering element and the swivel element (e.g., swivel plate) can be designed so that they move synchronously with each other relative to the respective steering element when the swivel axes are moved relative to the steering element.

[0023] The reverse is also possible: a design of the pivoting element as a double cantilever with pivot bearings, and of the drive element with second coupling points relative to which the steering elements are moved synchronously during a displacement. There are various possibilities for the design of the coupling between the steering elements on the one hand and the pivoting element or the drive element on the other.

[0024] One possibility is that each steering element has a track, and that the pivot element (or the drive element) has a pair of swivel wheels mounted so that they can rotate about an axis relative to the pivot element (or the drive element), coupled to each other, and each coupled to one of the tracks. Thus, pivoting the pivot element via the tracks causes the steering elements to move relative to each other, and when the pivot axis is shifted relative to the second pivot axis, the swivel wheels rotate synchronously and roll on the tracks.

[0025] The guide rails can in particular have teeth, and the swivel wheels can be designed as interlocking gears, for example with identical pitch circle diameters of their teeth.

[0026] This first option has the advantage of allowing the pivot axes to be moved relative to each other axially (in relation to the axis of the steering stays, e.g., approximately corresponding to the longitudinal axis of the bicycle), with the swivel wheels then rolling on the guide rails. The guide rails, and thus the steering elements (e.g., steering stays), can be designed as purely passive elements; the user simply needs to push the elements to be moved relative to each other with the brake released (meaning a brake on the sliding movement that causes the first and second pivot axes to move relative to each other) to adjust the position. However, an active drive is not excluded.

[0027] The steering elements, such as steering struts, 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, depending on the configuration, it has the additional advantage of automatically returning the handlebars to the straight position.

[0028] 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.

[0029] A second option for designing the coupling between the steering elements and the pivot element or the drive element is to design the steering elements as spindle steering links. A spindle has an external thread (in the broader sense), i.e., a helical structure of the 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 when the pivot axes are moved relative to each other (the rotation of the spindle steering links can be actively driven). In this configuration, the pivot element or the drive 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 or drive element can be...The drive element can also be designed as a swivel wheel, which is toothed on both sides with one of the spindle steering struts.

[0030] 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 (e.g., a drive / brake spindle) when the swivel axes are moved relative to each other. This spindle causes the movement of the elements to be moved (e.g., a slide carrying the steering linkage relative to the frame, or frame parts relative to each other during the transition between an extended and a retracted state).

[0031] A third possibility, especially for designs with stepless adjustability, is a connection via a pin joint. A joint pin can be attached to the steering element at one of several predetermined joint pin mounting positions (e.g., grid positions) and connect this to the swivel element in a pivoting manner.

[0032] As mentioned, it can be advantageous if, during a steering movement, the coupling between the pivot element and the steering element(s) is effected by a positive-locking connection; this applies regardless of whether a single steering element or a pair of steering elements is present. 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 a 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.

[0033] The connection between the steering element(s) on the one hand and the drive element on the other can also be a positive-locking connection. This is the case, for example, when the steering element is coupled to the drive element via a swivel bearing (with a bearing pin) or similar mechanism.

[0034] The adjustment of the distance between the handlebars and the wheel can be desirable, for example, by mounting the handlebars on a sliding platform that moves relative to the frame, allowing for adjustment of the handlebar position. Such adjustment may be desirable, for example, due to the different anatomies of different users or in different situations, and it may be necessary before starting a ride or even during a ride – for example, during a race between flat and uphill sections, to reduce fatigue, etc.

[0035] For example, the position of the sled can be part of a user profile. It can be stored in the memory of the bicycle's control electronics and / or in a mobile device (smartphone or similar, equipped with a suitable app).

[0036] The control electronics can include a communication module for exchanging data with a mobile device; firmware updates etc. can also be carried out via such a communication module.

[0037] A corresponding smartphone app can be part of the bicycle, for example by making the app specifically tailored to the bicycle available, e.g. via a free download or one associated with the purchase of the bicycle.

[0038] In certain designs, an electronically and / or electrically adjustable seatpost is available as an alternative or supplement to a handlebar adjustable on a sliding mechanism. For this purpose, the seatpost may be equipped with 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 uses suitable actuators to control the adjustment of the seatpost (whereby additional input from the user may be required). For example, the seatpost may have an electrically driven and / or electronically controlled mechanical, pneumatic, or hydraulic adjustment mechanism or indexing system. Like the electric drive of the sliding mechanism, the electronically controlled or electric drive of the seatpost can also assist in moving the rider to a defined position.

[0039] In one embodiment, the seat post has in particular a drive-brake spindle (saddle drive-brake spindle) which, via an electric motor, moves the movable part of the seat post with the saddle attached to it up and down in the manner of a slide by means of a rotary movement and holds it in its position.

[0040] The concept of a drive-brake spindle for adjusting the seat post with saddle via a rotary movement, 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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).

[0046] The following options apply:

[0047] • 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.

[0048] • 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.

[0049] • 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.

[0050] • The spindle can be designed as an independent component; a dip tube or standpipe can also be designed as a spindle,

[0051] • 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).

[0052] • 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.

[0053] A particular advantage of the second aspect is its compatibility with the handlebar adjustment as described in the present text.

[0054] However, the adjustment of the distance between the handlebars and the steerable wheel can also be desirable if the bicycle can be configured in different ways. For example, if it is designed as a cargo bike, it can have an extended configuration with a fully functional cargo space and a shortened configuration, with frame components of the bicycle frame being movable relative to each other between the extended and shortened configurations. If, for example, a main frame supports the handlebars and another frame component, such as a front section, supports the steerable wheel, then the inventive approach can be applied.

[0055] In some embodiments, the bicycle has an electric drive for moving the parts to be moved relative to each other, be it the sled with the handlebars and / or the frame parts relative to each other.

[0056] Such an electric drive can, for example, include an electrically driven spindle whose rotation causes an axial displacement of the carriage or frame component. For instance, a bicycle can have a drive-brake spindle. A drive-brake spindle can be electrically driven or manually, for example, via a crank.

[0057] It is also possible that such a spindle – electrically or manually driven – is part of the swivel-running unit through which the control impulses are transmitted.

[0058] An electric drive for the carriage or frame component – ​​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.

[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. The figures show:

[0060] Fig. 1 1 and 2 Views of a bicycle, in Fig. 1 with mobile phone;

[0061] Fig. 3 shows a view of a variant of the bicycle, partially in exploded view;

[0062] Fig. 4 shows a slide, a slide base and a transmission mechanism for transmitting steering impulses to a steering shaft;

[0063] Figs. 5, 6 show a view of a pivot-running unit of a transmission mechanism and a section through a plane parallel to the displacement axis; Fig. 7 shows the elements of Fig. 4 cut along a vertical plane through one of the steering struts and through a rail;

[0064] Figs. 8-12 Views of the slide, slide base and transmission mechanism of variants of the steering design;

[0065] Fig. 13 Elements of a swivel-running unit with brake;

[0066] Fig. 14 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;

[0067] Figs. 15-17 Views of a cargo bike, with some elements partially omitted;

[0068] Fig. 18, 19 Elements of a transmission mechanism for transmitting steering impulses to the steering shaft;

[0069] Figs. 20-22 Views of other variants of the bicycle;

[0070] Figs. 23-26 show further variants of transmission mechanisms from the steering shaft to the front wheel;

[0071] Figs. 27-30 Functions and variants of the locking element of a swivel running unit of a transmission mechanism;

[0072] Figs. 31-44 Further examples of bicycle designs;

[0073] Fig. 45 shows a sectional view of the rear of a bicycle;

[0074] Fig. 46 another bicycle; Figs. 47-50 views and a sectional view of details of the bicycle according to Fig. 46;

[0075] Figs. 51 and 52 show two views of another embodiment of a sled with linkage, sled base and transmission mechanism; and

[0076] Fig. 53 shows a detail of the embodiment shown in Figs. 51 and 52 in a sectional view.

[0077] 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 common to the embodiments of Figures 1–3, and in Figure 4 additionally the carriage and carriage base of the embodiment of Figure 3.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] Slightly offset from the rest of the figure are a rail cover 39 (not shown in Fig. 2) and a service opening cover 52, in a 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.

[0083] Between the base supports 8, the bicycle frame 30 can have another structurally load-bearing connection, in addition to the sled base 4 itself, 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; that is, the rail cover can be a frame component as a load-bearing structure. 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.

[0084] 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, or behind or in front of the slide base 4) would also be possible.

[0085] 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.

[0086] 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.

[0087] 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, for example, be 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.

[0088] 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 fixedly mounted on the fork steerer tube 20. At their rear end, the steering struts 18 are connected to each other 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 allows the steering struts 18 to be displaced relative to each other away from the relative position shown in Figs. 5 and 6, but provides a counterforce to this displacement.

[0089] 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 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 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.

[0090] 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 steering force-transmitting component. 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 can be slightly offset, which may be desirable depending on the steering characteristics (or the position of the pivot points on the double boom 16).

[0091] 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.

[0092] In the illustrated embodiment, the steering struts 18 also simultaneously serve as swivel wheel guides. For this purpose, the steering struts 18 have a U-shape in cross-section, with the guide rails 12 being embedded and fixed in the U-shape, and the U-shaped legs projecting beyond the guide rails 12 serving as guides for the wheels.

[0093] 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.

[0094] 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.

[0095] Secondly, it allows the handlebars 15 to be moved relative to the bottom bracket 103 in order to adjust the effective frame size (reach; stack). This adjustment is possible before riding and / or, in some versions, also while riding, for example, electronically controlled, e.g., via a pulse generator / switch in the handlebar area.

[0096] 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 the purpose of adjusting the longitudinal orientation.

[0097] The aforementioned spring connector 24, attached to the rear ends of the steering stays 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 engage without play. 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 extension 16, and thus press the guide rails 12 against the swivel wheels 11 by means of a spring force (or repulsive magnetic force). In all embodiments, the guide rail 12 and steering stay 18 can also form a single structural unit.be made in one piece (one left and one right unit each).

[0098] The spring connector 24 (or a magnet) also has the useful function of automatically returning the handlebars to the straight-ahead position by pulling the rear ends of the steering arms 18 towards each other, into a position where they are at the same axial height. 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 pivot accordingly, thus remaining unimpeded and independent of the steering angle in engagement with the steering arms 18.

[0099] 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 applied 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.

[0100] A specific group of embodiments (Figs. 3, 4) features a drive-brake spindle 31. This 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 allows it to move the carriage 5 back and forth and fix it in its position. In the example shown in Figs. 3 and 4, one of the rails 6 serves as this 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 configured to perform the corresponding braking function.

[0101] 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. Such an electric motor 32 (i.e., generally an electric drive) can automate the adjustment of the handlebar position.

[0102] The drive-brake spindle 31 can be designed to be self-locking or non-self-locking and lockable.

[0103] 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.

[0104] 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 other 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.

[0105] Figures 8 to 12 show variants of the steering construction with sled, sled base, steering linkage and swivel running unit.

[0106] In the embodiment shown in Figure 8, the pair of swivel wheels is omitted, and instead of a pair of steering struts 18, a (single) synchronous spindle steering strut 73 is provided. This strut 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 strut 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 pitches 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.

[0107] Instead of a shaft joint connection 40 – this also applies to the embodiments described below in which several shafts / spindles are connected – 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.

[0108] 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.

[0109] 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.

[0110] 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. Embodiments 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.

[0111] Figure 9 shows a variant of the embodiment shown in Figure 8, 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).

[0112] In the embodiment shown in Figure 10, 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 Dremel 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.

[0113] 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.

[0114] In embodiments such as those shown in Fig. 10, 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. The example of Fig. 11 differs from that of Fig. 10 in that, instead of the pivot plate 10, a toothed swivel wheel 77 is provided, which is directly and rotationally fixed to the steering arm 15 via the steering shaft 13. As shown in Fig. 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 are rotated synchronously, the swivel wheel 77 is subjected to a translational movement.

[0115] Similar to the examples in Figures 1-7, the locking element serves as a guide; it is pivotable around the steering shaft 13.

[0116] In the illustrated embodiment there is no spring connector 24, but instead a locking element spacer 78.

[0117] This design can also be implemented 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).

[0118] 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). In the variant shown in Figure 12, two further differences are implemented independently of each other.

[0119] First, the double boom 16 is replaced by a second, front swivel wheel 79. This ensures that, during steering movements, 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 units.

[0120] 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.

[0121] 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.

[0122] In the illustrated embodiment, the synchronizing gear 81 has spur gears and is two-stage. The synchronizing spindle steering arms 73 run in sync with the two-stage gear, with identical spindle directions and pitches. Alternatively, bevel gears or a belt connection could also serve as the synchronizing gear 81.

[0123] Figures 13 and 14 briefly outline another possible implementation for the brake, which 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 pivot 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 revolver-like bores. A locking pin 86 connected to the linkage—such a pin could, for example, run through the steering shaft or another element moving with the linkage—is inserted into one of the bores in the locked position, thus preventing the corresponding pivot wheel 11 from rolling on the track.It blocks rotations of the swivel wheels except for the swivel movement of the handlebars, thus locking 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.

[0124] This solution also allows for simple visual control: a pulled-out locking pin 86 indicates that the bicycle is not yet ready to ride because the position of the sled, 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, dedicated marking element when the locking pin is pulled out.

[0125] It is also possible that a blocking pin control element 90 (see Fig. 15) - whose function can optionally be combined with that of the marking element, i.e. the control element can also serve as the marking element if necessary - can also provide a mechanical locking in the open (pulled out) state, for the purpose of easier movement of the slide.

[0126] A particularly elegant solution for positioning the locking pin 86 can be seen especially in Fig. 14: 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).

[0127] Figures 1-14 relate to a bicycle in which the variable distance between the first pivot axis H and the second pivot axis I of the transmission mechanism (see Fig. 6) is due to the fact that the handlebars are mounted on a slide 5 that is displaceable relative to the bicycle frame 30. In contrast to the illustrated embodiment, the slide can also be located in other positions relative to the frame, for example, in front of the fork steerer tube, as is known from triathlon handlebars. It can also run at different angles to the horizontal – i.e., the invention does not depend on the positioning of the slide or the orientation of the slide base.

[0128] The bicycles described in the following figures, in addition to the feature of the sled and the associated variable distance between a first pivot axis H, which can correspond to an axis of the steering stem 13, and the second pivot axis I, or alternatively, the feature that a distance between a main frame, which supports the handlebars, and a front section, which supports the steerable front wheel, is variable. This is the case, for example, with a cargo bicycle of the type described below; other bicycles with frame parts movable relative to each other, e.g., folding bicycles or bicycles that can be shortened in general, can also have this feature. The features of the transmission mechanism are generally transferable: i.e.,The principles described above for transmitting steering impulses from the steering stem connected to the handlebars to the fork stem are also applicable to transmitting steering impulses from a steering stem (not necessarily connected to the handlebars, see the description below) to another element connected to the steerable wheel, e.g., a boom or double boom that moves a steering arm. The same applies in reverse; that is, the characteristics of transmitting steering impulses from the steering stem to the boom or double boom described below are also applicable to transmitting steering impulses from the handlebars to a fork stem or a steering stem not connected to the handlebars.The concepts described and defined in this text for the transmission of steering impulses between a first pivot axis and a second pivot axis therefore apply generally and regardless of the mechanism by which the pivot axes are shifted relative to each other and regardless of where exactly the first and second pivot axes are located in relation to the handlebar and steerable wheel.

[0129] Figures 15-17 show a bicycle 100, namely a cargo bike, with certain elements omitted in Figure 16 for better visibility of the described mechanisms. Figures 15 and 16 show the extended configuration, and Figure 17 the shortened configuration. Figures 18 and 19 show the mechanism for transmitting steering impulses for the bicycle 100 according to Figures 15-17.

[0130] 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.

[0131] The front 102 is movable relative to the main frame. The illustrated steering device 107 has a movable handlebar 15 of the type described in detail above. However, a commercially available, fixed, non-movable steering device can also be used. The front 102 carries the front wheel 104 and a wheel hub steering system 109, as well as the associated components. In the illustrated embodiment, it has a steering bridge 108. However, the steering bridge can also be replaced by a conventional bicycle fork, in which case the steering bridge 108 is supplemented with a fork mount; other steering systems, for example, according to 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.The wheel hub steering 109 according to the illustrated embodiment makes it possible to do without a rotatably mounted bicycle fork, which enables a particularly stable frame construction.

[0132] 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 Fig. 17, in the shortened configuration, the front wheel is located between the rails 111 of the main frame.

[0133] On its underside, the bicycle has a first pivot-running unit 114 for steering. This unit comprises a pivot plate 115, two pivot wheels 116, two guide rails 117, two steering struts 119, and a double arm 120. The steering shaft 118 is rigidly connected to the pivot plate 115. The pivot wheels are, in turn, connected to the pivot plate by their axles being rigidly attached to the pivot plate 115, while still allowing the pivot wheels 116 to rotate about their respective axes. The steering impulses are transmitted from the steering shaft via the pivot plate 115 and the pivot wheels 116 to the guide rails 117 and thus to the steering struts 119, to which the guide rails 117 are attached. A pivot 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 handlebar 15 and are rotatably mounted. They are connected to each other and to the two outer guide rails 117 by means of a toothed (positive-locking) connection. The two swivel wheels 116 – or at least the engagement areas of the swivel wheels 116 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 shifting the front relative to the main frame.

[0134] 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 about the steering shaft axis (H', see Fig. 19). The pivot-running unit 109 with the double arm 116 defines a force quadrilateral that can be pivoted and extended or shortened at points D', E', F', G' about axes H' and I' along line J', whereby the pivoting movement of the pivot plate 115 about the axis of the steering shaft 118 causes a movement of the guide rails 117 and consequently of the steering arms 119 relative to each other, which in turn causes a corresponding pivoting movement of the double arm 120 about axis I'. The axes of the pivot wheels 116 and the axis of the steering shaft 118 can, but do not have to, lie on the same line. They can also be slightly offset from each other, which may be desirable depending on the steering behavior or the position of the pivot points on the double boom 120.The steering movement is transmitted to the steering arms 119 via the guide rails 117, which engage with the swivel wheels 116. The steering arms 119 are attached to the double boom 120 at their front ends, particularly symmetrically. The double boom 120 is rotatably mounted to 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 to the double boom 120 concentrically with the steering arm pivot points 121 or within these pivot points.

[0135] The steering struts 119, analogous to the above description, also simultaneously serve as swivel wheel guides. In this particular embodiment, the steering struts 119 have a U-shape in cross-section, with the guide rails 117 being embedded and fastened within the U-shape, and the U-shaped legs projecting beyond the guide rails 117 serving as guides for the wheels.

[0136] In the illustrated embodiment, (at least) two swivel wheels 116 are provided. In principle, several swivel wheels 116 connected in series can also be provided, each transmitting power 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. 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.

[0137] 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.

[0138] 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 backwards past the down tube, e.g., above or below the down tube or on both sides of the down tube, when the bicycle is brought into the shortened configuration. As a further alternative, the positions of the pivot plate 115 with the swivel wheels 116 on the one hand and the double boom 120 on the other hand can be exchanged, by attaching the pivot plate 115 with the swivel wheels 116 to the steering bridge 108 and the double boom being rigidly connected to the steering stem 118.In this case, when the steering stays 119 together with the guide rails 117 remain unchanged in position relative to the main frame 101 when the frame is pushed together, and the front wheel can be partially positioned between the steering stays in the shortened configuration, which is an option in particular if the steering stays have a sufficiently large distance between them or if good maneuverability in the shortened configuration is not a necessity.

[0139] The spacing of the rails is chosen, for example, to allow maximum steering of the front wheel in both directions within the space between the rails. The spacing of the rails can, for instance, be at least equal to the radius of the front wheel. This ensures that even with the front wheel at maximum steering angle, there is still some clearance for the steering linkage, a fender, or other components.

[0140] The guide rails 117 and steering arms 119 can be adjusted relative to each other 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. By means of a spring connector 126, 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 otherwise designed contact surfaces are engaged without backlash.The clamping force exerted by the spring connector 126 can also be applied, for example, by means of magnets attached to the steering arms 119 or the guide rails 117, which attract them towards 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, acting as a compression spring, can also be attached to the extended steering arms 119 in the area in front of the double boom 120, thereby pressing the guide rails 117 against the swivel wheels 116 by means of a spring force (or repulsive magnetic force).

[0141] 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 toothing (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.

[0142] The front 102 can be moved using an electric drive as a design variant. Such a drive for repositioning the front 102 can optionally operate via belts or gears, for example, via a driven swivel wheel 116, or separately via a drive spindle 130. A rail 111 itself can also optionally be configured as a drive spindle 130 and perform the corresponding function. The electric motor can be controlled via a user interface, for example, via a display 131, push buttons, 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. 16 can be driven electrically or manually.

[0143] Raising and lowering the front cargo compartment 135 or sliding the front 102 back and forth can also be done manually, possibly supported by a tension force, for example a gas spring.

[0144] At the free end of the rails 111, an end stop 137, which is optionally adjustable in the longitudinal direction, is attached, for example adjustable (An optional longitudinal adjustment would alternatively also be possible at the contact surface (stop surface) of the control bridge or the rail guides.

[0145] In the illustrated embodiment, the end stop is designed as a screwable pin with flange and lock nut. The end stop 137 defines the exact end point of the adjustment range of the front 102.

[0146] A cargo compartment chassis, comprising a chassis frame 139 and chassis thrust struts 140, is pivotably attached to the front 102. Cargo compartment side walls 141 can be attached to the cargo compartment chassis 138, which, together with cargo compartment floor panels, define the front cargo compartment 135.

[0147] The cargo compartment chassis 138, together with the cargo compartment side walls 141 and cargo compartment floor panels, is tilted upwards via a folding mechanism when the bicycle is shortened.

[0148] The bicycle remains maneuverable even in the shortened configuration, and depending on the design, also rideable. The front section 102 is fixed to the rails 111 or the main frame 101 by means of a fixing brake or clamping element 155, for example in the form of a quick-release fastener.

[0149] In the illustrated embodiment, the bicycle, as mentioned, also has a slide 5 which carries the handlebar 15, as well as a frame-mounted slide base with two slide arms 1s of the type described above with reference to Figures 1-14, wherein the slide is mounted so as to be slidable relative to the frame-mounted slide base for adjusting the handlebar position. Examples of embodiments with this optional feature include, for example, a second pivot-running unit, which can function similarly to the first pivot-running unit and / or to the pivot-running unit described in the embodiment shown in Figures 1-14.

[0150] Figures 20-26 illustrate alternative principles for the transmission mechanism of steering impulses from the steering stem 118 to the front wheel (or to a steering arm 122), with Figures 20-22 each showing a variant of the cargo bike in a bottom view and Figures 23-26 showing only the mechanism itself. Figure 20 shows an embodiment in which the steering stays are replaced by a single synchronous spindle steering stay 163. This is driven via a shaft 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 stay 163 via a gearbox 164; the motor shown is mounted on the single arm 162. The reverse (an electric motor mounted on the frame drives the drive spindle 130) would also be possible.

[0151] 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 Figure 21.

[0152] Figure 22 shows two synchronous spindle steering arms 163 that 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.

[0153] 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 a drive spindle 130 and an electric motor 129 integrated into the frame; hidden in Fig. 16. In Fig. 23, the pivoting element is a 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 Dremel principle, is also suitable. 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.The synchronous spindle steering struts 163 can simultaneously serve as drive spindles for adjusting the distance between the main frame and the front.

[0154] In the embodiment shown in Fig. 23, 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.

[0155] The variant shown in Figure 24 provides a synchronization belt 167 as the synchronization element instead of the wave-gel 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. Another independent difference from the embodiment shown in Figure 18 is that a toothed swivel wheel rotating with the double boom is also present on the boom side.

[0156] Figure 25 shows a variant in which a synchronization gear 181 is provided as a synchronization element instead of the wave gel connection or the synchronization belt.

[0157] Finally, Figure 26 shows another variant with locking element 128 with 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.

[0158] With reference to Figures 27-30, further functions and variants of the locking element 26; 128 are discussed, as the swivel-running units of various embodiments of the present invention have it in order to ensure that even under greater loads, impacts or similar conditions the swivel-running wheels 11; 116 or the swivel wheel 77; 170 remain engaged with the running rails or the spindle steering strut (and in the case of several swivel-running wheels 11; 116 remain engaged with each other).

[0159] Figure 27 shows the embodiment with two locking elements 26, which are rotatably mounted relative to the pivot wheel axles and each have a sliding surface that slides along the outside of the steering strut 18. Figure 28 illustrates a variant with two locking elements 26, which are rotatably mounted relative to the pivot wheel axles and each have two rollers 201 that roll along the outside of the steering strut 18.

[0160] Figure 29 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.

[0161] Figure 30 shows the embodiment with an integrated locking element, which is rotatably mounted on the axis of the swivel wheel 77, with a sliding surface and adjustable contact surface. As mentioned, examples with an integrated 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.

[0162] In the illustrated embodiments, the parts that can be moved relative to each other (the slide relative to the bicycle frame; the front relative to the main frame) are guided by rails. This is not necessary. For example, elements that can be moved relative to each other along an axis can also be connected to each other via a plurality of hinged elements (in the manner of a scissor connection, similar, for example, to folding wardrobes or folding tents). Figures 31-44 illustrate further application situations of the inventive method using the example of a bicycle with a handlebar mounted on a slide that can be moved relative to the frame. These figures each show a bicycle with a steerable front wheel, with the frame and the seat, e.g., the saddle, shown in silhouette.In each case, K denotes the axis providing the steering impulse, L the axis receiving the steering impulse, J1 the line of the carriage displacement direction, and J2 the line of the steering strut path.

[0163] Another aspect of possible implementations concerns an electrically and / or electronically controlled adjustable seatpost. The bicycle can therefore 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 system using an adjustment mechanism, as illustrated in the sectional view shown in Figure 45, which only shows 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 conventional dropper seatposts, this design allows for precise saddle height adjustment via the control system. Instead of a spindle, a ratchet mechanism, pneumatics, or hydraulics can be used to move the seatpost. A user profile can save the saddle position, along with the handlebar position if desired, so that when the user logs in, the saddle position (and possibly the handlebar position) is automatically adjusted.

[0164] 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 user identification can be done via a display 37, buttons, or other interfaces, thus preventing unintentional identification and malfunctions.

[0165] In certain versions, 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, possibly linked to and supported by location data.

[0166] 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 bike 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 bikes, the bike can "grow" with the child, thus avoiding the need for multiple purchases.

[0167] Figure 46 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 47 shows a detail of Figure 46 in an exploded view, with the covers 231 and fastening elements 215 shown separately. Figures 48 and 49 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 46. Figure 50 shows a section through the handlebars, slide, and transmission mechanism along a vertical plane perpendicular to the longitudinal direction.

[0168] For adjustability, the slide base 4 has several slide base indexing holes 212, arranged, for example, at regular intervals. In the illustrated example, the slide base 4 has two rails, each with the slide base indexing 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 each. At their end opposite the fixing pin holes—in the configuration according to the illustrated embodiment, at their upper end—they are received by a receptacle of a fixing element 215 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 grid holes 212 is, in particular, always the same. If, as in the illustrated embodiment, the slide has several fixing pins or fixing pin holes per side, it is also necessary that the distance between (for example, but not necessarily adjacent) slide base grid holes 212 corresponds to the distance between the fixing pins. Optionally – regardless of whether stepwise adjustability is provided according to the second group of embodiments or continuous adjustability according to the first group – suitable symbols / labels can be provided to facilitate length adjustment, e.g., by establishing a reference to common size designations. For example, in embodiments of the second group, the holes on the struts and / or on the frame / rail can have designations such as S / M / L / XL,...

[0169] The steering arms 18 also have indexing holes, the steering arm indexing holes 202. Since the steering arms 18 – analogous to the steering arms, 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 necessary for the steering arms to have a U-profile cross-section; rectangular arms, for example, would also be conceivable). On both sides, a pivot pin 201 penetrates one of the steering arm indexing holes 202 as well as a pivot hole in the pivot plate 10 (see Fig. 50) and thus connects the pivot plate 10 pivotally to the steering arms 18. On one leg (in the configuration of Fig. 50, for example)The steering strut mounting holes on the upper leg 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 screw nut or other connection can be provided.

[0170] The distance between the steering strut ratchet holes 202 corresponds to the distance between the carriage base ratchet holes 212. 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 a desired number of steps, after which fixing pins, fastening elements and pivot pins are reinstalled, with the handlebar aligned with the front wheel before and after the movement.

[0171] Other connection options between the sled base and the sled, as well as between the swivel plate and the steering struts, are possible besides the screw connections described above, e.g. via quick-release fasteners, as are widely used for bicycles:

[0172] Figures 51-53 show another embodiment of a sled 5 with steering link 15, a sled base and a transmission mechanism (with swivel running unit) for transmitting steering impulses to the steering shaft 20.

[0173] In this embodiment, a further embodiment of the locking elements 26 is implemented, which holds the swivel wheels 11 in engagement with the guide rail 12 in every position of the swivel unit. The locking elements 26 are arranged directly below the swivel wheels 11 (in Fig. 47, downward-projecting guide pins of the swivel 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. Due to their arrangement below the swivel wheels, the locking elements 26, in addition to the described locking function, also provide protection against unintentional interference 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 which 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 ensure this anti-pinch function; for example, the axial length can be 60 mm or more.

[0174] 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. 52) and a release position (folded upwards). The braking mechanism actuated by this is particularly well shown in Fig. 53. Fig. 53 shows a detail of a sectional view (section through a vertical transverse plane) analogous to Fig. 14, but unlike Fig. 14, 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.On the outside of each of these, a brake block 425 is arranged, 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. It is understood that other mechanisms for implementing a quick-release brake are also conceivable, e.g., providing a quick-release handle with, for example, differently arranged inclined surfaces with a bolt having an elliptical cross-section that pivots about an approximately vertical axis, through which the brake blocks are displaced outwards, or with helically rotatable inclined surfaces, and many more.Additionally or alternatively, instead of brake blocks, locking elements can be used which lock into a grid on the rails and create a form-fit connection instead of a friction-fit connection.

[0175] 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.

[0176] Furthermore, in the embodiment shown in Figures 51-53, the coupling between the swivel-running unit on the one hand and the fork shaft 20 on the other hand is solved differently than in the embodiments described above:

[0177] First, the fork steerer tube 20 is shortened and does not extend upwards to the double arm 16. Rather, the double arm 16 is part of a coupling unit 431, which includes a fork steerer tube clamp 432 located below the double arm 16, and optionally a spacer section between the fork steerer tube clamp 432 and the double arm 16. By arranging the fork steerer tube clamp 432 below the double arm 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 pivot-running unit. Furthermore, the vertical offset between the double arm 16 on the one hand and the fork steerer tube clamp 432 on the other contributes to the fact that, due to the resulting shortening of the fork steerer tube 20, the pivot-running unit can be mounted from the front.

[0178] Secondly, an additional headset clamping unit 441 is provided for the steerer tube clamp 432, which is not connected to the steerer tube clamp 432. Besides a ball bearing 443 and an optional spacer 445, it has a headset clamp 444 which, when assembled, also clamps the steerer tube 20. This separation of the headset clamp 444 from the steerer tube clamp 432 allows the steerer tube 20 to be pre-assembled on the bicycle frame independently of the coupling unit 431 and without bearing play (or with the bearing play adjusted). The coupling unit 431 can then be mounted as part of an assembly with a steering unit (with steering stays 18) after the steerer tube 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.

[0179] The features described with reference to Figures 51-53 (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; 101, 102) and a handlebar (15) as well as a plurality of wheels (104, 105), at least one of which is steerable, wherein the bicycle further comprises a transmission mechanism between the handlebar (15) and the steerable wheel (104), which transmits steering impulses from the handlebar (15) to the steerable wheel (104), characterized in that the transmission mechanism comprises a pivoting element (10, 77; 16; 115, 170), a drive element (16, 79; 10; 120) and at least one steering element (18, 73; 119, 163), wherein the pivoting element is pivotable about a first pivot axis (H, H') by actuation of the handlebar and pivoting the drive element about a second pivot axis (I, I') results in a pivoting movement of the steerable wheel, and wherein the steering element (18, 73; 119, 163) is connected to a first coupling point (D, E; D', E') with the pivoting element (10, 77; 16; 115, 170) and to a second coupling point (F, G;F', G') is connected to the drive element (16, 79; 10; 120) and, during a steering movement, keeps the distance between the first coupling point and the second coupling point constant, whereby a pivoting of the pivoting element about the first pivot axis causes a pivoting of the drive element about the second pivot axis, wherein a distance between the first pivot axis and the second pivot axis is variable, and wherein the bicycle is configured to change the distance between the first coupling point and the second coupling point in the same way as the distance between the first pivot axis and the second pivot axis when the distance between the first pivot axis and the second pivot axis is changed.

2. Bicycle according to claim 1, wherein the steering element (18, 73; 119, 163) on the one hand and the pivoting element (10, 77; 16; 115, 170) and / or the drive element (16, 79; 10; 120) on the other hand are positively connected at the first and second coupling points, respectively.

3. Bicycle according to claim 2 wherein the steering element (18, 73; 119, 163) on the one hand and the pivoting element (10, 77; 16; 115, 170) and / or the drive element (16, 79; 10; 120) on the other hand are connected to each other at the first or second coupling point via a toothing.

4. Bicycle according to claim 3, wherein steering element is a steering strut (18, 73; 119, 163), for example a steering strut with toothed guide rail (12; 117) or a spindle steering strut (73; 163).

5. Bicycle according to one of the preceding claims, wherein the transmission mechanism comprises a pair of steering elements (18, 73; 119, 163) arranged on both sides of a connecting line between the first pivot axis (H) and the second pivot axis (I) and moving in opposite directions to each other during a steering movement.

6. Bicycle according to claim 5, wherein the drive element or the pivot element is designed as a double cantilever (16, 120) with two opposing cantilever sections, each connected to one of the steering elements (18, 73; 119, 163).

7. Bicycle according to claim 5 or 6, comprising a connecting element (24; 126; 26) between the two steering elements (18, 73; 119, 163), which provides an elastic restoring force against any movement of the steering elements apart.

8. Bicycle according to one of claims 5-7, wherein the steering elements (18; 119) each have a guide rail (12; 117), wherein the pivoting element (10, 77; 16; 115, 170) or the drive element (16, 79; 10; 120) has a pair of pivot wheels (11; 116) 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 guide rails, whereby pivoting the pivoting element via the guide rails (12; 117) causes a relative movement of the steering elements (18; 119) to each other, and when the first pivot axis (H, H') is displaced relative to the second pivot axis (I, I') the pivot wheels (11; 116) rotate synchronously and roll on the guide rails (12; 117).

9. Bicycle according to claim 8, wherein the running rails (12; 117) have toothing and the swivel wheels (11; 116) are designed as interlocking gears.

10. Bicycle according to claim 8 or 9, wherein the swivel wheels (11; 116) have the same pitch circle diameter and the same module.

11. Bicycle according to any one of claims 8 to 10, comprising a locking element (26; 128) for each swivel wheel (11; 116) which is rotatably mounted relative to the axis of the associated swivel wheel and holds the associated guide rail (12; 117) at a fixed distance from the axis of the swivel wheel (11; 116).

12. Bicycle according to claim 11, 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.

13. Bicycle according to one of claims 1-7, wherein the at least one steering element is designed as a spindle-steering strut (73; 163) and has an external thread.

14. Bicycle according to claim 13, wherein the spindle-steering strut (73; 163) is connected to the pivoting element (10, 77; 16; 115) or the drive element (16, 79; 10; 120) via a spindle nut swivel joint (71).

15. Bicycle according to claim 13 or 14, comprising a pair of spindle steering stays (73; 163) wherein the pivoting element and / or the drive element is designed as a pivot wheel (77; 170) which engages on both sides with one of the spindle steering struts (73; 163).16, bicycle according to one of the preceding claims, comprising a carriage (5) movable relative to the bicycle frame (30) on which the handlebar (15) is mounted, wherein the carriage enables the handlebar to be moved relative to the steerable wheel, and wherein moving the carriage (5) relative to the frame also causes the first pivot axis to be moved relative to the second pivot axis.

17. Bicycle according to one of the preceding claims, comprising a first frame part (101) and a second frame part (102), wherein the second frame part (102) is displaceable relative to the first frame part (101) in order to change an external dimension of the bicycle, wherein the handlebar (15) is mounted on the first frame part and the steerable wheel (105) is mounted on the second frame part, and wherein a displacement of the second frame part relative to the first frame part also causes a displacement of the first pivot axis relative to the second pivot axis.

18. Bicycle according to one of the preceding claims, comprising an electric drive by which a displacement of components having the first pivot axis relative to components having the second pivot axis is effected.

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