TWO-TIERED STRUCTURAL FRAME FOR A THREE-WHEELED CARGO BIKE

Abstract

Embodiments of the present invention include to a two-tier structural frame for a three-wheeled cargo bike. The structural frame can be the platform for the entire bike and includes both steering and suspension parts. The frame of the bike and its related suspension and steering parts provide stability, durability, and comfort, while in motion under human pedal power, as well as motion from a hybrid of human pedal and electric-assisted power sources.

Claims

1. A two-tiered vehicle frame, comprising: a top tube; a bottom tube; steering post, wherein the top tube and the bottom tube extend from the front of the frame to the steering post; at least one rear tube; a seat post, wherein the at least one rear tube connects the steering post to the seat post; rear triangle, wherein the rear triangle attaches to the seat post; a cargo storage area located between a first side of the frame and a second side of the frame; and steering system comprising: a first top a-arm, wherein the first top a-arm is located on the top tube; a first bottom a-arm, wherein the first bottom a-arm is located on the bottom tube; a second top a-arm, wherein the second top a-arm is located on the top tube at a location across from the first top a-arm; a second bottom a-arm, wherein the first bottom a-arm is located on the bottom tube at a location across from the first bottom a-arm; a first kingpin, wherein the first kingpin attaches between the first top a-arm and the first bottom a-arm; and a second kingpin, wherein the second kingpin attaches between the second top a-arm and the second bottom a-arm.

2. The frame of claim 1, wherein a material for at least one of the top tube, the bottom tube, the steering post, the at least one rear tube, the seat post, the rear triangle, the first top a-arm, the first bottom a-arm, the second bottom a-arm, the second bottom a-arm, the first kingpin, or the second kingpin is selected from the group consisting of aluminum, titanium, steel, an alloys thereof, a composite material and combinations thereof.

3. The frame of claim 1, wherein the steering system further comprises: a triangle plate; a first rod, wherein the first rod connects the first kingpin to the triangle plate; a second rod, wherein the second rod connects the second kingpin to the triangle plate; a first diamond plate, wherein the first diamond plate connects to the triangle plate; at least one tie rod; a second diamond plate, wherein the second diamond plate connects to the first diamond plate with at least one tie rod, and wherein the second diamond plate connects to the steering post.

4. The frame of claim 1, further comprising at least one support tube.

5. The frame of claim 1, wherein the top tube and the bottom tube are in the same vertical plane.

6. The frame of claim 1, wherein the bottom tube and the top tube are not in the same plane, and wherein the bottom tube is inward by between about 0.125 inches and about 0.75 inches from a centerline of the top tube and a centerline of the bottom tube.

7. A bike, comprising: a forward end; a rear end; a first forward wheel proximate the forward end, wherein the first forward wheel can turn right and left; a second forward wheel proximate the forward end, wherein the second forward wheel can turn right and left; a rear wheel proximate the rear end, wherein the rear wheel is fixed and cannot turn; a frame comprising: an upper right tube proximate the forward end of the bike; an upper left tube proximate the forward end of the bike; an upper tube positioned between and interconnected to the upper right tube and the upper left tube; a lower right tube proximate the forward end of the bike; a lower left tube proximate the forward end of the bike; a lower tube positioned between and interconnected to the upper right tube and the upper left tube; a steering column positioned behind the upper tube and the lower tube; a rear tube interconnected to the steering column and extending rearward; a seat post interconnected to the rear tube; and a rear triangle comprising two or more small tubes and extending rearward from the seat post, wherein the rear wheel is interconnected to the rear triangle; a first kingpin interconnected to the upper right tube and the upper left tube, wherein the first kingpin is interconnected to the first forward wheel; and a second kingpin interconnected to the upper right tube and the upper left tube, wherein the second kingpin is interconnected to the second forward wheel.

8. The bike of claim 7, wherein the first and second kingpins permit the first and second forward wheels to turn at different angles at the same time when the bike is turning.

9. The bike of claim 7, wherein the first kingpin is interconnected to a first upper a-arm on an upper end of the first kingpin and the first upper a-arm is interconnected to the upper right tube, and wherein the first kingpin is interconnected to a first lower a-arm on a lower end of the first kingpin and the first lower a-arm is interconnected to the lower right tube.

10. The bike of claim 9, wherein the second kingpin is interconnected to a second upper a-arm on an upper end of the second kingpin and the second upper a-arm is interconnected to the upper left tube, and wherein the second kingpin is interconnected to a second lower a-arm on a lower end of the second kingpin and the second lower a-arm is interconnected to the lower left tube.

11. The bike of claim 9, wherein the first upper a-arm is horizontally offset from the first lower a-arm a distance of approximately 1.0 inch, such that the first upper a-arm is positioned slightly in front of the first lower a-arm.

12. The bike of claim 7, further comprising: a triangle plate; a first rod, wherein the first rod connects the first kingpin to the triangle plate; a second rod, wherein the second rod connects the second kingpin to the triangle plate; a first diamond plate, wherein the first diamond plate connects to the triangle plate; at least one tie rod; and a second diamond plate, wherein the second diamond plate connects to the first diamond plate with at least one tie rod, and wherein the second diamond plate connects to the steering post.

13. The bike of claim 7, wherein a material for at least one of the upper right tube, the upper left tube, the lower right tube, the lower left tube, the upper tube, and the lower tube is selected from the group consisting of aluminum, titanium, steel, an alloy thereof, a composite material, and combinations thereof.

14. The bike of claim 7, further comprising a cargo area proximate the forward end, wherein the cargo area has an open front end and a closed rear end.

15. The bike of claim 7, wherein when the bike is turning and the first forward wheel is an inside wheel in a turn, the first forward wheel turns at a greater angle than the second forward wheel, which is an outside wheel in the turn, such that neither wheel slips in a turn.

16. The bike of claim 14, wherein the first and second forward wheels lean in a direction of a caster angle provided in a slant of the first and second kingpins.

17. A method of making a vehicle, comprising: milling and forming steel; placing the formed steel in a jig; tack attaching the milled and formed steel; completing an attachment between a first top tube and a first bottom tube to produce a front of the vehicle; removing the front of the vehicle from the jig; milling and forming steel into a rear triangle for the vehicle; place the rear triangle in the jig; performing tack attachments on the rear triangle; incorporating drop outs; completing the tack attachments on the rear triangle; removing the rear triangle from the jig; placing the front of the vehicle in the jig; placing the back of the vehicle in a second jig; tack attaching a second top tube and a second bottom tube to the front and back of the vehicle; remove the vehicle from the jigs; attaching a center structural tube to the vehicle; and attaching three wheels to the vehicle.

18. The method of claim 17, wherein the tack attaching is selected from the group consisting of welding, gluing, brazing, soldering, and combinations thereof.

19. The method of claim 17, further comprising: forming a steering column; attaching the steering column to the first top tube and the first bottom tube; forming a seat post; attaching the seat post to the rear triangle, the second top tube, and the second bottom tube.

20. The method of claim 19, further comprising: forming a handle bar; attaching the handle bar to the steering column, wherein the handle bar can rotate around the steering column.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0032] Those of skill in the art will recognize that the following description is merely illustrative of the principles of the invention, which may be applied in various ways to provide many different alternative embodiments. This description is made for illustrating the general principles of the teachings of this invention and is not meant to limit the inventive concepts disclosed herein.

[0033] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and together with the general description of the invention given above and the detailed description of the drawings given below, serve to explain the principles of the invention.

[0034] FIG. 1 is side view of a frame according to embodiments of the present invention;

[0035] FIG. 2 illustrates a top view for a three-wheeled vehicle illustrating how the steering axes meet at one point in an embodiment of the invention;

[0036] FIG. 3 illustrates an axonometric view of the suspension with top and bottom a-arms and kingpin in an embodiment of the invention;

[0037] FIG. 4 illustrates a bottom view of vehicle looking upward at steering components in an embodiment of the invention;

[0038] FIG. 5 illustrates a front view of vehicle in an embodiment of the invention;

[0039] FIG. 6 illustrates a side view of suspension to illustrate camber;

[0040] FIG. 7 illustrates an inside rear view of the kingpin;

[0041] FIG. 8 illustrates the inside front view of the kingpin;

[0042] FIG. 9 illustrates a bike with cargo storage;

[0043] FIG. 10 is a perspective view of a frame according to one embodiment of the present invention;

[0044] FIG. 11 is a perspective view of a frame of the cargo area according to a second embodiment of the present invention; and

[0045] FIG. 12 illustrates an embodiment of the invention with the bike and the cargo storage.

[0046] It should be understood that the drawings are not necessarily to scale, and various dimensions may be altered. In certain instances, details that are not necessary for an understanding of the invention or that render other details difficult to perceive may have been omitted. It should be understood, of course, that the invention is not necessarily limited to the particular embodiments illustrated herein.

DETAILED DESCRIPTION

[0047] Although the following text sets forth a detailed description of numerous different embodiments, it should be understood that the legal scope of the description is defined by the words of the claims set forth at the end of this disclosure. The detailed description is to be construed as exemplary only and does not describe every possible embodiment since describing every possible embodiment would be impractical, if not impossible. Numerous alternative embodiments could be implemented, using either current technology or technology developed after the filing date of this patent, which would still fall within the scope of the claims.

[0048] While various embodiments of the present invention have been described in detail, it is apparent that modifications and alterations of those embodiments will occur to those skilled in the art. However, it is to be expressly understood that such modifications and alterations are within the scope and spirit of the present invention, as set forth in the following claims. Further, the invention(s) described herein is capable of other embodiments and of being practiced or of being carried out in various ways. It is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.

[0049] FIG. 1 is a side view of the bike frame with different diameter tubing. In the embodiment shown, the bike frame comprises large tubing 1, 2, 5, 56, 58 and small tubing 4. The large tubing can all be the same size or may vary in diameter. For example, some of the large tubing 1, 2, 5, 56, 58 can be one diameter while the other large tubing 1, 2, 5, 56, 58 can be another diameter. In some embodiments, the steering column tube 3 can be the same diameter as the large diameter tubing 1, 2, 5, 56, 58; while in other embodiments, the steering column tube 3 can be a different diameter. In one embodiment, the diameter of the large tubing 1, 2, 5, 56, 58 can be between about 1.00 inch and about 2.00 inches. In a preferred embodiment, at least some of the large tubing 1, 2, 5, 56, 58 can have a diameter that is about 1.50 inches. In one embodiment, the thickness of the large diameter tubing 1, 2, 5, 56, 58 is between about 0.25 inches and about 0.50 inches. In a preferred embodiment, the thickness of the large diameter tubing 1, 2, 5, 56, 58 can be about 0.35 inches. In one embodiment, the steering tube 3 has a diameter between about 1.50 inches and about 2.00 inches. In a preferred embodiment, the steering tube 3 has a diameter of about 1.73 inches. In one embodiment, the thickness of the steering tube 3 is between about 0.25 inches and about 0.5 inches. In a preferred embodiment, the thickness of the steering tube 3 is about 0.35 inches.

[0050] Some of the large diameter tubing 1, 2, 5 supports the cargo area 54. The top tubing 1 and bottom tubing 2 of the frame are interconnected (for example, welded in one embodiment) on one end to the steering column tube 3. On the front end of the bike frame, the top tubing 1 curves downward and interconnects to the bottom tubing 2. The tubing 56, 58 behind the steering column 3 terminate and are interconnected (for example, welded in one embodiment) to the seat post 52. In the embodiment shown, the tubing 56, 58 behind the steering column 3 are large diameter tubing. Both tubing 56, 58 can be the same diameter or can be different diameters. For example, the lower tubing 56 can have a larger diameter than the upper tubing 58.

[0051] The smaller diameter tubing 4 forms the rear triangle and is interconnected (for example, welded in one embodiment) to the seat post 52. There are multiple tubes 4 on the rear triangle, but only two are visible in this view. Each tube 4 can be the same diameter and thickness, or different diameters and thicknesses. The diameter of the rear triangle tubes 4 can be fitted to receive a standard bike tire. In some embodiments, a 27.5 inch bike tire can be adapted to be received by the rear triangle. The rear triangle tubes 4 can terminate in an adjustable dropout 50 for receiving a bike tire. Any sized bike tire could be used in various embodiments. The bike tire can be a road tire, a mountain tire, or a snow tire, for example.

[0052] In some embodiments, a frame mounted electric assist motor can be accommodated at the bottom bracket area. This would be located at the end of the seat tube 52 where it meets with the bottom tube 56 and both lower armatures of the lower rear triangle 4.

[0053] In some embodiments, the seat tubing 52 can be the industrial standard for the seat tubing to allow for seats to be inserted into the seat tube 52. A seat pin can be used, which can be based on industrial standards which can allow quick adjustments of the seat height and angle of the seat to the frame.

[0054] The material for the bike frame or any component of the bike can be metal, by way of example, aluminum, titanium, steel, alloys thereof or combinations thereof, or a composite material. Materials for some components, for example the kingpin, the diamond plate and the triangle plate, can be chosen based on the likelihood of damage caused by oxidation. For example, components that are likely to be scratched and exposed to elements can be made from materials such as stainless steel to provide added resistance to oxidation. Additionally, coatings can be added to the components to resist oxidation. Other components that are less likely to be exposed to oxidation can be made of materials that are susceptible to oxidation because the likelihood of such an exposure is low. For example, the shock cleats or a-arm cleat can be made from a plain steel instead of a stainless steel. Some components can be made of aluminum parts, for example suspension components. However, one skilled in the art would understand that the suspension parts can be made from other materials without deviating from the invention. One skilled in the art would also understand that the method used to attach the parts to each other will depend upon the material being used. For example, an epoxy or glue can be used to join composite materials or metal and composite materials, where a weld, solder, or braze can be used to join metal materials. Mechanical attachments can also be used, for example with bolts, etc. As an added measure of strength between the top tube 1 and bottom tube 2, an angle tube 5 can be interconnected (in some embodiments, it is welded) to the top tube 1 and the bottom tube 2. The angle between the angle support tube 5 and the bottom tube 2 can be between about 50 and about 130. In one embodiment, there are at least two angled support tubes 5 on each side of the bike. In another embodiment, there is only one angled support tube 5 on each side of the bike. In some embodiments, no angled support tube 5 can be used.

[0055] FIG. 2 illustrates a top view diagram of a three-wheeled vehicle according to an embodiment of the present invention. The two front wheels are illustrated in a straight position 7, 9 and a turned position 8, 10. The rear wheel 6 remains stationary or pointing straight (i.e. parallel to straight position 7, 9 of the front two wheels). The dashed lines 13, 14, 15 meet at one central point 16. FIG. 2 also illustrates the Ackermann steering diagram because the front wheels in the straight position 7 and 9 become wheel positions 8 and 10 when turning. While the turned wheeled position 8, 10 are illustrated turning to the right, one skilled in the art would understand that the wheels could be turned to the left without deviating from the invention.

[0056] As the vehicle is moved into a turned position, the center of wheel positions 8 and 10 are represented as dashed centerlines 11 and 12 and are perpendicular to dashed lines 13 and 14, which intersect at the center point 16. Once the dashed lines 13 and 14 intersect at center point 16, the wheels/tires will lean in the direction of a caster angle provided in the slant of the kingpin 34 (illustrated in FIG. 6). When this occurs, a one-inch offset in the upper a-arms 24 (illustrated in FIG. 3) and lower a-arms 25 (illustrated in FIG. 3) comes into play, keeping the wheel firmly planted and the vehicle turning in its intended direction. The rear wheel 6 will lean into the direction of the turn and the shock 26 (illustrated in FIG. 3) can dampen the reactive forces by transferring some of the forces into the frame top tube 1 (illustrated in FIG. 1).

[0057] FIG. 3 illustrates the axonometric relationship between the shock 26, a-arms 24, 25, kingpin 27, and steering tie rods 29 (shown in FIG. 4). The a-arm bolted connections 18 are interconnected (for example, welded or bolted) to the underside of top tube 1 of the frame and to the underside of the bottom tube 2. The a-arm 25 is connected to the bottom tube 2 with a-arm cleat 17.

[0058] In some embodiments, the top tube 1 can have a thicker sidewall than the bottom tube 2 because the top tube 1 must be capable of resisting bending forces from shock 26, as these forces are transferred to the top tube 1. The cleats 23 are interconnected or welded directly to the bottom of the top tube 1. The cleats 23 are also centered between the bolted a-arm connections 18.

[0059] The shock cleats 23, which can be water jet cut, are interconnected or welded to the underside of the top frame tube 1, centrally located (within about plus or minus 5% from the center point) relative to the upper a-arm 24. The bottom shock connection is centrally located (within about plus or minus 5% from the center point) relative to the center bottom of a-arm 25 and is fastened with, by way of example, a bolt and lock nut. During rotational movement, the shock 26 moves with the lower a-arm 25 to dampen vibrational forces, hence providing a more comfortable and controlled ride for the operator.

[0060] The multidirectional super-swivel ball joints 22, are bolted to the top and bottom of the kingpin 27. The super-swivel ball joints 22 allow the wheel/tire to turn in the fore and aft direction, which allow turning from right to left.

[0061] Turning the handle bars mounted at the steering tube 3 (illustrated in FIG. 1) controls steering. The diamond plate 20, and triangular plate 21 (which can be made of a metal like stainless steel, aluminum, titanium, alloys thereof, or the like) underneath the vehicle are connected or bolted with fasteners 19 to steering rods coming from the steering tube 3 (illustrated in FIG. 1), as well as rods that attach the plate 21 to the kingpin 27. One skilled in the art would understand that the general shape of the diamond plate 20 and triangular plate 21 can vary without deviating from the invention. The kingpin connection plate 28 (which can be made from a metal such as stainless steel, aluminum, titanium, alloys thereof, or the like) is attached to the bottom of the kingpin 27. This attachment allows the vehicle to be steered.

[0062] FIG. 4 is a bottom view of the bike frame and illustrates the relationship of the steering components and the kingpin 27 according to one embodiment of the present invention. Two diamond plates 20 interconnect to the bottom of the center bottom tube 2 and one diamond plate 20 (the one on the left) interconnects to the bottom of the steering column 3 (illustrated in FIG. 1). The diamond plates 20 can be the same size or the sizes can vary. Two rods 60 interconnect to the diamond plate 20 and are positioned directly between the kingpins 27 and in the middle (about 10%) of the vehicle. The triangular plate 21 is bolted or interconnected to and works in conjunction with the diamond plate 20 under the approximate center of the vehicle and the steering tube 3. A shock 26 (shown in FIG. 3) is bolted or interconnected to the bottom of a-arm 31. Rods 60 (which can be solid or hollow) are then bolted or interconnected with a fastener 30 to the kingpin-rod attachment plate 28, located at the bottom of the kingpin 27. This configuration allows the vehicle to turn from right to left. The top tubing 1 is not visible in FIG. 2 because the top tubing 1 and the bottom tubing 2 are in the same plane. It is possible to offset the bottom tube 2 and the top tube 1 so that the bottom tube 2 is slightly inward (i.e. between about 0.125 inches and about 0.75 inches difference between the centerline of the top tube 1 and the bottom tube 2). Offsetting the top tube 1 and bottom tube 2 will result in a smaller turning radius for the bike.

[0063] FIG. 5 illustrates a front view of the vehicle according to an embodiment of the invention. The front view is at an angle of the wheel relative to vertical, as viewed from the front or the rear. The left side steering axis 44 and the center of the left wheel 42 intersect on the ground plane 37. Wheel movement occurs when the wheel 33A at the centerline 42 engages with the surface 37 (i.e., when the axel 32 is approximately perpendicular with the wheel 33A). Three points are made to operate in a triangular sequence: axis 44, true wheel center 42, and the ground plane 37 all intersect. Movement can also occur when the wheel 33A is at an angle 41 so that the centerline 42 approaches line 44 and contacts the surface 37 near the edge of the wheel 33A. Conversely, on the right side of the vehicle, angle 39, center wheel position 40, and the ground plane 37 all intersect and work to balance the left side of the vehicle. Ideally the angles 39, 41 of the center at the bottom of each wheel are the same. When all conditions are met on both sides of the vehicle, then the camber is achieved. In one embodiment, angles 39 and 41 are between about 1 and about 45. In a preferred embodiment, angles 39 and 41 are between about 10 and about 35. In a more preferred embodiment, angles 39 and 41 are between about 10 and about 25. At about 0,the movement of the bike would be straight and not turning.

[0064] The shock 26 is mounted to lower a-arm 25, with the connector 35. In one embodiment, the camber 36 offset is provided by between about 0.75 inches and about 1.5 inches. In a preferred embodiment, the camber 36 offset is provided by about a one-inch offset. The camber 36 is dictated by both the movement of the swivel joint 22 and the a-arms 25, 24 during vehicle travel over uneven surfaces and throughout the duration of a turn. FIG. 6 is a side view of the suspension used to better illustrate the caster offset 34.

[0065] The caster offset 34 is between about 0.75 inches and about 1.5 inches, in one embodiments. In a preferred embodiment, the caster offset 34 is about 1 inch. FIG. 6 also illustrates an embodiment where the camber angle is positive. In other words, the top of the kingpin pivot point is pulled back from the bottom of the kingpin pivot point. The positive caster angle increases stability of the bike compared to negative camber angles, which can be advantageous, especially at high speeds and can increase tire lean while cornering. The caster offset 34 is due to the location the kingpin 27 is interconnected to the top tube 1 relative to the bottom tube 2.

[0066] FIG. 7 is an illustration of the kingpin 27 and illustrates the many functions of this component. The connection plate 28 is located below the kingpin 27. A wheel stop 48 prevents the tire from turning into the frame. The wheel stop 48 can be centrally located near the lower super-swivel ball joint 22. Above super-swivel ball joint 22 is the axle 32 in which hub and brake are positioned. Finally, at the top of FIG. 7 is the upper super-swivel ball joint 22, which was also illustrated in FIG. 3.

[0067] In FIG. 8, the inside front view of the kingpin 27 illustrates the brake mount 47. Note that the bottom mount on the outside of edge of the kingpin 27, directly across from the a-arm 25, can be left unused because the kingpin design is universal. Meaning a single design of the kingpin 27 can be used on both sides of the bike by flipping the component in the opposite direction. The wheel stop 48 can be located between the kingpin 27 and the wheel. The brake mounts 47 can be located on the kingpin 27.

[0068] FIG. 9 illustrates one embodiment of the bike with a cargo storage 94 attached to the front of the bike. The bike further includes a seat 90, that can be any suitable seat. The bike also includes handle bars 92, which can be straight bars or shaped handle bars. In some embodiments, the handle bars 92 can be wider than a standard handle bar to allow for more control of the bike. FIG. 9 illustrates the brakes of the bike being controlled by brake devices on the handle bar 92, though one skilled in the art would understand that the brakes can be controlled by the pedals without deviating from the invention. The cargo storage 94 can be any suitable shape to fit the cargo space of the bike. The cargo storage 94 can be made of wood, metal, composite, plastic, polycarbonate, combinations thereof, or any other material known in the art. The cargo storage 94 can be any size to fit into the area provided by the frame of the bike. In some embodiments, more than one cargo storage unit can be utilized. Furthermore, the carbo storage unit can be removable, which can allow for easy storage, transport and shipping. The cargo storage 94 can be adapted to provide seating for one or more passengers. The cargo storage 94 can be enclosed or open. The wheels of the bike can be the same size or can be different, and can be standard sized or custom made.

[0069] FIG. 10 is a perspective view of the frame of the bike according to one embodiment of the present invention. The cargo area 54 is in the front of the bike. The frame can be adapted to provide collapsibility, reducing the overall width and volume so that the bike can be easier to store, transport, or ship. The frame includes right upper tubes 1A, left upper tubes 1B, right lower tubes 2A, left lower tubes 2B, and a center lower tube 2C. The frame also includes angled support tubes 5, a steering column tube 3, and tubing 56, 58 behind the steering column tube 3. Behind the tubes 56, 58 is the seat tube 52, and behind the seat tube 52 are the rear triangle tubes 4, which terminate in an adjustable dropout 50 for receiving a bike tire.

[0070] FIG. 11 is a perspective view of a frame of the cargo area according to a second embodiment of the present invention. Here, the frame tubing is bent to interconnect the top tubes 1A, 1B to the bottom tubes 2A, 2B. The cargo area 54 is in the front of the frame. The frame includes a right upper tube 1A, a left upper tube 1B, an upper rear tube 1, a right lower tube 2A, a left lower tube 2B, a center lower tube 2C, a lower rear tube 2, and angled support tubes 5.

[0071] FIG. 12 is a perspective view of the front cargo framing for the bike according to an embodiment of invention with a tube forming method. FIG. 12 includes elements that are similar to the elements described in FIG. 10. But the configuration of the cargo frame in FIG. 12 is slight different in that it incorporates the cargo area as described in FIG. 11. Thus, the frame tubing is bent to interconnect the top tubes 1A, 1B to the bottom tubes 2A, 2B. bending the frame as illustrated in FIG. 11 decreases the number of attachments required during manufacturing, which can result in fewer failure points and reduction of production costs. The frame can be adapted to provide collapsibility, reducing the overall width and volume so that the bike can be easier to store, transport, or ship. The frame also includes angled support tubes 5, a steering column tube 3, and tubing 56, 58 behind the steering column tube 3. Behind the tubes 56, 58 is the seat tube 52, and behind the seat tube 52 are the rear triangle tubes 4, which terminate in an adjustable dropout 50 for receiving a bike tire.

[0072] The frame as described herein is illustrated in several pieces. However, the frame could be made of a single piece without deviating from the invention. Furthermore, in some embodiments, it is advantageous for the frame to be made of multiple pieces, so that the bike can be disassembled or be made collapsible allowing for ease of storage of the bike and further allowing the bike to become compact when not in use.

[0073] Ranges have been discussed and used within the forgoing description. One skilled in the art would understand that any sub-range within the stated range would be suitable, as would any number within the broad range, without deviating from the invention.

[0074] Accordingly, the present invention has been described with some degree of particularity directed to the exemplary embodiments of the present invention. It should be appreciated though that modifications or changes may be made to the exemplary embodiments of the present invention without departing from the inventive concepts contained herein.

[0075] The foregoing description of the present invention has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit the invention to the form disclosed herein. Consequently, variations and modifications commensurate with the above teachings, and the skill or knowledge of the relevant art, are within the scope of the present invention. The embodiment described hereinabove is further intended to explain the best mode known for practicing the invention and to enable others skilled in the art to utilize the invention in such, or other, embodiments and with various modifications required by the particular applications or uses of the present invention. It is intended that the appended claims be construed to include alternative embodiments to the extent permitted by the prior art.