JP2017087882A - Chest support mechanism and chest support mechanism integral type frame - Google Patents
Chest support mechanism and chest support mechanism integral type frame Download PDFInfo
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- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 claims abstract description 7
- 238000000034 method Methods 0.000 description 15
- 125000006850 spacer group Chemical group 0.000 description 7
- 230000005484 gravity Effects 0.000 description 6
- 210000002683 foot Anatomy 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 210000000245 forearm Anatomy 0.000 description 4
- 210000003205 muscle Anatomy 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 230000009192 sprinting Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000037237 body shape Effects 0.000 description 1
- 230000037396 body weight Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 210000003371 toe Anatomy 0.000 description 1
- 210000000707 wrist Anatomy 0.000 description 1
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Abstract
Description
本発明は、軽快車の乗車姿勢を補助する機構に関する。 The present invention relates to a mechanism for assisting a riding posture of a light vehicle.
近年の自転車、特に軽快車と呼ばれる種類の自転車においてエアロダイナミクスを考慮した設計を用いることが知られている、例えば、特許文献1にはエアロダイナミクス形状のパイプを用いたフレームが開示されている。 It is known to use a design that takes into account aerodynamics in recent bicycles, particularly bicycles of the kind called light vehicles. For example, Patent Document 1 discloses a frame using aerodynamic-shaped pipes.
軽快車の設計において、最も需要な課題となるのが走行抵抗である。走行抵抗は空気抵抗、摩擦抵抗、機械抵抗の3要素からなる。自転車の走行中に発生する抵抗を分析する実験では時速30kmを超えると、走行抵抗の80%以上が空気抵抗となることが分かっている。さらに走行時の前面投影面積の割合が車両30%、身体70%であることから空気抵抗の少ない姿勢に対応した車両が研究されている。 In designing a light vehicle, the most demanding issue is running resistance. Running resistance consists of three elements: air resistance, friction resistance, and mechanical resistance. In an experiment analyzing the resistance generated while a bicycle is running, it has been found that when the speed exceeds 30 km / h, 80% or more of the running resistance becomes air resistance. Furthermore, since the ratio of the front projected area during travel is 30% for the vehicle and 70% for the body, a vehicle corresponding to a posture with low air resistance has been studied.
同時に、車両そのものではなく補助機構を車両に追加することで空気抵抗を低減することも研究されている。たとえばハンドル上に追加されるエアロバーを使用することで、両腕が揃って前方に突き出す深い前傾姿勢を容易にし、前面投影面積が通常姿勢より25%減少される。 At the same time, research is also underway to reduce air resistance by adding an auxiliary mechanism to the vehicle instead of the vehicle itself. For example, the use of an aero bar added on the handle facilitates a deep forward tilting posture in which both arms are aligned and project forward, and the front projection area is reduced by 25% from the normal posture.
さらに、エアロバーの効果実験によると時速40kmで走行する場合、通常姿勢での動力は400w以上必要なのに対し、エアロバーを用いた姿勢では300wで済む事が分かっている。このように、近年の軽快車は高速走行をより容易に可能とするために、車体形状の改良に加え乗車姿勢を改善する設計が増えている。 Further, according to the experiment of the effect of the aero bar, it is known that when traveling at a speed of 40 km / h, the power in the normal posture requires 400 w or more, whereas in the posture using the aero bar, 300 w is sufficient. As described above, in order to make it easier to drive at high speeds in recent years, the number of designs for improving the riding posture in addition to the improvement of the vehicle body shape is increasing.
特開平5−213254号公報 JP-A-5-213254
しかしながら、これまでの自転車は着座姿勢での走行を前提とする設計となっておりサドルから腰を上げる姿勢で長時間安定して走行する事を考慮されていない。たとえば、サドルから腰を上げる走法にスプリント走法がある。スプリント走法は、サドルから腰を上げ体重を乗せてクランクを漕ぐ最も高出力な走法であり、空気抵抗への対策として姿勢の改善と同じく有効である。 However, conventional bicycles are designed to run in a sitting position, and are not considered to run stably for a long time in a posture of raising the waist from the saddle. For example, there is a sprint running method that rises from the saddle. The sprint running method is the most high-powered running method that lifts the hips from the saddle, puts the weight on the crank and runs the crank, and is as effective as improving the posture as a measure against air resistance.
通常走行に於いては、体重が車両を押さえる力と車両の身体を支える力がバランスし重心移動が起きないため直進安定する。それに対し、スプリント走法ではサドルから腰を上げるため身体の重心を空中で保つ必要がある。このとき、漕ぐ足へ重心移動が起こるため、踏み込みとは逆側へ車両を傾けることで身体の移動を防いでいる。これにより、重心は走行ラインに対し中央に維持される。さらに、傾き終えた車両を反対側へ戻す時にハンドルを引き付ける力を加え、足をペダルに押しつけることで漕ぐ力を増している。 In normal running, the weight balances the force that holds the vehicle and the force that supports the body of the vehicle, and the center of gravity does not move. On the other hand, in the sprint running method, it is necessary to keep the center of gravity of the body in the air in order to rise from the saddle. At this time, since the center of gravity moves to the rowing leg, the body is prevented from moving by tilting the vehicle to the side opposite to the stepping on. As a result, the center of gravity is maintained at the center with respect to the travel line. In addition, a force to pull the steering wheel is applied when the vehicle that has finished tilting is returned to the opposite side, and the force to push the foot against the pedal is increased.
しかし、スプリント走法には通常走行には生じ無い次のような弊害が存在する。車両を交互に傾けることにより路面との摩擦抵抗と車両への過負荷による機械抵抗が増加する。そして、車体を連続して左右に傾けると軌跡は蛇行し、直進運動に対しエネルギーロスが生じる。さらに、全力運動する下半身を上半身の筋力で空中に維持する必要があるため激しい全身運動となる。また、車両を素早く交互に傾けるため深い前傾姿勢は難しく、両肘を外に開く構えとなるため空気抵抗が増す。これらの弊害により、スプリント走法は急加速が可能ではあるが体力の消耗が激しいため短時間に限られた走法となる。 However, the sprint running method has the following adverse effects that do not occur in normal running. By alternately tilting the vehicle, frictional resistance with the road surface and mechanical resistance due to overload on the vehicle increase. When the vehicle body is continuously tilted to the left and right, the trajectory meanders and energy loss occurs with respect to straight movement. Furthermore, since it is necessary to maintain the lower body that exercises as much as possible in the air with the strength of the upper body, it becomes intense whole body exercise. In addition, since the vehicle is tilted quickly and alternately, a deep forward leaning posture is difficult, and the air resistance increases because both elbows are open to the outside. Due to these disadvantages, the sprint running method can be accelerated rapidly, but it is a running method that is limited to a short time due to heavy exhaustion of physical strength.
軽快車の設計で大切な事は、フレーム形状の改善により車両の空気抵抗を低減する事、空気抵抗の少ない姿勢が可能な車両形状とする事、走法の切り替えを容易にし加減速のコントロールが自在な構造とする事、などがある。そして、最も大切な事はこれら複数の要素それぞれの長所を生かしつつ破綻の無いバランスの取れた車両設計を行うことある。つまり、スプリントは車両の挙動において直進安定を損なう要素を含むことに加え、急激に体力を消耗するので短時間しか利用出来ない走法であることから、これに最適化された車両設計は困難である。 The important thing in designing a light vehicle is to reduce the air resistance of the vehicle by improving the frame shape, to make it a vehicle shape that allows a posture with low air resistance, and to control the acceleration / deceleration with easy switching of running methods There are things such as making it a free structure. The most important thing is to design a balanced vehicle that does not fail while taking advantage of each of these multiple elements. In other words, in addition to including elements that impair straight-line stability in vehicle behavior, Sprint is a running method that can be used only for a short time because it consumes physical strength suddenly, so it is difficult to design a vehicle optimized for this. is there.
本発明の目的は、乗車姿勢を補助することでスプリント走法においても蛇行の無い直進走行と高出力を両立し、同時に、空気抵抗の少ない前傾姿勢を可能とする事である。 An object of the present invention is to achieve both a straight running without meandering and high output in the sprint running method by assisting the riding posture, and at the same time, enabling a forward leaning posture with less air resistance.
フレーム構造にトップチューブを有する自転車において、胸部支持機構の土台と前記土台に固定する支柱と前記支柱に固定する胸部支持台座からなる胸部支持機構をトップチューブ上に固定する。前記支柱は単体または複合構造として伸縮調整可能とする。前記土台または前記支柱に支持パーツを固定し前記支持パーツに腕当てを固定する。また、トップチューブ上に前記土台が一体形成されたフレーム設計とし、前記支柱をフレームに直接固定可能とすることで胸部支持機構を構成する。フレーム一体型土台または前記支柱に支持パーツを固定し前記支持パーツに腕当てを固定する。 In a bicycle having a top tube in a frame structure, a chest support mechanism comprising a base of a chest support mechanism, a support fixed to the base, and a chest support base fixed to the support is fixed on the top tube. The struts are adjustable as a single body or a composite structure. A support part is fixed to the base or the support column, and an arm rest is fixed to the support part. In addition, the chest support mechanism is configured by adopting a frame design in which the base is integrally formed on the top tube and by allowing the support column to be directly fixed to the frame. A support part is fixed to the frame-integrated base or the support column, and an arm rest is fixed to the support part.
本発明は、土台部が車両のトップチューブに一体または追加固定する構造であるため、固定された胸部支持機構全体は車両と一体となり走行中は不動である。そして、前記機構を利用すると胸部の支持位置はヘッドチューブを超えたハンドル上部空間付近に固定され、深い前傾姿勢が可能となり、上半身を腕のみで支える必要が無いため構えが大きくならない。さらに、身体が車両に支えられ重心移動が無く安定走行するので空気抵抗の原因となる姿勢の変化が起こらない。これらの事から、胸部支持機構を使用すると前面投影面積が減少するので通常より空気抵抗の少ない走行が可能である。 In the present invention, since the base portion is integrally or additionally fixed to the top tube of the vehicle, the entire fixed chest support mechanism is integrated with the vehicle and does not move during traveling. When the mechanism is used, the support position of the chest is fixed in the vicinity of the upper space of the handle beyond the head tube, a deep forward tilting posture is possible, and it is not necessary to support the upper body with only the arm, so that the posture is not increased. Furthermore, since the body is supported by the vehicle and does not move in the center of gravity and travels stably, there is no change in posture that causes air resistance. For these reasons, when the chest support mechanism is used, the front projection area is reduced, so that traveling with less air resistance than usual is possible.
本発明を使用すると重心移動が起こらず車両を左右に傾ける事や腕のみで上半身を支える必要がないため少ないエネルギーで姿勢の維持が可能となる。また、通常のスプリントでは強い踏み込みを行うと走行抵抗の増加から反発して浮き上がる体を筋力で押し下げる必要があるが、前記機構は突っ張り棒の役割を果たし反発力を相殺するため必要な筋力は少なく済む。また、空気抵抗は速度の2乗に比例して上昇するため必要なエネルギーも急激に増加するのだが、前記機構を使用すると前面投影面積の少ない姿勢が維持可能なためエネルギーの消費は低く抑えることができる。これらの事から、胸部支持機構を使用すると省エネルギーな走行を維持可能なため速度が上がる程エネルギー効率が良くなる。 When the present invention is used, the posture can be maintained with less energy because there is no need to tilt the vehicle left and right and to support the upper body with only the arms without moving the center of gravity. Also, in normal sprints, if a strong stepping is performed, it is necessary to push down the body that is repelled from the increase in running resistance with muscle strength, but the mechanism acts as a tension rod and requires less muscle strength to offset the repulsion force That's it. In addition, the air resistance increases in proportion to the square of the speed, so the required energy also increases abruptly. However, if the mechanism is used, the posture with a small front projection area can be maintained, so that the energy consumption is kept low. Can do. For these reasons, when the chest support mechanism is used, energy efficiency can be improved as the speed increases because energy-saving running can be maintained.
本発明は、力の少ない高速回転と力を込めたトルク回転の異なる要素をバランスよく組合わせたぺダリングが可能となる。通常、クランクに力を加えることが可能なペダルの位置は時計の1時から4時までの範囲となるが、胸部支持機構は突っ張り棒の様に上半身を支えるので蹴り足が使えるため4時から7時の範囲でも力を加えることが可能となる。さらに、着座姿勢での前傾姿勢とは異なり窮屈にならないためぺダリングに無駄な力が入ることが無い。また、踏み切った足が7時に来た時点で反対の足は踏み込み起点の1時に到達するためペダリングの維持が容易であり高回転させやすい。さらに、上半身が固定されるため上半身からつま先までの筋肉が生み出す運動エネルギーは逃ることなくクランクに伝達される。これらの事から、胸部支持機構を使用すると通常より少ない力で重いギアのぺダリングを高回転で維持可能となるため、スプリント並みの高速走行が長時間可能となる。 According to the present invention, it is possible to perform pedaling in which different elements of high-speed rotation with less force and torque rotation with force are combined in a balanced manner. Normally, the position of the pedal that can apply force to the crank is in the range from 1 o'clock to 4 o'clock of the watch, but since the chest support mechanism supports the upper body like a strut bar, the kick leg can be used from 4 o'clock. It is possible to apply force even in the 7 o'clock range. Further, unlike the forward leaning posture in the seating posture, it does not become cramped, so no unnecessary force is applied to pedaling. Further, when the stepped-off foot comes at 7 o'clock, the opposite foot reaches 1 o'clock of the stepping-starting point, so that pedaling can be easily maintained and high-speed rotation is easy. Furthermore, since the upper body is fixed, the kinetic energy generated by the muscles from the upper body to the toes is transmitted to the crank without escape. For these reasons, when the chest support mechanism is used, pedaling of a heavy gear can be maintained at a high speed with less force than usual, so that a high-speed traveling equivalent to a sprint can be performed for a long time.
本発明を使用した車両でも通常走行の姿勢は可能であり、胸部支持機構を利用した前傾姿勢との切り替えは任意のタイミングで可能である。つまり、上り坂や下り坂、急カーブ等の状況に合わせて姿勢を切り替えることが可能なため走行に緩急がつけられ効率の良いぺダリングが維持される。以上のことから、胸部支持機構を利用すると、高速域での走行が安定するのに加えバランスの取れた柔軟な走行が可能となるため車両と自身のポテンシャルを最大限引き出すことが可能である。 Even a vehicle using the present invention can be in a normal running posture, and can be switched to a forward leaning posture using a chest support mechanism at an arbitrary timing. In other words, since the posture can be switched according to the situation such as uphill, downhill, or sharp curve, the running is moderated and efficient pedaling is maintained. From the above, when the chest support mechanism is used, running in a high speed range is stabilized, and balanced and flexible running is possible, so that the potential of the vehicle and itself can be maximized.
以下、本発明について図1〜8を用いて説明する。図1は胸部支持機構の全体を示している。トップチューブ6に胸部支持機構の土台1をバンド等で固定する。土台1に支柱2を任意の角度で固定し、支柱2の上端に胸部支持台座3を固定すると胸部支持機構が構成される。支柱2は伸縮可能な構造とし、台座1との固定方法を工夫しトップチューブ7よりも前方のハンドル10の上部空間付近まで台座3を移動できるよう前後に角度調整可能とする Hereinafter, the present invention will be described with reference to FIGS. FIG. 1 shows the entire chest support mechanism. The base 1 of the chest support mechanism is fixed to the top tube 6 with a band or the like. When the support 2 is fixed to the base 1 at an arbitrary angle and the chest support base 3 is fixed to the upper end of the support 2, a chest support mechanism is configured. The support column 2 can be extended and contracted, and the angle of the support 3 can be adjusted back and forth so that the support 3 can be moved to the vicinity of the upper space of the handle 10 in front of the top tube 7 by devising a fixing method.
エアロバーを併用する場合に有効となる以下の部品が装備される。エアロバー14と肘受け12は固定具13によりハンドル10に固定されたものとする。土台1に支持パーツ4を固定し支持パーツ4に腕当て5を固定する。この時、高さ調整のためスペーサー8を利用してもよい。また、スペーサー8は複数の高さを用いてよい。エアロバーを使用した時に前腕内側に腕当て5が当たる様に腕当て5の固定位置は前後左右に移動可能であり、腕の当たる角度に合わせて斜に任意の角度で固定可能である。腕当て5を両腕で挟み保持することにより上体を安定させるので支持パーツ4とスペーサー8および腕当て5は十分な強度を確保した素材でお互いが強固に固定されるものとする。 Equipped with the following parts that are effective when using the Aerobar together. It is assumed that the aero bar 14 and the elbow support 12 are fixed to the handle 10 by a fixing tool 13. The support part 4 is fixed to the base 1 and the arm rest 5 is fixed to the support part 4. At this time, the spacer 8 may be used for height adjustment. The spacer 8 may have a plurality of heights. The fixing position of the arm rest 5 can be moved back and forth and right and left so that the arm rest 5 hits the inner side of the forearm when the aero bar is used, and the arm rest 5 can be obliquely fixed at an arbitrary angle in accordance with the arm hitting angle. Since the upper body is stabilized by holding the arm rest 5 between both arms, the support part 4, the spacer 8, and the arm rest 5 are firmly fixed to each other with a material having sufficient strength.
支持パーツ4は一体型のほかに左右独立型など土台の形状に合わせた形を構成可能としてもよい。支持パーツ4が左右独立型の場合、土台1の左右側面に固定可能としてもよい。また支持パーツ4は支柱2に固定可能としてもよい。腕当て5を使用する場合前腕の移動は制限されるが、手首の動きでハンドルの角度を切ることは可能であり急なカーブでなければ胸部支持機構によるスプリント走行を維持したままカーブを曲がることは可能である。 The support part 4 may be configured to have a shape that matches the shape of the base, such as a left and right independent type, in addition to an integrated type. When the support part 4 is a left and right independent type, it may be fixed to the left and right side surfaces of the base 1. The support part 4 may be fixed to the support 2. When using the arm rest 5, the movement of the forearm is limited, but it is possible to cut the handle angle by the movement of the wrist, and if it is not a sharp curve, it will bend while keeping the sprint running by the chest support mechanism Is possible.
図2は自転車のトップチューブ6上に追加固定式の胸部支持機構が装着された自転車である。胸部支持機構の土台1を自転車のトップチューブ6に固定し、土台1に支柱2を固定し、さらに支柱2に胸部支持台座3を固定することで胸部支持機構が自転車に固定される。エアロバーを併用する場合には以下の部品が装備される。土台1または支柱2に支持パーツ4を固定する、このとき必要に応じてスペーサー8を使用する。支持パーツ4に腕当て5を固定する。腕当て5の固定方法と効果は図1の説明と同じである FIG. 2 shows a bicycle in which an additional fixed chest support mechanism is mounted on the top tube 6 of the bicycle. The chest support mechanism is fixed to the bicycle by fixing the base 1 of the chest support mechanism to the top tube 6 of the bicycle, fixing the column 2 to the base 1, and fixing the chest support base 3 to the column 2. The following parts are equipped when using an aero bar. The support part 4 is fixed to the base 1 or the column 2, and at this time, a spacer 8 is used as necessary. The arm rest 5 is fixed to the support part 4. The fixing method and effect of the arm rest 5 are the same as those described in FIG.
図3は土台が一体形成されたフレーム11を使用した自転車に胸部支持機構を固定したものである。土台が一体形成されたフレーム11に支柱2を固定し、さらに支柱2に胸部支持台座3を固定することで胸部支持機構が構成される。エアロバーを併用する場合には以下の部品が装備される。土台が一体形成されたフレーム11または支柱2に支持パーツ4を固定する、このとき必要に応じてスペーサー8を使用する。支持パーツ4に腕当て5を固定する。腕当て5の固定方法と効果は図1の説明と同じである FIG. 3 shows a bicycle using a frame 11 with an integrated base, and a chest support mechanism fixed thereto. A chest support mechanism is configured by fixing the support column 2 to the frame 11 integrally formed with the base, and further fixing the chest support base 3 to the support column 2. The following parts are equipped when using an aero bar. The support part 4 is fixed to the frame 11 or the column 2 in which the foundation is integrally formed. At this time, the spacer 8 is used as necessary. The arm rest 5 is fixed to the support part 4. The fixing method and effect of the arm rest 5 are the same as those described in FIG.
図4は軽快車の通常乗車姿勢を表している。通常乗車姿勢を横から見た図4(a)は上体が上がり最もリラックスした状態であるが、通常乗車姿勢を正面から見た図4(b)と共に合わせてみると、身体の前面投影面積が多いため空気抵抗の影響を受けやすい姿勢であることが確認できる。 FIG. 4 shows a normal riding posture of a light vehicle. Fig. 4 (a) showing the normal riding posture from the side shows the most relaxed state when the upper body is raised, but when combined with Fig. 4 (b) showing the normal riding posture from the front, the front projected area of the body is shown. It can be confirmed that the posture is easily affected by air resistance.
図5は軽快車においてスプリントの走行姿勢を表している。スプリントの姿勢を横から見た図5(a)では腰をサドルから上げる事で体重を乗せてぺダルを漕いでいる。スプリント走行では1回転のぺダリングで多く後輪回すために重いギアに切り替える。しかし、体重を乗せたぺダリングはペダルからの反発力が大きくなるため高速で漕ぐ事は困難となる。そこで、上半身の力を使うことでスプリントを可能としている。スプリントの姿勢を正面から見た図5(b)を見ると車体が地面に対し傾いている。図5(b)では両腕で車体を左に引き倒し、踏み込む右足と反対に車体を倒すことで足をペダルに押し付ける力を加えている。これにより通常では遅い回転でしか回せない重いギアを高速で漕いでいる。しかし図5(b)と図4(b)を比べると図5(b)では肘が横に張り出す上に車体が左右に移動を繰り返し身体の動きが大きくなるため前面投影面積が変動を繰り返すので空気抵抗は多いことがわかる。つまり、スプリント走法は高速走行が可能ではあるが空気抵抗が多く消費エネルギーが多いため、短時間のみの加速を目的とした走法であることが確認できる。 FIG. 5 shows the running posture of a sprint in a light vehicle. In Fig. 5 (a), the posture of the sprint is seen from the side. In sprinting, one gear pedal is switched to a heavy gear to rotate many rear wheels. However, pedaling with weight increases the repulsion force from the pedal, making it difficult to pad at high speed. Therefore, sprinting is possible by using the power of the upper body. When the sprint posture is viewed from the front, FIG. 5B shows that the vehicle body is inclined with respect to the ground. In FIG. 5 (b), the body is pulled to the left with both arms, and the force to press the foot against the pedal is applied by tilting the body opposite to the right foot to be stepped on. As a result, heavy gears that can only be rotated at low speeds are usually run at high speed. However, comparing Fig. 5 (b) with Fig. 4 (b), in Fig. 5 (b), the elbows project sideways and the vehicle body moves left and right repeatedly, so that the movement of the body increases and the front projection area repeatedly fluctuates. Therefore, it turns out that there is much air resistance. In other words, although the sprint running method is capable of high speed running, it has a high air resistance and consumes a lot of energy. Therefore, it can be confirmed that the sprint running method is intended for acceleration only for a short time.
図6は軽快車にエアロバーを使用した乗車姿勢を表している。固定具13に肘受け12とエアロバー14を装着して構成されるエアロバーをハンドル10に固定している。エアロバーを使用した乗車姿勢を横から見た図6(a)は、肘受け12に肘を乗せエアロバー14を掴むことで前傾姿勢を容易に可能としている。エアロバーを利用した乗車姿勢を正面から見た図6(b)と図6(a)を合わせて見るとエアロバーの利用には様々なメリットがある事が確認できる。まず、肘を肘受け12に乗せると上半身の体重が分散して支持されるので身体負担が軽減される。さらに、上半身の支持個所が肘と手の4か所に増えるので姿勢が安定する。また、前傾姿勢の維持が容易であるため空気抵抗の少ない走行となる。図6(b)と図4(b)を比べると身体の前面投影面積が大幅に減少していることがわかる。これらのことから、エアロバーの使用は高速走行に有効であることが確認できる。 FIG. 6 shows a riding posture using an aero bar for a light vehicle. An aero bar formed by mounting the elbow rest 12 and the aero bar 14 to the fixing tool 13 is fixed to the handle 10. FIG. 6A shows a riding posture using an aerobar as viewed from the side, and the forward leaning posture can be easily achieved by placing the elbow on the elbow rest 12 and grasping the aero bar 14. When the ride posture using the aero bar is seen from the front as seen in FIG. 6 (b) and FIG. 6 (a), it can be confirmed that the use of the aero bar has various advantages. First, when the elbow is put on the elbow rest 12, the weight of the upper body is dispersed and supported, so that the physical burden is reduced. In addition, the posture of the upper body is stabilized because the number of support points on the upper body is increased to four in the elbow and hand. In addition, since it is easy to maintain the forward leaning posture, the vehicle travels with less air resistance. Comparing FIG. 6B and FIG. 4B, it can be seen that the frontal projection area of the body is greatly reduced. From these facts, it can be confirmed that the use of the aero bar is effective for high-speed traveling.
図7は軽快車において胸部支持機構を使用した走行姿勢である。自転車のトップチューブ6に胸部支持機構の土台1を固定し、土台1に支柱2を固定し、支柱2に胸部支持台座3を固定して胸部支持機構を構成している。胸部支持機構を使用した姿勢を横から見た図7(a)を見ると、台座3はトップチューブ7を超えたハンドルの上部空間付近で胸部を支えることが確認できる。図4(b)では腕で上半身を支えているのとは逆に図7(b)では、支持機構に上半身の重量が支えられおり、腕で胸を台座3へ引き当てて上半身を安定させているため、腕への負担が減少していることがわかる。図5(b)と図7(b)を比べると、図7(b)は挙動が安定しているため前面投影面積は少なく姿勢に変動が無いことが確認できる。これらのことから胸部支持機構を利用すると通常のスプリントよりエネルギー効率が良いことが確認できる FIG. 7 shows a running posture using a chest support mechanism in a light vehicle. The base 1 of the chest support mechanism is fixed to the top tube 6 of the bicycle, the support 2 is fixed to the base 1, and the chest support pedestal 3 is fixed to the support 2 to constitute the chest support mechanism. When the posture using the chest support mechanism is viewed from the side, it can be confirmed that the base 3 supports the chest near the upper space of the handle beyond the top tube 7. In FIG. 4 (b), the upper body weight is supported by the support mechanism in FIG. 7 (b) as opposed to the upper body being supported by the arm, and the upper body is stabilized by attracting the chest to the base 3 with the arm. Therefore, it can be seen that the burden on the arm is reduced. Comparing FIG. 5 (b) and FIG. 7 (b), it can be confirmed that FIG. 7 (b) has a stable behavior and therefore has a small front projection area and no change in posture. From these facts, it can be confirmed that the chest support mechanism is more energy efficient than a normal sprint.
図8は胸部支持機構とエアロバーを併用した走行姿勢を表している。自転車のトップチューブ6に胸部支持機構の土台1を固定し、土台1に支柱2を固定し、支柱2に胸部支持台座3を固定して胸部支持機構を構成している。ハンドル10に固定具13を固定し、固定具13に肘受け12とエアロバー14が固定されたものとする。胸部支持機構の土台1に支持パーツ4を固定する、このとき必要に応じてスペーサー8を使用する。支持パーツ4に腕当て5を固定する。エアロバーを使用した時に前腕内側に腕当て5が当たる様に腕当て5の固定位置は前後左右に移動可能であり、腕の当たる角度に合わせて斜に任意の角度で固定可能である。胸部支持機構とエアロバーを併用した姿勢を横から見た図8(a)(b)と図7(a)(b)を見比べると、図8では前腕が水平になり胸の前で揃うため空気抵抗が少ないことがわかる。図8(a)と図5(a)を比べると図8(a)は胸部の支持が増えて上半身は7か所で支持されており、体重の分散と支持箇所の増加により上半身が強固に固定され下半身の運動エネルギーが逃げることなくクランクに伝わる様子が分かる。図8を図1から図7迄と見比べると身体の前面投影面積は軽快車に於いて大幅に削減され、上半身が車両と一体となることでエネルギー効率の良い走行を可能としていることがわかる。これらのことから、本発明はエアロバーとの併用で空気抵抗の少ない前傾姿勢と出力の高いぺダリングが両立可能な機構であることが確認できる。 FIG. 8 shows a running posture in which the chest support mechanism and the aero bar are used together. The base 1 of the chest support mechanism is fixed to the top tube 6 of the bicycle, the support 2 is fixed to the base 1, and the chest support pedestal 3 is fixed to the support 2 to constitute the chest support mechanism. Assume that the fixture 13 is fixed to the handle 10 and the elbow support 12 and the aero bar 14 are fixed to the fixture 13. The support part 4 is fixed to the base 1 of the chest support mechanism. At this time, a spacer 8 is used as necessary. The arm rest 5 is fixed to the support part 4. The fixing position of the arm rest 5 can be moved back and forth and right and left so that the arm rest 5 hits the inner side of the forearm when the aero bar is used, and the arm rest 5 can be obliquely fixed at an arbitrary angle in accordance with the arm hitting angle. 8 (a) (b) and 7 (a) (b), where the posture using the chest support mechanism and the aero bar together are viewed from the side. In FIG. 8, the forearm is horizontal and the air is aligned in front of the chest. It can be seen that there is little resistance. Comparing Fig. 8 (a) and Fig. 5 (a), Fig. 8 (a) shows that the support of the chest is increased and the upper body is supported at 7 places. You can see how the kinetic energy of the lower body is transmitted to the crank without escaping. Comparing FIG. 8 with FIGS. 1 to 7, it can be seen that the front projected area of the body is greatly reduced in a light vehicle, and that the upper body is integrated with the vehicle, enabling energy efficient travel. From these facts, it can be confirmed that the present invention is a mechanism capable of achieving both forward leaning posture with low air resistance and high output pedaling in combination with the aero bar.
1:胸部支持機構の土台
2:支柱
3:胸部支持台座
4:支持パーツ
5:腕当て
6:自転車のトップチューブ
7:ヘッドチューブ
8:スペーサー
9:ステム
10:ハンドル
11:土台が一体形成されたフレーム
12:肘受け
13:固定具
14:エアロバー
1: Base of chest support mechanism 2: Support column 3: Chest support base 4: Support parts 5: Armrest 6: Top tube of bicycle 7: Head tube 8: Spacer 9: Stem 10: Handle 11: Base is integrally formed Frame 12: Elbow holder 13: Fixing tool 14: Aero bar
Claims (4)
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JP2015218371A JP5926434B1 (en) | 2015-11-06 | 2015-11-06 | Chest support mechanism and chest support mechanism integrated frame |
PCT/JP2016/082767 WO2017078126A1 (en) | 2015-11-06 | 2016-11-04 | Posture-assisting mechanism and frame integrated with posture-assisting mechanism |
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JP2015218371A JP5926434B1 (en) | 2015-11-06 | 2015-11-06 | Chest support mechanism and chest support mechanism integrated frame |
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US5326122A (en) * | 1992-10-05 | 1994-07-05 | Duffy Paul V | Bicycle chest support |
US5383677A (en) * | 1994-03-14 | 1995-01-24 | Thomas; Timothy N. | Bicycle body support apparatus |
US6076846A (en) * | 1998-08-06 | 2000-06-20 | Clardy; Carl S. | Bicycle chest rest system |
KR100940480B1 (en) * | 2009-03-26 | 2010-02-04 | 이수동 | Arm supporter of bicycle |
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