DE102006017120B4 - A method of providing a suspension or cushioning system for a bicycle - Google Patents

Abstract

A method of providing a suspension or cushioning system for a bicycle comprising: a front frame (200) supported by a front wheel (300); a shock absorber (40) connected to the front frame (200) and having a preset pressure equal to the pressure acting on the shock absorber by the body weight of a driver; a rear frame (10) supported by a rear wheel (600) having a center; a drive assembly (500) connected to the rear frame (10) with at least one sprocket (510); wherein the rear frame (10) is configured to guide the movement of a virtual pivot point, namely the axis of rotation about which the center of the rear wheel (600) pivots, along a path that is at or near a tangent (512), which extends between the center of the rear wheel (600) when a driver is in a normal position and the shock absorber is in a non-slack attitude and a tangent point (514) of the sprocket (510) when the rear wheel (600) is about the rear Front wheel (300) moves; wherein the shock absorber (40) comprises: a master cylinder (41); a master piston (42) disposed in the master cylinder (41), the master piston (42) separating the master cylinder (41) into a first oil chamber (421) and a second oil chamber (422), the first oil chamber (421) and the second oil chamber (422) are in fluid communication with each other, and wherein the main piston (42) is slidable between first and second positions forcing fluid to flow between the first oil chamber (421) and the second oil chamber (422) ; an auxiliary cylinder (43) slidable along an outer surface of the master cylinder (41); an auxiliary piston (44) fixed to the master cylinder (41) and disposed in the auxiliary cylinder (43), the auxiliary piston (44) forming the auxiliary cylinder (43) into a first gas chamber (441) and a second gas chamber (442) separates; a piston rod (45) connected between the main piston (42) and the auxiliary cylinder (43); and an oil port (451), the ...

Description

FIELD OF THE INVENTION

The present invention relates to a method for providing a suspension system for a bicycle, comprising a front frame supported by a front wheel, a shock absorber connected to the front frame and having a preset pressure substantially equal to each other the pressure acting on the shock absorber by the body weight of a driver, a rear frame supported by a rear wheel with a center, a drive assembly connected to the rear frame with at least one sprocket, and the rear frame so is configured to guide the movement of a virtual fulcrum, which is an axis of rotation of the center of the rear wheel, along a path that is substantially aligned with a tangent that extends between the center of the rear wheel and a tangent point of the sprocket when the rear wheel with respect to the Vorderra ds moved. A corresponding method is from the WO 2005/030 564 A2 known.

GENERAL PRIOR ART

There are a number of approaches to evaluate the performance of shock-absorbing systems of typical bicycle frames. For example, the effectiveness of shock-absorbing systems can be evaluated based on pedal energy loss, the effect of braking on the shock-absorbing effect, the smoothness and comfort of the shock-absorbing effect, and the shock-absorbing pedal kickback. In the field of shock absorption, the term "kickback" refers to a phenomenon in which a change in chain length subjects the crank and pedals to the force of a backward tension, causing the driver discomfort.

The US patent US Pat. No. 4,039,200 discloses a conventional single swing arm mechanism (alternatively referred to as a "cantilever system") for shock absorption. To reduce pedal energy loss in this type of mechanism, the main pivot point of a rear triangle frame relative to a front triangle frame is designed to be adjacent to the point where the chain connects to the front sprocket. For example, if the front sprocket group is a three-gear group, the main pivot point is designed to be between the middle gear and the small gear in the area where the chain connects. Alternatively, if the front sprocket set is a two-gear group, the main pivot point is designed to be where the small sprocket joins the chain. Finally, if the front sprocket assembly is a group with a gear, the main pivot point is designed to be where that sprocket joins the chain.

However, this single swing arm system has several disadvantages. For example, although this system can reduce energy loss, it can result in greater pedal kickback, particularly on shock absorption frames with long ranges of motion. To reduce the pedal kickback, the height of the main pivot point must be reduced, which results in increased pedal energy loss. In addition, in this system, when the driver steps the pedals in a standing position, the compression of the shock absorber may be changed depending on the amount of force applied by the driver. Therefore, it is not possible to adequately reduce the energy loss when pedaling the pedals.

Other existing rear suspension systems have similar problems. For example, the rear suspension system includes that disclosed in US Pat US 5,899,480 A. disclosed is a four-legged linkage. In this system, the two pivots adjacent to the fork are very close to each other, and a virtual pivot point (hereinafter "VPP"), which denotes a center of rotation of the center of the rear wheel in operation of the bicycle, is located slightly behind the pivot at the front end of the lower fork , Since these points are located relatively close to each other, this system has many of the same disadvantages as the single flywheel mechanism described above. In these systems, pedal energy loss and pedal kickback depend on several factors. For example, due to the height of the pivot at the front end of the lower fork in these systems, it is not possible to achieve both low energy loss and low recoil. In addition, in these systems, the instant center of the center of the rear wheel relative to the front triangle is lower than the resultant force line when the rear brakes are applied. When the rear brakes are applied in systems having such a low instantaneous center, the resulting force stretches the rear shock, thereby preventing the shock absorber from functioning.

That in the US patent US Pat. No. 6,386,568 B1 revealed system is problematic in some ways. For example, due to the relatively high location of the VPP, the pedal traction force can cause tension on the shock absorber in a variety of circumstances. In the system disclosed in US Pat. No. 6,386,568 B1, stress is distributed across the shock absorber when the driver releases the shock absorber Pedals occurs. The shock absorber can therefore be kept under constant tension. However, the shock absorber is designed so that it acts only when the impact force is greater than the tensile force to which the shock absorber is subjected. As a result, due to the constant tension exerted by the rider upon pedaling, the shock absorber may not be able to absorb small impacts. Therefore, inconvenience may occur when pedaling.

In addition, the use fails with a setting "no sag" in the US patent US Pat. No. 6,386,568 B1 Disclosed system in overcoming the problem of the inconvenience of pedaling. The term "non-sag adjustment" refers to a preset internal pressure exerted by the shock absorber that is designed to counteract the pressure exerted by the driver's body weight on the shock absorber. If a shock absorber has such a slack adjustment, it does not compress when the rider is sitting on the saddle.

In addition, the fact that in the US Patent US 6,386,568 disclosed system of the instantaneous center of the rear triangle frame relative to the front triangle frame is located far away in the front, a serious tension of the shock absorber when the rear brake is actuated. This tension could further prevent the shock absorber from operating effectively during braking, thereby causing the driver's comfort level to drop significantly. Finally, the voltage applied to the shock absorber in this system can unnecessarily reduce the useful life of the shock absorber.

The US patents US 5 553 881 A . US Pat. No. 6,206,397 B1 and US Pat. No. 6,488,301 B2 also reveal four-bar linkage systems. In these systems, the rear wheel path is S-shaped and the lower half is a protruding, large sprocket. When pedaling, the chain tension pulls the rear wheel to a certain point, thus achieving the effect of locking the shock absorber mechanism. If this point is designed as a rear wheel center position at a normal slack, it may be possible to reduce the pedal energy loss. However, if bottom surface impacts occur when pedaling, the floor surface effects due to the chain tension limitations could not be effectively absorbed by the shock absorber. As a result, the convenience of pedaling can suffer. When pedaling while standing, a weight transfer effect may cause the center of the rear wheel to deviate from an optimal point. This may result in the shock absorber system being unable to effectively reduce energy loss when pedaling. In addition, the change in the distance between the multi-purpose axle connected to the seat tube and the center of the rear wheel (referred to as "RC") can be significant, thereby causing pedal kickback problems.

Still other suspension and damping systems are known from the US patent US Pat. No. 6,581,948 B2 as well as from US patent application US 2005/0 285 367 A1.

In view of the disadvantages of conventional damping systems, there is a need to provide a bicycle having a rear suspension system that minimizes energy loss when pedaling in either a seated or standing position, has minimal brake impact, low pedal kickback and results in a longer shock absorber life.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a method of providing a suspension system for a bicycle having a simplified shock absorber that improves ride comfort.

The previously derived and indicated object is achieved by a method for providing a suspension or damping system for a bicycle having the features of patent claim 1.

Embodiments of the method according to the invention are the subject of the dependent claims.

The advantages and objectives of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. In addition, the advantages and objectives are achieved and attained by means of the elements and combinations particularly pointed out in the appended claims.

According to the invention, a suspension system for a bicycle may include a front frame supported by a front wheel, a shock absorber connected to the front frame, a rear frame supported by a rear wheel having a center, and a drive assembly included, which is connected to the rear frame, which has at least one sprocket. The shock absorber may include a predetermined pressure that is substantially equal to a pressure exerted on the shock absorber by a driver of the bicycle assembly. Of the Rear frame may be configured to guide the movement of a virtual fulcrum, which is an axis of rotation of the center of the rear wheel, along a path that is substantially aligned with a tangent that extends between the center of the rear wheel and a tangent point of the sprocket when the rear wheel moves with respect to the front wheel.

The present disclosure further provides a shock absorber for a bicycle assembly. The shock absorber includes a master cylinder, a master piston disposed in the master cylinder and separating the master cylinder into a first chamber and a second chamber, wherein the first chamber and the second chamber are in fluid communication with each other. The main piston is slidable from a first position to a second position, pushing a fluid that flows between the first chamber and the second chamber. The shock absorber further includes an auxiliary cylinder which is slidable along an outer surface of the master cylinder, an auxiliary piston which is fixed to the master cylinder and disposed within the auxiliary cylinder and separates the auxiliary cylinder into a first chamber and a second chamber, and a piston rod interposed between the main piston and the auxiliary cylinder is connected. Fluid flow between the first chamber and the second chamber of the master cylinder is restricted when the master piston is in the first position.

According to another aspect of the present invention, there is provided an apparatus that, in some embodiments, includes a front triangle frame, a rear triangle frame, a front wheel pivotally provided in a forward direction of the triangle frame, a rear wheel configured in a rearward direction of the front triangle frame, and a rearward suspension system incorporating a "no-heel adjustment" shock absorber. The suspension system may be capable of receiving a shock absorbing movement and may be configured between the front triangle frame and the rear wheel. The rear triangle frame may include a main pivot point pivotally connected to the front triangle frame. The main pivot point may be located at or near a resultant force line created during braking, and further disposed at an angle that oscillates in a range of 45 ° ± 15 ° with the apex of the angle defining as a rear ground contact point with respect to a horizontal bottom surface can be. The device may also allow for compression of the shock absorber that does not exceed one-seventh of the shock-absorbing motion.

In yet another aspect of the present invention, there is provided an apparatus that, in some embodiments, includes a front triangle frame, a rear triangle frame, a front wheel pivotally provided in a forward direction of the triangle frame, a rear wheel configured in a rearward direction of the front triangle frame , and may include a rearward suspension system incorporating a shock absorber with a zero sag adjustment. The suspension system may be capable of receiving a shock absorbing movement and may be configured between the front triangle frame and the rear wheel. The rear triangle frame may include a main pivot point rotatably connected to the front triangle frame. The main pivot point may be located at or near a resultant force line created during braking, and further disposed at an angle that oscillates in a range of 45 ° ± 15 ° with the apex of the angle defining as a rear ground contact point with respect to a horizontal bottom surface is. The device may also allow compression of the shock absorber that does not exceed one-seventh of the shock-absorbing motion. An operation of the shock absorber may be sensitive to a pedal kicking operation for reducing energy loss. The shock absorber may further include a first oil chamber and a second oil chamber for receiving a pressurized fluid and a piston capable of shifting from a first position to a second position, wherein the flow is restricted in the first position. The pressurized fluid may flow from the second oil chamber to the first oil chamber, wherein the piston may shift from the second position to the first position, the oil flow being restricted in the first position.

According to still another aspect of the present invention, there is provided an apparatus which, in some embodiments, includes a front frame, a front wheel rotatably provided in a forward direction of the front frame, a rear wheel arranged in a rearward direction of the front frame, a rearward running suspension system, which is arranged between the front frame and the rear wheel may include a sprocket and a VPP, which is substantially aligned with a tangent formed by the center of the rear wheel and the sprocket. The device may also include shifting the VPP rearwardly as the rear wheel moves upwardly.

It should be understood that both the foregoing general description and the following detailed description are exemplary and exclusive are illustrative and not limiting the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included for better understanding of the invention and incorporated in and constitute a part hereof. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

Show it:

1 a graph of the forces exerted on an existing shock absorbing frame before the brakes engage;

2 a diagram of the forces exerted on an existing shock-absorbing frame after the brakes engage;

3 a diagram of the resulting force line from the reverse braking in the existing shock-absorbing frame;

4 a plan diagram illustrating a first preferred embodiment of the present invention, ie a bicycle with rear shock absorption;

5 how an angle formed by the line passing through the instantaneous center and the rearward ground contact point and a horizontal line corresponds to the resultant line of force in a preferred embodiment;

6 a composite sectional view of a shock absorber of the above-described preferred embodiment of the present invention;

7 Fig. 14 is a rear-wheel operating diagram of the above-described preferred embodiment of the present invention, illustrating how to compress shocks up against a rear wheel and drive upper and lower connecting rods to produce turning operation in the same direction;

8th FIG. 4 is an operational diagram of the shock absorber of the preferred embodiment of the present invention described above illustrating how the piston shifts from the first position to the second position; FIG.

9A a control diagram of the virtual pivot of a preferred embodiment of the present invention;

9B a control diagram of the virtual fulcrum of another preferred embodiment of the present invention;

9C A control diagram of the virtual pivot, in turn, of another preferred embodiment of the present invention.

DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

Reference will now be made in detail to the present embodiments of the invention, examples of which are illustrated in the accompanying drawings. If possible, the same reference numbers are used in the drawings to designate the same or similar parts.

According to one aspect of the present invention, the performance of a shock absorber system may be variously affected when a driver operates the brakes of a typical bicycle. For example, the situation before braking is like in 1 shown. Before the brakes are applied, the force ("F _R ") exerted on the rear wheel of a typical bicycle frame can be represented by the following equations: ΣM _PF = 0; F _R × (a + b) = mg × b; F _R = b / a + bmg;

in which
M _{PF represents} a resultant torque with respect to a front point where the front wheel contacts the ground;
a represents the distance from a rear point where the rear wheel touches the ground to the center of gravity of the driver;
b represents the distance from the driver's center of gravity to the front point;
m represents the mass of the driver; and
g represents the gravitational acceleration.

After braking, the situation is like in 2 shown. In this situation, the force ("F _R '") exerted on the rear wheel during braking can be represented by the following equations:

As in 3 The resulting line of force angle (denoted by "θ") can then be represented by the following equations:

Generally speaking, it can be assumed that the height of the center of gravity ("h") is approximately equal to the wheelbase ("wb"). Based on this assumption, the resultant line of force L _{R can} roughly make an angle of 45 ° with respect to a horizontal axis. When the rear suspension system is either a single swing arm or a four-bar linkage having a lower fork connected to the front triangle frame by a single pivot, most of the major pivot points of the rear suspension system can be the resultant force line L _R adjacent or aligned. Such arrangement of the main pivot points can prevent stress being applied to the shock absorber when the back brakes are applied.

For other types of four-bar linkages, the position of the instant center of the rear triangle frame may be taken into account. This instantaneous center position is located at the intersection of the line defined by the front and rear pivot points of the lower tie bar and the line defined by the pivot points of the upper tie bar. For example, the instantaneous center O is as in the exemplary embodiment of FIG 5 shown at the intersection between a line L1, between the front pivot point 21 and the rear pivot 22 the lower connecting rod runs, and a line L2, which is between the front pivot 32 and the rear pivot 31 the upper connecting rod extends, arranged. The closer the instantaneous center O of the resulting force line L _R is, the less operation that could affect the shock absorber.

In a preferred embodiment of the invention, the instantaneous center O is substantially aligned with the resultant line of force L _R. The term "substantially aligned" refers to a preferred range of distances between the instantaneous center O and the resulting line of force L _R. In another preferred embodiment of the invention, the distance between the instantaneous center O and the resulting line of force L _{R is} adjusted to prevent tension being exerted on the shock absorber when the reverse brakes are applied. In yet another preferred embodiment of the invention, the instantaneous center O is within a range of ± 15 ° with respect to the resultant line of force L _R.

According to another aspect of the invention, the term "weight transfer effect" refers to the change in the force exerted on the shock absorber caused by a center of gravity displacement that occurs when the driver moves between a seated position and a standing position. Generally speaking, the center of gravity shifts as the rider moves between the seated and standing positions, causing a change in the length of the power arm for the center of gravity with respect to the shock absorber pivot point. The change in the length of the power arm in turn causes a change in the shock absorber compression. In addition, when the rider is pedaling while standing, the center of gravity increases and decreases during pedaling because the rider's feet do not apply uniform force to the pedals at every pedal stroke.

An embodiment of the invention may include a rear suspension and damping assembly. The rear suspension and damping assembly may include a shock absorber that is sensitive to certain types of force, such as those caused by a pedal kick motion caused by a driver when the driver is in the seated and standing position. The shock absorber can minimize the impact of these types of force on the effectiveness of the suspension and damping assembly. Another embodiment of the invention may include a shock absorber with a zero sag adjustment, which shock absorber may operate with great sensitivity to reduce energy loss. For example, this feature may improve the convenience of a driver pedaling the bicycle assembly. Yet another embodiment of the invention may include a feature that prevents damage to the shock absorber that is the result of complete compression of the shock absorber. Another embodiment of the invention may include reducing pedal energy loss and pedal kickback.

4 FIG. 10 illustrates an embodiment of the present invention incorporating a bicycle with a rear suspension shock absorption system. The bicycle can be a rear suspension or damping system 100 , a front frame (triangular frame) 200 , a front wheel 300 , a crank unit 400 , a drive assembly (drive unit) 500 and a rear wheel 600 contain. The front frame 200 Can attach to the rear suspension or damping system 100 connect. The front wheel 300 can be at the front (the forward direction is indicated by arrow I in 4 displayed) of the frame 200 be furnished. The crank unit 400 can be rotatable at the base of the frame 200 be provided. The drive assembly 500 is suitable from the crank unit 400 to be driven. The rear wheel 600 can be at the back (the reverse direction is indicated by arrow II in 4 displayed) of the front frame 200 arranged and on the rear suspension or damping system 100 be furnished.

The front frame 200 can a handlebar stem 210 , a seat tube 220 , an upper tube 230 and a lower tube 240 contain. The upper tube 230 can be between the handlebar stem 210 and the seat tube 220 be connected. The lower tube 240 can be between the handlebar stem 210 and the seat tube 220 be connected. A multi-purpose axle 250 Can be with a base of the seat tube 220 connected and to the lower tube 240 be joined.

The crank unit 400 can a crank 410 and two pedals 420 included, rotatable at the two ends of the crank 410 are provided. The drive assembly 500 can be a sprocket 510 (This also includes a sprocket assembly with multiple sprockets), a rear freewheeling group 520 and a chain 530 contain. The sprocket 510 can with the crank unit 400 be connected. The rear freewheeling group 520 can with the rear wheel 600 be connected. The chain 530 can order the sprocket 510 and a rear freewheeling group 520 be provided.

According to one aspect of the invention, the sprocket assembly may be a single gear 510 or more gears 510 contain. In describing the preferred ranges of movement of a rotational axis of the center of the rear wheel, the term "sprocket" may refer to different things depending on the number of gears used. For example, in an embodiment where the sprocket assembly has two gears 510 contains the term "sprocket" on the virtual DC link 510 ' which is arranged concentrically with and between the two gears. In another embodiment, in which the sprocket assembly has three gears 510 contains, the term "sprocket" may refer to the intermediate gears. In yet another embodiment, where the sprocket assembly is a single gear 510 The term "sprocket" may refer to the single gear 510 Respectively.

The rear suspension or damping system 100 can a rear frame (triangle frame) 10 , a lower connecting rod 20 , an upper connecting rod 30 and a shock absorber 40 contain. The rear frame 10 may be in a backward direction II with respect to the front triangle frame. The lower connecting rod 20 Can be rotated between the rear frame 10 and the front frame 200 be connected. The upper connecting rod 30 Can be rotated between the rear frame 10 and the front frame 200 be connected and also above the lower connecting rod 20 be arranged. The shock absorber 40 Can be swiveled between the front frame 200 and the upper connecting rod 30 be connected.

The rear frame 10 can be a lower fork 11 , an upper fork 12 and a rear fork end 13 contain. The lower fork 11 can the multi-purpose axle 150 correspond and run along the backward direction II. The upper fork 12 can be with the lower fork 11 overlap to form an angle. The rear fork end 13 may be rigidly connected to a connection point where the upper fork 12 and the lower fork 11 are connected. The lower fork 11 can the multi-purpose axle 250 adjacent a lower fork front end 111 contain. The upper fork 12 can be an upper fork front end 121 above the lower fork front end 111 contain.

The lower connecting rod 20 can be a first axis of rotation 21 and a second axis of rotation 22 contain. The first axis of rotation 21 can be swiveled on the lower tube 240 be provided. The second axis of rotation 22 can be compared to the first axis of rotation 21 arranged and pivotable on the lower fork front end 111 the rear frame 10 be provided. In addition, the first axis of rotation 21 over the multi-purpose axle 250 of the front frame 200 be arranged, and in one embodiment, the first axis of rotation 21 at the side of the multi-purpose axle 250 arranged in the forward direction I.

The upper connecting rod 30 can be a triangle with a third axis of rotation 31 a front pivot (a front pivot) 32 and a fourth axis of rotation 33 form. The third axis of rotation 31 Can be swiveled on the upper fork front end 121 the rear frame 10 be provided. The front pivot point 32 can be compared to the third axis of rotation 31 be arranged. The fourth axis of rotation 33 can be between the third axis of rotation 31 and the front pivot 32 be arranged, and in one embodiment, the fourth axis of rotation 33 swiveling on the seat tube 220 be provided.

With reference to 6 is a shock absorber according to the invention 40 with a master cylinder 41 , a main piston 42 , an auxiliary cylinder 43 , an auxiliary piston 44 , a piston rod 45 , an adjustable adjustment rod 46 and a reset unit 47 contain. The main piston 42 is internally inside the master cylinder 41 arranged. The auxiliary cylinder 43 can be external to the master cylinder 41 be provided. The auxiliary piston 44 is internally inside the auxiliary cylinder 43 arranged and attached to the master cylinder 41 attached. The piston rod 45 is between the main piston 42 and the auxiliary cylinder 43 connected and can run along an axial line. The adjustable adjustment bar 46 can inside the piston rod 45 to run. The reset unit 47 can be a rebound force for the main piston 42 provide.

In a preferred embodiment, the shock absorber 40 have a setting without sag, the amount of compression of the shock absorber 40 controls. Preferably, the no-sag adjustment limits the amount of compression to about one-seventh of a shock-absorbing piston stroke. For example, if a shock absorbing piston stroke is 38 mm, the compression amount under the no sag adjustment may be from 5.4 mm to 0 mm or 3.8 mm to 0 mm. If there is a small amount of compression, any pedaling force could have a compression effect on the shock absorber 40 produce. If the amount of compression is around zero (0), then substantially no pedal traction might be capable of disabling stress on the shock absorber 40 to distribute.

The master cylinder 41 can be a base end 411 , an upper end 412 and a master cylinder wall 413 contain. The base end 411 can be rotatable on the lower tube 240 of the front frame 200 be provided. The upper end 411 can be compared to the base end 411 be arranged. The master cylinder wall 413 can be between the base end 411 and the upper end 412 be arranged. In addition, the upper end 412 a section of small diameter 412 ' contain. And the base end 411 may be laterally to the forward direction I of the first axis of rotation 21 the lower connecting rod 20 are located.

In an illustrative embodiment, the main piston 42 shaped so as to be the first master cylinder 41 in a first oil chamber 421 (the base end 411 adjacent) and a second oil chamber 422 (near the top end 412 ) separates. The second oil chamber 422 can with the section 412 ' be connected with a small diameter, and the cross-sectional area of the second oil chamber 422 can be bigger than the section 412 ' be with a small diameter.

In another illustrative embodiment, the auxiliary cylinder 43 a cylinder connection part 431 that is around the outside of the master cylinder 41 fits. The auxiliary cylinder 43 can also have a turned part 432 included, that the cylinder connection part 431 is arranged opposite. The turned part 432 can rotate on the front pivot 32 the upper connecting rod 30 be arranged.

The auxiliary piston 44 can the auxiliary cylinder 43 into a positive gas chamber 441 (alternatively referred to as the "first" gas chamber) located near the rotating part 432 and a negative gas chamber (alternatively referred to as a "second" gas chamber) separate, which is close to the cylinder connection part 431 can be located. In a preferred embodiment, the air pressure is in the negative gas chamber 442 preferably equal to the outside air pressure (alternatively referred to as "atmospheric" pressure). Because the air pressure of the negative gas chamber 442 may be low, in addition, the pressure of the positive gas chamber 441 also be equally low.

In another illustrative embodiment, the piston rod 45 a hollow tube included. The piston rod 45 can an oil hole 451 Contain the first oil chamber 421 with the second oil chamber 422 combines. The oil opening 451 can be a first opening 452 at the main piston 42 is provided, and a second opening 453 included on a peripheral surface of the piston rod 45 is provided.

The adjustment rod 46 can be a conical part 461 included, the first opening 452 corresponds to and from a control rod 462 pulled, the helical on the auxiliary cylinder 43 is appropriate. The adjustment rod 46 can be used to adjust the cross-sectional area of the first opening 452 be moved along an axis.

The reset unit 47 can be a spacer pin or piston 471 and a gas-filled room 472 contain. The distance pin 471 can in the master cylinder 41 fit. The gas-containing space 472 can through the spacer pin 471 be formed and laterally from the first oil chamber 421 are located. In one embodiment, the gaseous space 472 be filled with nitrogen under high pressure.

In the above-described rear suspension system 100 , this in 5 is shown, the instantaneous center O of the rear triangle frame 100 with respect to the front frame 200 essentially at an intersection between a first straight line L1 passing through the first axis of rotation 21 and the second axis of rotation 22 the lower connecting rod 20 runs, and a second straight line L2, passing through the third axis of rotation 31 and the fourth axis of rotation 33 the upper connecting rod 30 runs, be aligned. In a preferred embodiment, the angle θ _{2 is formed} by the instantaneous center O and the point A at which the rear wheel 600 touched the ground. In another preferred embodiment, the angle θ _{2 is} about 40 °. In yet another preferred embodiment, the angle θ _{2 is} within the range of the angles θ ₁ defined by the bottom surface at point A and the resultant force line L _R generated when the brake of the rear wheel 600 is actuated, are formed. It is therefore possible to minimize the shock effects caused by the rear wheel brake. In a further preferred embodiment, the angle θ _{1 is} approximately 45 ° ± 15 °. In yet another preferred embodiment, the angle θ may be either within the range of 40 ° to 50 ° or within the range of 35 ° to 45 °.

As in 6 As shown, when the rider is sitting on the saddle and pedaling, and when the shock absorber is in a slack adjustment, substantially no force can be applied to the shock absorber 40 distributed to cause it to unintentionally compress or expand. This can prevent the shock absorber 40 is deactivated by such a force, and reduce pedal energy loss. At this point, the main piston corresponds 42 the master cylinder 41 and is in the first position, in 6 shown. The second opening 453 the oil opening 451 corresponds to the section 412 ' with small diameter of the master cylinder 41 , The auxiliary piston 44 also corresponds to the auxiliary cylinder 43 and is in the lowest position.

As further in 7 shown, the rear wheel can 600 gradually swinging upwards in the Y direction when the moving bicycle hits rough ground. In this embodiment, the second axis of rotation 22 the lower connecting rod 22 be subjected to a rotational displacement in a clockwise direction from the backward direction II to a direction of the forward direction I out. If the second axis of rotation 22 the rotational displacement is exposed, the first axis of rotation 21 act as a pole. In addition, the third axis of rotation 31 the lower connecting rod 30 be subjected to a rotational displacement in a clockwise direction from the backward direction II to a direction of the forward direction I out. If the third axis of rotation 31 the rotational displacement is exposed, the fourth axis of rotation 33 act as a pole.

As in the embodiment of 8th shown, can be a front pivot 32 for driving the rotary part 432 the auxiliary cylinder 43 be used, reducing its compression relative to the master cylinder 41 is effected. When the turned part 432 is compressed, pressurized fluid flows from the first oil chamber 421 in the second oil chamber 422 , The main piston 42 then shifts from the first position in 6 is shown, to the second position near the spacer pin 471 out in the 8th is shown. Because of the difference between the section 412 ' with small diameter and the cross-sectional area of the second oil chamber 422 occurs a current limit when the second opening 453 the oil opening 451 within the section 412 ' is small diameter (the main piston in the first position), and the speed of the main piston from the first position to the second position gradually increases. At this point, the auxiliary cylinder 43 closer to the master cylinder 41 pressed. As a result, the auxiliary piston shifts 44 from the lowest position to a higher position and compresses the high-pressure gas in the main gas chamber 41 , In addition, the high-pressure nitrogen in the gas-containing space 472 through the spacer pin 471 be compressed. In other words, at the moment when the shock occurs, the main piston 42 in the first position, in 6 is shown for effecting current limiting and performing a buffering operation.

When the force of the impact, on the turned part 432 the auxiliary cylinder 43 is applied and then fades, the high-pressure gas of the positive gas chamber for generating a rebound effect within the gas-containing space 472 act. The auxiliary cylinder 43 and the spacer pin 471 can bounce back into the positions, for example, in 6 and 8th are shown. In addition, the main piston can 42 from the second position back to the first position, and it may cause the pressurized fluid from the second oil chamber 422 in the first oil chamber 421 flows. In addition, due to the difference in the cross-sectional area of the second oil chamber 422 and the section 412 ' small diameter when the second opening 453 the oil opening 451 the section 412 ' corresponds with a small cross-section, a current limit can be effected. The movement of the main piston 42 gradually slows down as it moves from the second position to the first position. In this way it is possible to prevent the shock absorber 40 rebounds and the auxiliary piston 44 against the auxiliary cylinder 43 suggests. Thus, the useful life of the shock absorber 40 be extended.

In another embodiment, the gas pressure is in the negative gas chamber 422 of the shock absorber 40 preferably low. The gas pressure of the positive gas chamber 441 can be correspondingly low. This can reduce manufacturing costs because precision and air impermeability requirements can be reduced. In addition, the low gas pressure of the positive gas chamber 441 to ensure a higher level of convenience. And by using the control rod 462 If necessary, the cross-sectional area between the conical part 461 and the first opening 452 be adjusted to adjust the buffering capacity.

As further in 4 and 9A until C can be shown when a pedal pedaling force on a pedal 420 is exercised, the tension on the chain 530 and the weight rotation of a driver puts a force on the rear fork end 13 exercise. This force can be exerted in different directions, for example, depending on the transmission ratio. When the VPP is in the middle of all lines of applied force, there is a smaller amount of pedal energy loss. In one embodiment, the VPP is substantially aligned with a tangent that is from the center of the rear wheel 600 to a sprocket 510 Runs when a driver is in a normal position and the shock absorber has a setting without sagging. 9A to C represents the displacement range of the VPP in various circumstances. When the rear wheel 600 For example, further swinging upward in the Y direction, ie away from the ground surface, the VPP is in the direction II. It is therefore possible to reduce the pedal kickback effect that results when the shock absorber is operating. In one embodiment, the VPP is at or near a tangent 512 a rear wheel center 602 and a sprocket 510 , The shift range of the VPP may be referenced to the tangent point 514 and the tangent 512 from the rear wheel center 602 to the sprocket 510 be defined.

As in the embodiment of 9B As shown, the range of motion of the VPP may be in one area 610 fall. The area 610 can through a first vertical line 612 , a second vertical line 614 , Upward and downward deviation distances H ₁ , H ₂ with respect to the tangent 512 , an upper line 616 and a bottom line 618 be limited. The upward deviation distance H ₁ may extend to a first deviation point P ₁ located on the second vertical line 614 located and above the tangent 512 is spaced. Similarly, the downward deviation distance H ₂ may extend to a second deviation point P ₂ located on the second vertical line 614 located and under the tangent 512 is spaced. The area 610 may also be represented by a third deviation point P ₃ , which is on the first vertical line 612 located and above the tangent 512 is spaced, and limited to a fourth deviation point P ₄ , located on the first vertical line 612 located and under the tangent 512 is spaced. The upper line 616 can be a direction parallel to the tangent 512 is, and between the first and third deviation point P ₁ and P ₃ run. Similarly, the bottom line 618 between the second and fourth deviation point P ₂ and P ₄ . The tangent point 514 can by a distance D ₁ from the first vertical line 612 spaced by a center C of the sprocket 510 runs. The second vertical line 614 can from the tangent point 514 be spaced apart by a distance D ₂ . In an illustrative embodiment, the distance D _{1 is} about 10 mm, the distance D _{2 is} about 300 mm, the upward and downward deviation distances H ₁ , H _{2 are} each 55 mm and the two parallel lines 616 and 618 run along a direction that is substantially parallel to the tangent 512 is.

As in the embodiment of 9C As shown, the range of motion of the VPP may be in one area 620 fall. The area 620 can through a first vertical line 622 that the tangent point 514 cuts, a second vertical line 624 , Upward and downward deviation distances H ₃ , H ₄ with respect to the tangent 512 , an upper line 626 and a bottom line 628 be limited. The upward deviation distance H ₃ may extend to a first deviation point P ' ₁ located on the second vertical line 624 located and above the tangent 512 is spaced. Similarly, the downward deviation distance H ₄ may extend to a second deviation point P ' ₂ located on the second vertical line 624 located and under the tangent 512 is spaced. The area 620 can also be represented by a third deviation point P ' ₃ , which is on the first vertical line 622 located and above the tangent 512 is spaced, and limited to a fourth deviation point P ' ₄ , located on the first vertical line 622 located and under the tangent 512 is spaced. The upper line 626 may be between the first and third deviation point P ' ₁ and P' ₃ . Similarly, the bottom line 618 between the second and fourth deviation point P ' ₂ and P' ₄ run. In an illustrative embodiment, the distance D is approximately 150 mm, the upward and downward deviation distances H ₃ , H _{4 are} 20 mm, and the parallel lines 626 . 628 may be along a direction that is substantially parallel to the tangent 512 is. As a further illustration, the embodiments of the present invention may provide at least the following exemplary functions:

I. Minimize pedal energy loss:

The VPP is made to fall near or to the tangent defined by the rear wheel center and the front sprocket. Therefore, the system can effectively reduce a torque generated by chain tension when pedaling on the VPP, thereby increasing the compression of the shock absorber 40 is minimized.

II. Effective shock absorption:

As a result of adjustment without slack of the shock absorber 40 , the shock absorber can 40 if a rider is sitting on the saddle and pedaling, not working or working only weakly. This achieves the objective of low energy loss. However, if the bike encounters a bump or a hole, it can react quickly.

III. Shock absorption based on driver's position:

Because of the weight-shifting effect, when a rider steps on the pedals, the force exerted by the rider on the shock absorber is different 40 is exercised by the force exercised when the driver is seated. If a setting without sag is present, the shock absorber makes 40 less shock absorption work when the rider exerts a pedaling force and when the bicycle hits an object on the road surface than would be the case when the bicycle had a slack shock setting design. Therefore, it is possible to greatly reduce energy loss when pedaling the pedals.

IV. Minimizing the influence of braking on shock absorption:

Since the instantaneous center O of the rear frame 10 respectively. 100 with respect to the front frame 20 respectively. 200 is within the sector of 45 ° ± 15 °, whose vertex is the point at which the rear wheel touches the ground and whose horizontal line is the ground surface, the impact effects caused by rear wheel braking can be minimized.

V. Minimize pedal kickback:

Since the pedal return phenomenon may be caused by changes in the length during the shock absorber operation, the RC may be modified to approximate the change in the chain length. The pedal kickback phenomenon can thereby be minimized.

VI. Provide shock absorbers with the characteristic of a setting without sagging:

As a shock absorber 40 with a positive gas chamber 441 may be provided, which has a certain level of preset internal pressure, the shock absorber 40 have the feature of a setting without sag. If the preset pressure in the gas chamber 441 high, the shock absorber can 40 preferably have a very strong design, and he could not react too fast. As the equation Pp = Np + F (Pp = gas pressure of the positive gas chamber, Np = gas pressure of the negative chamber F = the force exerted by the weight of the driver) illustrates, the objective of reducing the pressure in the positive gas chamber 441 by reducing the pressure in the negative gas chamber 442 be achieved. When the pressure in the negative gas chamber 442 is relatively low, about as low as the external pressure, it is possible the ideal pressure of the positive gas chamber 441 to achieve.

When the pressure in the negative gas chamber 442 However, low, it follows that the shock absorber 40 tends to rebound to its limit. And when the shock absorber piston stroke reaches its limit, beat the moving parts of the shock absorber 40 to each other and tend to damage. Therefore, the shock absorber uses 40 a hydraulic bounce device that can create a buffering effect when the rebound stroke of the shock absorber piston is about to reach its limit and thus extend the useful life of the shock absorber. Of course, this solution does not have to use the hydraulics. Any material or process that can achieve an elastic buffering effect can achieve the same results.

Claims (13)

A method of providing a suspension or cushioning system for a bicycle comprising: a front frame ( 200 ), which by a front wheel ( 300 ) is supported; a shock absorber ( 40 ), with the front frame ( 200 ) and having a preset pressure equal to the pressure acting on the shock absorber by the body weight of a driver; a rear frame ( 10 ), which by a rear wheel ( 600 ) is supported with a center; a drive assembly ( 500 ) with the rear frame ( 10 ) with at least one sprocket ( 510 ) connected is; the rear frame ( 10 ) is configured to control the movement of a virtual pivot, namely the axis of rotation about which the center of the rear wheel ( 600 ), along a path that runs on or near a tangent ( 512 ), which is between the center of the rear wheel ( 600 ), when a driver is in a normal position and the shock absorber is in a non-sag setting, and a tangent point (FIG. 514 ) of the sprocket ( 510 ) runs when the rear wheel ( 600 ) with respect to the front wheel ( 300 ) emotional; the shock absorber ( 40 ) comprises: a master cylinder ( 41 ); a main piston ( 42 ) located in the master cylinder ( 41 ) is arranged, wherein the main piston ( 42 ) the master cylinder ( 41 ) in a first oil chamber ( 421 ) and a second oil chamber ( 422 ), wherein the first oil chamber ( 421 ) and the second oil chamber ( 422 ) are in fluid communication with each other, and wherein the main piston ( 42 ) is displaceable between a first and a second position, whereby a fluid for flowing between the first oil chamber ( 421 ) and the second oil chamber ( 422 ) is forced; an auxiliary cylinder ( 43 ), which along an outer surface of the master cylinder ( 41 ) is displaceable; an auxiliary piston ( 44 ) attached to the master cylinder ( 41 ) and in the auxiliary cylinder ( 43 ), wherein the auxiliary piston ( 44 ) the auxiliary cylinder ( 43 ) into a first gas chamber ( 441 ) and a second gas chamber ( 442 ) separates; a piston rod ( 45 ) between the main piston ( 42 ) and the auxiliary cylinder ( 43 ) connected is; and an oil port ( 451 ), which is the first oil chamber ( 421 ) and the second oil chamber ( 422 ) of the master cylinder ( 41 ), whereby the oil opening ( 451 ) a first with the first oil chamber ( 421 ) connected opening ( 452 ) and a second with the second oil chamber ( 422 ) connected opening ( 453 ) having; wherein the second opening ( 453 ), when the main piston ( 42 ) in the first position, in a section ( 412 ' ) of the second oil chamber ( 422 ) of the master cylinder ( 41 ) having a relatively smaller diameter for restricting the fluid flow from the second opening (FIG. 453 ), so that the fluid flow between the first oil chamber ( 421 ) and the second oil chamber ( 422 ) of the master cylinder ( 41 ) is limited when the main piston ( 42 ) is in the first position, and wherein the pressure in the first gas chamber ( 441 ) and the pressure in the second gas chamber ( 442 ) is set so that the equation Pp = Np + F, where Pp is the gas pressure in the first gas chamber ( 441 ), Np is the gas pressure in the second gas chamber ( 442 ) and F is the force exerted by the weight of the driver. The method of claim 1, wherein the suspension or damping system further comprises a lower tie rod (10). 20 ) with the front frame ( 200 ) at a first axis of rotation ( 21 ) and with the rear frame ( 10 ) at a second axis of rotation ( 22 ) is pivotally connected, and an upper connecting rod ( 30 ) connected to the front frame ( 200 ) on a fourth axis of rotation ( 33 ) and with the rear frame ( 10 ) at a third axis of rotation ( 31 pivotally connected, and wherein an intersection of a first line (L1) passing through the first axis of rotation ( 21 ) and the second axis of rotation ( 22 ) of the lower connecting rod ( 20 ) and a second line (L2) passing through the fourth axis of rotation (L2). 33 ) and the third axis of rotation ( 31 ) of the upper connecting rod ( 30 ) within an angular range of 45 ° ± 15 ° with respect to a ground surface, the angular range having a vertex at a rear-wheel ground contact point. Method according to claim 1, wherein the rear frame ( 10 ) is configured to guide the movement of the virtual fulcrum within an area defined by a first vertical line (Fig. 612 ) passing through the center of the sprocket ( 510 ), a second vertical line ( 614 ) from the first vertical line ( 612 ) to the rear wheel ( 600 ), a first deviation point (P1) on the second vertical line (FIG. 614 ), which is above the tangent ( 512 ), a second deviation point (P2) on the second vertical line (FIG. 614 ), which under the tangents ( 512 ), a third deviation point (P3) on the first vertical line (FIG. 612 ), which over the tangents ( 512 ), a fourth deviation point (P4) on the first vertical line (FIG. 612 ), which under the tangents ( 512 ), an upper line ( 616 ) extending between the first (P1) and third deviation point (P3) and a lower line ( 618 ) which extends between the second (P2) and fourth deviation point (P4) is limited. Method according to claim 3, wherein the upper ( 616 ) and the lower line ( 618 ) runs along a direction parallel to the tangents ( 512 ). Method according to claim 3, wherein the tangent point ( 514 ) 10 mm from the first vertical line ( 612 ), the first deviation point (P1) 55 mm above the tangent ( 512 ), the second deviation point (P2) is 55 mm below the tangent (FIG. 512 ) and the second vertical line (FIG. 614 ) 300 mm from the tangent point ( 514 ) is spaced. Method according to claim 1, wherein the rear frame ( 10 ) is configured to guide the movement of the virtual fulcrum within an area defined by a first vertical line (Fig. 612 ) passing through the tangent point ( 514 ) of the sprocket ( 510 ), a second vertical line ( 614 ) from the first vertical line ( 612 ), a first deviation point (P1) on the second vertical line (FIG. 614 ), which is above the tangent ( 512 ), a second deviation point (P2) on the second vertical line (FIG. 614 ), which under the tangent ( 512 ), a third deviation point (P3) on the first vertical line (FIG. 612 ) above the tangent point ( 514 ), a fourth deviation point (P4) on the first vertical line (FIG. 612 ), which is below the tangent point ( 514 ), an upper line ( 616 ) extending between the first (P1) and third deviation point (P3) and a lower line ( 618 ) which extends between the second (P2) and fourth deviation point (P4) is limited. Method according to claim 6, wherein the upper ( 616 ) and the lower line ( 618 ) runs along a direction parallel to the tangent ( 512 ). Method according to claim 6, wherein the first deviation point (P1) is 20 mm above the tangent (P1). 512 ), the second deviation point (P2) is 20 mm below the tangent (FIG. 512 ) and the second vertical line (FIG. 614 ) 150 mm from the first vertical line ( 612 ) is spaced. The method of claim 1, wherein the drive assembly ( 500 ) receives a middle gear with an outer circumference that coincides with the tangent point ( 514 ) cuts. The method of claim 1, wherein the drive assembly ( 500 ) receives two gears and the tangent point ( 514 ) is located on a circumference of a virtual, intermediate circle between the two gears. The method of claim 1, wherein the sprocket assembly ( 510 ) receives a single gear and the tangent point ( 514 ) is located on a circumference of the single gear. Method according to claim 1, wherein the rear frame ( 10 ) is configured such that during a first half of a full shock absorber piston stroke of the shock absorber ( 40 ) an instantaneous center on movement of the rear frame ( 10 ) with respect to the front frame ( 200 ) within an angular range of 45 ° ± 15 ° with respect to a ground surface, the angular range having a vertex at a rear-wheel ground contact point. Method according to claim 1, wherein the rear frame ( 10 ) is configured such that during a first third to two-thirds of a full shock absorber piston stroke of the shock absorber ( 40 ) an instantaneous center on movement of the rear frame ( 10 ) with respect to the front frame ( 200 ) within an angular range of 45 ° ± 15 ° with respect to a ground surface, the angular range having a vertex at a rear-wheel ground contact point.

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