DE112018001550T5 - VEHICLE - Google Patents

Abstract

A vehicle includes a front frame portion having a seat support portion, a motion control system and a rear frame portion movably connected to the front frame portion by the motion control system. The motion control system exerts a force on the front frame member in response to a forward acceleration of the rear frame member resulting from a driving force exerted by a wheel carried by the rear frame member, which immediately accelerates the seat supporting member toward.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the priority of US Non-Provisional Utility Model Application No. 15/468, 106 filed March 23, 2017, U.S. Non-Provisional Utility Model Application No. 15 / 468,094, filed March 23, 2017, US Non-Provisional Utility Model Application No. 15 / 478,229 , filed on April 3, 2017, U.S. Non-Provisional Utility Model Application No. 15 / 796,053 , filed on 27 October 2017 and not provisional US Utility Model Application No. 15 / 898,645 , filed on February 18, 2018. The entire disclosure of each of the aforementioned applications is hereby expressly incorporated by reference for all purposes.

BACKGROUND OF THE REVELATION

AREA OF REVELATION

The present disclosure relates to a vehicle, e.g. to a two-wheeled vehicle like a bicycle.

DESCRIPTION OF THE PRIOR ART

The present disclosure relates to vehicles and vehicle components. These vehicles may include, but are not limited to, bicycles, electric bicycles, motorized bicycles, motorcycles, and the like.

For the sake of simplicity, bicycles will be discussed in parts of this disclosure, but this will only be to the benefit of the reader. The vehicle components, suspension systems, and the like can be used for a wide range of man-powered and motorized vehicles.

Bicycles and related vehicles often include front and / or rear suspension to cushion or suspend the rider from uneven terrain to enhance control, safety and comfort. Since the 1990s, attempts have been made to perfect bicycle spring systems, especially for mountain bikes, as they are often driven on uneven terrain. Early suspension designs suffered from several problems. In some early designs known as single-pivot rear suspension, a swing arm mounted at one end to the rear wheel pivots either from the seat tube or down tube near the bottom bracket. The swing arm can be suspended from the top of the seat tube near the seat by a spring damper or other shock absorber. One of the problems with this type of suspension is the tendency of the pedals to move or rock up and down as the swing arm pivots the rear wheel on uneven terrain. The pedal is caused by the tension and compression of the chain when the rear wheel pushes up and then returns.

Another is the tendency for the rear wheel to effectively lose contact with the roadway because the upward force on the contraction surface of the rear wheel during pedaling tends to turn the swing arm and lift the wheel off the ground.

An early attempt to solve these problems, which is still in use today, is known as the Horst handlebar suspension. This suspension tries to separate the pedal forces and the braking force from the suspension. The Horst handlebar suspension uses a so-called four-bar linkage. A four-bar linkage comprises four elements called "bars" or "links" which are interconnected by hinges or a combination of rotating and sliding joints. The Horst handlebar suspension uses four swivel joints. The four rods or links in the eyelet link suspension may include the chain stay, the seat stay, a portion of the seat tube, and a lever arm. One end of the chain stay is pivotally connected to the seat tube above the bottom bracket. The other end of the chain stay is connected to the end of the seat stay near the rear dropout (i.e., the portion of the seat stay that holds the rear axle). The lever arm pivots at one end against the upper end of the seat stay and at the other end against an upper portion of the seat tube.

A shock absorber attaches the center of the lever arm to an upper part of the frame.

Another example of a suspension that attempts to advance the state of the art is the DW connection hanger. The DW Link suspension attempts to eliminate the tendency of the rear suspension to compress when the bicycle is accelerated during pedaling. Part of the energy associated with pedaling is lost through this compression. The compression of the rear suspension under force is called Squat. The resistance to the compression of the rear suspension is called anti-squat. The DW-Link uses a four-bar linkage that reduces energy loss when pedaling through suspension compression by providing more resistance to suspension compression (ie, more squat) at the beginning of the suspension movement than at a later time in the suspension. The DW handlebar suspension connects a rigid rear triangular part of the bicycle frame to the seat tube via two short links. One of the links is pivotally connected to the bottom of the rear triangle and the bottom of the seat tube. The other link is pivotally connected between the top of the rear triangle and an upper portion of the seat tube.

A spring damper is used to dampen the rear triangle to the front frame. At high acceleration, the upward force at the lower end of the rear wheel turns the top link and pushes the upper element of the rear triangle into the damper, compressing it. As the damper compresses, some of the energy normally needed to accelerate the bicycle is lost through friction. To prevent this, the damper may include a throttle valve or other mechanical or electrical locking mechanism to prevent the damper from moving. Although this prevents energy from being lost when accelerating to frictional forces of the damper, it restricts movement of the frame. During acceleration, since the suspension is restricted or "locked", the bicycle behaves like a non-suspension bicycle, i. as if it had a rigid frame.

TABLE OF CONTENTS FOR THIS PUBLICATION

The following disclosure contains four sections, each with its own drawings and written description. While the drawings according to PCT rule 1.13 (k) are numbered consecutively, the reference numerals used in one section refer to drawings associated with that section, and may duplicate reference symbols used in other sections, although referring to other drawing elements. However, the same reference number used in a section refers to the same feature. A reference to "this disclosure" within a section should generally be construed as a reference to the section in which the reference occurs and the associated figures. section pages characters leaves introduction 1-3 - - - - - - 1 4-12 1-2 1-2 2 13-59 3-20 3-20 3 60-87 21-33B 21-39 4 88-138 34A-42J 30-40

PART 1

SUMMARY OF SECTION 1

A vehicle component comprising a first arm, a second arm and a yoke portion connecting the first arm and the second arm, wherein the first arm and / or the second arm and / or the yoke portion have a tubular structure and an interior wall, which tubular structure divided into a first tubular chamber and a second tubular chamber.

SUMMARY OF THE PRESENT DISCLOSURE

The present disclosure relates, inter alia, to a vehicle component comprising a first arm, a second arm and a yoke portion connecting the first arm and the second arm, wherein the first arm and / or the second arm and / or the yoke portion comprises a tubular Structure and an inner wall which divides the tubular structure into a first tubular chamber and a second tubular chamber.

Other objects, advantages, and embodiments of the present disclosure will become apparent from the following detailed description.

list of figures

• 1: eine erste Ausführungsform einer Fahrzeugkomponente gemäß der vorliegenden Offenbarung; und
• 2: eine zweite Ausführungsform einer Fahrzeugkomponente gemäß der vorliegenden Offenbarung.

The figures show:

• 1 a first embodiment of a vehicle component according to the present disclosure; and
• 2 A second embodiment of a vehicle component according to the present disclosure.

DETAILED DESCRIPTION

The present disclosure relates to a vehicle component. The vehicle component may form part of a vehicle frame. The vehicle component may be a front fork or a rear fork, e.g. a front / rear fork of a bicycle, e-bike or motorcycle.

The vehicle component may be an individual component that transmits a (at least in part) gravitational force acting on a payload of a vehicle to at least one (driving) element that interacts with an environment of the vehicle, e.g. for providing a driving force and / or for allowing the vehicle to slide / roll over an environmental surface. The payload may include a driver, a driver, and / or an occupant of the vehicle. The payload may include an inanimate payload. The surrounding surface may be terrain. Similarly, the surrounding surface may be a water surface, e.g. a surface of a body of water. The (driving) element may be a terrain engaging element, e.g. a terrain engaging element selected from the group consisting of a wheel, a sled, a ski and a (continuous) track. Similarly, the (driving) element may be a marine (propulsion) element, e.g. an element selected from the group consisting of a float, a hull, a water ski, a jet nozzle and a propeller. For the sake of brevity, the term "ground engaging element" will be used hereafter to refer to any (drive) element as described above, regardless of whether such element is a marine element.

(For an explanation of the term "any", see the concluding paragraphs of this specification.) The vehicle may be a vehicle selected from the group consisting of a bicycle, an e-bike, a motorcycle, a moped, a ( Land Rover, a snowmobile, a snow scooter and a (personal) watercraft. As such, the vehicle may be a vehicle selected from the group consisting of a human powered vehicle, a gasoline and / or electric motor vehicle, and a vehicle that can be driven both by humans and by gasoline. and / or electric) motors is driven. In the context of the present disclosure, the term "e-bike" may be understood as a bicycle that includes an electrically powered motor that contributes a driving force to at least one wheel of the bicycle.

The vehicle component may comprise at least one (aluminum and / or carbon fiber) structure. At least 80%, at least 90% or (substantially) a total of the vehicle component (by volume and / or weight) may be carbon fiber material. At least 80%, at least 90% or (substantially) a total of the vehicle component (by volume and / or weight) may be aluminum. For example, an entirety of the vehicle component, with the exception of bushings and / or threaded elements, e.g. for connecting the vehicle component to other structures of a vehicle. Such bushings and / or threaded elements may require wear characteristics and / or machining tolerances that are not achievable with aluminum or carbon fiber.

The vehicle component may have / consist of at least one tubular structure. The tubular structure may have a longitudinal axis (which extends through a lumen of the tubular structure). The longitudinal axis may be spaced at least 10% of a maximum diameter of the tubular structure from a wall forming the tubular structure. A minimum distance from a wall forming the tubular structure to the longitudinal axis may be at least 10% of a maximum diameter of the tubular structure. The vehicle component may include an inner wall. The inner wall can be (essentially) flat. At least 60%, at least 70%, at least 80% or at least 90% of an area (a major surface) of the inner wall may be even. The longitudinal axis of the tubular structure may lie in the plane of the flat portion of the inner wall. The inner wall can (in Longitudinal) divide the tubular structure (at least a portion thereof) into a first tubular chamber and a second tubular chamber. The tubular structure may have a maximum diameter of less than 5 cm, less than 10 cm, less than 15 cm or less than 20 cm.

The tubular structure may have a (minimum) length, e.g. measured parallel to the longitudinal axis of at least 15 cm, at least 25 cm or at least 50 cm. The tubular structure may have a (maximum) length, e.g. measured parallel to the longitudinal axis of not more than 100 cm, not more than 80 cm or not more than 50 cm. Each of the first tubular chamber, the second tubular chamber and the inner wall may have a (minimum) length, e.g. at least 10%, at least 20%, at least 40%, at least 60%, at least 80% or at least 90% of a (minimum) length of the tubular structure, e.g. measured parallel to the longitudinal axis of the tubular structure. At least 80%, at least 90%, or (substantially) the entire tubular structure (by volume and / or weight) may be carbon fiber material. At least 80%, at least 90%, or (substantially) the entire tubular structure (by volume and / or weight) may be aluminum. At least 80%, at least 90%, or (substantially) the entire inner wall (by volume and / or weight) may be carbon fiber material. At least 80%, at least 90%, or (essentially) an entirety of the inner wall (by volume and / or weight) may be aluminum. The tubular structure may be a tubular structure selected from the group consisting of a seat tube, a top tube and a down tube of a bicycle. The tubular structure may be an arm of a fork, e.g. a front / rear fork of a bicycle, e-bike or motorcycle. The tubular structure may be a yoke portion of a fork, e.g. a front / rear fork of a bicycle, e-bike or motorcycle

The vehicle component may include (substantially) a first arm, a second arm, and a yoke portion. Each of the first arm, the second arm and the yoke portion may be a tubular structure as described above and may have an inner wall as described above. Each of the first and second arms may comprise / define a receptacle, e.g. a dropout, orifice or bore (in the rearmost / lowest 10% of the respective arm) that receives one end of an axle (a wheel). A "rearmost" / "lowermost" portion of the first / second arm may be understood to mean an area farthest from the yoke portion. The yoke portion may connect the first and second arms (at a front / upper portion of the first and second arms, respectively). The fork may have a space between the first and second arms which receives a (front / upper) part of the wheel (as known in the art). The fork can be a monolithic / unitary structure. The fork can be called a "swingarm".

The yoke portion may have a cylindrical receptacle. The cylindrical receptacle can form a cylinder of a sliding connection. Similarly, the yoke portion may form a piston of the sliding connection. The sliding connection may include a cylinder and a piston (which slides at least partially within the cylinder). The cylinder may have a (circular) cylindrical inner wall. The piston can slide within the cylinder along a (linear) sliding axis. The piston may have a (circular) cylindrical outer wall, ö a cylindrical outer wall which (within the tolerances known in the art) coincides with the cylindrical inner wall of the cylinder (the dimensions thereof). The cylindrical outer wall of the piston may have a length of at least 10%, at least 20% or at least 30% of a length of the cylindrical inner wall of the cylinder. The cylindrical outer wall of the piston may have a length of at most 40%, at most 30% or at most 20% of a length of the cylindrical inner wall of the cylinder. The cylindrical outer wall of the piston may have a length of at least 5 cm or at least 10 cm.

The cylindrical outer wall of the piston may have a length of at most 10 cm or at most 20 cm. The length of the cylindrical outer wall of the piston and / or the cylindrical inner wall of the cylinder can be measured parallel to the sliding axis. The cylindrical inner wall of the cylinder may have a minimum dimension of at least 5 cm, at least 8 or at least 10 cm, eg measured perpendicular to the carriage axis (at the respective location). The cylindrical inner wall of the cylinder may have a maximum dimension of at most 15 cm, at most 12 cm or at most 10 cm, eg measured perpendicular to the carriage axis (at the respective location). At least 80%, at least 90% or (substantially) a total of the slip compound (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fiber. Similarly, at least 80%, at least 90%, or (substantially) a whole of the cylinder (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum, and carbon fiber, and at least 80%. consists. At least 90% or (substantially) of the entire piston (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fibers.

The yoke portion may be asymmetric relative to a (first) plane perpendicular to the second axis of rotation (and midway between the shots of the first and second arms). As mentioned above, the cylinder / piston may have a circular cylindrical inner / outer wall. An axis of symmetry of the cylinder / piston may be parallel to the (aforementioned first) plane. The symmetry axis of the cylinder / piston may be offset by at least 5 mm, at least 10 mm, at least 15 mm or at least 20 mm from the (aforementioned first) plane (in a direction away from the drive train). The vehicle component may form a chainstay, e.g. together with the remainder (e.g., cylinder / piston) of the sliding joint that is not formed by the yoke section. A chain stay can be understood to mean an element that supports a drive axle (e.g., a bottom bracket) to a driven axle (e.g., the axle axle), i. prevents the driven axle (inadmissible / catastrophic) from being pulled in the direction of the drive axle Result of a drive train force (e.g., the tension of a driven chain or belt).

The chainstay can be an elevated chainstay. An elevated chain stay may be understood to mean a chain stay whose section is higher (e.g., farther from the terrain) than a drive train / chain of the vehicle. The chainstay may have the general overall shape of a bow and may include a central / raised area. A bottom surface (the middle / raised area) of the chainstay may be at least 2 cm, at least 4 cm or at least 6 cm higher than the drive train. The middle / raised area may have a length of at least 10 cm, at least 15 cm or at least 20 cm. A front / upper portion of the (respective) first / second arm may form the central (raised) portion. An acute angle between the axis of symmetry of the cylinder / piston and a longitudinal axis of the central region may be in the range of 30 ° to 60 °. Similarly, an acute angle between the axis of symmetry of the cylinder / piston and (a major surface of) the bottom surface of the central portion may be in the range of 30 ° to 60 °.

The yoke portion may be at least 10 cm in length, at least 15 cm or at least 20 cm in length, e.g. measured in a direction parallel to a sliding axis of the sliding connection and / or an axis of symmetry of the cylinder.

The yoke portion may comprise at least one, at least two or at least four inner walls extending from an outer wall of the yoke portion to a wall forming the cylinder. Each of the inner walls of the yoke portion may (longitudinally) divide a tubular (outer wall) structure of the yoke portion into a first tubular chamber and a second tubular chamber (e.g., as described above). An angle between a respective major surface of adjacent walls may be (substantially) equal to 360 ° divided by the total number of such walls (at a given cross-section (through the cylinder and orthogonal to at least one slide) its axis the scenery and symmetry axis of the barrel). Each of the inner walls may have a (minimum) length, e.g. measured parallel to a sliding axis of the sliding element or an axis of symmetry of the cylinder of at least 50% or at least 80% of a length of the cylinder, e.g. measured parallel to a carriage axis of the carriage element or an axis of symmetry of the barrel.

A first inner wall of the first arm, which faces the second arm, may have a first bulge area. Similarly, a second inner wall of the second arm facing the first arm may have a second bulge area. The first bulge region may protrude further in a direction of the second arm than an intermediate region of the first inner wall between the bulge region and the yoke region. The second bulge region may protrude further in a direction of the first arm than an intermediate region of the second inner wall between the bulge region and the yoke region. The protrusion of the first / second bulge portion may be in a direction perpendicular to the aforementioned (first) plane. The bulge area may protrude at least 4 mm, at least 6 mm or at least 8 mm beyond the (respective) intermediate area. The bulge area may be at least 5%, at least 10%, at least 15% or at least 20% of an area of the (respective) inner wall. The bulge portion may have a (generally) V-shaped cross-section in a plane perpendicular to a straight line from the axle axis to the yoke portion and perpendicular to the (aforementioned first) plane (through a vertex of the bulge portion). Similarly, the bulge portion may have a (generally) V-shaped cross section in a plane parallel to a straight line from the axis axis to the yoke portion and orthogonal to the (aforementioned first) plane (through a vertex of the bulge portion).

The first and / or the second arm may have an inner wall that extends from an outer wall of the respective arm, which faces away from the other arm, to the (respective) first / second inner wall. The inner wall may divide (longitudinally) the respective first / second arm into a first tubular chamber and a second tubular chamber (eg, as described above). The inner wall may be substantially perpendicular to the outer wall. The inner wall may intersect the respective first / second inner wall at the apex of the first (s) and second recessed areas. The inner wall can extend over at least 60%, at least 80% or the entire length of the bulge area, for example measured in the longitudinal direction of the first / second arm and / or parallel to the inner wall. The peak of the bulge area may be in a rear / lower half or in a rear / lower third of the middle area. The bulge region may extend beyond the central region in the direction of the images.

The first and / or the second arm may have an opening which perforates the (respective) inner wall (of the first / second arm). The opening shall not have a diameter of more than 6 mm, not more than 8 mm, not more than 10 mm or not more than 12 mm. At least one of the first and second arms may comprise a (tubular) cable guide, e.g. for a brake cable or a shift cable. A lumen of the cable guide may penetrate the (respective) inner wall (of the first / second arm) at the opening. The opening may be in one (rear / bottom) third of the vehicle component (closest to the containers).

1 shows a first embodiment of a vehicle component according to the present disclosure. In the illustrated embodiment, the vehicle component is a front fork for a bicycle.

2 shows a second embodiment of a vehicle component according to the present disclosure. In the illustrated embodiment, the vehicle component is a rear rocker / fork for a bicycle. The illustrated fork comprises two arms and a yoke section connecting the two arms. The yoke section forms a run (dotted) of a sliding connection. Each arm has a bulge area projecting in a direction of the other arm. As in the cross-sectional view of 2A along the dotted line through the arm of 2 As shown, the arm is a (generally triangular) tubular structure divided by an inner wall into a first tubular chamber (upper triangle within the) triangular arm shown in FIG 2A) and a second tubular chamber (lower triangle within the triangular arm shown in FIG 2A) , 2 also shows an opening of a cable guide between the projecting portion and the axis portion of the arm.

In the present disclosure, the verb "may" is used to indicate optionality / non-obligation. In other words, something that "may," but does not have to. In the present disclosure, the verb "comprising" may be understood in the sense of inclusion.

Accordingly, the verb "include" does not exclude the presence of other elements / actions. In the present disclosure, relational terms such as "first," "second," "upper," "lower," and the like can only be used to distinguish one entity or action from another entity or action, without the need for an actual one or implies relationship or order between such entities or actions.

In the present disclosure, the term "any" may be understood to mean any number of the respective elements, e.g. as designation of one, at least one, at least two, any or all of the respective elements. Similarly, the term "any" may be understood to mean any collection (s) of the respective elements, e.g. as designation of one or more collections of the respective elements, wherein a (respective) collection of one, at least one, at least two, may comprise any or all of the respective elements. The respective collections do not have to contain the same number of elements.

In the present disclosure, the term "at least one" is used to refer to any (integer) number or range of (integer) numbers (which is technically meaningful in the given context). As such, the term "at least one" may be understood, inter alia, as one, two, three, four, five, ten, fifteen, twenty or one hundred. Similarly, the term "at least one" may be understood inter alia as "one or more," "two or more," or "five or more."

In the present disclosure, parenthetical terms may be considered optional. As used in the present disclosure, quotation marks may emphasize that the term in quotation marks may also be understood in a figurative sense. As used in the present disclosure, quotes may identify a particular term that is under discussion.

In the present disclosure, many features are described as optional, e.g. through the use of the verb "may" or the use of parentheses. For brevity and readability, the present disclosure does not expressly recite any combination and / or permutation that may be obtained by selection from the set of optional features. However, the present disclosure should be construed to explicitly disclose all such combinations / permutations. For example, a system having three optional features may be implemented in seven different ways, namely, only one of the three possible features, two of the three possible features, or all three of the three possible features.

While various embodiments of the present invention have been disclosed and described in detail herein, it would be obvious to those skilled in the art that various changes can be made in the configuration, operation, and form of the invention without departing from the spirit and scope of the invention. In particular, it is noted that the particular features of the invention, even those disclosed only in combination with other features of the invention, may be combined in any configuration, with the exception of those which will be readily apparent to those skilled in the art as nonsensical. Likewise, the use of singular and plural is for illustration only and is not to be interpreted as limiting. Unless explicitly stated otherwise, the plural may be replaced by the singular and vice versa.

• Ausführungsform 1: Fahrzeugkomponente, umfassend: einen ersten Arm; ein zweiter Arm; und einen Jochabschnitt, der den ersten Arm und den zweiten Arm verbindet, wobei der erste Arm und / oder der zweite Arm und / oder der Jochabschnitt eine rohrförmige Struktur und eine Innenwand aufweisen, die die rohrförmige Struktur in eine erste rohrförmige Kammer und eine Kammer unterteilt zweite rohrförmige Kammer.
• Ausführungsform 2: Die Fahrzeugkomponente von Ausführungsform 1, wobei: eine Innenwand des ersten Arms, die dem zweiten Arm zugewandt ist, einen Ausbuchtungsbereich aufweist, der in einer Richtung des zweiten Arms weiter vorsteht als ein Zwischenbereich der Innenwand zwischen dem Ausbuchtungsbereich und das Jochteil.
• Ausführungsform 3: Die Fahrzeugkomponente von Ausführungsform 2, wobei: der Ausbauchungsbereich mindestens 4 mm weiter in Richtung des zweiten Arms vorsteht als der Zwischenbereich.
• Ausführungsform 4: Fahrzeugkomponente nach Ausführungsform 2 oder 3, wobei: die Innenwand die Innenwand und eine Außenwand des ersten Arms, die von dem zweiten Arm abgewandt ist, miteinander verbindet.
• Ausführungsform 5: Fahrzeugkomponente nach einer der Ausführungsformen 2-4, wobei: die Innenwand die Innenwand an einem Scheitelpunkt des Ausbuchtungsbereichs verbindet.
• Ausführungsform 6: Fahrzeugkomponente nach einer der Ausführungsformen 2-5, umfassend: eine Öffnung, die die Innenwand perforiert, wobei die Öffnung einen Durchmesser von nicht mehr als 12 mm aufweist.
• Ausführungsform 7: Fahrzeugkomponente nach einer der Ausführungsformen 1-6, wobei: der erste Arm eine erste Aufnahme definiert, die ein erstes Ende einer Achse eines Rades aufnimmt, der zweite Arm eine zweite Aufnahme definiert, die ein zweites Ende des Rades aufnimmt Achse, und die erste Aufnahme und die zweite Aufnahme definieren eine Ebene senkrecht zu einer Achsenachse durch die erste Aufnahme und die zweite Aufnahme und in der Mitte zwischen der ersten Aufnahme und der zweiten Aufnahme.
• Ausführungsform 8: Die Fahrzeugkomponente von Ausführungsform 7, wobei: die Innenwand orthogonal zu der orthogonalen Ebene ist.
• Ausführungsform 9: Die Fahrzeugkomponente von Ausführungsform 7 oder 8, wobei: der Jochabschnitt in Bezug auf die orthogonale Ebene asymmetrisch ist.
• Ausführungsform 10: Fahrzeugkomponente nach einer der Ausführungsformen 7 bis 9, wobei: der Jochabschnitt eine zylindrische Aufnahme mit einer Längsachse parallel zu der orthogonalen Ebene aufweist.
• Ausführungsform 11: Fahrzeugkomponente nach Ausführungsform 10, wobei: die zylindrische Aufnahme einen kreisförmigen Querschnitt aufweist, sich die Längsachse durch eine Mitte des kreisförmigen Querschnitts erstreckt und von der orthogonalen Ebene um mindestens 5 mm versetzt ist.
• Ausführungsform 12: Fahrzeugkomponente nach einer der Ausführungsformen 1-12, wobei: der Jochabschnitt eine Doppelwandstruktur ist.
• Ausführungsform 13: Fahrzeug, umfassend: eine rohrförmige Struktur; und eine Innenwand, wobei die Innenwand zumindest einen Teil der rohrförmigen Struktur in Längsrichtung in eine erste rohrförmige Kammer und eine zweite rohrförmige Kammer unterteilt, wobei das Fahrzeug ausgewählt ist aus der Gruppe bestehend aus Fahrrad, E-Bike, Motorrad, a Ein Moped, ein (terrestrischer) Rover, ein Schneemobil, ein Schneeroller und ein persönliches Wasserfahrzeug sowie die röhrenförmige Struktur bilden einen Teil eines Rahmens des Fahrzeugs.
• Ausführungsform 14: Fahrzeug nach Ausführungsform 13, wobei: die rohrförmige Struktur und die Innenwand aus einem Material bestehen, das aus der Gruppe ausgewählt ist, die aus einem Kohlefasermaterial und Aluminium besteht.
• Ausführungsform 15: Fahrzeug nach Ausführungsform 13 oder 14, wobei: die erste rohrförmige Kammer eine Länge von mindestens 5 cm aufweist.
• Ausführungsform 16: Fahrzeug nach einer der Ausführungsformen 13 bis 15, wobei: die rohrförmige Struktur eine rohrförmige Struktur ist, die aus der Gruppe ausgewählt ist, die aus einem Sitzrohr, einem Oberrohr und einem Unterrohr eines Fahrrads besteht.

The above disclosure may be summarized to include the following embodiments.

• Embodiment 1: A vehicle component comprising: a first arm; a second arm; and a yoke portion connecting the first arm and the second arm, the first arm and / or the second arm and / or the yoke portion having a tubular structure and an inner wall dividing the tubular structure into a first tubular chamber and a chamber second tubular chamber.
• Embodiment 2: The vehicle component of Embodiment 1, wherein: an inner wall of the first arm facing the second arm has a bulge portion projecting further in a direction of the second arm than an intermediate portion of the inner wall between the bulge area and the yoke part.
• Embodiment 3: The vehicle component of Embodiment 2, wherein: the bulge portion protrudes at least 4 mm further toward the second arm than the intermediate portion.
• Embodiment 4: A vehicle component according to Embodiment 2 or 3, wherein: the inner wall connects the inner wall and an outer wall of the first arm remote from the second arm.
• Embodiment 5: The vehicle component according to any one of Embodiments 2-4, wherein: the inner wall connects the inner wall at a vertex of the bulge portion.
• Embodiment 6: A vehicle component according to any one of Embodiments 2-5, comprising: an opening perforating the inner wall, the opening having a diameter of not more than 12 mm.
• Embodiment 7: The vehicle component of any one of Embodiments 1-6, wherein: the first arm defines a first receptacle that receives a first end of an axle of a wheel, the second arm defines a second receptacle that receives a second end of the wheel, and the first receptacle and the second receptacle define a plane perpendicular to an axis axis through the first receptacle and the second receptacle and midway between the first receptacle and the second receptacle.
• Embodiment 8: The vehicle component of Embodiment 7, wherein: the inner wall is orthogonal to the orthogonal plane.
• Embodiment 9: The vehicle component of Embodiment 7 or 8, wherein: the yoke portion is asymmetrical with respect to the orthogonal plane.
• Embodiment 10: The vehicle component according to any one of Embodiments 7 to 9, wherein: the yoke portion has a cylindrical receptacle with a longitudinal axis parallel to the orthogonal plane.
• Embodiment 11: The vehicle component of Embodiment 10, wherein: the cylindrical receiver has a circular cross section, the longitudinal axis extends through a center of the circular cross section, and is offset from the orthogonal plane by at least 5 mm.
• Embodiment 12: A vehicle component according to any one of Embodiments 1-12, wherein: the yoke portion is a double wall structure.
• Embodiment 13: A vehicle comprising: a tubular structure; and an inner wall, wherein the inner wall divides at least a portion of the tubular structure longitudinally into a first tubular chamber and a second tubular chamber, the vehicle being selected from the group consisting of bicycle, e-bike, motorcycle, a moped (terrestrial) Rover, a snowmobile, a snow scooter and a personal watercraft as well as the tubular structure form part of a frame of the vehicle.
• Embodiment 14: The vehicle according to embodiment 13, wherein: the tubular structure and the inner wall are made of a material selected from the group consisting of a carbon fiber material and aluminum.
• Embodiment 15: The vehicle according to embodiment 13 or 14, wherein: the first tubular chamber has a length of at least 5 cm.
• Embodiment 16: The vehicle according to any one of Embodiments 13 to 15, wherein: the tubular structure is a tubular structure selected from the group consisting of a seat tube, a top tube, and a down tube of a bicycle.

SECTION 2

SUMMARY OF SECTION 2

A vehicle component that may include a suspension system for bicycles, electric bicycles or electric scooters. The vehicle component may include a slidable four-link system having a link pivotally connecting a swing arm to the front triangle and a slidable link slidably connecting the swing arm to a lower portion of the front triangle. The resulting suspension system can be optimized to balance forces that create a balance of forces between the drive and driven loads against the rider's mass and inertia while the rear wheel is still free to follow the ground.

SUMMARY

The inventor set about overcoming the problems inherent in currently available bicycle suspension systems, as described in the Background section. The inventor developed a unique suspension system using a four-bar linkage. In one case, the inventor used three pivot joints and one slide linkage. For example, the front frame of the vehicle, which is referred to here for simplicity as a front triangle, be connected via a pivot arm via a sliding four-bar linkage with the rear wheel. The sliding quadrilateral may comprise a sliding tube, which forms the sliding joint, and three pivot joints. A first link may be formed by a link which is pivotally connected at one end to the pivot arm by a first pivot joint. The opposite end of the connecting element may be coupled to the front triangle by a second pivot joint. A second connection may be formed between the region between the second pivot joint and the third pivot joint along the front triangle. A third link may be formed between the third pivot and the slide joint at a first pivot arm end near the front triangle.

A fourth link may be formed between the first pivot arm end and the pivot joint.

In developing this system, the inventor found that he could arrange the angles and the positions of the pivots and the slider as well as the positions of the pivots and the slider with respect to the frame members in an area where the drive loads would compensate Inertial load, the acceleration of the drive and driven loads and braking leads to a very small movement between the frame elements. This state of balance between the drive and driven loads against the driver's mass and inertia while the rear wheel is still free to track the ground. Other systems, on the other hand, impair the freedom of movement between the front and rear structures. These and other limitations imposed by other systems significantly affect traction, safety and suspension. For example, as previously discussed, in some systems, the damper is activated during acceleration. As a result, part of the friction acceleration is lost in the damper. To overcome this loss, systems enable the driver to manually "lock out" the damper's movement during acceleration.

However, this prevents the purpose of the suspension and can create a potentially dangerous situation when the driver encounters a rock, pothole or other obstacle.

In contrast, the inventor found that by generating a state of balance of drive and driven loads against the driver's mass and inertia, the position of his system produces a sprung weight of the driver and the inertia can move without restriction such that the rear wheel Moving is free to track ground tracking while supporting inertia. The acceleration of the drive and the driven loads on the mass of the driver / payload do not have much influence on the compression of the frame movement, while a free movement state of the tire remains on the ground. Entering a drive load from pedaling, a motor, or a combination of pedaling and motor, for example, into driven loads of the drive land (pedal) produces a "chain reaction" of events alternating the drive load and the driven load, resulting in a frame structure. which creates a balance so that the frame is stable in acceleration. The system remains in a freely movable condition, while the rear wheel provides the terrain with no external restriction, e.g. hydraulic damping follows, so that the contact path of the bicycle or other vehicle with the ground has no further resistance beyond an increase in the spring rate.

The arrangement of link, sliding joint and associated pivot joints between the front triangle and the swing arm connected to the rear wheel remains in a state of free movement of irregularities caused by the terrain. While forces generated by acceleration are applied, there is an equilibrium of forces which resists movement of the front triangle and the swing arm connected to the rear wheel, which is the result of the load induced by the load generated between the member's and generator's forces Offsetting produces undesirable compression or stretching from the normal or resting state of the bicycle.

This change in the arrangement of the swivel and slip joint resulted in dramatic and unexpected results as compared to prior systems and the inventor's sliding four-bar suspensions described in US Patent Publication No. 2016/0368559 A1. Typically, there is a trade-off between travel and acceleration. A bicycle that uses the inventor's new suspension system in confidential tests has better acceleration performance than bicycles with half the travel. For example, a bicycle using the inventor's new 200mm travel suspension had better acceleration characteristics (i.e., it is a fastener) than racing or performance bicycles with half of the spring travel range, while increasing the useful travel range over current systems.

The inventor also discovered that applying the principles used to maintain the equilibrium state in his slip four system can be applied to other four systems. For example, a first rigid link pivotally connected between the pivot arm and a lower portion of the seat tube. A second rigid link may be pivotally connected between the bottom bracket and the pivot arm. The second member may be pivotally connected to the pivot arm near the end of the pivot arm below the pivot arm of the first member. This arrangement can be advantageously used for motorized bicycles such as electric bicycles.

While many of the examples and embodiments set forth in the Summary and in the parts of the disclosure are applied to bicycles, the inventor contemplates that these principles may be readily applied to other human powered or motorized vehicles. Moreover, the inventor contemplates that this may be readily applied to wheeled vehicles in which the vehicle is lighter than the occupant, although not so limited. This summary introduces a selection of concepts in a simplified form to facilitate the reader's work. Many of these concepts are described in more detail in the description. The summary is not intended to identify significant features or to limit the scope of the claimed subject matter.

list of figures

• 3 shows a top perspective view of a bicycle frame with a sliding four-bar hanger.
• 4 an exploded perspective view of the frame with sliding four-link suspension of 1 ; 3 ,
• 5 shows a side view of the frame with the sliding four-bar linkage of Fig. 1.
• 6 shows a side view of the suspension, the rear wheel and the frame in the "showroom" position without weight on the bike.
• 7 shows a side view of the suspension, the rear wheel and the frame, the effect of the driver's weight is shown on the seat when the bicycle is stationary.
• 8th shows a side view of the suspension, the rear wheel and the frame, wherein the effect of the acceleration of the bicycle is shown.
• 9 shows a side view of the suspension, the rear wheel and the frame, wherein the effect of an impact on a stone or a bulge during acceleration of the bicycle is shown. 10 shows a side view of the suspension, the rear wheel and the frame, a four-bar linkage, which uses the same operating principles.
• 11 Figure 11 shows a flow chart for setting parameters among four different design criteria for obtaining a balance of forces between the front and rear of the vehicle over the entire range of motion.
• 12 Figure 4 shows a more detailed flow chart for setting parameters among four different design criteria for obtaining a balance of forces between the front and rear of the vehicle over the entire range of motion.
• 13 illustrates the optimization for a parameter braking load paths between the front and the rear of the vehicle 10 ,
• 14 illustrates the optimization for a parameter braking load paths between the front and rear of the vehicle 7 ,
• 15 illustrates optimizing for a parameter of driving and driven load paths between the front and rear parts of the vehicle of FIG 10 ,
• 16 illustrates the optimization for a parameter of driving and driven load paths between the front and rear of the vehicle of FIG 7 ,
• 17 illustrates optimizing for a parameter of inertial forces between the front and rear of the vehicle of FIG 10 ,
• 18 illustrates optimizing for a parameter of inertial forces between the front and rear of the vehicle of FIG 7 ,
• 19 illustrates the optimization for a parameter of down and up forces for ground tracking of the vehicle 10 ,
• 20 illustrates the optimization for a parameter of down and up forces for ground tracking of the vehicle 7 ,

DESCRIPTION

The terms "left", "right", "top", "bottom", "top", "bottom", "front", "back", and "side" are relative terms used throughout the text to refer to Paying readers to facilitate understanding. Unless otherwise indicated, these terms do not indicate absolute direction or orientation and do not imply particular preference. In the description of the figures, the terms "up", "down", "front", "rear" and "side" are from the perspective of a viewer facing the bicycle or another vehicle. Specific dimensions are provided to help the reader understand the scale and advantage of the disclosed material. The dimensions given are typical and the claimed invention is not limited to the specified dimensions. The following description is made with reference to the figures, wherein like reference numerals refer to like elements throughout the several views.

The common practice in vehicle design, including bicycle construction, is to use damping to control undesirable forces, such as the force of bumps or depressions. This damping is typically achieved by a shock absorber with oil damping or air damping. Typical bicycle, motorized bicycle or motorcycle suspensions isolate the wheels from the driver or driver. As described in the background, the rear wheel can be isolated from the front part of the frame, which can support the driver or driver through pivots and dampers. During acceleration, the front part of the frame supporting the driver resists movement while the rear wheel is propelled forward either by the driving force (i.e., by pedaling or by the engine). In conventional suspension bicycles, motorcycles, motorized bicycles and the like, this tends to compress the damper. The compression of the damper causes an energy loss during acceleration, since the damping converts the energy of the forward movement into friction or heat.

To prevent this, dampers may include a throttle valve or other mechanical or electrical locking mechanism. This approach focuses on the suspension aspect of the vehicle frame from the standpoint of damping, and thus the acceleration damping is an undesirable "side effect" that can be remedied by adjusting or disabling damping. This "conventional wisdom" has become so prevalent in the bicycle industry that it is almost impossible to buy bicycle shock absorbers that do not have a damping control mechanism, except shock absorbers designed for downhill racing.

The inventor has chosen a different approach. The inventor has created a vehicle system in which the forces are during acceleration, braking, balancing or in equilibrium. This has led to several benefits and unexpected results. The bicycle remains stable due to rest, acceleration and braking conditions. The structure of the frame in combination with the arrangement and structure of the connecting elements creates a balance between opposing forces. For example, during acceleration, the resistance to forward movement due to the inertia of the driver in the front part of the vehicle is compensated by the acceleration forces by the connecting elements. Similarly, the inertial forces that tend to propel the front of the vehicle forward during braking are offset by the braking deceleration forces. In either state, the frame remains in a squat or slack at a relatively equal rate (i.e., the amount that the frame moves down due to the mass of the rider). For example, during acceleration, the damper does not compress more than in a dormant state, so none of the acceleration energies are lost through damping.

This is in contrast to conventional bicycle, motorized bicycle and motorcycle designs. In fact, the so-called damper requires little damping and acts more like an undamped spring. In some constructions, only an undamped spring may be required as a suspension element.

In the 3-10 In this case, the inventor uses a four-link system to connect the front part of the vehicle with the front triangle of the bicycle frame to a rear part of the vehicle. In this case a swingarm 18 and a rear wheel 35 ( 6-9 ). 3-9 and 10 shows two examples of how the front and back of the vehicle can be interconnected to balance forces or balance in accelerating, braking, and detecting the ground. The inventor discovered that in the four-bar linkage he could find a range of values (ie, angular relationships between the links and the frame members and the location and position of linkages relative to the frame members) in which the Equipoise condition must have been possible during acceleration, braking and tracking down the soil. In the 11 and 12 For example, this range of values may be determined for a given vehicle by optimizing the four parameters, driving the driven loads with the structure, acceleration forces on the vehicle, deceleration loads on the vehicle, and ground irregularities. This will be in the 13-20 for both vehicle component systems 3-9 and 10 further investigated.

3 shows a top perspective view of a part of a bicycle frame 10 with a sliding four-link suspension. 4 an exploded perspective view and 5 a side view of the bicycle frame and the sliding four-bar suspension of 3 Referring to 3 to 5 the bicycle frame can be a front triangle 11 respectively. It should be noted that this section of the bicycle or vehicle as a front triangle 11 This term may generally include the front portion of the bicycle or vehicle that supports the mass of the rider. In addition, although referred to as a "front triangle", this component is not limited to a triangular shape and may be a polygon. For example, the front triangle shown in this disclosure 11 shown to have five closed sides, one upper tube 12 , a lower tube 13 , a seat tube 14 and a head pipe 15 and a lower portion of the front triangle between the seat tube 14 and the down tube 13 , The term "front triangle" is used to simplify the reader, as this is an industry term.

The front triangle may comprise three, four, five, six or more sides and fall into the meaning of the front triangle.

The front triangle 11 It can be made of carbon fiber, titanium, aluminum, chromium-molybdenum (chromoly) steel, high-strength steel or other materials suitable for bicycle frames, electric bicycle frames or other passenger cars. The front triangle can be a top tube 12 , a down tube 13 , a seat tube 14 , a head pipe 15 and a bottom bracket 16 contain. The top tube 12 and the down tube 13 Both can be at an acute angle away from each other from the head tube 15 protrude. The seat tube 14 is shown as being from the top tube 12 protrudes down and the down tube 13 connects at an acute angle. The seat tube 14 , the down tube 13 and the top tube 12 may be rigidly connected together to form a substantially triangular shape. From the connection of the down tube 13 and the seat tube 14 a front triangle floor section protrudes 17 out. A bottom bracket 16 can be near one end of the front triangle base 17 away from the connection of the down tube 13 and the seat tube 14 be arranged.

The front triangle 11 is via a sliding four-bar linkage with a swivel arm 18 connected. A four-bar linkage comprises four elements, referred to as "bars" or "links", connected by hinges or a combination of pivot and slide joints. As in the 3 - 5 shown, the four-bar linkage includes a sliding tube 19 , which forms a sliding joint, and three pivot joints 20 . 21 . 22 , The four bars or links of the four-bar linkage may be as follows. A first member as a member 23 , The connecting element 23 is at one end with the swivel arm 18 through a swivel joint 20 and at the opposite end with the seat tube 14 through a swivel joint 21 pivotally connected. A second connection is made by the area between the swivel joint 21 and swivel joint 22 along the front triangle 11 educated. A third connection is between the swivel joint 22 and the sliding connection at a first Schwenkarmende 18c proximal to the front triangle 11 educated. A fourth connection is between the first Schwenkarmende 18c and the swivel joint 20 educated.

Each joint in the four-bar connection can be limited to one degree of freedom. For example, the pivot joints 20 . 21 . 22 be limited to a rotation about a single axis of rotation, and the sliding member 19 can be restricted or restricted to sliding along a linear axis. In addition, the rotation range in the case of pivot joints 20 . 21 . 22 be limited to a partial arc or "swivel" to prevent the swivel arm from rotating over a certain range. Similarly, the sliding connection 19 be restricted to movement only within a linear range to also restrict the movement of the suspension. The slip joint 19 and the swivel joints 20 . 21 . 22 can be low-friction joints to prevent energy loss during movement and wear. For example, as in 4 can the sliding member 19 a sliding element 25 contained in a hollow tube 26 is displaceable. In one embodiment, the sliding element 25 Slip in the hollow tube with minimal friction.

With further reference to 4 includes the sliding element 25 a Gleitelementöse 27 at one end of the slider 25 , The Gleitelementöse 27 is pivotable with the swivel joint 22 connected, located in the front triangle base 17 can be located. The swivel joint 22 can with bolts 48 , Axle caps 50 and camps 49 through the opening 51 swiveling with the front triangular base 17 be connected. The hollow pipe 26 may be slidable in a hollow recess located within the first pivot arm end 18c located. The end of the hollow tube 26 may include a fastener receiving portion, such as those in 1 shown hollow tube eye 28 , The hollow pipe eye 28 may be at the hollow recess within the first pivot arm end 18c be fastened by any fastener that is on the swivel arm 18 withstand applied forces and torques. For example, a bolt, a rivet or a screw. The hollow pipe eye 28 can also be at one shock absorber 29 be attached. The connecting element 23 can be divided into two elements, one on each side of the seat tube 14 and the swivel arm 18 ,

The swivel joint 21 can with bolts as shown 45 and camps 46 through the opening 52 to be assembled. Similarly, the pivot joint 20 through the swivel arm 18 located opening 53 to be assembled.

The swing arm may be forked around the rear wheel and a first fork arm 18a and a second fork arm 18b include. The ends of the first fork arm 18a and the second fork arm 18b which is remote from the first Schwenkarmende 18c can be arranged, respectively, a rear wheel dropout 31 respectively. The rear wheel dropout 31 allows a rotary coupling of a real wheel with the rocker 18 ,

The swivel arm 18 pivots on the pivot joints 20 . 21 at opposite ends of the connecting element 23 are shown. The rear wheel dropout 31 acts as the end of a moment arm around the pivot joints 20 . 21 swings.

Referring to 3-5 can the swingarm 18 on a shock absorber 32 hang. The shock absorber 32 can at a bumper mounting point 34 hang on a front bumper mounting 33 is arranged on the top tube 12 is attached or integral with this. The shock absorber can alternatively on the down tube 13 hang. The shock absorber 32 contains a shock absorber shaft 32a and a shock absorber attachment arm 32b and a shock absorber body 32c , One end of the shock absorber mounting arm 32b is with the shock absorber shaft 32a by bolts 47 connected near the fork ends of the shock absorber mounting arm 32b are shown. The other end of the shock absorber mounting arm 32b can through the bumper mounting point 29 with the swing arm 18 get connected. Referring to 4 The shock absorber can be attached to the front bumper mount 33 by bolts 47 be attached near the front shock absorber bracket 33 are shown.

Referring again to 3-5 while this is a typical mounting configuration of a shock absorber 32 Other configurations can be used. The shock absorber 32 may be an air shock, a spring damper or another shock absorber that is suitable for bicycles. As one of the advantages of the vehicle suspension, which is the subject of this disclosure, the shock absorber 32 require minimal damping during most of its journey. In some embodiments, the shock absorber may be a simple elastomer. In other embodiments, the shock absorber may be replaced by an undamped or minimally damped spring.

6 shows a side view of the suspension, the rear wheel and a part of the bicycle frame 10 at rest without driver. This is called the "exhibition room location". In the exhibition room position are the bottom bracket 16 , the front triangle base 17 , the crank 37 and the seat 30 shown in a relaxed position without any downward forces from a driver. The shock absorber 32 is not shown compressed, with the shock absorber shaft 32a completely from the shock absorber body 32c is extended. The sliding element 25 is minimal from the swivel arm 18 extended. The connecting element 23 is from the horizontal, that of the swivel joint 21 to the swivel joint 22 goes, shown slightly down.

7 shows a side view of the suspension, the rear wheel and the part of the bicycle frame 10 where the impact of the driver's weight on the seat 44 is shown while the bike is at rest. When the driver puts his or her weight on the seat 30 puts, can the seat 30 move down and the frame can press down or sag. comparison of 7 in the exhibition position of 6 in 7 the front triangular base section moves together with the lower bracket 16 down, the sliding element 25 extends and the connecting element 23 pivots clockwise by turning the pivot joints 20 . 21 , The shock absorber 32 is slightly compressed from the exhibition space position.

8th shows a side view of the suspension, the rear wheel and the part of the bicycle frame 10 showing the effect of the acceleration of the bicycle. 8th shows the rear wheel 35 and the gear set 36 that with the rear wheel dropout 31 are coupled. A crank 37 with a chainring 38 and a pedal arm 39 is with the bottom bracket 16 coupled. Alternatively, an electric motor to the chainring 38 be coupled for auxiliary bicycles or scooters. A chain 40 is between the gears 41 on the chainring 38 concentric with the bottom bracket 16 and the gears 42 at the gear set 36 concentric to rear wheel 35 coupled. During acceleration, the drive load created by pedaling tightens the chain 40 , which causes an upward force on the bottom bracket 16 and a downward force on the rear axle 43 is generated when the swivel arm 18 in the counterclockwise direction along the connecting element 23 around the swivel joints 20 . 21 swings. As a result, the bottom part presses 17 of the front triangle against inertia forces up, the rear wheel 35 pushes down to the ground and the shock absorber 32 extends.

Part of the kinetic energy of the forward motion is stored in the image. This is the opposite of other typical bicycle suspension systems where forward motion tends to compress the shock absorber and lose energy due to friction forces of damping.

9 shows a side view of the suspension, the rear wheel 35 and part of the bicycle frame 10 showing the effect of an impact on a stone or a bump in accelerating the bicycle. As shown in FIG. In 6 learns the bottom bracket 16 under acceleration a force that pushes up, and the rear axle 43 experiences a force affecting the rear wheel 35 pushes down into the ground when the chain is down 40 shortened during acceleration. When the rear wheel encounters a bump, a stone, a log, or another raised obstacle, the rear wheel becomes 35 leave to the top to follow the ground path, and the swing arm 18 turns clockwise around the pivot joints 20 . 21 pivot, which are attached to opposite ends of limbs 23 the slider will not expand because the force from the acceleration will drive the load on the chain 40 increased and the bottom bracket 16 pushes up, counteracting any forces that tend to sag the frame. As a result, the wheel can track the track in this force compensation, while the upper frame of movements is isolated.

While the shock absorber 32 is compressed to dampen part of the shock, much of the force is stored in the frame and then released when the frame returns to the relaxed state.

The inventor found in the construction of prototypes of his bike out that the arrangement of the handlebars, scenery and associated pivot joints between the front triangle and connected to the rear wheel rocker in a state of free movement from the terrain irregularities are caused. He also realized that he could create other configurations, such as configuring 1.10 using a four-bar linkage with four pivoting links. While forces generated by acceleration are applied, there is an equilibrium of forces which resists movement of the front triangle and the swing arm connected to the rear wheel, which is the result of the drive induced stresses imposed between the forces of the generating element and the actuator Displacement of forces will result in undesirable compression or stretching from the normal or resting state of the bicycle.

10 shows a part of a bicycle frame 10 or vehicle frame, the front part of the vehicle, in this case a front triangle 11 , with the rear part of the vehicle, from which a swivel arm 18 shown is via a four-joint linkage. The four-bar linkage comprises a joint element 23 , which swivels with the seat tube 14 is connected near an area where the seat tube 14 the down tube 13 through a swivel joint 21 with the swivel arm 18 through a swivel joint 20 over a section cuts the swingarm distal to the rear wheel 18 31 fails. A second connecting element 54 connects the swivel arm 18 pivoted by a swivel joint 56 with a swivel joint 57 that the bottom bracket 16 surrounds. The swivel joint 56 is on the swivel arm 18 below the pivot joint 20 shown (ie, closer to the first Schwenkarmende 18c as the swivel joint 20 ). The swivel joint 56 can be as shown in the vicinity of the first Schwenkarmendes 18c be arranged. In dashed lines is a drive device 55 shown. This drive device 55 may be a motor, an electric motor, a gear connected to a motor or electric motor, or a combination thereof with pedal and pedal arm.

The drive device 55 may drive a rear wheel (not shown) that rotates about a rear axle that is connected to the rear wheel dropout 31 connected by a strap or a chain. It should be noted that the shape and position of the drive device 55 can be changed, as required for the particular vehicle design. Alternatively, the crankset 37 of the 3 - 9 can easily be used instead of the drive device 55 be used.

In developing this system, the inventor found that it included the angles and hinges and the slider as well as the positions of the pivot and slider with respect to the frame members could arrange in a range in which the drive loads produce an equal counterweight on the inertial load, which leads to very little movement between the frame elements with acceleration of the drive and the driven loads. This state of balance between the drive and driven loads against the driver's mass and inertia, while the reaction against the spring load of the rear wheel tracks the ground. In contrast, other systems require restriction of suspension motion during acceleration. This limitation in other systems significantly affects traction, safety and suspension.

The inventor found that through these optimizations, the position of the system could produce a sprung driver's weight and inertia to move without restriction, allowing the rear wheel to move freely, tracking the ground track while assisting inertia , The acceleration of the drive and the driven loads on the mass of the driver / payload do not have much influence on the compression of the frame movement, while a free movement state of the tire remains on the ground. Inputting a drive load from a pedal or a motor or an electric motor, for example, into driven loads of the drive land (pedal) produces a "chain reaction" of events in which drive and driven loads alternate, resulting in the creation of a frame structure. Equipped is the frame with a stable acceleration. The system remains in a freely movable condition while the rear wheel follows the terrain without hydraulic constraint so that the contact path of the bicycle or other vehicle with the ground has no further resistance beyond an increase in the spring rate.

This also provides for an improved constant tire load between the ground and the vehicle.

The arrangement of handlebar member (s) and sliding / pivot joints (or only pivot joints as in a pivotal four-bar link) between the front of the vehicle, such as a bicycle front triangle, and the associated with the rear wheel pivot arm is maintained in a state of freedom from the Terrain induced irregularities. While forces generated by acceleration are applied, there is an equilibrium of forces which resists movement of the front triangle and the swing arm connected to the rear wheel, which is the result of the load induced by the load generated between the member's and generator's forces Offsetting produces undesirable compression or stretching from the normal or resting state of the bicycle.

This change in the arrangement of swivel and slip joint resulted in dramatic and unexpected results. Typically, there is a trade-off between travel and acceleration. A bicycle that uses the inventor's new suspension system in confidential tests has better acceleration performance than bicycles with half the travel. For example, a bicycle using the suspension of the inventor with a travel of 200 mm had better acceleration characteristics (ie, a fastener) than racing bicycles of 100 mm. The inventor was able to create a balance of power for four load conditions, to optimize the balance of power for each load condition, and to take the intersection of the optimized conditions to produce a vehicle that operates under all four load conditions at equilibrium. In the 11 and 12 the inventor dealt in the blocks 101 . 102 . 103 . 104 with drive / drive loads, acceleration forces, deceleration loads and ground irregularities.

The parameter drive / driven loads analyzes the basic kinematics of the drive of the structure. The parameters for deceleration loads analyze constraining forces that occur during deceleration, eg braking forces. The analysis of soil irregularities includes increased irregularities such as bumps, rocks and trunks as well as pits such as potholes and ditches. In block 105 The inventors optimized the balance of power for each load condition by analyzing the condition range for a given four-joint arrangement and a given vehicle. Note that the permissible parameter range depends on the vehicle type. For example, a downhill bicycle, a commuter bicycle, or an electric bicycle may have a different set of operating conditions and an acceptable range of parameters. In block 106 The inventor took the intersection of each optimized condition (ie, drive / driven load within the structure, acceleration forces, deceleration forces, and ground irregularities) to create a state of balance between the forces of the front and rear structures of the vehicle during acceleration, braking, and bumps.

One aspect of this analysis is the analysis effect of inertia on acceleration and deceleration.

In 12 takes into account the equilibrium load balancing of block 106 the following in block 107 Conditions shown: ground tracking (ie, the vehicle remains in contact with the terrain), load control for the driver (or human), a free-motion state for structure in which a free state of motion is desired, a robust state of motion for structure, in which a more resistant state of motion is desirable, load control at ground contact, load control at spring forces, load control at damped forces, load control at inertial forces control of deceleration forces and control of the vehicle geometry. Taken together, this causes Block 108 with human power delivery into the forward drive with balance control over the inertial forces that withstand the forward drive and deceleration during braking.

In one embodiment, the inventor has found that he can optimize the force balance by taking the angle through the line between the pivot joints 20 . 21 and the line between the pivot joints 21 . 22 is arranged at an angle of about 90 degrees when the system is fully in a state accelerated state or a resting state in which a driver sits on the bicycle at rest. In another embodiment, optimization could be achieved by aligning the angle of the line along the length of the pivot arm 18 near the front triangle base and the main load line between the bottom bracket 16 and the rear axle 43 at about 45 degrees take place with a range of +/- 30 degrees. In addition, the angle of the connecting element could be 23 to the horizon 10 degrees +/- 30 degrees. The inventor found that the fastener 23 compared to the rotation of the slide connector 19 at the hinge over the range of motion of the suspension rotates at the same or a greater angle when the system was configured for a geared state. The inventor also found that when the system was configured for equilibrium, the fastener 23 at the same or a greater angle compared to the second connecting element 54 of the 10 rotates.

13-20 show how an equilibrium state can be created by braking, accelerating, and resting on the vehicle with the driver while the vehicle is maintaining ground tracking by optimizing four parameters individually. The 13 . 15 . 17 and 19 show the balance of power for each of the four parameters for the vehicle component system of 10 , The 14 . 16 . 18 and 20 show the balance of power for each of the four parameters for the vehicle component system of 3-9 , 13 illustrates the optimization for a parameter braking load paths between the front and the rear of the vehicle 10 , 14 illustrates the optimization for a parameter braking load paths between the front and rear of the vehicle 7 , 15 illustrates optimizing for a parameter of driving and driven load paths between the front and rear parts of the vehicle of FIG 10 , 16 illustrates the optimization for a parameter of driving and driven load paths between the front and rear of the vehicle of FIG 7 , 17 illustrates optimizing for a parameter of inertial forces between the front and rear of the vehicle of FIG 10 , 18 illustrates optimizing for a parameter of inertial forces between the front and rear of the vehicle of FIG 7 , 19 illustrates the optimization for a parameter of down and up forces for ground tracking of the vehicle 10 , 20 illustrates the optimization for a parameter of down and up forces for ground tracking of the vehicle 7 ,

11 and 12 show the four-stroke structure of 10 and 7 , Forces from a brake device 61 , For example, a disc brake, act through the connecting element 23 and the second connecting element 54 on the front triangle 11 of the bicycle frame 10 , The load path 62 shows the load between the rear axle 43 and the connecting element 23 , The load path 63 shows the generated load resulting from the tire contact with the ground and the generated load on elements of the bicycle frame 10 , The reaction loads overlap the instantaneous center 90 and the swivel joint 21 of the connecting element 23 , The angle 64 represents the angle of incidence between the load path 62 and the path 70 which results from the braking load between the tire and the ground in the coupled ground tracking position, the path 70 represents a line of a side plane of the four-joint system. The angle 65 shows the angle between the load path 62 and the load path 63 , The angle 66 represents the angle between the braking force along the load path 62 and the braking force load along the path 70 , The reference line 68 for the equipment state represents a state of equipment of the bicycle frame 10 under load.

Referring to 15 and 16 the drive and drive loads that are part of the kinematics that make up the movements of the relationships of the main vehicle structure and the rear ground tracking frame element. The movement of the frame members is in part derived from the coupled position and the nature of the coupling as the loads are applied by the input and output members. The The loads exerted on the vehicle by the drive and the driven forces generate powered forces 71 when the vehicle is maintaining the forward drive, increasing, accelerating, or having an external resistance. The load path 72 shows the acceleration force between the swivel arm 18 (ie, the ground tracking element) through the pivot joint 21 , whereby the connecting element 23 swiveling in the front triangle 11 is coupled. The connecting element 23 In general, it absorbs the primary compressive force of the drive and the driven loads. The load force vector 73 shows a load force direction, resulting from the driven forces 71 on the front frame element results. The angle 74 shows a changing angle based on a relationship state between the front triangle 11 and the swivel arm 18 ,

The angle 74 refers to the swivel joint 21 and aligning in a free state within the overall motion based on a relationship change to the drive and the driven load of the driven forces 71 , The angle 75 Fig. 12 shows the relationship between the instantaneous center of rotation or the equi-ful pivot point to which the driven and driven loads from the driven forces 71 act. The angle 76 shows the relationship of the connector 23 and the relational values of the force and angle change to the vehicle. They show a shift in the load values and their relationship with the generation of a state of equilibrium between the front triangle 11 and the swingarm 18 , In this state of slack is the pivot joint 57 of the second member in 1 with 10 or the swivel joint 22 in FIG. As in 7 shown, most of the state of equilibrium between the front triangle 11 and the swingarm 18 achieved when the driven loads respond to the bicycle mass.

The angle 77 represents the driving and driven loads on the swivel joint 21 and the connecting element 23 , As shown, the angle is based 77 on the slack position between the front triangle 11 and the swivel arm 18 , When the pivot joint 21 not on the centerline of the fastener 23 a moment force point translates a relative force path to this displacement axis over the center line as a relationship change of the front triangle 11 and the swivel arm 18 occur.

The angle 78 represents the relationship angles between the compression force 71 and the way 70 between the front triangle 11 and the swivel arm 18 , The angle 79 shows the relative chain angle between the small gear and the largest rear gear. The driving force and the driven force on the transmission angles produce an incidence force based on loads that produce a further influence of driving forces generally related to the compressive forces 71 are shown. Shown as range of drive and output loads of angle 79 affect the pressure forces 71 based force values and the influence of the angle 80 out. Furthermore, the range of gear and force values of the driven and driven loads have associated influence values between the front triangle 11 and the swivel arm 18 to different load conditions. The arrow 81 shows the mass of the vehicle with respect to the driving and driving forces of the vehicle. Referring to FIG. In 15 shows the reference line 69 the contact between the tire and the ground with the braking force of 63 with respect to the braking force line of the path 70 ,

Referring to 17 and 18 become the accelerating loads of the bicycle frame 10 used by the drive and the driven loads to create a proactive equilibrium state in the acceleration of the vehicle. The reference line 83 symbolizes the Equipoise over a range of motion between the front triangle 11 and the swivel arm 18 , Inherent force values result from the relationship state of the front triangle 11 and the swivel arm 18 , which focus on influencing the gravitational and inertial loads on the center of mass 82 impact the payload and the vehicle, the force 94 from above the front triangle 11 affect the center of mass 82 and also in the other direction. The center of mass 82 represents a mass value that should be further expressed in general terms, the relational shifts of the position value between the center of mass 82 and the vehicle based on the position of human / payload mass to vehicle structure and the freedom of movement of the entire system. The influence of the center of mass 82 on the kinematics and the corresponding geometry of the frame elements within the system of 10 generates a wide displacement range to produce an equilibrium state of acceleration of the drive and the driven loads of the forward drives. In the normal state of the art, the drive and drive forces have become inertia of the center of mass 82 generally when applying the load path 72 misunderstood on the vehicle and focused on the center of mass 82 ,

The angle 84 shows a relational value of leverage between the coupling between the front triangle 11 and the swivel arm 18 and the power line 85 , which can be changed in relational values based on the application's use. A shift in one or more of the primary usage applications results in a shift in the relationship that must match the functional output. The reference line 86 represents a vertical relational position of the center of mass 82 , the driven load and the drive load (on the load path 72 ) while responding to general acceleration loads of the ground tracking and drive member of the system extending from the instantaneous center of rotation 90 to the area of the mass. The reference line 87 represents the vertical relationship of the drive and drive forces 71 as they approach the front triangle 11 with a generated leverage on the instantaneous center 90 Act. The reference line 88 represents the general vertical distance in one of the states of sitting or standing of the center of gravity 82 above the ground 67 , The angle 89 sets the angle contact between the ground 67 and the rear wheel 35 and the instantaneous center of force between the movement of the connecting element 23 lies when it's on its way 70 is transmitted.

The current center 90 represents the instantaneous center of rotation resulting from the movement between the front triangle and the pivot arm 18 as the centerlines of the connector 23 and the load path 63 is translated.

In 20 an instantaneous midline 90 between the centerline of the connector 23 a line through the hinge 22 at 90 degrees to the path 70 (ie the center line of the slider in 20 ). In the 19 and 20 shows the angle 91 the movement relationship of the way 70 and the connecting element 23 in the current state of slack. The angle 91 represents a relational shift between the front triangle 11 and the swivel arm 18 , In FIG. The angle 92 in 19 shows the value between the load path 63 and the path 70 as it is translated in the shift. The relational values of angle 91 and angles 92 show the freedom to move in one direction of desire while creating a restraint motion in another. The movement restriction supports a reference line 68 for the equilibrium state of the sprung resistance, while at another force a freedom of movement is generated, wherein the ground is tracked over the truth forces, that of the movement of the vehicle and the obstacle like the object shown 93 are derived, which are in the way of the vehicle. When the movement between the front triangle 11 and the swivel arm 18 increases, there is a speed resistance of the force of the direction and the speed of the spring and the speed of damping. The relational values of angle 91 and angles 92 move together to create a reflective value force.

The relationship value between path 70 and angles 97 changes with the shift range. The value shift creates an influencing force that provides freedom of movement over the object 93 within a wide range of motion between the front triangle 11 and the swivel arm 18 generated against 94 react. 94 represent the mass value of the person / the payload and the vehicle that are usually above the vehicle structure. The power arrow 95 shows the power of the ground on the rear wheel 35 and the swivel arm 18 , The angle 96 represents the angle of influence of the force arrow 95 on the way 70 , The angle 97 shows the force angle that results when the swivel arm 18 free over an object 93 can move, resulting in a movement of the swivel arm 18 in relation to the front triangle 11 reflected. The object 93 may be a typical obstacle, such as a stone, tree trunk or other obstacle.

The remainder of the description may be considered to be wholly different from, or alternatively complementary to, the preceding disclosure.

The present disclosure relates to a vehicle component. The vehicle component may be an individual component that transmits a (at least in part) gravitational force acting on a payload of a vehicle to at least one (driving) element that interacts with an environment of the vehicle, e.g. for providing a driving force and / or for allowing the vehicle to slide / roll over an environmental surface. Similarly, the vehicle component may be a system (of cooperating elements), the system transmitting an (at least in part) gravitational force acting on a payload of a vehicle to at least one (driving) element cooperating with an environment of the vehicle, e.g. for providing a driving force and / or for allowing the vehicle to slide / roll over an environmental surface. As such, the vehicle component may be referred to as a "vehicle frame" or "vehicle frame component." The payload may include a driver, a driver, and / or an occupant of the vehicle.

The payload may include an inanimate payload. The surrounding surface may be terrain. Similarly, the surrounding surface may be a water surface, eg a surface of a body of water. The (driving) element may be a terrain engaging element, eg a terrain engaging element selected from the group consisting of a wheel, a carriage, a ski and a (continuous) track. Similarly, the (driving) element may be a marine (propulsion) element, eg an element selected from the group consisting of a float, a hull, a water ski, a jet nozzle and a propeller. For the sake of brevity, the term "ground engaging element" will be used hereafter to refer to any (drive) element as described above, regardless of whether such element is a marine element. (For an explanation of the term "any", see the concluding paragraphs of this description.)

The present disclosure also relates to a vehicle having the vehicle component. The vehicle may include at least one off-road element as described above. The vehicle may be a vehicle selected from the group consisting of a bicycle, an e-bike, a motorcycle, a moped, a (terrestrial) rover, a snowmobile, a snow scooter, and a (personal) watercraft. As such, the vehicle may be a vehicle selected from the group consisting of a human powered vehicle, a gasoline and / or electric motor vehicle, and a vehicle that can be driven both by humans and by gasoline. and / or electric) motors is driven. In the context of the present disclosure, the term "e-bike" may be understood as a bicycle that includes an electrically powered motor that contributes a driving force to at least one wheel of the bicycle.

As apparent from the foregoing, the technical nomenclature typically associated with the various vehicles to which the inventive principles of the present disclosure are applicable affects both the conciseness and overall readability of the present disclosure.

Accordingly, the remainder of this disclosure will generally use the nomenclature of a bicycle as the contextual basis for the disclosure. This use of bicycle nomenclature is not intended to exclude other types of vehicles from the scope of this disclosure. Instead, it will be appreciated that the reader can easily translate the concepts disclosed herein to other vehicles in the context of a bicycle without inventive capabilities. Accordingly, the following disclosure will also occasionally include references to other types of vehicles to facilitate understanding how the disclosed teachings may be applied to vehicles other than bicycles.

The vehicle component may include a first frame portion and a second frame portion. The first frame part may define a first axis of rotation, e.g. an axis of rotation of a driving sprocket (as opposed to a driven sprocket). For example, the first axis of rotation may be an axis of rotation of a bottom bracket.

The first axis of rotation may be located in a lower portion of the first frame portion, e.g. in the lowest 30%, the lowest 20%, the lowest 10% or the lowest 5% of the first frame part. (The terms "lower" and "lower" will be described in more detail below.) Similarly, the first axis of rotation may be located in a rear portion of the first frame part, e.g. in most backward 30%, most backward 20%, most backward 10% or most backward 5% (of the aforementioned lower (largest) part) of the first frame part. (The term "backward" will be described in more detail below.) Similarly, the second frame part may define a second axis of rotation, e.g. a rotation axis of a driven sprocket. For example, the second axis of rotation may be an axis of rotation of a (second / rear) wheel. Likewise, the second axis of rotation may be a (rearmost) axis of rotation of a guide of a (continuous) track. The second rotation axis may be arranged in a rear portion of the second frame portion, e.g. 30% farthest back, 20% farthest back, 10% farthest back or 5% farthest back of the second frame part.

Similarly, the second axis of rotation may be located in a lower portion of the second frame portion, eg, in the bottom 30%, bottom 20%, bottom 10%, or bottom 5% of the (aforementioned) rear frame portion. The vehicle component may comprise at least one tube (steel, aluminum and / or carbon fiber) and / or at least one carrier (steel, aluminum and / or carbon fiber). As such, at least 80%, at least 90%, or (substantially) the entire first / second frame portion (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum, and carbon fiber. For example, a Entity of the first / second frame part of such a material, with the exception of sockets and / or threaded elements, for example for connecting the first / second frame part with other structures of the vehicle. Such bushings and / or threaded elements may require wear characteristics and / or machining tolerances that are not achievable with aluminum or carbon fiber.

The first frame portion may form a front portion of the vehicle component as the second portion. In the present disclosure, "forward" and / or "backward" (as well as related terms such as forward, backward, forwards, and backwards) may be defined by an orientation and / or location of a steering, as known in the art / or handlebars and / or an orientation and / or position of seats (of the vehicle) relative to the vehicle component. Similarly, "forward" and / or "backward" (and related terms) as known in the art may be defined by (other) properties of the vehicle component and / or a vehicle including the vehicle component. Such characteristics may include the shape of a chassis, the configuration of a powertrain, and so on. For example, the seat may be "ahead" of a driving off-road element. A (dominant) driving and / or moving direction of the vehicle may be a "forward direction". (For the sake of brevity, the term "propulsion direction" will be used hereinafter to refer to the (dominant) direction of the vehicle, regardless of whether the vehicle includes a motor or other propulsion means).

In the present disclosure, "forward" and / or "backward" (and related terms) may refer to a (relative) location relative to a "horizontal" axis (when the vehicle is on level terrain). Such a designation may be independent of a "vertical" location, i. is not always to be interpreted as implying a "vertical" location.

In the present disclosure, "up" and / or "down" (and related terms such as up, down, up, up, and down) may be defined as known in the art by an orientation and / or location of seats (of a vehicle ) with respect to the vehicle component and / or a position of a steering wheel and / or handlebar with respect to a seat (of the vehicle). Similarly, as known in the art, "up" and / or "down" (and related terms) may be defined by (other) characteristics of the vehicle component and / or a vehicle including the vehicle component. Such characteristics may include a chassis shape, a powertrain configuration, a position of at least one off-highway element as described above, and so on. As used herein, "up" and / or "down" (and related terms) may refer to a (relative) location with respect to a "vertical" axis (when the vehicle is on level terrain). Such a designation may be independent of a "horizontal" location, i. is not always to be interpreted as implying a "horizontal" location.

In the nomenclature of a bicycle, the first frame portion may include a seat tube, a top tube, a head tube, and a down tube. The first frame part may have the shape of a quadrilateral. The seat tube, the top tube, the head tube and the down tube can form the four sides of the quadrangle. Similarly, the first frame part may have the shape of a partial quadrilateral. The seat tube can rigidly connect the top tube and the down tube. The seat tube, the top tube, the head tube and the down tube can form the four sides of the partial quadrilateral, with the seat tube (rigidly) connected to the top tube, but not (rigidly) (a lower part of the seat tube). connected to the down tube. In such a configuration, the top tube, the head tube, and the down tube may act together to act as a spring. The first frame part may further include a front fork, wherein a steering tube of the front fork is rotatably mounted in the head tube. The first frame part may comprise a bottom bracket. The bottom bracket may be located near and / or behind an (imaginary) connection of the down tube and the seat tube. The first frame member may include a top tube, a bottom bracket portion and a seat tube rigidly connecting the top tube and the bottom bracket portion.

The second frame part may comprise / consist of (substantially) a (rear) fork, eg a (rear) fork supporting a (rear) wheel of the vehicle. The fork may comprise (essentially) a first arm, a second arm and a yoke section. Each of the first and second arms may include a dropout, opening or bore (in the rearmost 10% of the respective arm) that receive one end of an axle (the wheel). The first and second arms, eg the dropouts, openings or bores thereof, may define the second axis of rotation (one position thereof). The yoke portion may connect the first and second arms (at a front portion of the first and second arms, respectively) to each other. The fork may have a space between the first and second arms which receives a (front) portion of the (rear) wheel (as in the prior art Technique known). The fork can be a monolithic / unitary structure. The fork can be called a "swingarm".

The vehicle may include at least one seat, e.g. for at least one user selected from the group consisting of a driver, a driver and a passenger of the vehicle. The seat may be mounted / rigidly connected to the first frame part. The seat may be missing the connection with the second frame part except via the first frame part. The seat may be connected via the seat tube with the first frame part.

The vehicle may include a (force conversion) mechanism for converting the (leg and / or arm) movement of a user / operator into mechanical force. The mechanism may include a (drive) sprocket. The mechanism may include a crankset (which includes the sprocket) and / or (pivotally mounted) levers (which drive the sprocket). The mechanism may be attached to the first frame part, e.g. over the bottom bracket.

The vehicle may include a powertrain, e.g. for transmitting a driving force from the (force conversion) mechanism / the (drive) sprocket with (a driven sprocket associated with) at least one off-road engaging member (attached to the second frame part) of the vehicle. The powertrain may include a chain and / or a belt.

The vehicle may include a (gasoline and / or electric) engine. The motor may, as described above, be arranged in a lower and / or rear portion of the first frame part. The engine may contribute a driving force to at least one off-road element of the vehicle, e.g. over the powertrain. The motor can be mounted on the first frame part. The powertrain may transmit a drive force from the engine (mounted on the first frame portion) to at least one off-road engagement member (mounted on the second frame portion) of the vehicle (a powered sprocket connected thereto). Similarly, the engine may be mounted to the second frame member and provide a drive force for at least one off-the-road element mounted on the second frame member.

The vehicle component may include a linkage, e.g. a link movably connecting the first frame portion and the second frame portion. As such, the linkage may connect the first frame portion and the second frame portion such that the first frame portion is movable relative to the second frame portion (and vice versa) (within a limited range of motion defined by the linkage). The linkage may be connected to a lower and / or rear portion of the first frame part, as described above.

The connection can be a four-bar link. Similarly, the linkage in conjunction with at least one element of the first and / or second frame part may form a four-bar linkage.

(Hereinafter, the term "link" is often used without distinguishing whether the link comprises elements of the first / second frame part.) In cases where such ambiguity is inappropriate, this ambiguity is considered to be eliminated by the context .)

In the present disclosure, (minimum) distances, (acute) angles, relative positions, etc., that depend on a condition of the connection may be understood to be valid (ie, measured / determined) when the vehicle (in an unloaded, neutral condition ) on a flat surface (with the terrain engaging elements of the vehicle touching the flat surface). Moreover, such distances, angles, relative positions, etc. may also be understood to be valid in a mid-range position of the connection, e.g. rotatable midway between a first end position and a second end position of the linkage. In addition, such distances, angles, relative locations, etc. may also be understood to be valid throughout the entire operating range of the boom.

The connection may comprise a sliding connection. The sliding connection may include a cylinder and a piston (which slides at least partially within the cylinder). The cylinder may have a (circular) cylindrical inner wall. The piston can slide within the cylinder along a (linear) sliding axis. The piston may have a (circular) cylindrical outer wall, eg a cylindrical outer wall which (within the tolerances known in the art) coincides with the cylindrical inner wall of the cylinder (the dimensions thereof). The cylindrical outer wall of the piston may have a length of at least 10%, at least 20% or at least 30% of a length of the cylindrical inner wall of the cylinder. The cylindrical outer wall of the piston may have a length of at most 40%, at most 30% or at most 20% of a length of the cylindrical inner wall of the cylinder. The cylindrical outer wall of the piston may have a length of at least 5 cm or at least 10 cm. The cylindrical outer wall of the piston may have a length of at most 10 cm or at most 20 cm. The length of the cylindrical outer wall of the piston and / or the cylindrical inner wall of the cylinder can be measured parallel to the sliding axis.

The cylindrical inner wall of the cylinder may have a minimum dimension of at least 5 cm, at least 8 or at least 10 cm, eg measured perpendicular to the carriage axis (at the respective location). The cylindrical inner wall of the cylinder may have a maximum dimension of at most 15 cm, at most 12 cm or at most 10 cm, eg measured perpendicular to the carriage axis (at the respective location). At least 80%, at least 90% or (substantially) a total of the slip compound (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fiber. Similarly, at least 80%, at least 90% or (substantially) a whole of the cylinder (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fiber and at least 80 At least 90% or (substantially) the entire piston (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fiber. The sliding connection can slidably engage the second frame portion (along the sliding axis).

The cylinder may be an element of the second frame part. Similarly, the piston may be an element of the second frame part. The sliding connection may be pivotally connected to the first frame part, e.g. on a pivot axis in front of the bottom bracket and / or on a pivot axis which is located in a lower and / or rear portion of the first frame part, as described above. For example, the sliding connection may be pivotally connected to the first frame part at a pivot axis near and / or behind and / or under an (imaginary) connection of the down tube and the seat tube. A (minimum) distance from the pivot axis (at which the slip joint is pivotally connected to the first frame part) to the control tube may be less than a (minimum) distance from the first axis of rotation to the control tube. A length of the sliding connection, e.g. A distance between a first connection point (at / fixed with respect to the cylinder) and a second connection point (at / fixed with respect to the piston) of the sliding connection may depend on a state of the sliding connection, e.g. on a position of the piston relative to the barrel.

The vehicle component may be configured so that an acute angle between the sliding axis of the sliding member and an imaginary straight line coaxial with a drive segment of a chain / belt of the drive train is in the range of 10 ° to 60 °, e.g. in the range of 20 ° to 50 °. The vehicle component may be configured such that an acute angle between the sliding axis of the sliding member and an imaginary straight line through the first and second rotational axes is in the range of 20 ° to 60 °. The backdrop can be designed so that the slide axis is inclined downwards to the front. In other words, a rear portion of the sliding connection / sliding axis is higher than a front portion of the sliding connection / sliding axis.

The compound may comprise at least one rigid compound. The rigid member may be "rigid" in the sense that the member does not (substantially) deform its shape under pressure and / or tension (in normal use, eg, when the rigid member transmits (typical) forces between the first and second frame members). changes). The rigid connection may have a fixed length between a first connection point and a second connection point of the rigid connection. The rigid member may be a (flat) rod. The rigid member may have a length, e.g. measured between the first connection point and the second connection point of at least 8 cm, at least 10 cm, at least 15 cm or at least 20 cm. Likewise, the rigid member may have a length of at most 30 cm, at most 25 cm, at most 20 cm or at most 15 cm. The rigid member may have a minimum dimension and / or a thickness of at least 2 mm, at least 4 mm or at least 6 mm. Likewise, the rigid member may have a minimum dimension and / or a thickness of at most 10 mm, at most 6 mm or at most 4 mm. The thickness can be measured in a direction perpendicular to a major surface of the rigid joint.

The rigid member may be a material selected from the group consisting of steel, aluminum and carbon fiber. The rigid connection may connect the first frame portion and the second frame portion, eg, via respective pivotal connections at the first and second connection points. The rigid connection may be pivotally connected to the first frame part, eg (exclusively) on first connection point (defining a first pivot point / a first axis of rotation). The rigid connection may be pivotally connected to the second frame part, eg (exclusively) at the second connection point (defining a second pivot point / a second axis of rotation). The rigid connection may be pivotally connected to the second frame part at a location (a back side / front side) of the cylinder of the sliding connection. The connection may comprise a pair of (parallel and / or mirror-image) rigid connections. Each rigid member of the pair may be pivotally connected to the first frame member, eg (exclusively) at a first pivot axis. Each rigid member of the pair may be pivotally connected to the second frame member, eg (exclusively) at a second pivot axis. The rigid member may have an "X" -like or an "H" -like shape. Two arms of the ("X" / "H" shaped) rigid connection may be pivotally connected to the first frame member at a first pivot axis. Two other arms of the ("X" / "H" shaped) rigid connection may be pivotally connected to the second frame member at a second pivot axis. At least one of the first pivot axis and the second pivot axis may be perpendicular to the propulsion direction.

At least one of the first pivot axis and the second pivot axis may be parallel to the terrain when the vehicle is on level terrain.

The rigid member may be a flip-flop, e.g. a rocker with a first connection point, a second connection point and a third connection point. The first connection point may be between the second connection point and the third connection point. The rocker may have a fixed length between the first connection point and the second connection point.

Likewise, the rocker may have a fixed length between the first connection point and the third connection point. The rocker joint may be configured such that an acute angle between an imaginary straight line through the first and second connection points and an imaginary straight line through the first and third connection points is in the range of 0 ° to 45 °, e.g. in the range of 10 ° to 40 °. The tilting member may be pivotally connected to the first frame part, e.g. at the first and third interchange. The rigid connection may be pivotally connected to the second frame part, e.g. at the second connection point. For example, in the case of a bicycle, the third connection point of the rocker arm may be pivotally connected to a downwardly directed end of the seat tube of the first frame member and the first connection point of the rocker arm may be pivotally connected to an upturned end of a bottom bracket portion of the first frame part. The linkage may comprise a pair (parallel and / or identical) rocker links.

Each rocker arm member of the pair may be pivotally connected to the first frame member, e.g. at a first pivot axis and a third pivot axis. Each rocker arm member of the pair may be pivotally connected to the second frame member, e.g. at a second pivot axis.

The first frame part may comprise at least one (cylindrical) bushing. The rigid member may be pivotally connected to the first frame member by a pin, bolt or other fastener extending through the sleeve and through the rigid member at the first / third connection point, e.g. along the first / third pivot axis. Similarly, the second frame part may comprise at least one (cylindrical) bushing. The rigid member may be pivotally connected to the second frame member by a pin, bolt or other attachment means extending through the sleeve and through the rigid member at the second connection point, e.g. along the second pivot axis

The vehicle component may be configured such that an acute angle between an imaginary straight line through the first and second connection points of the rigid member and an imaginary straight line coaxial with a drive segment of a chain / belt of the powertrain is in the range of 0 ° to 30 °, e.g. is less than 30 °, less than 20 ° or less than 10 °. The vehicle component may be configured such that an acute angle between an imaginary straight line through the first and second connection points of the rigid link and an imaginary straight line through the first and second rotation axes is in the range of 0 ° to 30 °. e.g. is less than 30 °, less than 20 ° or less than 10 °. The vehicle component may be configured such that a minimum distance between the rigid member and an extension of an imaginary straight line coaxial with a drive segment of a drive train's chain / belt is no more than 5 cm, not more than 8 cm or not more than 10 cm.

The linkage may comprise a flexure. The flexure may be a member having a fixed length between a first connection portion and a second connection portion of the flexure however, which may bend in a manner that reduces a distance between the first connection region and the second connection region. The (first connection region of the) bending element may be connected to the first frame part, for example to the seat tube or down tube. The (second connecting portion of) the bending member may be connected to the second frame part, for example to (a rear / front side of) the cylinder of the sliding connection. The flexure may be configured to absorb (and store) energy when a distance between the first connection region and the second connection region is reduced. For example, the flexure may be configured to absorb (and store) energy when the flexure transitions from a neutral state to a flexed state. Similarly, the flexure may be configured to release (store) energy as the distance between the first connection region and the second connection region increases.

For example, the flexure may be configured to release (store) energy when the flexure transitions from a flexed state to a neutral state. The flexure may comprise a leaf spring. The flexure may comprise (a layer / plate of) carbon fibers. The flexure may have a length, e.g. measured between the first connection region and the second connection region of at least 8 cm, at least 10 cm, at least 15 cm or at least 20 cm. Likewise, the bending element may have a length of at most 30 cm, at most 25 cm, at most 20 cm or at most 15 cm. The flexure may have a minimum dimension and / or a thickness of 2mm, 3mm or 4mm. Likewise, the bending element may have a minimum dimension and / or a thickness of at most 10 mm, at most 6 mm or at most 4 mm. The thickness can be measured in a direction perpendicular to a major surface of the flexure.

The vehicle component may be configured such that an acute angle between an imaginary straight line through the first and second connecting portions of the flexure and an imaginary straight line coaxial with a drive segment of a chain / belt of the powertrain is in the range of 0 ° to 30 °, e.g. is less than 30 °, less than 20 ° or less than 10 °. The vehicle component may be configured such that an acute angle between an imaginary straight line through the first and second connecting region of the bending element and an imaginary straight line through the first and second rotational axis is in the range of 0 ° to 30 °. e.g. is less than 30 °, less than 20 ° or less than 10 °. The vehicle component may be configured such that a minimum distance between the flexure and an extension of an imaginary straight line coaxial with a drive segment of a drive train chain / belt is not more than 5 cm, not more than 8 cm, or not more than 10 cm.

The linkage may comprise an eccentric. The eccentric may form an eccentrically rotatable connection between the first frame part and the second frame part. The eccentric can be directly connected both to the first frame part and to the second frame part. The eccentric may be connected to the first frame part on the seat tube or in the vicinity of the first axis of rotation / bottom bracket. The eccentric may be connected to a rear part of the first frame part, e.g. Up to 30% farthest back, 20% farthest back, 10% farthest back or 5% farthest back of the (aforementioned lower (largest) part of the) first frame part. The eccentric may be connected to a front part of the second frame part, e.g. 10% forward) or 5% forward of the second frame part.

The yoke portion (the second frame portion) may form the run of the slider. Similarly, the yoke portion may form the piston of the sliding connection. The yoke portion may be asymmetric relative to a (first) plane perpendicular to the second axis of rotation (and midway between the dropouts / holes / bores of the first and second arms). As mentioned above, the cylinder / piston may have a circular cylindrical inner / outer wall. An axis of symmetry of the cylinder / piston may be parallel to the (aforementioned first) plane. The symmetry axis of the cylinder / piston may be offset by at least 5 mm, at least 10 mm, at least 15 mm or at least 20 mm from the (aforementioned first) plane (in a direction away from the drive train). The fork may form a chainstay, e.g. together with the remainder (e.g., cylinder / piston) of the sliding joint that is not formed by the yoke section. A chain stay may be understood to mean an element that supports the drive axle (e.g., the bottom bracket) against the driven axle (e.g., the second pivot), i. prevents the driven axle (excessive / catastrophic) from being pulled in the direction of the drive axle due to a drive train force (e.g., the tension of a driven chain or belt).

The chainstay can be an elevated chainstay. An elevated chain stay can be understood to mean a chain stay whose section is higher (eg farther from the terrain) than the drive train / chain. The chainstay can have the general overall shape of a bow and a central area. A bottom (middle portion) of the chainstay may be at least 2 cm, at least 4 cm or at least 6 cm higher than the drive train. The central region may be at least 10%, at least 20%, or at least 30% of a chainstay length, eg, measured in a direction parallel to an imaginary straight line through the first and second axes of rotation. The central region may extend from at least one of the foremost and rearmost ends of the chainstay by at least 10%, at least 20%, or at least 30% of a chainstay length, eg, measured in a direction parallel to an imaginary straight line through the first and second axes of rotation. An acute angle between the axis of symmetry of the cylinder / piston and a longitudinal axis of the central region may be in the range of 30 ° to 60 °.

Similarly, an acute angle between the axis of symmetry of the cylinder / piston and (a major surface of) the bottom surface of the central portion may be in the range of 30 ° to 60 °. The yoke part may be at least 20%, at least 25% or at least 30% of a chainstay length, e.g. measured in a direction parallel to an imaginary straight line through the first and second axes of rotation. The yoke portion must not be more than 40%, not more than 35% or not more than 30% of a chainstay length, e.g. measured in a direction parallel to an imaginary straight line through the first and second axes of rotation. The yoke portion may comprise at least one, at least two or at least four inner walls extending from an outer wall of the yoke portion to a wall forming the cylinder. An angle between a respective major surface of adjacent walls may be (substantially) equal to 360 ° divided by the total number of such walls (at a given cross-section (through the cylinder and orthogonal to at least one slide) its axis of slide and axis of symmetry of the barrel).

Each of the inner walls may have a length, e.g. measured parallel to a sliding axis of the sliding element or an axis of symmetry of the cylinder of at least 50% or at least 80% of a length of the cylinder, e.g. measured parallel to a carriage axis of the carriage element or an axis of symmetry of the barrel.

A first inner wall of the first arm, which faces the second arm, may have a first bulge area. Similarly, a second inner wall of the second arm facing the first arm may have a second bulge area. The first bulge region may protrude further in a direction of the second arm than an intermediate region of the first inner wall between the bulge region and the yoke region. The second bulge region may protrude further in a direction of the first arm than an intermediate region of the second inner wall between the bulge region and the yoke region. The protrusion of the first / second bulge portion may be in a direction perpendicular to the aforementioned (first) plane. The bulge area may protrude at least 4 mm, at least 6 mm or at least 8 mm beyond the (respective) intermediate area. The bulge area may be at least 5%, at least 10%, at least 15% or at least 20% of an area of the (respective) inner wall. The bulge region may have a (generally) V-shaped cross-section in a vertical plane perpendicular to the (aforementioned first) plane (through a vertex of the bulge region).

Similarly, the bulge region may have a (generally) V-shaped cross-section in a horizontal plane perpendicular to the (aforementioned first) plane (through a vertex of the bulge region). The first and / or the second arm may have an inner wall that extends from an outer wall of the respective arm, which faces away from the other arm, to the (respective) first / second inner wall. The inner wall may be substantially perpendicular to the outer wall. The inner wall may intersect the respective first / second inner wall at the apex of the first (s) and second recessed areas. The inner wall may extend over at least 60%, at least 80% or the entire length of the bulge area, e.g. measured in the longitudinal direction of the first / second arm and / or parallel to the inner wall. The apex of the bulge area may be in a posterior half or a posterior third of the central area. The bulge area may extend beyond the central area.

The connection may comprise / consist of a sliding connection (eg as described above) and a rigid connection (eg as described above). The rigid connection can form an upper connection of the connection. An imaginary straight line through the first and second connection points of the rigid member may define an imaginary straight line through the upper member. The rigid connection may be pivotally connected to the first frame portion at a position higher than a pivot axis at which the sliding connection is pivotally connected to the first frame portion. The rigid one Connection may be pivotally connected to the first frame part at a first pivot point, ie at a first axis of rotation, and may be pivotally connected to the second frame part at a second pivot point, ie at a second pivot axis. Similarly, the slide joint may be pivotally connected to the first frame member at a third pivot point, ie at a third axis of rotation. A (minimum) distance from a point at which the sliding connection is pivotally connected to the first frame part (ie the third pivot point / the third pivot axis) to an imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum ) Distance from this imaginary straight line to a point at which the rigid link is pivotally connected to the first frame part (ie, the first pivot point / the first pivot axis).

An acute angle between the sliding axis of the sliding connection and an imaginary straight line through the first and second connection points of the rigid connection may be in the range of 15 ° to 85 °, e.g. in the range of 20 ° to 70 ° or in the range of 30 ° to 60 °.

The connection may comprise / consist of a sliding connection (e.g., as described above) and a pair of parallel rigid connections (e.g., as described above).

The pair of rigid members may form an upper member of the linkage. Each rigid member of the pair of rigid members may be pivotally connected to the first frame member at a first pivot axis and pivotally connected to the second frame member at a second pivot axis. An imaginary straight line through the first and second pivot axes may define an imaginary straight line through the top link. The pair of rigid members may be connected to the first frame portion at a position higher than a pivot axis at which the slider is pivotally connected to the first frame portion. The sliding connection may be at a third pivot, i. on a third axis of rotation, pivotally connected to the first frame part. A (minimum) distance from a point at which the sliding connection is pivotally connected to the first frame part (ie the third pivot point / the third pivot axis) to an imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum ) Distance from this imaginary line to the first pivot axis.

An acute angle between the sliding axis of the sliding connection and an imaginary straight line through the first and second connection points of one of the rigid connections, i. through the first and second pivot axes, may be in the range of 15 ° to 85 °, e.g. in the range of 20 ° to 70 ° or in the range of 30 ° to 60 °.

The joint may comprise / consist of a slip joint (e.g., as described above) and a flexure (e.g., as described above). The flexure may form an upper connection of the connection. An imaginary straight line through the first and second connecting portions of the flexure may define an imaginary straight line through the upper arm. The sliding connection may be at a third pivot, i. on a third axis of rotation, pivotally connected to the first frame part. The flexure may be connected to the first frame portion at a position higher than a pivot axis at which the slide joint is pivotally connected to the first frame portion (i.e., the third pivot point / the third pivot axis). A (minimum) distance from a point at which the sliding connection is pivotally connected to the first frame part (ie the third pivot point / the third pivot axis) to an imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum ) Distance from this imaginary straight line to a region of the bending element, which coincides with the first frame part, ie the first connection area, connects.

The term "higher" in the present context can also be understood to mean "closer to the seat (driver / driver / front passenger)". An acute angle between the sliding axis of the sliding connection and an imaginary straight line through the first and second connecting portions of the bending element may be in the range of 15 ° to 85 °, e.g. in the range of 20 ° to 70 ° or in the range of 30 ° to 60 °.

The connection may comprise / consist of a first rigid connection (eg as described above) and a second rigid connection (eg as described above). The first rigid connection may form an upper connection of the connection. An imaginary straight line through the first and second connection points of the first rigid member may define an imaginary straight line through the upper member. The first rigid member may be pivotally connected to the first frame portion at a position higher than a position at which the second rigid member is pivotally connected to the first frame portion. The first rigid connection can be pivotally connected to the first frame part at a first pivot point, ie at a first axis of rotation, and at a second pivot point, ie at a first pivot point second axis of rotation, pivotally connected to the second frame part. Similarly, the second rigid link may be pivotally connected to the first frame member at a third pivot point, ie, at a third pivot axis, and pivotally connected to the second frame member at a fourth pivot point, ie, at a fourth pivot axis.

A (minimum) distance from a point at which the second rigid link is pivotally connected to the first frame part (ie, the second pivot point / the second pivot axis) to an imaginary straight line through the first pivot axis and the second pivot axis may be less than one (Minimum) distance from this imaginary straight line to a point at which the first rigid member is pivotally connected to the first frame part (ie, the first pivot point / the first pivot axis). A distance between the first pivot point / the first rotation axis and the third rotation point / the third rotation axis may be smaller than a distance between the second rotation point / the second rotation axis and the fourth rotation point / the fourth rotation axis. A (minimum) distance between the third pivot point / the third axis of rotation and a (first) imaginary straight line through the first axis of rotation and the second axis of rotation may be less than a (minimum) distance between the first pivot point / the first axis of rotation and the (first) Rotation axis) imaginary straight line. An acute angle between a first imaginary straight line through the first and second connection points of the first rigid link (ie, through the first and second pivot points / the second pivot axis) and a second imaginary straight line through the first and second connection points of the second rigid connection point link (FIG. ie by the third and fourth pivot points / axes) can be in the range of 15 ° to 85 °, eg in the range of 20 ° to 70 ° or in the range of 30 ° to 60 °.

The connection may comprise / consist of a first pair of parallel rigid links (e.g., as described above) and a second pair of parallel rigid links (e.g., as described above). The first pair of rigid links may form an upper link of the linkage. Each rigid member of the first pair of rigid members may be pivotally connected to the first frame member at a first pivot axis and pivotally connected to the second frame member at a second pivot axis. An imaginary straight line through the first and second pivot axes may define an imaginary straight line through the top link. Each rigid member of the second pair of rigid members may be pivotally connected to the first frame member at a third pivot axis and pivotally connected to the second frame member at a fourth pivot axis. The first pair of rigid members may be pivotally connected to the first frame portion at a position higher than a position at which the second pair of rigid members is pivotally connected to the first frame portion. A (minimum) distance from the third pivot axis to an imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum) distance from this imaginary straight line to the first pivot axis.

An acute angle between a first imaginary straight line through the first and second connection points of one of the rigid links of the first pair, i. through the first and second pivotal axes, and a second imaginary straight line through the first and second connection points of one of the rigid links connecting the second pair, i. through the third and fourth pivot axes, may be in the range of 15 ° to 85 °, e.g. in the range of 20 ° to 70 ° or in the range of 30 ° to 60 °. A distance between the first pivot axis and the third pivot axis may be less than a distance between the second pivot axis and the fourth pivot axis. A (minimum) distance between the third pivot axis and a (first) imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum) distance between the first pivot axis and the (first) imaginary straight line. The connection may comprise / consist of a sliding connection (e.g., as described above) and an eccentric (e.g., as described above). The eccentric can form an upper connection of the connection.

The sliding connection may be at a third pivot, i. on a third axis of rotation, pivotally connected to the first frame part. The eccentric may be connected to the first frame portion at a position higher than a pivot axis at which the slide joint is pivotally connected to the first frame portion (i.e., the third pivot point / the third pivot axis). A (minimum) distance from a point at which the sliding connection is pivotally connected to the first frame part (ie the third pivot point / the third pivot axis) to an imaginary straight line through the first rotation axis and the second rotation axis may be smaller than a (minimum ) Distance from this imaginary straight line to the eccentric.

The vehicle component may be configured such that the upper link is proximate to (an extension of) an imaginary straight line coaxial with a drive segment of a chain. a belt of the drive train is. The vehicle component may be configured such that a minimum distance between the top link and an extension of an imaginary line coaxial with a drive segment of a drive train chain / belt is not more than 5 cm, not more than 8 cm more than 10 cm. The vehicle component may be configured such that an acute angle between the imaginary straight line through the top link and an imaginary straight line coaxial with a drive segment of a chain / belt of the powertrain is in the range of 0 ° to 30 °, eg less than 30 °, is less than 20 ° or less than 10 °. The vehicle component may be configured such that an acute angle between the imaginary straight line through the top link and an imaginary straight line through the first and second rotational axes is in the range of 0 ° to 40 °, eg, less than 30 °, less than 20 ° or is less than 10 °.

The connection may have an instantaneous center of rotation, e.g. as known in the engineering of engineering. For example, the instantaneous center of rotation may be at the intersection of a first imaginary line through two pivot points of a first rigid member and a second imaginary line through two pivot points of a second rigid member. Similarly, the instantaneous center of rotation may be at the intersection of a first imaginary line through two pivot points of a first rigid member and a second imaginary line through a pivot point of a slider and perpendicular to the slide axis of the slider. Similarly, the instantaneous center of rotation may be at the intersection of a first imaginary line through a first and a second connection region of a flexure and a second imaginary line through a pivot point of a slip joint and perpendicular to the sliding axis of the slip joint.

The instantaneous center of rotation of the linkage may be in front of the first axis of rotation defined by the first frame part, e.g. at least 5 cm, at least 10 cm or at least 15 cm. The instantaneous center of rotation of the connection may be located in (or at a vertical position corresponding to) a lower portion of the first frame part, e.g. the lowest 30%, the lowest 20%, the lowest 10% or the lowest 5% of the first frame part. The current turning center of the linkage may be in front of the seat tube. The vehicle component may be configured so that a minimum distance between the instantaneous center of rotation of the linkage and (an extension) of an imaginary line coaxial with a drive segment of a drive train's chain / belt is no more than 5 cm. not more than 8 cm or not more than 10 cm. Similarly, the vehicle component may be configured such that a minimum distance between the instantaneous center of rotation of the linkage and (an extension) of an imaginary straight line through the first and second axes of rotation is not more than 8 cm, not more than 10 cm or not more than 15 cm.

The vehicle component may be configured such that the instantaneous center of rotation of the linkage lies above (an imaginary straight line through the second axis of rotation and) of the first axis of rotation. The vehicle component may be configured such that a straight line through the instantaneous center of rotation of the linkage and perpendicular to a shortest imaginary straight line between the first axis of rotation and the top tube, this shortest imaginary straight line intersects axis and the top tube at a location between the first rotation. The vehicle component may be configured such that a first imaginary line passes through the instantaneous center of rotation of the linkage and perpendicular to a second imaginary straight line through the first axis of rotation and perpendicular to a third imaginary line through the first and second axes of rotation intersects this second imaginary straight line upwards first axis of rotation, eg at a location between the first axis of rotation and the top tube / a top intersection of this second imaginary line and the first frame part.

The vehicle component may be configured such that at least one of the first rotation axis defined by the first frame portion and the second rotation axis defined by the second frame portion is within an angle defined by a first angle A beam is included by the first and second connection points of a first rigid member and a second beam through the first and second connection points of a second rigid member (not parallel to the first rigid member), the angle having the instantaneous center of rotation of the member as a vertex. Similarly, the vehicle component may be configured so that at least one of the first rotation axis defined by the first frame portion and the second rotation axis defined by the second frame portion is disposed at an angle passing through a first beam the first and second are included connecting points of the rigid member and a second beam through the pivot point of the sliding member, said angle having the instantaneous center of rotation of the member as a vertex. Similarly, the vehicle component may be configured so that at least one of the first rotation axis defined by the first frame portion and the second rotation axis defined by the second frame portion is disposed at an angle passing through a first beam the first and the second is included connecting portions of the bending element and a second beam through the pivot point of the link member, said angle having the instantaneous center of rotation of the link member as a vertex.

The vehicle component may be configured such that a distance from the instantaneous center of rotation of the linkage to the first axis of rotation is not more than 40%, not more than 30%, not more than 20%, or not more than 10% of a distance from the instantaneous center of rotation of the linkage to the second axis of rotation. The vehicle component may be configured such that a distance from the instantaneous center of rotation of the linkage to the first axis of rotation is at least 5%, at least 10% or at least 15% of a distance from the instantaneous center of rotation of the linkage linkage to the second axis of rotation.

The linkage may be configured to induce movement of the first axis of rotation in a direction of a (first) imaginary straight line through an instantaneous center of rotation of the linkage and the second axis of rotation in response to a force that pulls the second axis of rotation in the direction of the first axis of rotation , The force may be a tension on a chain / belt of the drive train, e.g. a tension force is induced by the driving sprocket on a segment of the chain / belt connecting the driving sprocket and the driven sprocket. Similarly, the linkage may be configured to induce movement of the first axis of rotation in a direction of an imaginary straight line that is coaxial with a drive segment of a chain / belt of the powertrain in response to a force corresponding to the second axis of rotation Direction of the first pulls rotation axis.

The connection may be configured to restrict a range of movement of the second frame member relative to the first frame member. The connection may restrict the second frame member to movement in a plane (substantially) parallel to a plane defined by (the seat tube, top tube and down tube of the) first frame member. The linkage may be configured to induce a torque on the second frame portion in a first rotational direction in response to a torque on the first frame portion in a second rotational direction opposite to the first rotational direction. The torque on the first / second frame portion may induce rotational movement of the first / second frame portion relative to a rotation axis (substantially) parallel to the first / second rotation axis. The torque on the first / second frame portion may induce rotational movement of the first / second frame portion in a plane (substantially) parallel to a plane defined by (the seat tube, the top tube, and the down tube of the) first frame portion. The linkage may be configured so that the first frame portion in a first end-portion position of the linkage caused by rotation of the second frame portion in a (third) rotational direction relative to the first frame portion is substantially free in the (third) rotational direction how to turn in a middle position of the linkage.

The (third) direction of rotation may be a direction of rotation which, in the case of the first frame part, reduces a sharp angle between a (first) imaginary line through an instantaneous center of rotation of the linkage and the second axis of rotation and a (second) imaginary line through the instantaneous center of rotation and the first axis of rotation. The mid-range position of the linkage may be halfway between the first end-of-range position and a second end-range position of the linkage caused by rotation of the second frame portion in a (fourth) rotational direction relative to the first frame member, wherein the fourth rotational direction is the (third) Direction of rotation is opposite.

A (minimum) distance between a pivot point / a pivot axis at which a slide joint of the linkage is pivotally connected to the first frame part, and a (first) imaginary straight line through the first axis of rotation and the second axis of rotation may be less than a (minimum) distance between a pivot point / a pivot axis at which a rigid member / the upper member of the linkage with the first frame part and the (first) imaginary line is connected.

The (four-part) linkage and powertrain may be the only elements of the vehicle that transmit (substantial amounts of) kinetic energy from the first frame part to the second frame part (or vice versa). The (elements of) (four-joint) connection may be the only elements structurally connecting the first frame portion and the second frame portion. In the present context, the connection of the first frame part and the second frame part by a drive train, eg A chain / a belt thereof is not considered a structural connection (since the drive train is typically designed only to drive forces from a power source (eg driver / motor) to a Instead of being designed to transfer terrain forces, transfer any forces from one structure to another). With respect to the reader viewing a powertrain as a structural connection, the present disclosure may be understood as a teaching that the (four-bar) link and drive train may be the only elements structurally connecting the first frame member and the second frame member ,

The first frame part can be structurally connected exclusively to the second frame part via the (four-bar) linkage (and the drive train). The vehicle may be free of elements other than the (four-part) linkage (and the powertrain) structurally connecting the first frame section and the second frame section. The vehicle may not have a shock absorber assembly (connecting the first frame member and the second frame member) that is different than the (four-joint) linkage. As used herein, shift cables, brake cables, power cables, etc., are not considered to transfer (substantial amounts of) kinetic energy from the first frame member to the second frame member (or vice versa).

The vehicle component may include an energy management system. The energy management system may be disposed (at least in part) between the first frame portion and the second frame portion. The power management system may be connected (pivotally) to the first frame portion (at least one connection point) (pivotally) and may be pivotally connected to the second frame portion (at least one connection point) (disposed between the first frame portion and the second frame portion). The energy management system may affect an exchange of kinetic energy between the first and second frame members. The energy management system may cause a time delay in transmission of kinetic energy from the first frame part to the second frame part. Similarly, the energy management system may cause a time delay in transmission of kinetic energy from the second frame member to the first frame member. The energy management system may receive a first amount of kinetic energy from the first frame portion and / or the second frame portion and output a second amount of kinetic energy (with a time delay) to the first frame portion and / or the total in response to receiving the first amount of kinetic energy second frame portion, wherein the second amount of kinetic energy is less than the first amount.

The energy management system may dissipate an amount of energy corresponding to a difference between the first amount of kinetic energy and the second amount of kinetic energy as heat. The energy management system can be a (purely) mechanical system. The energy management system can be a (purely) passive system.

The energy management system may include a shock absorber. The shock absorber can connect the first and the second frame part with each other. The shock absorber may be pivotally connected to the second frame part, e.g. at a point between the top link (i.e., a point where the top link is connected to the second frame part) and the second pivot axis. The shock absorber may be pivotally connected to the first frame part, e.g. to the top tube or down tube. The shock absorber may be configured to induce shortening / lengthening of a distance between a pivot axis at which the shock absorber is connected to the second frame part and a pivot axis at which the shock absorber is connected to the first frame part Spring travel of the shock absorber.

An operating state that the energy management system has when no external forces (which would cause a (significant) change in the operating state) act on the energy management system may be referred to as a "neutral state". Likewise, the neutral state may be an operating state in which the energy management system does not store any potential energy (which can be converted into kinetic energy by the energy management system). The connection and the power management system may be configured such that the (inherently limited) range of motion of the connection limits the movement of the power management system to the (designed / allowed) range of motion of the power management system.

The energy management system may include at least one material and / or component that absorbs and stores energy, ie, converts kinetic energy into potential energy, eg, by elastic deformation, when the energy management system transitions to a first operating state other than the neutral state. The material may be an elastic material. The component may be a (steel / air) spring. The (at least one material and / or component of) The energy management system may be configured to convert the stored (potential) energy into kinetic energy as the energy management system transitions from the first operating state to the neutral state. More generally, the energy management system may include at least one material and / or component that converts kinetic energy into potential energy when the energy management system transitions to any operating state (within the range of motion of the energy management system) that is different from the neutral state Material and / or a component that converts potential energy into kinetic energy as the energy management system transitions from any operating state to the neutral state.

The energy management system may include at least one material and / or component that converts kinetic energy into potential energy when the energy management system is in the neutral state, i. from any operating state (within the range of motion of the energy management) "off" the system) to another (within the range of motion of the energy management system) further away from the neutral state, wherein at least one material and / or component converts the potential energy into kinetic energy when the energy management system "towards" to the neutral state, ie to every operating state of every other operating state. For the sake of brevity, such conversion of kinetic energy into potential energy and such conversion of potential energy into kinetic energy will be referred to as "lossless conversion" as a shorthand notation.

Similarly, the energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system transitions to a first operating state other than the neutral state. The material can be a (viscous) oil. The component may be a friction surface. The component may be a nozzle. The energy management system (at least one material and / or component) may be configured to convert kinetic energy into heat when the energy management system transitions from the first operating state to the neutral state. More generally, the energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system transitions to a non-neutral state (within the range of motion of the energy management system), wherein at least one material and / or component thereof In addition, kinetic energy can be converted to heat as the energy management system transitions from any operating state to the neutral state.

The energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system is in the neutral state, i. from any operating state (within the travel range of the energy management system) to another (within the range of movement of the energy management system) further away from the neutral state, wherein at least one material and / or component may further convert kinetic energy into heat when the power management system goes "in the direction" of the neutral state, ie in any operating condition from any other operating condition. For the sake of brevity, such a kinetic energy to heat conversion is referred to as a "lossy conversion" as a shorthand notation.

At least part or all of the energy management system may be within the cylinder of the sliding connection. Similarly, an entirety of the energy management system may be attached to or disposed within the second frame member. The energy management system can not have a heat sink (as opposed to the at least one material and / or the component that converts kinetic energy into heat).

A ratio of lossless conversion to total (i.e., lossy plus lossless) conversion exhibited by the energy management system may depend, inter alia, on an operating state of the energy management system, e.g. on a "route" of the current operating state of the neutral state (driving technique) and / or on whether the energy management system "off" or "goes" to the neutral state. The ratio of lossless conversion to total (i.e., lossy plus lossless) conversion exhibited by the energy management system may be user settable, e.g. by means of switches and / or dials (as known in the art). Accordingly, the ratio of lossless conversion to overall conversion exhibited by the energy management system may depend, inter alia, on a (user settable) mode of the energy management system.

The energy management system may be configured such that the vehicle is squat in a neutral (ie, non-dynamic) payload state (aka "sag") in the range of 15% to 35%. The payload state may be a state in which the vehicle carries a payload in the range of 50 kg to 100 kg. In the present disclosure, the term "squat" may be understood to mean an operating condition in which the first pivot / bottom bracket is lower (ie closer to the ground) than the first pivot / bottom bracket in an unloaded, neutral condition. The squat may be expressed as a percentage of the movement between an unloaded, neutral state and a (respective) range end (eg, as constrained by the connection). In the present disclosure, the term "anti-squat" (also referred to as "jacking up") may refer to an operating condition in which the first pivot / bottom bracket is higher (ie farther from the terrain) than the first pivot / bottom bracket in the unloaded, neutral condition ,

Anti-squat can be expressed as a percentage of the movement between an unloaded, neutral state and a (respective) range end (e.g., as limited by the link).

The unloaded neutral state may correspond to a mid-range position of the linkage, e.g. as defined above. Defining the unloaded neutral state on a linear scale representing a percentage of the total amount of linear sliding movement allowed on the slip joint by the operating range of the connection, or a percentage of the total amount of rotation permitted at a pivot connection point of the connection to first / second frame part through the operating area of the link, where one (full) anti-squat end of the link corresponds to 0%, the mid-span position corresponds to 50% and one (full) The squat end of the linkage corresponds to 100%, the unloaded, neutral state can range from 30% to 50%, eg in the range of 30% to 40% or 40% to 50% or in the range of 50% to 70%, e.g. in the range of 50% to 60% or 60% to 70%.

As mentioned above, the properties of the energy management system may be directional. For example, the properties of the energy management system at the transition "away from the neutral state" may differ from the properties of the energy management system at the transition to "neutral state". Hereinafter, an introduction of "kinetic energy of the squat that induces a movement" into the energy management system can be understood to mean a kinetic energy that is introduced into the energy management system as a result of a movement (of elements of the vehicle component) that results in a further squat, d introducing kinetic energy into the energy management system as the energy management system transitions into a squat direction, ie in a direction of a state of the energy management system corresponding to the (complete) squat. Similarly, transmission of "kinetic kinetic energy that induces less anti-squat" into the energy management system may be understood as a kinetic energy that is transferred into the energy management system as a result of movement (of elements of the vehicle component) that results in less anti-pollution. squat, ie Introducing kinetic energy into the energy management system as the energy management system transitions toward a state of the energy management system that corresponds to the (complete) squat.

These explanations apply mutatis mutandis to similar expressions such as "kinetic kinetic energy, which causes fewer squats" and "kinetic kinetic energy, which causes anti-squat".

The vehicle component may be configured so that at 25% squats, at least 60%, at least 70%, at least 80% or at least 90% of the transmitted kinetic energy (the squat inducing movement), eg, over the first and / or second Rotary axis is converted into the energy management system potential energy. The vehicle component may be configured to range from 0% to 60%> squat, at least 60%>, at least 70%, at least 80%> or at least 90% of the kinetic energy (the squat that induces motion) is located), for example via the first and / or second axis of rotation is converted into the energy management system potential energy. The vehicle component may be configured to impart anti-squat, at least 60%, at least 70%, at least 80% or at least 90% of the kinetic energy (the anti-squat induction) movement in a range of 0% to 60% , eg via the first and / or second axis of rotation, potential energy is converted into the energy management system. The vehicle component may be configured to transmit in a range of 40% to 75% squat, at least 50%), at least 60%, at least 70%, or at least 80% kinetic energy (the squat inducing motion), eg, over the first and / or second axis of rotation is converted into the energy management system potential energy.

The vehicle component may be configured to impart, in a range of 40% to 75%, anti-squat at least 60%, at least 70%, or at least 80% of the kinetic energy (the anti-squat inducing movement), e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle component may be configured to transmit at least 30%, at least 40%, at least 50%, or at least 60% of the kinetic energy (squat inducing motion) in a range of 70% to 90% squat, e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle component may be configured to be in a range of 70% to 90% (anti-squat, at least 30%), at least 40%, at least 50%, or at least 60% of the kinetic energy (anti-squat) induced motion ), eg Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle component may be configured to operate in a range of 90% to 0% anti-squat, e.g. a range of 70% to 0% anti-squat, not more than 15%, not more than 10% or not more than 5% of the transmitted kinetic energy (the movement that induces less anti-squat), e.g. Heat is converted into the energy management system via the first and / or second axis of rotation.

The vehicle component may be configured to squat in a range of 90% to 0%), e.g. a range of 70% to 0% squats, not more than 15%, not more than 10%, or not more than 5% of the transmitted kinetic energy (motion inducing less squat), e.g. Heat is converted into the energy management system via the first and / or second axis of rotation. The energy management system with 25% squats, e.g. In relation to a mid-range position (of the energy management system), at least 60%>, at least 70%, at least 80%> or at least 90%) of the transmitted kinetic energy (the squat inducing movement) may transform the energy management system into potential energy. The energy management system can squat in a range of 0% to 60%, e.g. with respect to a mid-range position (of the energy management system) at least 60%>, at least 70%>, at least 80%> or at least 90% of the kinetic energy (the squat-inducing movement) transmitted into the system transform energy management system into potential Energy. The energy management system in a range of 0% to 60% anti-squat, e.g. with respect to a mid-range position (of the energy management system), at least 60%, at least 70%, at least 80% or at least 90% of the kinetic energy (the anti-squat inducing movement) that is transmitted into the system can be transformed into potential energy management system Energy.

The energy management system in a range of 40% to 75% squats, e.g. With respect to a mid-range position (of the energy management system), at least 50%, at least 60%, at least 70%, or at least 80% of the kinetic energy (the squat inducing movement) can be converted into the energy management system in potential energy.

The energy management system, in a range of 40% to 75%) Anti-squat, e.g. With respect to a mid-range position (of the energy management system), at least 60%, at least 70%, or at least 80% of the kinetic energy (the anti-squat inducing movement) transferred to the energy management system may be converted to potential energy. The energy management system in a range of 70% to 90% squats, e.g. With respect to a mid-range position (of the energy management system), at least 30%, at least 40%, at least 50%, or at least 60% of the kinetic energy (the squat inducing movement) can be converted into the energy management system in potential energy. The energy management system in a range of 70% to 90% anti-squat, e.g. At least 30%, at least 40%, at least 50%, or at least 60% of the transmitted kinetic energy (the anti-squat inducing movement) relative to a mid-range position (of the energy management system) may transform the energy management system into potential energy.

The energy management system may be configured to operate in a range of 90% to 0% anti-squat, eg relative to a mid-range position (of the energy management system), eg A range of 70% to 0% anti-squat, not more than 15% , not more than 10% or not more than 5% of the kinetic energy (the movement that induces less anti-squat) that is transmitted into the energy management system is converted into heat. The energy management system may be configured to squat in a range of 90% to 0%, eg, relative to a mid-range position (of the energy management system), eg, a range of 70% to 0% squats, not more than 15% more than 10% or not more than 5% of the kinetic energy (the movement that causes less squat) introduced into the energy management system is converted to heat. The mid-range position (of the energy management system) may correspond to a position midway between the respective ends of the travel range of the energy management system. Defining the mid-range position (of the energy management system) a linear scale representing a percentage of the total travel range of the energy management system, with a (full) anti-squat end of the travel range 0 corresponds to%, the mid-range position corresponds to 50% and one (full) squat end of the travel range corresponds to 100%, the mid-range position can be in the range of 30% to 50%, eg in the range of 30% to 40% or 40% to 50% or Range from 50% to 70%, eg in the range of 50% to 60% or 60% to 70%.

The range of the energy management system may be limited by the linkage. Defining the mid-range position (of the energy management system) on a linear scale representing a percentage of the total amount of linear sliding movement allowed on the slip joint by the operating range of the joint or a percentage of a total amount of rotation at each pivotal joint of the linkage to the first / second frame part permissible by the operating range of the linkage, wherein a (full) anti-squat area end of the linkage corresponds to 0%, the mid-range position corresponds to 50% and a (full) squat end of the linkage corresponds to 100%), the mid-position may be in the range from 30% to 50%, eg in the range of 30% to 40% or 40% to 50% or in the range of 50% to 70%, e.g. in the range of 50% to 60% or 60% to 70%.

A ratio of lossless conversion to overall conversion (i.e., lossy conversion plus lossless conversion) exhibited by the combination of vehicle and payload may be characterized / defined by a "damping ratio" (as known in the art). The damping ratio can be measured / determined without consideration of a damping effect of the terrain engaging elements and / or without consideration of a damping effect of a front wheel suspension. The damping ratio may be measured / determined (exclusively) in the form of a vibration response of the second frame portion relative to the payload bearing front frame portion, e.g. in response to forces induced at the second axis of rotation (by driving over terrain). The payload may be a payload in the range of 50 kg to 100 kg. The damping ratio may be a damping ratio of less than 0.3, less than 0.2 or less than 0.1.

In the present disclosure, the verb "may" is used to refer to optionality / non-obligation. In other words, something that "may," but does not have to. In the present disclosure, the verb "comprising" may be understood in the sense of inclusion. Accordingly, the verb "include" does not exclude the presence of other elements / actions. In the present disclosure, relational terms such as "first," "second," "upper," "lower," and the like can only be used to distinguish one entity or action from another entity or action, without the need for an actual one or implies relationship or order between such entities or actions.

In the present disclosure, the term "any" may be understood to mean any number of the respective elements, e.g. as designation of one, at least one, at least two, any or all of the respective elements. Similarly, the term "any" may be understood to mean any

Collection (s) of the respective elements, e.g. as designation of one or more collections of the respective elements, wherein a (respective) collection of one, at least one, at least two, may comprise any or all of the respective elements. The respective collections do not have to contain the same number of elements.

In the present disclosure, the term "at least one" is used to refer to any (integer) number or range of (integer) numbers (which is technically meaningful in the given context). As such, the term "at least one" may be understood, inter alia, as one, two, three, four, five, ten, fifteen, twenty or one hundred. Similarly, the term "at least one" may be understood inter alia as "one or more," "two or more," or "five or more."

In the present disclosure, parenthetical terms may be considered optional. As used in the present disclosure, quotation marks may emphasize that the term in quotation marks may also be understood in a figurative sense. As used in the present disclosure, quotes may identify a particular term that is under discussion.

In the present disclosure, many features are described as optional, eg, by the use of the verb "may" or the use of parentheses. For brevity and readability, the name is This disclosure does not expressly disclose any combination and / or permutation that can be obtained by selection from the set of optional features. However, the present disclosure should be construed to explicitly disclose all such combinations / permutations. For example, a system having three optional features may be implemented in seven different ways, namely, only one of the three possible features, two of the three possible features, or all three of the three possible features.

While various embodiments of the present invention have been disclosed and described in detail herein, it would be obvious to those skilled in the art that various changes can be made in the configuration, operation, and form of the invention without departing from the spirit and scope of the invention. In particular, it is noted that the particular features of the invention, even those disclosed only in combination with other features of the invention, may be combined in any configuration, with the exception of those which will be readily apparent to those skilled in the art as nonsensical. Likewise, the use of singular and plural is for illustration only and is not to be interpreted as limiting. Unless explicitly stated otherwise, the plural may be replaced by the singular and vice versa.

The above disclosure may be summarized to include the following embodiments. Embodiment 1: A vehicle component comprising: a first frame portion defining a first rotation axis; a second frame portion defining a second rotation axis; a link movably connecting the first frame portion and the second frame portion; and an energy management system disposed between the first frame portion and the second frame portion, the linkage configured to induce movement of the first rotation axis in a direction of a first imaginary straight line through an instantaneous center of rotation of the linkage and the second rotation axis in FIG Reaction to a force that pulls the second axis of rotation in the direction of the first axis of rotation, and the vehicle component in a range of 0% to 60% squat converts at least 60% of the squat kinetic energy into which a motion is initiated, the energy management system into potential energy ,

Embodiment 2: The vehicle component of Embodiment 1, wherein: the first frame portion is substantially free in a first end-of-range position of the linkage caused by rotation of the second frame portion in a first rotational direction relative to the first frame portion in the first rotational direction, as in a mid-range position of the linkage, wherein the first rotational direction is a rotational direction which, in the case of the first frame part, causes a reduction in an acute angle between the two first imaginary straight line and a second imaginary straight line through the instantaneous center of rotation and first axis of rotation.

Embodiment 3: The vehicle component of Embodiment 2, wherein the mid-range position of the linkage is rotated midway between the first end-of-range position and a second end-range position of the linkage, as caused by rotation of the second frame member, a second rotational direction relative to the first frame member; wherein the second direction of rotation is opposite to the first direction of rotation.

Embodiment 4: A vehicle component, comprising: a first frame portion defining a first axis of rotation; a second frame portion defining a second rotation axis; a rigid connection pivotally connected to the first frame member at a first pivot point and pivotally connected to the second frame member at a second pivot point; a sliding link pivotally connected to the first frame member at a third pivot point and slidably engaged with the second frame member along a sliding axis; and an energy management system disposed at least partially between the first frame portion and the second frame portion, wherein a distance of the third rotation point from a first imaginary line through the first rotation axis and the second rotation axis is smaller than a distance from the first rotation point from the first rotation point The imaginary line and the vehicle component convert at least 60% of the kinetic energy of the squat in a range of 0% to 60% squat, thereby converting the motion transferred into the energy management system into potential energy.

Embodiment 5: The vehicle component of Embodiment 4, wherein: a third imaginary line through the first pivot point and the second pivot point is within 40 ° parallel to the first imaginary line and an acute angle between the slide axis and the third imaginary line is at least 15 ° and not more than 85 °.

Embodiment 6: A vehicle component comprising: a first frame portion defining a first rotation axis; a second frame portion defining a second rotation axis; a first rigid connection pivotally connected to the first frame member at a first pivot point and pivotally connected to the second frame member at a second pivot point; and a second rigid connection pivotally connected to the first frame member at a third pivot point and pivotally connected to the second frame member at a fourth pivot point; and an energy management system disposed at least partially between the first frame portion and the second frame portion, wherein a distance between the third pivot point and the first pivot point is less than a distance between the fourth pivot point and the second pivot point, a The distance of the third pivot point a first imaginary line through the first axis of rotation and the second axis of rotation is less than a distance of the first pivot point to the first imaginary line and the vehicle component in a range of 0% to 60% squat converts at least 60% of the kinetic energy of the introduced into the energy management system Squat-inducing movement into potential energy.

Embodiment 7: The vehicle component according to Embodiment 6, wherein: a third imaginary line through the first pivot point and the second pivot point is within 40 ° parallel to the first imaginary line, an acute angle between the third imaginary line and a fourth imaginary line through the line third pivot point and the fourth pivot point is at least 20 ° and not more than 70 °.

Embodiment 8: A vehicle component comprising: a first frame portion defining a rotation axis of a drive sprocket as a first rotation axis; a second frame portion defining a rotation axis of a driven sprocket as a second rotation axis; a first rigid connection pivotally connected to the first frame member at a first pivot point and pivotally connected to the second frame member at a second pivot point; a sliding link pivotally connected to the first frame member at a third pivot point and slidably engaged with the second frame member along a sliding axis; and an energy management system disposed at least partially between the first frame member and the second frame member, wherein the first rigid member is proximate a second imaginary line coaxial with a drive segment of a chain comprising the driving sprocket and the driven sprocket combines. wherein the first rigid member and the slide member are configured to induce movement of the first rotation axis toward the second imaginary line in response to a force that pulls the second rotation axis toward the first rotation axis and the vehicle component in a range of 0% to 60% squat converts at least 60% of the kinetic energy of the squat that induces the motion transferred into the energy management system into potential energy.

Embodiment 9: The vehicle component according to Embodiment 8, wherein: a distance between the third pivot point and a first imaginary line through the first rotation axis and the second rotation axis is smaller than a distance between the first rotation point and the first imaginary line.

Embodiment 10: A vehicle component according to Embodiment 8 or 9, wherein: a third imaginary line through the first pivot point and the second pivot point is within 40 ° parallel to the first imaginary line.

Embodiment 11: A vehicle component structure according to any one of Embodiments 8-10, wherein: an acute angle between the sliding axis and the third imaginary line is at least 15 ° and not more than 85 °.

Embodiment 12: A vehicle component comprising: a first frame portion defining a rotation axis of a drive sprocket as a first rotation axis; a second frame portion defining a rotation axis of a driven sprocket as a second rotation axis; a first rigid connection pivotally connected to the first frame member at a first pivot point and pivotally connected to the second frame member at a second pivot point; a second rigid connection connecting the first frame member and the second frame member; and an energy management system disposed at least partially between the first frame member and the second frame member, wherein the first rigid member is proximate a second imaginary line coaxial with a drive segment of a chain comprising the driving sprocket and the driven sprocket combines. wherein the first and second rigid links are configured to induce movement of the first rotation axis in a direction of the second imaginary line in response to a force that is the second rotation axis toward the first rotation axis and the vehicle component within a range of one up to 3 mm pulls 0% to 60% Squat, converts at least 60% of the kinetic energy of the squat, which induces the motion transmitted to the energy management system, into potential energy.

Embodiment 13: The vehicle component according to Embodiment 10, wherein: a distance between the third pivot point and the first pivot point is smaller than a distance between the fourth pivot point and the second pivot point;

Embodiment 14: The vehicle component according to Embodiment 12 or 13, wherein: a distance between the third pivot point and a first imaginary line through the first rotation axis and the second rotation axis is smaller than a distance between the first pivot point and the first imaginary point line.

Embodiment 15: A vehicle component according to any one of Embodiments 12 to 14, wherein: a third imaginary line through the first pivot point and the second pivot point is within 40 ° parallel to the first imaginary line.

Embodiment 16: A vehicle component according to any one of Embodiments 12-15, wherein: an acute angle between the third imaginary line and a fourth imaginary line through the third pivot point and the fourth pivot point is at least 20 ° and not more than 70 °.

Embodiment 17: A vehicle component, comprising: a first frame portion defining a first axis of rotation; a second frame portion defining a second rotation axis; a first rigid link pivotally connected to the first frame member only at a first pivot point and pivotally connected to the second frame member at a second pivot point; and a second rigid link pivotally connected to the first frame section at a third pivot point and pivotally connected to the second frame section at a fourth pivot point, wherein a distance between the third pivot point and the first pivot point is less than a distance between fourth pivot point and the second pivot point and a distance between the third pivot point and a first imaginary line through the first axis of rotation and the second axis of rotation is smaller than a distance of the first pivot point to the first imaginary line.

Embodiment 18: The vehicle component structure of Embodiment 17, wherein: the first frame portion includes an upper tube, a bottom bracket portion, and a seat tube rigidly connecting the upper tube and the bottom bracket portion.

Embodiment 19: A vehicle component according to embodiment 17 or 18, wherein: a third imaginary line through the first pivot point and the second pivot point is within 40 ° parallel to the first imaginary line, an acute angle between the third imaginary line and a fourth imaginary line through the third pivot point and the fourth pivot point is at least 20 ° and not more than 70 °.

Embodiment 20: A vehicle comprising: a powertrain; a first frame portion defining a first axis of rotation; a second frame portion defining a second rotation axis; a rigid connection pivotally connected to the first frame member at a first pivot point and pivotally connected to the second frame member at a second pivot point; and a slip link pivotally connected to the first frame member at a third pivot point and slidably engaged with the second frame member along a slide axis, the first frame member being structurally connected solely via the drive train, the rigid link, and the second frame member Slide link. Embodiment 21: A vehicle component comprising: a first frame portion; a second frame part; a rigid connection pivotally connected to the first frame member and pivotally connected to the second frame member; a sliding link pivotally connected to the first frame member and slidably engaged with the second frame member; and an energy management system, wherein an entirety of the energy management system is disposed within the second frame part and / or a cylinder of the sliding connection.

Embodiment 22: The vehicle component of embodiment 21, wherein: the first frame portion defining a first axis of rotation, the second frame portion defining a second axis of rotation, the rigid link pivotally connected to the first frame portion at a first pivot point and pivotable at a second pivot point connected to the second frame part; the slide member is pivotally connected to the first frame member at a third pivot point; and a distance of the third pivot point to a first imaginary line through the first axis of rotation and the second axis of rotation is smaller than a distance of the first pivot point to the first imaginary line.

Embodiment 23: The vehicle component of embodiment 21 or 22, wherein: the vehicle component in a range of 0% to 60% squat converts at least 60% of the squat kinetic energy that induces movement transmitted into the energy management system into potential energy.

A vehicle component has been described. It is not the intention of this disclosure to limit the claimed invention to the examples, variations and exemplary embodiments described in the specification. Those skilled in the art will recognize that variations will occur when the claimed invention is practiced in specific implementations and environments.

It is possible to implement certain features described in separate embodiments in combination within a single embodiment. Similarly, it is possible to implement certain features described in individual embodiments either separately or in combination in several embodiments. The inventor contemplates that these variations fall within the scope of the claimed invention.

While the examples, exemplary embodiments, and variations will be apparent to those skilled in the art upon an understanding of the claimed invention, it is to be understood that the scope of the claimed invention is defined solely by the following claims and their equivalents.

SECTION 3

SUMMARY OF SECTION 3

A vehicle comprising: a front frame portion including a seat supporting portion; a motion control system; and a rear frame portion movably connected to the front frame portion by the movement control system, wherein the movement control system applies in response to a forward acceleration of the rear frame portion resulting from a driving force originating from a wheel carried by the rear frame portion Force on the front frame portion, which accelerates the seat support portion immediately in a forward direction.

SUMMARY OF THE PRESENT DISCLOSURE

The aim of the present summary is to facilitate the understanding of the present disclosure. The summary thus presents concepts and features of the present disclosure in a simplified form and in a relaxed form than the detailed description below, and should not be taken as limiting other parts of the present disclosure.

The present disclosure relates inter alia to a bicycle or e-bike that includes a front frame member and a rear frame member that are movably interconnected by a motion control system. The motion control system is configured so that when the rear frame member is accelerated, e.g. By a driving force of a rear wheel, which is supported by the rear frame member against the surrounding terrain, the movement control system exerts a force on the front frame part, which accelerates the seat support member immediately in the forward direction. Because of the moveable connection of the front and rear frame members, the vehicle can adequately respond to terrain obstacles while the motion control system ensures that forward acceleration of the rear frame member causes immediate forward acceleration of the vehicle seat support member, thereby adequately accelerating a rider's mass. The vehicle is therefore perceived by the driver as both supple and responsive.

In particular, the present disclosure teaches, inter alia, a two-wheeled vehicle comprising: a front frame portion including a seat supporting portion; a motion control system; and a rear frame member movably connected to the front frame member by the motion control system, the motion control system being responsive to forward acceleration of the rear frame member resulting from a drive force emanating from a wheel supported by the rear frame member Force on the front frame portion, which accelerates the seat support portion immediately in a forward direction. Other objects, advantages and embodiments of the present disclosure will become apparent from the following detailed description, particularly when considered in conjunction with the accompanying drawings.

list of figures

• 21: eine schematische Darstellung eines ersten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 22: eine schematische Darstellung eines zweiten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 23: eine schematische Darstellung eines dritten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 24: eine schematische Darstellung eines vierten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 25: eine schematische Darstellung eines fünften Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 26: eine schematische Darstellung eines sechsten Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 27: eine schematische Darstellung eines siebten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 28: eine schematische Darstellung eines achten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 29A: eine schematische Querschnittsdarstellung eines ersten Ausführungsbeispiels eines Bewegungssteuerungssystems gemäß der vorliegenden Offenbarung;
• 29B: eine schematische Querschnittsdarstellung eines zweiten Ausführungsbeispiels eines Bewegungssteuerungssystems gemäß der vorliegenden Offenbarung;
• 29C: eine schematische Querschnittsdarstellung eines dritten Ausführungsbeispiels eines Bewegungssteuerungssystems gemäß der vorliegenden Offenbarung;
• 29D: eine schematische Querschnittsdarstellung eines vierten Ausführungsbeispiels eines Bewegungssteuerungssystems gemäß der vorliegenden Offenbarung;
• 30: eine schematische Darstellung eines neunten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 31: eine schematische Darstellung eines zehnten Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 32A: eine schematische Darstellung eines elften Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 32B: eine schematische Querschnittsdarstellung des Bewegungssteuerungssystems von 32A;
• 33A: eine schematische Darstellung eines zwölften Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs; und
• 33B: eine schematische Querschnittsdarstellung des Bewegungssteuerungssystems von 33A.

The figures show:

• 21 a schematic representation of a first embodiment of a vehicle according to the invention;
• 22 a schematic representation of a second embodiment of a vehicle according to the invention;
• 23 a schematic representation of a third embodiment of a vehicle according to the invention;
• 24 : a schematic representation of a fourth embodiment of a vehicle according to the invention;
• 25 a schematic representation of a fifth embodiment of a vehicle according to the invention;
• 26 1 is a schematic representation of a sixth embodiment of a vehicle according to the present disclosure;
• 27 a schematic representation of a seventh embodiment of a vehicle according to the invention;
• 28 a schematic representation of an eighth embodiment of a vehicle according to the invention;
• 29A FIG. 3 is a schematic cross-sectional view of a first embodiment of a motion control system according to the present disclosure; FIG.
• 29B FIG. 3 is a schematic cross-sectional view of a second embodiment of a motion control system according to the present disclosure; FIG.
• 29C FIG. 3 is a schematic cross-sectional view of a third embodiment of a motion control system according to the present disclosure; FIG.
• 29D FIG. 3 is a schematic cross-sectional view of a fourth embodiment of a motion control system according to the present disclosure; FIG.
• 30 : a schematic representation of a ninth embodiment of a vehicle according to the invention;
• 31 1 is a schematic representation of a tenth embodiment of a vehicle according to the present disclosure;
• 32A FIG. 2 is a schematic illustration of an eleventh embodiment of a vehicle according to the present disclosure; FIG.
• 32B FIG. 3 is a schematic cross-sectional view of the motion control system of FIG 32A ;
• 33A a schematic representation of a twelfth embodiment of a vehicle according to the invention; and
• 33B FIG. 3 is a schematic cross-sectional view of the motion control system of FIG 33A ,

DETAILED DESCRIPTION

The various embodiments of the present disclosure and claimed invention will be best understood both in construction and operation from the following detailed description, particularly when considered in conjunction with the accompanying drawings.

Before the embodiments shown in the figures are explained, the various embodiments of the present disclosure will first be described in general terms.

The present disclosure relates to a vehicle. In the context of the present disclosure, a vehicle may be understood to mean a system (of interacting elements) which has at least one (at least partial) gravitational force acting on a payload of a vehicle (at least in part). ) Transmits elements that interact with a surrounding environment of the vehicle, eg, to provide a driving force and / or to allow the vehicle to slide over an ambient surface. The payload may include a driver, a driver, and / or an occupant of the vehicle. The payload may include an inanimate payload. The surrounding surface may be terrain. Similarly, the surrounding surface may be a water surface, eg a surface of a body of water. The (driving) element may be a terrain engaging element, eg a terrain engaging element selected from the group consisting of a wheel, a carriage, a ski and a (continuous) track. Similarly, the (driving) element may be a marine (propulsion) element, eg an element selected from the group consisting of a float, a hull, a water ski, a jet nozzle and a propeller.

For the sake of brevity, the term "terrain engaging element" will be used hereinafter to refer to any (drive) element as described, regardless of whether such element is a marine element. (For an explanation of the term "any", see the concluding paragraphs of this specification.) The vehicle may have at least one off-highway element as described above. The vehicle may be a vehicle selected from the group consisting of a bicycle, an e-bike, a motorcycle, a moped, a (terrestrial) rover, a snowmobile, a snow scooter, and a (personal) watercraft. As such, the vehicle may be a vehicle selected from the group consisting of a human powered vehicle, a gasoline and / or electric motor vehicle, and both human and engine power (gasoline and / or electric motor ) powered vehicle. In the context of the present disclosure, the term "e-bike" may be understood as a bicycle that includes an electrically powered motor that contributes a driving force to at least one wheel of the bicycle.

As apparent from the foregoing, the technical nomenclature typically associated with the various vehicles to which the inventive principles of the present disclosure are applicable affects both the conciseness and overall readability of the present disclosure.

Accordingly, the remainder of this disclosure will generally use the nomenclature of a bicycle as the contextual basis for the disclosure. This use of bicycle nomenclature is not intended to exclude other types of vehicles from the scope of this disclosure. Instead, it will be appreciated that the reader can easily translate the concepts disclosed herein to other vehicles in the context of a bicycle without inventive capabilities. Accordingly, the following disclosure will also occasionally include references to other types of vehicles to facilitate understanding how the disclosed teachings may be applied to vehicles other than bicycles.

The vehicle may include a first frame portion and a second frame portion. The first frame part may define a first axis of rotation, e.g. an axis of rotation of a driving sprocket (as opposed to a driven sprocket). For example, the first axis of rotation may be an axis of rotation of a bottom bracket. Similarly, the first frame portion may include a drive train axle carrier (defining the first axis of rotation). For example, the first frame part may comprise a bottom bracket and / or a bottom bracket sleeve (which forms the axle carrier of the drive train). The first rotary axis / drive train axle carrier may be disposed in a lower portion of the first frame portion, e.g. in the lowest 30%, the lowest 20%, the lowest 10% or the lowest 5% of the first frame part. (The terms "lower" and "lower" will be described in more detail below.) Similarly, the first rotary axis / drive train axle carrier may be disposed in a rear portion of the first frame part, e.g. 30% farthest back, 20% farthest back, 10% farthest back or 5% farthest back (the aforementioned lower (largest) part) of the first frame part.

(The term "backward" will be described in more detail below.) Such a lower portion and / or a rear portion may form a bottom bracket portion. Similarly, the second frame portion may define a second axis of rotation, eg, a rotational axis of a driven sprocket. For example, the second axis of rotation may be an axis of rotation of a (second / rear) wheel. Likewise, the second axis of rotation may be a (rearmost) axis of rotation of a guide of a (continuous) track. The second axis of rotation can be arranged in a rear region of the second frame part, for example the farthest back 30%, the farthest back 20%, the farthest back 10% or the farthest back 5% of the second frame part. Similarly, the second axis of rotation may be located in a lower portion of the second frame member, eg, in the bottom 30%, bottom 20%, bottom 10%, or bottom 5% of the (aforementioned) rear frame portion. The first frame part and / or the second Frame part may comprise at least one (steel, aluminum and / or carbon fiber) tube and / or at least one (steel, aluminum and / or carbon fiber) carrier.

As such, at least 80%, at least 90%, or (substantially) the entire first / second frame portion (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum, and carbon fiber. For example, an entirety of the first / second frame member may be of such material, with the exception of bushings and / or threaded members, e.g. for connecting the first / second frame part to other structures of the vehicle. Such bushings and / or threaded elements may require wear characteristics and / or machining tolerances that are not achievable with aluminum or carbon fiber.

The first frame portion may form a front portion of the vehicle component as the second portion. As such, the first frame portion may be referred to as the "forward frame portion". Similarly, the second frame portion may be referred to as a "rear frame portion" or a "rear frame portion"

"Rear frame part". In the present disclosure, "forward" and / or "backward" (and related terms such as forward, backward, forwards, and backwards) may be defined by an orientation and / or location of steering, as is well known in the art / or handlebars and / or orientation and / or position of the seats (of the vehicle) relative to the vehicle (as a whole). Likewise, "forward" and / or "backward" (and related terms) as known in the art may be defined by (other) vehicle characteristics. Such characteristics may include the shape of a chassis, the configuration of a powertrain, and so on. For example, the seat may be "ahead" of a driving off-road element. A (dominant) driving and / or moving direction of the vehicle may be a "forward direction". (For the sake of brevity, the term "propulsion direction" will be used hereinafter to refer to the (dominant) direction of the vehicle, regardless of whether the vehicle includes a motor or other propulsion means).

In the present disclosure, "forward" and / or "backward" (and related terms) may refer to a (relative) location relative to a "horizontal" axis (when the vehicle is on level terrain). Such a designation may be independent of a "vertical" location, i. is not always to be interpreted as implying a "vertical" location. In the present disclosure, "up" and / or "down" (as well as related terms such as top, bottom, top, top and bottom) can be defined as known in the art by an orientation and / or location of seats (of the vehicle ) relative to the vehicle (as a whole) and / or position of a steering wheel and / or handlebar relative to a seat (of the vehicle). Similarly, "up" and / or "down" (and related terms) may be defined by (other) characteristics of the vehicle as known in the art. Such characteristics may include a chassis shape, a powertrain configuration, a position of at least one off-highway element as described above, and so on.

In the present disclosure, "up" and / or "down" (and related terms) may refer to a (relative) location with respect to a "vertical" axis (when the vehicle is on level terrain). Such a designation may be independent of a "horizontal" location, i. is not always to be interpreted as implying a "horizontal" location.

In the nomenclature of a bicycle, the first frame portion may include a seat tube, a top tube, a head tube, and a down tube. The first frame part may have the shape of a quadrilateral. The seat tube, the top tube, the head tube and the down tube can form the four sides of the quadrangle. The seat tube can rigidly connect the top tube and the down tube. Likewise, the seat tube does not rigidly connect the top tube and the down tube. For example, the seat tube may include an upper seat tube section and / or a lower seat tube section. The upper seat tube section may be (rigidly) connected to the top tube. The lower seat tube section may be rigidly connected to the down tube and / or the drive train axle carrier. In the case of both an upper seat tube section and a lower seat tube section, the upper seat tube section may lack a direct connection to the lower seat tube section. As such, the first frame member may be in the shape of a quadrilateral. The top tube, the head tube and the down tube may form three sides of the quadrangle and at least one of the upper / lower seat tube sections may form a fourth side of the quadrangle. In such a configuration, the top tube, the head tube, and the down tube may act together to act as a spring.

(For readability, the term "seat tube" is used to refer to the seat tube, upper seat tube section and lower seat tube section.)

The first frame part may further include a front fork, wherein a steering tube of the front fork is rotatably mounted in the head tube. The first frame part may comprise a bottom bracket and / or a bottom bracket shell. The bottom bracket (housing) may be located in and / or carried by the bottom bracket section (e.g., as defined above). The bottom bracket (shell) may be located in the vicinity and / or behind a (imaginary) connection of the down tube and the seat tube. The first frame member may include an upper tube, a bottom bracket portion (e.g., as defined above), and a seat tube rigidly connecting the upper tube and the bottom bracket portion.

The vehicle may include at least one seat, e.g. for at least one user selected from the group consisting of a driver, a driver and a passenger of the vehicle. The seat may be mounted / rigidly connected to the first frame part. The seat may be missing the connection with the second frame part except via the first frame part. The seat may be connected via the seat tube with the first frame part. For example, the seat may be attached to a seatpost. A part of the seat post may extend within (and be clamped by) the seat tube.

The first frame portion may include a seat support portion. The seat supporting portion may be disposed in an upper portion of the first frame portion, e.g. in the top 30%, the top 20% or the top 10% of the first frame part. The seat supporting portion may be disposed at the rear of the first frame portion, e.g. 30% farthest back, 20% farthest back, 10% farthest back, or 5% farthest back of the first frame part. The seat supporting portion may be disposed at / near an intersection of the seat tube and the top tube. Similarly, the seat support portion may be disposed at / near an intersection of the upper seat tube portion and the upper tube. The seat support section can directly support the seat. As such, the seat may be mounted / rigidly connected to the seat support portion. Similarly, the seat support portion can indirectly support the seat. For example, the seat may be mounted / rigidly connected to a seat post mounted / rigidly connected to the seat support portion.

A part of the seat tube, e.g. The upper seat tube section may form the seat support section.

The lower seat tube portion may extend from a lower and / or rear portion of the first frame portion in a (general) direction of the seat supporting portion. For example, the lower seat tube can extend from a lowermost and / or rearmost 30%, a lowermost and / or rearmost 20%, a lowermost and / or rearmost 10%, or a lowermost and / or rearmost 5% of the first frame part. Similarly, the upper seat tube portion may extend from an upper and / or a rear portion of the first frame portion in a (general) direction (a lower portion) of the down tube and / or the drive train axle carrier. For example, the upper seat tube may extend from an uppermost and / or posterior 30%, uppermost and / or posterior 20%, uppermost and / or posterior 10%, or uppermost and / or posterior 5% first frame portions. The upper seat tube may extend in a direction of lowest 30%, lowest 20%, lowest 10% or lowest 5% of the down tube.

The second frame part may comprise (substantially) a (rear) fork / consist of e.g. a (rear) fork that carries a (rear) wheel of the vehicle. The fork may include (essentially) a first arm, a second arm, and a yoke section. Each of the first and second arms may include a dropout, opening or bore (in the rearmost 10% of the respective arm) that receive one end of an axle (the wheel). The first and second arms, e.g. the dropouts, openings or bores thereof may define the second axis of rotation (one position thereof). The yoke portion may connect the first and second arms (at a front portion of the first and second arms, respectively) to each other. The fork may have a space between the first and second arms which receives a (front) portion of the (rear) wheel (as known in the art). The fork can be a monolithic / unitary structure. The fork can be called a "swingarm". The fork can represent an elevated chainstay.

The vehicle may include a (force conversion) mechanism for converting the (leg and / or arm) movement of a user / operator into mechanical force. The mechanism may include a (drive) sprocket. The mechanism may include a crankset (which includes the sprocket) and / or (pivotally mounted) levers (which drive the sprocket). The mechanism may be attached to the first frame part, eg via the bottom bracket.

The vehicle may include a powertrain, e.g. for transmitting a driving force from the (force conversion) mechanism / the (drive) sprocket with (a driven sprocket associated with) at least one off-road engaging member (attached to the second frame part) of the vehicle. The powertrain may include a chain and / or a belt.

The vehicle may include a (gasoline and / or electric) engine. The motor may, as described above, be arranged in a lower and / or rear portion of the first frame part. The engine may contribute a driving force to at least one off-road element of the vehicle, e.g. over the powertrain. The motor can be mounted on the first frame part. The powertrain may transmit a drive force from the engine (mounted on the first frame portion) to at least one off-road engagement member (mounted on the second frame portion) of the vehicle (a powered sprocket connected thereto). Similarly, the engine may be mounted to the second frame member and provide a drive force for at least one off-the-road element mounted on the second frame member.

The vehicle component may include a motion control system, e.g. a motion control system movably interconnecting the first frame member and the second frame member. As such, the motion control system may connect the first frame portion and the second frame portion such that the first frame portion is movable relative to the second frame portion (and vice versa) (within a limited range of motion defined by the motion control system)).

The motion control system may be configured and arranged to exert a force on the first frame portion in response to a forward acceleration of the second frame portion, accelerating the seat support portion (immediately) in a forward direction. Moreover, the motion control system may be configured and arranged to exert a force on the first frame portion in response to a forward acceleration of the second frame portion that accelerates the seat support portion in a forward direction (acceleration) not less than acceleration of a drive train axle carrier (first) Frame part) in the forward direction. As such, the motion control system may apply the force such that the acceleration of the seat support portion does not lag behind / be less than the acceleration of the powertrain axis carrier than it is, e.g. the bottom bracket (shell). The motion control system may be configured and arranged to apply a force to the first frame portion in response to a forward acceleration of the second frame portion that accelerates the seat support portion in both a forward and an upward direction.

The forward acceleration of the second frame member may be a forward acceleration resulting from a (off-the-road) driving force emanating from a wheel carried by the second frame member. The acceleration of the seat support portion may be "immediate" in the sense that the forward acceleration of the second frame portion and acceleration of the seat support portion begin (substantially) simultaneously (apart from a time delay attributable to machining tolerances)) fitting tolerances of components that need to cooperate ) to apply the force to the first frame part and / or to convert forces of the forward acceleration of the second frame part into the force on the first frame part). The acceleration of the seat support portion may be "immediate" in the sense that the motion control system need not move (relative to the first / second frame portion) in response to the forward acceleration of the second frame portion to transmit the force to the first frame member that supports the seat support member accelerated (in forward / upward direction).

Moreover, the acceleration of the seat support portion may be "immediate" in the sense that the forward acceleration of the second frame portion induces movement (of components) of the motion control system (relative to the first / second frame portion). This movement transfers the force to the first frame member, the forward acceleration of the second frame member, the motion control system components and the acceleration of the seat support member commence (substantially) simultaneously (except for a time delay) due to machining tolerances / (designed) fitting tolerances Components that interact (need) to apply the force to apply the first frame part and / or to convert forces of the forward acceleration of the second frame part into the force on the first frame part).

The motion control system may apply the force (to the first frame part) in a plurality of operating states of the motion control system. In other words, the motion control system may be capable of applying the force (to the first frame part) in each of a plurality of operating states. The plurality of operating states may include a mid-range position of the motion control system, e.g. a middle position as described below. Similarly, the motion control system may apply the force independent of an operating state of the motion control system. In other words, the motion control system may be capable of applying the force (to the first frame part) in each operating state (the motion control system).

The movement of the motion control system may be limited to a limited range, e.g. due to the structure of the motion control system and / or the interaction of the motion control system with the first frame portion and / or the second frame portion. The movement of the motion control system may be constrained such that at least one component of the motion control system moves (along a linear or arcuate path) between a first position (s) and a second position (s) of the second position. An operating state in which at least one component of the motion control system is located midway between a (respective) first end position and a (respective) second end position may be referred to as a mid position (the motion control system) in which "halfway" can be determined eg as a function of an angle between any two components of the motion control system, as a function of an angle between any component of the motion control system and a part of the first / second frame part and / or as a function of a distance along a (linear / arcuate) trajectory of at least one Component of the motion control system.

For example, an operating state in which at least one component of the motion control system (linear / angular) is located halfway along a linear / arcuate path between a (respective) first end position and a (respective) second end position. The off-range position may be or may be referred to as a mid-range position (of the motion control system).

In the present disclosure, (minimum) distances, (acute) angles, relative positions, etc. that depend on a state of the motion control system may be understood to be valid (ie, measured / determined) when the vehicle is in an unloaded neutral state State) on a flat surface (with the terrain engaging elements of the vehicle touching the flat surface). Moreover, such distances, angles, relative positions, etc. may also be understood to be valid in a mid-range position of the motion control system, e.g. as described above. Moreover, such distances, angles, relative locations, etc., may also be generally understood to be valid throughout the operating range of the motion control system.

The motion control system may comprise at least one sliding element, e.g. a component configured to slidably engage another component (the motion control system, the first frame member, and / or the second frame member). For example, the slider can slidably engage the seat tube. (As noted above, the term "seat tube" is used to refer to the seat tube, upper seat tube section and lower seat tube section for readability.) With multiple slides, the motion control system may include at least one intermediate member including at least two of the plurality of slides (FIGS. rigidly) connects.

The sliding element may have a tubular structure. The tubular structure may be referred to as a "sleeve." The sliding member may define a lumen having a constant cross section relative to a linear / arcuate axis (of the sliding member). The cross section may be circular, oval or (rounded) polygonal, e.g. (rounded) rectangular or (rounded) triangular, cross-section. Similarly, the slider may be a cylindrical structure / structure having a shape of a (part) cylinder. As such, the sliding element may comprise an inner wall and / or an outer wall, wherein the inner / outer wall has the shape of a (partial) cylinder. In addition, the sliding element may have an opening and / or a slot. The slider may be in the shape of a sub-cylinder (instead of a cylinder) due to the opening / slot. The (sub) cylinder may have a (partial) circle, an oval, or a (rounded) polygon, e.g. (rounded) rectangular or (rounded) triangular, cross-section.

The sliding member may include an outer wall, wherein a surface of the outer wall defines a constant cross section relative to a linear / arcuate axis (of the sliding member). The cross section may be (partially) circular, oval or (rounded) polygonal, eg (rounded) rectangular or (rounded) triangular, cross section.

As indicated above, the motion control system may include at least one slider configured to slidably engage another component of the motion control system, the first frame member, and / or the second frame member. As such, at least one of the motion control system, the first frame member, and the second frame member may comprise at least one such other component, e.g. a (n additional) tubular component. The other component may be rigidly connected to the motion control system / first frame part / second frame part. For example, the other component may be rigidly connected to a down tube, a seat tube and / or a bottom bracket portion of the first frame part. Likewise, the other component may be rigidly connected to a rear axle of the second frame part.

The slider may slidably engage with the aforesaid other component (the motion control system, the first frame member, and / or the second frame member), e.g. the seat tube, so that the sliding element slides parallel to a linear / arcuate (longitudinal) axis of the other component. For example, the slider may have a (tubular / generally tubular) structure that (at least partially) surrounds an outer periphery of the other component. As such, the other component may extend into / through a lumen of the slider, e.g. along a longitudinal axis of the slider. In addition, the other component may be connected to the first frame portion or the second frame portion via an opening / slot (e.g.

Likewise, the other component may comprise a (tubular / generally tubular) structure surrounding (at least partially) an outer periphery of the sliding member, e.g. such that the slider is free to slide parallel to a linear / arcuate (longitudinal) axis of the other component. The other component may have an opening and / or a slot. The other component may have the shape of a sub-cylinder (instead of a cylinder) due to the opening / slot. The slider may be rigidly connected to the first frame portion or the second frame portion via the opening / slot (in the other component).

Due to the interaction between the slider and the other component, what is considered to be the slider and what is considered the other component may be interchangeable. Assuming that such interchangeability will be readily apparent to those skilled in the art without express reference, such interchangeability will not be consistently pointed out hereafter and, for purposes of example only, will be mentioned only occasionally.

The slider may be shaped to slidably engage with the other component in a manner that prevents rotation of the slider in a circumferential direction relative to (a longitudinal axis of) the other component. Similarly, the other component may be shaped to slidably engage the slider in a manner that prevents rotation of the slider in a circumferential direction relative to (a longitudinal axis of) the other component. The sliding element may have an internal shape, e.g. Apart from fitting tolerances, it fits an outer shape of the other component. Similarly, the other component may have an internal shape, e.g. Apart from fitting tolerances adapts to an outer shape of the slider. The motion control system may include a plurality of sliding members, the arrangement and / or connection of the plurality of sliding members preventing rotation of the respective sliding member in a circumferential direction relative to (a longitudinal axis of) the other of the components.

The motion control system may be configured such that forward acceleration of the rear frame member, eg, forward acceleration resulting from a drive force exerted by a wheel carried by the rear frame member, does not reduce a range of motion of the motion control system that avoids obstacles , In the present disclosure, the obstacle avoiding movement range of the motion control system may be understood as a movement range available to the motion control system between the (current) operating state (at the time of (initial) occurrence of a) respective obstacle) and a respective end-of -Range position (to which the motion control system is limited, as discussed above), For example, as the motion control system of the (current, current) operating state in the direction of the respective range end position in response to a rear wheel of the vehicle meets the respective obstacle. Similarly, the obstacle-avoiding motion range of the motion control system may be understood as a distance between the (current) position (of (at least one component) of the motion control system (at the time of (initial) meeting a respective obstacle) and the respective end-of -Range position (the at least one component of the motion control system). The impingement of a respective obstacle may exert a force (on the rear wheel, which in turn exerts a force) on the second axis of rotation (on the rear frame portion at) in an upward and rearward direction. An acute angle between the force on (the rear frame part in) the second rotation axis and an imaginary straight line through the first and second rotation axis may be in the range of 20 ° to 70 °, for example in the range of 30 ° to 60 ° or in the range from 40 ° to 50 °.

Moreover, the motion control system may be configured such that advancing the rear frame member forwardly increases a range of motion of the motion control system that avoids obstacles. As such, the motion control system may be configured such that forward acceleration of the rear frame member causes movement of the motion control system toward an end-of-range position relative to the end-of-range position (which the motion control system moves in response to a rear wheel of the Vehicle encounters a corresponding obstacle) induced.

The seat tube and / or the aforesaid other component, which may be the seat tube, may be configured such that there is an acute angle between a linear / arcuate (longitudinal) axis of the other component and an imaginary straight line through the first and second rotations Axes are in the range of 30 ° to 60 °, eg in the range of 40 ° to 50 °. In particular, the seat tube and / or the other component may be configured such that a minimum acute angle, an average acute angle and a maximum acute angle between a linear / arcuate (longitudinal) axis of the seat tube / the other component and / or an imaginary Straight through the first and second axis of rotation is in the range of 30 ° to 60 °, for example in the range of 40 ° to 50 °. In the case of an arcuate (longitudinal) axis, such angles may be measured with respect to a tangent to the arcuate (longitudinal) axis. The seat tube and / or the other component may be configured such that the seat tube / other component is inclined downwardly forward. Thus, the seat tube / other component may be configured so that a rear portion (a longitudinal axis / tangent to an arcuate axis) of the seat tube / other component is higher than a front portion (the longitudinal axis / tangent) about an arcuate axis) Seat tube / other component.

A portion of the sliding member slidably engaged with the aforementioned other component, e.g. The seat tube may have a length of at least 8 cm, at least 12 cm or at least 16 cm. The length may be measured in one direction / along a path parallel to a linear / arcuate (longitudinal) axis of the other component. The portion of the sliding member slidingly engaged with the other member may have a (minimum) diameter of at least 3 cm, at least 6 cm, at least 9 cm, or at least 12 cm. The diameter may be measured from a first location on a wall / surface of the slider which slidably engages the other component to a second location on the wall / surface of the slider which slidably engages the other component. The first place can be located opposite the second place. For example, the second location may be at an intersection of the wall / surface and a line passing through the first location and perpendicular to a plane tangent to the wall / surface at the first location.

The sliding element may comprise at least one rolling element, e.g. a rolling bearing and / or a ball bearing. The rolling element may contact a surface of the aforementioned other component (the motion control system, the first frame part, and / or the second frame part) in which the sliding element slidably engages. For example, the rolling element can touch a surface of the seat tube. Likewise, the other component in which the sliding element slidably engages may comprise at least one rolling element, e.g. a rolling bearing and / or a ball bearing. For example, the seat tube may comprise at least one rolling element. The rolling element may contact a surface of the sliding element.

At least 80%, at least 90% or (substantially) the entire sliding element (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fibers. Also, at least 80%, at least 90%, or (substantially) an entirety of the above-mentioned other component (the motion control system and / or the first frame portion and / or the second frame portion) into which the slider (after Volume and / or weight), is a material selected from the group consisting of steel, aluminum and carbon fiber.

The sliding element may be rigidly connected to a rear axle of the second frame part. For example, the slider may have a tubular structure that is rigidly connected to the second frame structure, e.g. a (n increased) chainstay, which includes the Hinterachsabstützung. The tubular structure and the rear frame structure may be formed as elements of a unitary structure (rocker / chainstay), i. Similarly, the slider may be rigidly connected to a down tube, a seat tube, and / or a bottom bracket portion of the first frame member.

The motion control system may movably interconnect the first frame member and the second frame member such that movement of the second frame member relative to the first frame member is limited to a linear or arcuate path.

In particular, the first frame member, the second frame member, and the motion control system may be configured and arranged to restrict movement of the second pivot axis in a linear or arcuate path relative to the first frame member. The linear / arcuate path may be parallel to a linear / arcuate (longitudinal) axis of the slider.

The motion control system may movably interconnect the first frame portion and the second frame portion such that movement of the second frame portion relative to the first frame portion is limited to substantially in-plane movement. For example, the movement of the second frame part relative to the first frame part may be restricted to a plane orthogonal to the first rotation axis and / or to a plane defined by the top tube and the down tube.

The movement of the second frame member relative to the first frame member may be restricted (by the motion control system) to such in-plane movement due to a relative shape of the slider to the aforementioned other component (at least one of the motion control system, the first frame member, and the second frame member ) slidably engaged by the slider. As noted above, the slider may have a (partially) oval or (rounded) polygonal cross-section (slidably engaged with the other component). Similarly, the movement of the second frame portion relative to the first frame portion (by the motion control system) may be restricted to such in-plane movement due to (an arrangement of) a plurality of sliding members (the motion control system).

The motion control system may include at least one link that restricts movement of the second frame member relative to the first frame member to in-plane movement, e.g. for moving in the plane as described above. The connection may comprise a plurality of rigid connections. A first end portion of a first rigid connection of the connection may be pivotally connected to the first frame portion, and a first end portion of a second rigid connection of the connection may be pivotally connected to the second frame portion. A second end portion of the first rigid member may be pivotally connected to a second end portion of the second rigid member. The motion control system may include a plurality of links that articulate in parallel.

The motion control system may comprise at least one sheet-like component, e.g. a leaf spring restricting movement of the second frame member relative to the first frame member to in-plane movement, e.g. for moving in the plane as described above. A first edge portion of the sheet-like component may be pivotally connected to the first frame portion, and a second edge portion of the sheet-like component may be pivotally connected to the second frame part (a fixedly connected component of the motion control system). The sheet-like component may consist (substantially) of a material selected from the group consisting of steel and carbon fibers. The sheet member can withstand torsion applied to the sheet member via the first and second edge portions with a force at least five, at least ten or at least twenty times greater than a force with which the sheet member a resists Bending, which is applied to the sheet-like member via the first and the second edge portion.

By bending, in the present context, a movement of the first edge portion in the direction of the second edge portion (in a direction that is not coplanar with the sheet-like component In the present context, torsion can be understood to mean a movement of the first edge portion in the direction of the second edge portion (in a direction that is not coplanar with the sheet-like component), which alters an orientation of the first edge portion relative to the second edge portion.

The motion control system may include at least one guidance structure, e.g. a rod which restricts movement of the second frame member relative to the first frame member to in-plane movement, e.g. for moving in the plane as described above. The guide structure may guide a movement of the sliding element relative to the first frame portion and / or the second frame portion. The guide structure may have a longitudinal axis parallel to a longitudinal axis of the slider.

Similarly, the guide structure may have a longitudinal axis parallel to a longitudinal axis of the other component. The guiding structure may constitute (one part) of the other component. The motion control system may include a plurality of guide structures, wherein a plane through the longitudinal axes of the sliding elements is perpendicular to a plane perpendicular to the first axis of rotation. The guiding structure may be within the other component, e.g. in the seat tube.

Similarly, the guide structure may be disposed / attached to an outer wall of the other component, e.g. on an outer wall of the seat tube. The guide structure may extend through (at least one opening in) the slider element. As such, the guide member may have a length (measured, for example, along a longitudinal axis of the slider) that is at least 100%, at least 150%, or at least 200% of the length of the slider (measured, for example, along the longitudinal axis of the slider) is a longitudinal axis of the slider).

The opening may be provided in a structure located in a lumen of the slider element. Similarly, the opening may be provided in a structure disposed on an outer wall of the sliding member. The size and / or shape of the opening may correspond (within tolerances) to the size and / or shape of the guide structure, e.g. for restricting the movement of the slider in directions parallel to the longitudinal axis of the guide structure. The guide structure may consist (essentially) of a material selected from the group consisting of steel, aluminum and carbon fibers.

Having generally described the various embodiments of the present disclosure above, the embodiments shown in the figures will now be explained.

21 schematically shows a first exemplary embodiment of a vehicle 100 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 100 a first frame section 110 , a second frame section 120 , a motion control system 130 , a front fork 140 , a front wheel 150 and a rear wheel 160 , The first frame section 110 includes an upper tube 112 , a head pipe 114 , a down tube 116 and a seat tube 118 in addition to a seat support section 115 , a bottom bracket area 117 and a bottom bracket shell 119 which is located in the ground and supported by this clip area 117 , The second frame part 120 includes an elevated chainstay 124 , which is a rear axle 162 the rear wheel 160 wearing. Similarly, the front fork carries 140 a front axle 152 of the front wheel 150 , The motion control system 130 comprises a sliding element 132 that is an outer circumference of the seat tube 118 surrounds, wherein the sliding element 132 the seat tube 118 slidably engages, so that the sliding element 132 free parallel to a linear longitudinal axis of the seat tube 118 can slide.

The motion control system 130 can have a cross section as in 29A or 29B is shown.

As mentioned above, what is considered to be the slider and what is considered to be the other component may be interchangeable. Accordingly, in the illustrated embodiment, the seat tube 118 as a sliding element and the sliding element 132 considered as the other component.

22 schematically shows a second exemplary embodiment of a vehicle 200 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 200 a first frame part 210 , a second frame part 220 , a motion control system 230 , a front fork 240 , a front wheel 250 and a rear wheel 260 , The first frame part 210 includes an upper tube 212 , a head pipe 214 , a down tube 216 and a lower seat tube part 218 in addition to a seat support part 215 , a bottom bracket area 217 and a bottom bracket shell 219 in the bottom bracket area 217 arranged and carried by this. The second frame part 220 includes an elevated chainstay 224 , which is a rear axle 262 the rear wheel 260 wearing. Similarly, the front fork carries 240 a front axle 252 of the front wheel 250 , The motion control system 230 comprises a sliding element 232 that is an outer periphery of the lower seat tube section 218 , Surrounds, wherein the sliding element 232 so slidably engages in the lower seat tube section 218 'that the sliding element 232 can slide freely parallel to a linear longitudinal axis of lower seat tube section 218 ' , The motion control system 230 can have a cross section as in 29A or 29B is shown.

23 schematically shows a third exemplary embodiment of a vehicle 300 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 300 a first frame part 310 , a second frame part 320 , a motion control system 330 , a front fork 340 , a front wheel 350 and a rear wheel 360 , The first frame part 310 includes an upper tube 312 , a head pipe 314 , a down tube 316 and an upper seat tube part 318 " in addition to a seat support part 315 , a bottom bracket area 317 and a bottom bracket shell 319 which are located in and supported by the bottom bracket area 317 , The second frame part 320 includes an elevated chainstay 324 , which is a rear axle 362 the rear wheel 360 wearing. Similarly, the front fork carries 340 a front axle 352 of the front wheel 350 , The motion control system 330 comprises a sliding element 332 that is an outer periphery of the upper seat tube section 318 "Surrounds, with the sliding element 332 so sliding into the upper seat tube section 318 "engages that the sliding element 332 can slide freely parallel to a linear longitudinal axis of upper seat tube section 318 ' ,

The motion control system 330 can have a cross section as in 29A or 29B is shown.

24 schematically shows a fourth exemplary embodiment of a vehicle 400 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 400 a first frame section 410 , a second frame section 420 , a motion control system 430 , a front fork 440 , a front wheel 450 and a rear wheel 460 , The first frame section 410 includes an upper tube 412 , a head pipe 414 , a down tube 416 and a seat tube 418 in addition to a seat support section 415 , a bottom bracket area 417 , a bottom bracket shell 419 and an additional tubular component 413 , The second frame part 420 includes an elevated chainstay 424 , which is a rear axle 462 the rear wheel 460 wearing. Similarly, the front fork carries 440 a front axle 452 of the front wheel 450 , The motion control system 430 comprises a first sliding element 432 , a second sliding element 434 as well as an intermediate element 433 , which is the first sliding element 432 and the second slider 434 rigidly connects. The first sliding element 432 surrounds an outer periphery of the seat tube 418 , and the first sliding element 432 slips so smoothly into the seat tube 418 one that the first sliding element 432 free parallel to a linear longitudinal axis of the seat tube 418 can slide.

The second sliding element 434 surrounds an outer periphery of the additional tubular component 413 , wherein the second sliding element 434 the additional tubular component 413 slidably engaged so that the second sliding element 434 is free, parallel to a linear longitudinal axis of the additional tubular component 413 to glide. Through (through) the intermediate element 433 provided connection leads to sliding of the first sliding element 432 for a (parallel) sliding of the second sliding element 434 (and vice versa).

25 schematically shows a fifth exemplary embodiment of a vehicle 500 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 500 a first frame part 510 , a second frame part 520 , a motion control system 530 , a front fork 540 , a front wheel 550 and a rear wheel 560 , The first frame section 510 includes an upper tube 512 , a head pipe 514 , a down tube 516 and a seat tube 518 in addition to a seat support section 515 , a bottom bracket area 517 and a bottom bracket shell 519 which is located in the ground and supported by this clip area 517 , The second frame part 520 includes an elevated chainstay 524 , which is a rear axle 562 the rear wheel 560 wearing. Similarly, the front fork supports 540 a front axle 552 of the front wheel 550 , The motion control system 530 comprises a sliding element 532 that is rigid with the raised chainstay 524 connected is. As can be seen from the dashed representation of the sliding element 532 (indicating that the sliding element 532 is not visible), surrounds the seat tube 518 the sliding element 532 partially and slidably engages in this, so that the sliding element 532 can slide freely parallel to a linear longitudinal axis of the seat tube 518 ,

The motion control system 530 can have a cross section as in 29C or 29D is shown.

26 schematically shows a sixth exemplary embodiment of a vehicle 600 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 600 a first frame part 610 , a second frame part 620 , a motion control system 630 , a front fork 640 , a front wheel 650 and a rear wheel 660 , The first frame section 610 includes an upper tube 612 , a head pipe 614 and a down tube 616 in addition to a seat support section 615 , a bottom bracket area 617 and a bottom bracket shell 619 in the bottom bracket area 617 is arranged and supported by this. The second frame part 620 includes a tubular structure 626 and an elevated chainstay 624 that are rigid with the tubular structure 626 is connected, with the increased chain stay 624 a rear axle 662 the rear wheel 660 wearing. Similarly, the front fork carries 640 a front axle 652 of the front wheel 650 , The motion control system 630 comprises a tubular sliding element 632 which, as shown by the dashed line of an inner surface of the tubular sliding member 632 (indicating that the inner surface of the tubular sliding member 632 is not visible), extends through it and this is rigid with the first frame part 610 at a connection of down tube 616 and bottom bracket area 617 connected.

The tubular structure 626 of the second frame part 620 extends into the tubular sliding element 632 in, wherein the tubular sliding element 632 a part of the tubular structure 626 surrounds such that the tubular sliding element 632 is free, parallel to a linear longitudinal axis of the tubular structure 626 to glide.

As mentioned above, what is considered to be the slider and what is considered to be the other component may be interchangeable. Accordingly, in the illustrated embodiment, the tubular structure 626 as a sliding member, and the tubular sliding member 632 can be considered as representing the other component.

27 schematically shows a seventh exemplary embodiment of a vehicle 700 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 700 a first frame section 710 , a second frame section 720 , a motion control system 730 , a front fork 740 , a front wheel 750 and a rear wheel 760 , The first frame section 710 includes an upper tube 712 , a head pipe 714 , a down tube 716 and a curved seat tube 718 in addition to a seat support section 715 , a bottom bracket area 717 and a bottom bracket shell 719 , which is located in the bottom bracket shell and is supported by this bottom bracket area 717 , The second frame part 720 includes an elevated chainstay 724 , which is a rear axle 762 the rear wheel 760 wearing. Similarly, the front fork carries 740 a front axle 752 of the front wheel 750 , The motion control system 730 comprises an arcuate sliding element 732 that is an outer periphery of the arcuate seat tube 718 surrounds, wherein the arcuate sliding element 732 so sliding into the arcuate seat tube 718 engages that arcuate sliding element 732 is free to slide parallel to an arcuate longitudinal axis of the arc seat tube 718 ,

The motion control system 730 can have a cross section as in 29A or 29B is shown.

28 schematically shows an eighth exemplary embodiment of a vehicle 800 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 800 a first frame section 810 , a second frame section 820 , a motion control system 830 , a front fork 840 , a front wheel 850 and a rear wheel 860 , The first frame part 810 includes an upper tube 812 , a head pipe 814 and a down tube 816 in addition to a seat support part 815 , a bottom bracket area 817 and a bottom bracket shell 819 in the bottom bracket area 817 is arranged and supported by this. The second frame part 820 includes an elevated chainstay 824 , which is a rear axle 862 the rear wheel 860 wearing. Similarly, the front fork carries 840 a front axle 852 of the front wheel 850 ,

The motion control system 830 comprises a first sliding element 832 , a second sliding element 834 and a third slider 836 , As can be seen from the dashed representation of an inner surface of the first sliding element 832 (indicating that the inner surface of the first sliding element 832 is not visible) results, the first sliding element extends 832 through and is rigid with the first frame part 810 connected a connection of down tube 816 and bottom bracket area 817 , The third sliding element 836 is again rigid with the elevated chainstay 824 connected. The second sliding element 834 extends into the first sliding element 832 , wherein the first sliding element 832 a segment of the second sliding element 834 surrounds so that the second sliding element 834 is free, parallel to a linear longitudinal axis of the first sliding element 832 to glide. Similarly, the third slider extends 836 in the second sliding element 834 , wherein the second sliding element 834 a segment of the third sliding element 836 partially surrounds, leaving the third sliding element 836 free parallel to a linear longitudinal axis of the second sliding element 834 can slide.

At the interface of the second sliding element 834 and the third slider 836 can the motion control system 830 have a cross section, as in 29C or 29D shown.

29A shows schematically in cross section a first exemplary embodiment of a motion control system 930A according to the present disclosure, eg as described above. In the illustrated embodiment, the motion control system includes 930A a sliding element 932 in the form of a triangular tubular structure that is rigid with a component 924 is connected, for example, an elevated chain stay of a second frame part of a vehicle. The sliding element 932 is shaped so that it has an outer perimeter of a triangular component 918 , For example, a seat tube, a first frame part of the vehicle, a narrow gap between an inner wall of the sliding element 932 and an outer periphery of the component 918 , which is the rotation of the slider 932 in a circumferential direction relative to a longitudinal axis of the component 918 blocked, eg preventing the rotation of the sliding element 932 clockwise or counterclockwise in the plane of the drawing sheet around the component 918 during a sliding movement of the sliding element 932 relative to the component 918 parallel to a longitudinal axis of the component 918 , eg allowing a sliding movement of the sliding element 932 relative to the component 918 in a direction perpendicular to the plane of the drawing sheet.

29B shows schematically in cross section a second exemplary embodiment of a motion control system 930B according to the present disclosure, eg as described above. In the illustrated embodiment, the motion control system comprises 930B a sliding element 932 in the form of a triangular tubular structure that is rigid with a component 924 is connected, for example, an elevated chain stay of a second frame part of a vehicle. The sliding element 932 'includes a variety of roller bearings 936 which is an outer wall of a triangular component 918 , For example, a seat tube of a first frame part of the vehicle. The interaction of the roller bearings 936 and the component 918 prevents the rotation of the slider 932 'in the circumferential direction relative to a longitudinal axis of the component 918 , eg preventing rotation of the slider 932 , Clockwise or counterclockwise in the plane of the drawing sheet around the component 918 during a sliding movement of the slider 932 'relative to the component 918 parallel to a longitudinal axis of the component 918 , eg allowing a sliding movement of the sliding element 932 'relative to the component 918 in a direction perpendicular to the plane of the drawing sheet.

29C shows schematically in cross section a third exemplary embodiment of a motion control system 930C according to the present disclosure, eg as described above. In the illustrated embodiment, the motion control system comprises 930C a sliding element 932 in the form of a triangular tube, an outer circumference of the sliding element 932 "is narrow, if only partially, of the (generally triangular) inner wall of a (different) component 918 , For example, a seat tube, a first frame part of the vehicle surrounded. The sliding element 932 "is about an opening 935 in the (other) component 918 rigid with a component 924 , For example, an elevated chain stay, a second frame part of a vehicle connected. A narrow gap between the outer periphery of the slider 932 And the inner wall of the (other) component 918 prevents the rotation of the slider 932 ' in the circumferential direction relative to a longitudinal axis of the component 918 , eg preventing rotation of the slider 932 "Clockwise or counterclockwise in the plane of the drawing sheet within the component 918 during a sliding movement of the sliding element 932 ' relative to the component 918 parallel to a longitudinal axis of the component 918 , eg allowing a sliding movement of the sliding element 932 "relative to the component 918 in a direction perpendicular to the plane of the drawing sheet.

29D shows schematically in cross section a fourth exemplary embodiment of a motion control system 930D according to the present disclosure, eg as described above.

In the illustrated embodiment, the motion control system comprises 930D a sliding element 932 in the form of an oval structure, an outer periphery of the sliding element 932 "'is narrow, if only partially, of an inner wall of a partially oval component 918 ' , For example, a seat tube, a first frame part of the vehicle surrounded. The sliding element 932 '' is over an opening 935 in the oval component 918 ' rigid with a component 924 , For example, an elevated chain stay, a second frame part of a vehicle connected. A narrow gap between an inner wall of the oval component 918 , And an outer periphery of the slider 932 ' , Prevents the rotation of the slider 932 ' , In the circumferential direction relative to a longitudinal axis of the component 918 ' eg preventing rotation of the slider 932 '' Clockwise or counterclockwise in the drawing layer within the component 918 ' during a sliding movement of the sliding element 932 ' , Relative to the component 918 ' parallel to a longitudinal axis of the component 918 is allowed ', eg

Allow a sliding movement of the sliding element 932 '' relative to the component 918 ' in a direction perpendicular to the plane of the drawing sheet. 30 schematically shows a ninth exemplary embodiment of a vehicle 1000 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 1000 including a first frame section 1010 , a second frame section 1020 , a motion control system 1030 and a rear wheel 1060 , The first frame part 1010 includes, among other things, a seat tube 1018 , The second frame part 1020 includes an elevated chainstay 1024 , which is a rear axle 1062 the rear wheel 1060 wearing.

The motion control system 1030 comprises a sliding element 1032 that is an outer circumference of the seat tube 1018 surrounds, wherein the sliding element 1032 the seat tube 1018 slidably engages, so that the sliding element 1032 is free, parallel to a linear longitudinal axis of the seat tube 1018 to glide. The sliding element 1032 is rigid with the raised chainstay 1024 connected. The motion control system 1030 also includes a connection 1070 indicating the movement of the second frame part 1020 relative to the first frame part 1010 restricts to a movement in the plane. The connection 1070 may be referred to as an anti-rotation structure. In the illustrated embodiment, the compound comprises 1070 a first rigid connection 1072 and a second rigid connection 1074 , A first end portion of the first rigid connection 1072 is pivotable with the first frame section 1010 connected, ie for placing the tube 1018 by means of a first pivot connection 1073 , A second end portion of the first rigid member 1072 is by means of a second pivot connection 1075 pivotally connected to a first end portion of the second rigid member 1074 connected.

A second end portion of the second rigid member 1074 is by means of a third pivot connection 1077 pivotable with the sliding element 1032 connected.

The vehicle 1000 is shown to be a linkage 1070 on the right side of the vehicle 1000 having.

The linkage 1070 can be on the left side of the vehicle 1000 be provided. Similarly, the vehicle 1000 such a connection both on the right and on the left side of the vehicle 1000 respectively. The two links can articulate in parallel.

31 schematically shows a tenth exemplary embodiment of a vehicle 1100 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 1100 including a first frame section 1110 , a second frame section 1120 , a motion control system 1130 and a rear wheel 1160 , The first frame part 1110 includes, among other things, a seat tube 1118 , The second frame part 1120 includes an elevated chainstay 1124 , which is a rear axle 1162 the rear wheel 1160 wearing.

The motion control system 1130 comprises a sliding element 1132 that is an outer circumference of the seat tube 1118 surrounds, wherein the sliding element 1132 the seat tube 1118 slidably engages, so that the sliding element 1132 is free, parallel to a linear longitudinal axis of the seat tube 1118 to glide. The motion control system 1130 moreover comprises a leaf-shaped component 1180 indicating the movement of the second frame part 1120 relative to the first frame part 1110 restricts to a movement in the plane. The leaf-shaped component 1180 may be referred to as an anti-rotation structure. A first edge portion of the sheet-like member 1180 is by means of a first pivot connection 1183 pivotable with the first frame section 1110 connected, and a second edge portion of the sheet-like member 1180 is by means of a rotary connection with the sliding element 1132 pivotally connected second pivot connection 1085 , The sliding element 1132 is rigid with the second frame part 1120 connected, ie the raised chain stay 1124 ,

32A schematically shows an eleventh exemplary embodiment of a vehicle 1200 according to the present disclosure, eg as described above. In the illustrated embodiment, this includes vehicle 1200 including a first frame section 1210 , a second frame section 1220 , a motion control system 1230 and a rear wheel 1260 , The first frame part 1210 includes, among other things, a down tube 1216 and a seat tube 1218 in addition to a bottom bracket area 1217 , The second frame part 1220 includes an elevated chainstay 1224 , which is a rear axle 1262 the rear wheel 1260 wearing.

The motion control system 1230 comprises a sliding element 1232 that is rigid with the raised chainstay 1224 connected is. As can be seen from the dashed representation of the sliding element 1232 results (indicating that the slider 1232 is not visible), surrounds the seat tube 1218 the sliding element 1232 partially and slidably engages, leaving the slider 1232 can slide freely parallel to a linear longitudinal axis of the seat tube 1218 ,

The motion control system 1230 also includes a rod-shaped guide structure 1294 indicating the movement of the second frame part 1220 relative to the first frame part 1210 restricts to a movement in the plane. The rod-shaped guide structure 1294 may be referred to as an anti-rotation structure. Although not shown in dashed lines for the sake of better visibility, the guiding structure is located 1294 inside the seat tube 1218 , wherein a first end of the guide structure 1294 from a first support structure 1293 within an upper region of the seat tube 1218 and a second end carries the guide structure 1294 is from a second support structure 1295 within the first frame part 1210 approximately at a connection of the seat tube 1218 , the down tube 1216 and the bottom bracket area 1217 carried. The management structure 1294 passes through a lumen of the sliding element 1232 , In particular, the management structure runs 1294 through a respective opening in each of the structures 1237 where such a structure 1237 in an upper portion of the lumen of the slider 1232 is provided, and another such structure 1237 is provided in a lower portion of the Gleitlumens element 1232 ,

32B schematically shows a cross section of the motion control system 1230 from 31. 32A. As shown in the figure, the slider has 1232 an oval cross-section. An outer periphery of the slider 1232 is narrow, if only partially, from an inner wall of the seat tube 1218 surrounded, which has a partially oval cross-section. The sliding element 1232 is over an opening 1235 in the seat tube 1218 rigid with the raised chainstay 1234 connected. A narrow gap between an inner wall of the seat tube 1218 and an outer periphery of the slider 1232 prevents rotation of the slider 1232 in a circumferential direction relative to a longitudinal axis of the seat tube 1218 , The rotation of the slider 1232 in the circumferential direction relative to a longitudinal axis of the seat tube 1218 is also due to the two rod-shaped guide structures 1294 prevented by the respective openings 1239 in the structure 1237 which extend in a lumen of the sliding element 1232 are located.

33A schematically shows a twelfth exemplary embodiment of a vehicle 1300 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 1300 including a first frame part 1310 , a second frame part 1320 , a motion control system 1330 and a rear wheel 1360 , The first frame part 1310 includes, among other things, a seat tube 1318 , The second frame part 1320 includes an elevated chainstay 1324 , which is a rear axle 1362 the rear wheel 1360 wearing.

The motion control system 1330 comprises a sliding element 1332 that is rigid with the raised chainstay 1324 connected is. The sliding element 1332 surrounds an outer periphery of the seat tube 1318 , wherein the sliding element 1332 the seat tube 1318 slidably engages, so that the sliding element 1332 is free, parallel to a linear longitudinal axis of the seat tube 1318 to glide.

The motion control system 1330 also includes a rod-shaped guide structure 1394 indicating the movement of the second frame part 1320 relative to the first frame part 1310 restricts to a movement in the plane. The rod-shaped guide structure 1394 may be referred to as an anti-rotation structure. The management structure 1394 is on an outer wall of the seat tube 1318 fastened, with a first end of the guide structure 1394 on the outer wall of the seat tube 1318 through a first support structure 1393 at an upper portion of the seat tube 1318 and a second end of the seat tube 1318 attached is the leadership structure 1394 is on the outer wall of the seat tube 1318 through a second support structure 1395 in a lower area of the seat tube 1318 attached. The management structure 1394 passes through a respective opening in each of the structures 1337 where such a structure 1337 in an upper area on an outer wall of the sliding element 1332 is arranged, and another such structure 1337 in a lower portion on an outer wall of the slider 1332 is arranged.

33B schematically shows a cross section of the motion control system 1330 from 33 a , As shown in the figure, both the slider have 1332 as well as the seat tube 1318 a circular cross-section. An outer circumference of the seat tube 1318 is narrow of an inner wall of the sliding element 1332 surrounded, rigid with the raised chainstay 1334 connected is. The rotation of the slider 1332 in the circumferential direction relative to a longitudinal axis of the seat tube 1318 is through the two rod-shaped guide structures 1394 prevented by the respective openings 1394 in structures 1337 extending on opposite sides of an outer wall of the sliding element 1332 are arranged.

• Ausführungsform 1 Zweiradfahrzeug (100), umfassend: einen vorderen Rahmenteil (110) umfassend einen Sitzstützabschnitt (115); ein Bewegungssteuerungssystem (130); und einen hinteren Rahmenteil (120), der durch das Bewegungssteuersystem beweglich mit dem vorderen Rahmenteil verbunden ist, wobei das Bewegungssteuersystem auf eine Vorwärtsbeschleunigung des hinteren Rahmenteils anspricht, die aus einer Antriebskraft resultiert, die von einem von dem getragenen Rad ausgeübt wird Der hintere Rahmenabschnitt übt eine Kraft auf den vorderen Rahmenabschnitt aus, die den Sitzstützabschnitt sofort in Vorwärtsrichtung beschleunigt.
• Ausführungsform 2 Fahrzeug nach Ausführungsform 1, wobei: das Bewegungssteuerungssystem die Kraft in mehreren Betriebszuständen des Bewegungssteuerungssystems aufbringt, wobei die mehreren Betriebszustände einen mittleren Bereich eines Bewegungsbereichs des Bewegungssteuerungssystems umfassen.
• Ausführungsbeispiel 3 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: das Bewegungssteuerungssystem die Kraft unabhängig von einem Betriebszustand des Bewegungssteuerungssystems aufbringt.
• Ausführungsform 4 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: der vordere Rahmenteil den Sitzstützteil in einem oberen Bereich des vorderen Rahmenteils und einen Antriebsstrangachsenträger (119) in einem unteren Bereich des vorderen Rahmenteils aufweist, und das Bewegungssteuersystem als Reaktion auf die Vorwärtsbeschleunigung des hinteren Rahmenteils eine Kraft auf den vorderen Rahmenteil ausübt, die den Sitzstützteil in der Vorwärtsrichtung mit einer Beschleunigung beschleunigt, die nicht geringer ist als eine Beschleunigung des Antriebsstrangachsenträgers in sagte vorwärts Richtung.
• Ausführungsform 5 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: das Bewegungssteuerungssystem so konfiguriert ist, dass die Vorwärtsbeschleunigung des hinteren Rahmenteils einen Hindernis vermeidenden Bewegungsbereich des Bewegungssteuerungssystems nicht verringert.
• Ausführungsform 6 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: das Bewegungssteuerungssystem ein Gleitelement (132) aufweist.
• Ausführungsbeispiel 7 Fahrzeug nach Ausführungsform 6, wobei: der vordere Rahmenabschnitt eine rohrförmige Struktur aufweist, die sich von einem unteren Bereich des vorderen Rahmenabschnitts in Richtung des Sitzstützabschnitts erstreckt, und das Gleitelement entlang der rohrförmigen Struktur gleitet. Ausführungsbeispiel 8 Fahrzeug nach Ausführungsform 6 oder 7, wobei: die rohrförmige Struktur ein Sitzrohr (118) ist.
• Ausführungsform 9 Fahrzeug nach einer der Ausführungsformen 6 bis 8, wobei: das Gleitelement starr mit einem Hinterachsträger des hinteren Rahmenteils verbunden ist.
• Ausführungsform 10 Fahrzeug nach einer der Ausführungsformen 6 bis 9, wobei: das Gleitelement eine Hülse ist und der Hinterachsträger und die Hülse Elemente einer einheitlichen Kettenstrebenstruktur (124) sind.
• Ausführungsform 11 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: das Bewegungssteuerungssystem den hinteren Rahmenteil und den vorderen Rahmenteil beweglich miteinander verbindet, so dass die Bewegung des hinteren Rahmenteils relativ zum vorderen Rahmenteil auf eine Bewegung im Wesentlichen in der Ebene beschränkt ist.
• Ausführungsform 12 Fahrzeug nach Ausführungsform 6, wobei: der vordere Rahmenteil eine rohrförmige Struktur (632) in einem Tretlagerbereich (617) des vorderen Rahmenteils aufweist und die rohrförmige Struktur gleitend mit dem Gleitelement (626) in Eingriff steht.
• Ausführungsform 13 Fahrzeug nach Ausführungsform 12, wobei: das Gleitelement starr mit einem Hinterachsträger des hinteren Rahmenteils verbunden ist.
• Ausführungsform 14 Fahrzeug nach Ausführungsform 13, wobei: der Hinterachsenträger und die Hülse Elemente einer einheitlichen Kettenstrebenstruktur (624) sind.
• Ausführungsform 15 Fahrzeug nach einer der vorhergehenden Ausführungsformen, wobei: die Kraft auf den vorderen Rahmenabschnitt den Sitzstützabschnitt sofort in einer Aufwärtsrichtung beschleunigt.

Examples of various embodiments are described in the following paragraphs.

• Embodiment 1 Two-wheeled vehicle ( 100 ), comprising: a front frame part ( 110 ) comprising a seat support portion ( 115 ); a motion control system ( 130 ); and a rear frame part ( 120 ) movably connected to the front frame member by the motion control system, the motion control system being responsive to forward acceleration of the rear frame member resulting from a drive force exerted by one of the supported wheel. The rear frame portion applies a force to the front frame portion off, which immediately accelerates the seat support section in the forward direction.
• Embodiment 2 The vehicle according to embodiment 1, wherein: the motion control system applies the force in a plurality of operating states of the motion control system, the plurality of operating states including a middle range of a motion range of the motion control system.
• Embodiment 3 The vehicle of any one of the preceding embodiments, wherein: the motion control system applies the force independent of an operating state of the motion control system.
• Embodiment 4 The vehicle according to any one of the preceding embodiments, wherein: the front frame member includes the seat support member in an upper portion of the front frame member and a drive train axle carrier (FIG. 119 ) in a lower portion of the front frame member, and the motion control system in response to the forward acceleration of the rear frame member exerts a force on the front frame member which accelerates the seat support member in the forward direction with an acceleration not less than an acceleration of the drive train axle carrier said forward direction.
• Embodiment 5 The vehicle according to any one of the preceding embodiments, wherein: the motion control system is configured such that the forward acceleration of the rear frame member does not reduce an obstacle avoiding range of motion of the motion control system.
• Embodiment 6 Vehicle according to one of the preceding embodiments, wherein: the motion control system is a sliding element ( 132 ) having.
• Embodiment 7 The vehicle according to embodiment 6, wherein: the front frame portion has a tubular structure extending from a lower portion of the front frame portion toward the seat supporting portion, and the sliding member slides along the tubular structure. Embodiment 8 Vehicle according to embodiment 6 or 7, wherein: the tubular structure is a seat tube (FIG. 118 ).
• Embodiment 9 The vehicle according to any one of Embodiments 6 to 8, wherein: the slider is rigidly connected to a rear axle of the rear frame member.
• Embodiment 10 The vehicle according to one of the embodiments 6 to 9, wherein: the sliding element is a sleeve and the rear axle carrier and the sleeve are elements of a uniform chainstay structure ( 124 ) are.
• Embodiment 11 The vehicle of any one of the preceding embodiments, wherein: the motion control system movably interconnects the rear frame member and the front frame member such that movement of the rear frame member relative to the front frame member is limited to substantially in-plane movement.
• Embodiment 12 Vehicle according to embodiment 6, wherein: the front frame part has a tubular structure ( 632 ) in a bottom bracket area ( 617 ) of the front frame part and the tubular structure slidingly with the sliding member ( 626 ) is engaged.
• Embodiment 13 The vehicle of embodiment 12, wherein: the slider is rigidly connected to a rear axle of the rear frame member.
• Embodiment 14 The vehicle of embodiment 13, wherein: the rear axle carrier and the sleeve are members of a unitary chainstay structure ( 624 ) are.
• Embodiment 15 The vehicle according to any one of the preceding embodiments, wherein: the force on the front frame portion instantly accelerates the seat supporting portion in an upward direction.

In the present disclosure, the verb "may" is used to indicate optionality /

Not mandatory. In other words, something that "may," but does not have to. In the present disclosure, the verb "comprising" may be understood in the sense of inclusion. Accordingly, the verb "include" does not exclude the presence of other elements / actions. In the present disclosure, relational terms such as "first," "second," "upper," "lower," and the like can only be used to distinguish one entity or action from another entity or action, without the need for an actual one or implies relationship or order between such entities or actions.

In the present disclosure, the term "any" may be understood to mean any number of the respective elements, e.g. as designation of one, at least one, at least two, any or all of the respective elements. Similarly, the term "any" may be understood to mean any collection (s) of the respective elements, e.g. as designation of one or more collections of the respective elements, wherein a (respective) collection of one, at least one, at least two, may comprise any or all of the respective elements. The respective collections do not have to contain the same number of elements.

In the present disclosure, the term "at least one" is used to refer to any (integer) number or range of (integer) numbers (which is technically meaningful in the given context). As such, the term "at least one" may be understood, inter alia, as one, two, three, four, five, ten, fifteen, twenty or one hundred. Similarly, the term "at least one" may be understood inter alia as "one or more," "two or more," or "five or more." "

In the present disclosure, parenthetical terms may be considered optional. As used in the present disclosure, quotation marks may emphasize that the term in quotation marks may also be understood in a figurative sense. As used in the present disclosure, quotes may identify a particular term that is under discussion.

In the present disclosure, many features are described as optional, e.g. through the use of the verb "may" or the use of parentheses. For brevity and readability, the present disclosure does not expressly recite any combination and / or permutation that may be obtained by selection from the set of optional features. However, the present disclosure should be construed to explicitly disclose all such combinations / permutations. For example, a system having three optional features may be implemented in seven different ways, namely, only one of the three possible features, two of the three possible features, or all three of the three possible features.

While various embodiments of the present invention have been disclosed and described in detail herein, it would be obvious to those skilled in the art that various changes can be made in the configuration, operation, and form of the invention without departing from the spirit and scope of the invention. In particular, it is noted that the particular features of the invention, even those disclosed only in combination with other features of the invention, may be combined in any configuration, with the exception of those which will be readily apparent to those skilled in the art as nonsensical. Likewise, the use of singular and plural is for illustration only and is not to be interpreted as limiting. Unless explicitly stated otherwise, the plural may be replaced by the singular and vice versa.

SECTION 4

SUMMARY OF SECTION 4

A vehicle comprising: a front frame member; a rear frame part; and a motion control system including a first motion control device including the front frame portion and and the second motion control device movably connecting the front frame portion and the rear frame portion to which the first motion control device is connected, the rear frame portion at a first location and the second motion control apparatus with the rear frame portion at a second one Location having a fixed distance from the first location and the motion control system due to a geometrical arrangement of movement. The control system with respect to the front frame member and the rear frame member decreases in response to a forward acceleration of the rear frame member resulting from a driving force; which is exerted by a wheel which is supported by the rear frame part, an operating state in which forces are applied to the motion control system by tensioning a drive train element, the An drive energy from a drive axle carrier transmits d from the front frame member to a driven axle carried by the rear frame member, the forward acceleration of the rear frame member and an acceleration of a user mass carried by the front frame member.

SUMMARY OF THE PRESENT DISCLOSURE

The aim of the present summary is to facilitate the understanding of the present disclosure. The summary thus presents concepts and features of the present disclosure in a simplified form and in a relaxed form than the detailed description below, and should not be taken as limiting other parts of the present disclosure.

The present disclosure relates inter alia to a bicycle or e-bike that includes a front frame member and a rear frame member that are movably interconnected by a motion control system. The motion control system is configured so that when the rear frame member is accelerated, e.g. by a driving force of a rear wheel, which is supported by the rear frame member against the surrounding terrain, the motion control system assumes an equilibrium state due to a geometric arrangement of the motion control system. In other words, the elements forming the motion control system may be geometrically arranged such that the elements inherently move to an operating state in which forces are applied to the motion control system by tensioning a drive train element in response to a forward acceleration of the rear frame member. the drive power from a drive axle carried by the front frame section to a driven axle supported by the rear frame section, the forward acceleration of the rear frame section and an acceleration of a user mass carried by the front frame are balanced.

In particular, the present disclosure teaches, among other things, a vehicle comprising: a front frame member; a rear frame part; and a motion control system having a first motion control device movably interconnecting the front frame portion and the rear frame portion and a second motion control device movably connecting the front frame portion and the rear frame portion to which the first motion control device is connected to the rear frame portion at a first one The control system with respect to the front frame member and the rear frame member takes in response to a Forward acceleration of the rear frame part, resulting from a driving force exerted by a wheel supported by the rear frame part, an operating state a n, in which forces are exerted on the motion control system by tensioning a drive train member transmitting drive power from a drive. An axle carried by the front frame member is the forward acceleration of the rear axle with a driven axle carried by the rear frame member Frame part and an acceleration of a user mass, which is supported by the front frame part, in equilibrium.

Other objects, advantages and embodiments of the present disclosure will become apparent from the following detailed description, particularly when considered in conjunction with the accompanying drawings.

list of figures

• 34A: eine schematische Darstellung eines ersten Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 34B: eine schematische Darstellung zusätzlicher Elemente der Ausführungsform von 34A;
• 35: eine schematische Darstellung eines zweiten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 36: eine schematische Darstellung eines dritten Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 37: eine schematische Darstellung eines vierten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 38: eine schematische Darstellung eines fünften Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 39A: eine schematische Darstellung eines sechsten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs;
• 39B: eine schematische Darstellung zusätzlicher Elemente der Ausführungsform von 39A;
• 40A: eine schematische Darstellung eines siebten Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung;
• 40B: eine schematische Darstellung von Details der Ausführungsform von 40A;
• 40C: eine schematische Darstellung von Anti-Squat-Kurven der Ausführungsform von 40A;
• 41: eine schematische Darstellung eines achten Ausführungsbeispiels eines erfindungsgemäßen Fahrzeugs; und
• 42A bis 42J: eine schematische Darstellung des Verhaltens eines Ausführungsbeispiels eines Fahrzeugs gemäß der vorliegenden Offenbarung.

The figures show:

• 34A 1 is a schematic representation of a first embodiment of a vehicle according to the present disclosure;
• 34B FIG. 2: a schematic representation of additional elements of the embodiment of FIG 34A ;
• 35 a schematic representation of a second embodiment of a vehicle according to the invention;
• 36 1 is a schematic representation of a third embodiment of a vehicle according to the present disclosure;
• 37 : a schematic representation of a fourth embodiment of a vehicle according to the invention;
• 38 a schematic representation of a fifth embodiment of a vehicle according to the invention;
• 39A a schematic representation of a sixth embodiment of a vehicle according to the invention;
• 39B FIG. 2: a schematic representation of additional elements of the embodiment of FIG 39A ;
• 40A 1 is a schematic representation of a seventh embodiment of a vehicle according to the present disclosure;
• 40B FIG. 2: a schematic representation of details of the embodiment of FIG 40A ;
• 40C FIG. 3 is a schematic representation of anti-squat curves of the embodiment of FIG 40A ;
• 41 a schematic representation of an eighth embodiment of a vehicle according to the invention; and
• 42A to 42J : A schematic representation of the behavior of an embodiment of a vehicle according to the present disclosure.

DETAILED DESCRIPTION

The various embodiments of the present disclosure and claimed invention will be best understood both in construction and operation from the following detailed description, particularly when considered in conjunction with the accompanying drawings.

Before the embodiments shown in the figures are explained, the various embodiments of the present disclosure will first be described in general terms.

The present disclosure relates to a vehicle. For the purposes of the present disclosure, a vehicle may be understood to mean a system (of interacting elements) that transmits (at least in part) gravity acting on a payload of a vehicle to at least one (propulsion) element that interacts with an ambient environment of the vehicle, eg for providing a driving force and / or for allowing the vehicle to slide / roll over an environmental surface. The payload may include a driver, a driver, and / or an occupant of the vehicle. The payload may include an inanimate payload. The surrounding surface may be terrain. Similarly, the surrounding surface may be a water surface, e.g. a surface of a body of water. The (driving) element may be a terrain engaging element, e.g. a terrain engaging element selected from the group consisting of a wheel, a sled, a ski and a (continuous) track. Similarly, the (driving) element may be a marine (propulsion) element, e.g. an element selected from the group consisting of a float, a hull, a water ski, a jet nozzle and a propeller.

For the sake of brevity, the term "terrain engaging element" will be used hereinafter to refer to any (drive) element as described, regardless of whether such element is a marine element. (For an explanation of the term "any", see the concluding paragraphs of this description.)

The vehicle may include at least one off-road element as described above. The vehicle may be a vehicle selected from the group consisting of a bicycle, an e-bike, a motorcycle, a moped, a (terrestrial) rover, a snowmobile, a snow scooter and a (personal) watercraft. As such, the vehicle may be a vehicle selected from the group consisting of a human powered vehicle, a gasoline and / or electric motor vehicle, and a vehicle that can be driven both by humans and by gasoline. and / or electric) motors is driven. In addition, the vehicle may be a two-wheeled vehicle, such as a two-wheeler, a two-wheeled e-bike or a two-wheeled motorcycle. Similarly, the vehicle may be a three-wheeled vehicle, such as a tricycle, a three-wheeled e-bike or a three-wheeled motorcycle. In the context of the present disclosure, the term "e-bike" may be understood as a bicycle / tricycle that includes an electrically powered motor that contributes a drive force to at least one wheel of the bicycle. As mentioned above, the term "driving force" in the present disclosure may be understood as driving force, eg, a driving force that drives the vehicle relative to the surrounding terrain.

As apparent from the foregoing, the technical nomenclature typically associated with the various vehicles to which the inventive principles of the present disclosure are applicable affects both the conciseness and overall readability of the present disclosure.

Accordingly, the remainder of this disclosure will generally use the nomenclature of a bicycle as the contextual basis for the disclosure. This use of bicycle nomenclature is not intended to exclude other types of vehicles from the scope of this disclosure. Instead, it will be appreciated that the reader can easily translate the concepts disclosed herein to other vehicles in the context of a bicycle without inventive capabilities. Accordingly, the following disclosure will also occasionally include references to other types of vehicles to facilitate understanding how the disclosed teachings may be applied to vehicles other than bicycles.

The vehicle may include a first frame portion and a second frame portion. The first frame part may define a first axis of rotation, e.g. an axis of rotation of a driving sprocket (as opposed to a driven sprocket). For example, the first axis of rotation may be an axis of rotation of a bottom bracket. Similarly, the first frame portion may include a drive train axle carrier (defining the first axis of rotation). For example, the first frame part may comprise a bottom bracket and / or a bottom bracket shell (which forms the Antriebsstrangachsabstützung). Similarly, the vehicle may include a drive axle, e.g. an axle of a bottom bracket. The drive axle may be an axis of rotation of a drive sprocket and may be supported by the drive train axle support. An axis of rotation of the drive axle may coincide with the first axis of rotation. The carrier of the first axis of rotation / drive train axis may be disposed in a lower portion of the first frame portion, e.g. in the lowest 30%, the lowest 20%, the lowest 10% or the lowest 5% of the first frame part.

(The terms "lower" and "lower" will be described in more detail below.) Similarly, the first rotary axis / drive train axle carrier may be disposed in a rear portion of the first frame part, e.g. in most backward 30%, most backward 20%, most backward 10% or most backward 5% (of the aforementioned lower (largest) part) of the first frame part. (The term "backward" will be described in more detail below.) Such a lower portion and / or a rear portion may form a bottom bracket portion. Similarly, the second frame portion may define a second axis of rotation, e.g. a rotation axis of a driven sprocket. For example, the second axis of rotation may be an axis of rotation of a (second / rear) wheel. Likewise, the second axis of rotation may be a (rearmost) axis of rotation of a guide of a (continuous) track. The vehicle may comprise a driven axle, e.g. an axle of a driven sprocket and / or an axle of a (second / rear) wheel. An axis of rotation of the driven axle may coincide with the second axis of rotation.

The second axis of rotation can be arranged in a rear region of the second frame part, for example the farthest back 30%, the farthest back 20%, the farthest back 10% or the farthest back 5% of the second frame part. Similarly, the second axis of rotation may be located in a lower portion of the second frame member, eg, in the bottom 30%, bottom 20%, bottom 10%, or bottom 5% of the (aforementioned) rear frame portion. The first frame part and / or the second frame part may comprise at least one (steel, aluminum and / or carbon fiber) tube and / or at least one (steel, aluminum and / or carbon fiber) carrier. As such, at least 80%, at least 90%, or (substantially) the entire first / second frame portion (by volume and / or weight) may be a material selected from the group consisting of steel, aluminum and carbon fiber exists. For example, an entirety of the first / second frame part may be made of such material, with the exception of bushings and / or threaded elements, eg for connecting the first / second frame part to other structures of the vehicle.

Such bushings and / or threaded elements may require wear characteristics and / or machining tolerances that are not achievable with aluminum or carbon fiber. The first frame part may form a front part of the vehicle as the second frame part. As such, the first frame portion may be referred to as the "forward frame portion". Similarly, the second frame portion may be referred to as a "rear frame portion" or a "rear frame portion". In the present disclosure, "forward" and / or "backward" (and related terms such as forward, backward, forwards, and backwards) may be defined by an orientation and / or location of steering, as is well known in the art / or handlebars and / or orientation and / or position of the seats (of the vehicle) relative to the vehicle (as a whole). Likewise, "forward" and / or "backward" (and related terms) as known in the art may be defined by (other) vehicle characteristics. Such characteristics may include the shape of a chassis, the configuration of a powertrain, and so on.

For example, the seat may be "ahead" of a driving off-road element. A (dominant) driving and / or moving direction of the vehicle may be a "forward direction". (For the sake of brevity, the term "propulsion direction" will be used hereinafter to refer to the (dominant) direction of the vehicle, regardless of whether the vehicle includes a motor or other propulsion means). In the present disclosure, "forward" and / or "backward" (and related terms) may refer to a (relative) location relative to a "horizontal" axis (when the vehicle is on level terrain). Such a designation may be independent of a "vertical" location, i. is not always to be interpreted as implying a "vertical" location.

In the present disclosure, "up" and / or "down" (as well as related terms such as top, bottom, top, top and bottom) can be defined as known in the art by an orientation and / or location of seats (of the vehicle ) relative to the vehicle (as a whole) and / or position of a steering wheel and / or handlebar relative to a seat (of the vehicle). Similarly, "up" and / or "down" (and related terms) may be defined by (other) characteristics of the vehicle as known in the art. Such characteristics may include a chassis shape, a powertrain configuration, a position of at least one off-highway element as described above, and so on. In the present disclosure, "up" and / or "down" (and related terms) may refer to a (relative) location with respect to a "vertical" axis (when the vehicle is on level terrain). Such a designation may be independent of a "horizontal" location, i. is not always to be interpreted as implying a "horizontal" location.

In the nomenclature of a bicycle, the first frame portion may include a seat tube, a top tube, a head tube, and a down tube. The first frame part may have the shape of a quadrilateral. The seat tube, the top tube, the head tube and the down tube can form the four sides of the quadrangle. The seat tube can rigidly connect the top tube and the down tube. Likewise, the seat tube does not rigidly connect the top tube and the down tube. For example, the seat tube may include an upper seat tube section and / or a lower seat tube section. The upper seat tube section may be (rigidly) connected to the top tube. The lower seat tube section may be rigidly connected to the down tube and / or the drive train axle carrier. In the case of both an upper seat tube section and a lower seat tube section, the upper seat tube section may lack a direct connection to the lower seat tube section. As such, the first frame member may be in the shape of a quadrilateral. The top tube, the head tube and the down tube may form three sides of the quadrangle and at least one of the upper / lower seat tube sections may form a fourth side of the quadrangle. In such a configuration, the top tube, the head tube, and the down tube may act together to act as a spring.

(For readability, the term "seat tube" is used to refer to the seat tube, upper seat tube section and lower seat tube section.)

The first frame part may further include a front fork, wherein a steering tube of the front fork is rotatably mounted in the head tube. The first frame part may comprise a bottom bracket and / or a bottom bracket shell. The bottom bracket (housing) may be located in the bottom bracket area and / or be carried by this (eg as defined above). The bottom bracket (shell) may be located in the vicinity and / or behind a (imaginary) connection of the down tube and the seat tube. The first frame part can be an upper Pipe, a bottom bracket area (eg as defined above) and a seat tube rigidly connecting the upper tube and the bottom bracket.

The vehicle may include at least one seat, e.g. for at least one user selected from the group consisting of a driver, a driver and a passenger of the vehicle. The seat may be mounted / rigidly connected to the first frame part. The seat may be missing the connection with the second frame part except via the first frame part. The seat may be connected via the seat tube with the first frame part. For example, the seat may be attached to a seatpost. A part of the seat post may extend within (and be clamped by) the seat tube.

The first frame portion may include a seat support portion. The seat supporting portion may be disposed in an upper portion of the first frame portion, e.g. in the top 30%, the top 20% or the top 10% of the first frame part. The seat supporting portion may be disposed at the rear of the first frame portion, e.g. 30% farthest back, 20% farthest back, 10% farthest back, or 5% farthest back of the first frame part. The seat supporting portion may be disposed at / near an intersection of the seat tube and the top tube. Similarly, the seat support portion may be disposed at / near an intersection of the upper seat tube portion and the upper tube. The seat support section can directly support the seat. As such, the seat may be mounted / rigidly connected to the seat support portion. Similarly, the seat support portion can indirectly support the seat. For example, the seat may be mounted / rigidly connected to a seat post mounted / rigidly connected to the seat support portion.

A part of the seat tube, e.g. The upper seat tube section may form the seat support section.

The lower seat tube portion may extend from a lower and / or rear portion of the first frame portion in a (general) direction of the seat supporting portion. For example, the lower seat tube can extend from a lowermost and / or rearmost 30%, a lowermost and / or rearmost 20%, a lowermost and / or rearmost 10%, or a lowermost and / or rearmost 5% of the first frame part. Similarly, the upper seat tube portion may extend from an upper and / or a rear portion of the first frame portion in a (general) direction (a lower portion) of the down tube and / or the drive train axle carrier. For example, the upper seat tube may extend from an uppermost and / or posterior 30%, uppermost and / or posterior 20%, uppermost and / or posterior 10%, or uppermost and / or posterior 5% first frame portions. The upper seat tube may extend in a direction of lowest 30%, lowest 20%, lowest 10% or lowest 5% of the down tube.

The second frame part may comprise (substantially) a (rear) fork / consist of e.g. a (rear) fork that carries a (rear) wheel of the vehicle. The fork may comprise (essentially) a first arm, a second arm and a yoke section. Each of the first and second arms may include a dropout, opening or bore (in the rearmost 10% of the respective arm) that receive one end of an axle (the wheel). The first and second arms, e.g. the dropouts, openings or bores thereof may define the second axis of rotation (one position thereof). The yoke portion may connect the first and second arms (at a front portion of the first and second arms, respectively) to each other. The fork may have a space between the first and second arms which receives a (front) portion of the (rear) wheel (as known in the art). The fork can be a monolithic / unitary structure. The fork can be called a "swingarm". The fork can represent an elevated chainstay.

The vehicle may include a (force conversion) mechanism for converting the (leg and / or arm) movement of a user / operator into mechanical force. The mechanism may include a (drive) sprocket. The mechanism may include a crankset (which includes the sprocket) and / or (pivotally mounted) levers (which drive the sprocket). The mechanism may be attached to the first frame part, e.g. over the bottom bracket.

The vehicle may include a powertrain, eg, for transmitting a motive power from the (power conversion) mechanism / sprocket to (a driven sprocket associated with) at least one off-road engagement member (attached to the second frame member) of the vehicle is. For example, the powertrain may transmit drive power from a drive axle carried by the first frame member to a driven axle carried by the second frame member. The powertrain may include a chain and / or a belt. The powertrain can Driving energy from the drive axle to the driven axle transmitted by a drive train element, such as a tensioning of the chain / belt.

The vehicle may include a (gasoline and / or electric) engine. The motor may, as described above, be arranged in a lower and / or rear portion of the first frame part. The engine may contribute a driving force to at least one off-road element of the vehicle, e.g. over the powertrain. The motor can be mounted on the first frame part. The powertrain may transmit a drive force from the engine (mounted on the first frame portion) to at least one off-road engagement member (mounted on the second frame portion) of the vehicle (a powered sprocket connected thereto). Similarly, the engine may be mounted to the second frame member and provide a drive force for at least one off-the-road element mounted on the second frame member.

The vehicle may include a motion control system, e.g. a motion control system movably interconnecting the first frame member and the second frame member. As such, the motion control system may connect the first frame portion and the second frame portion such that the first frame portion is movable relative to the second frame portion (and vice versa) (within a limited range of motion defined by the motion control system)).

The movement of the motion control system may be limited to a limited range, e.g. due to the structure of the motion control system and / or the interaction of the motion control system with the first frame portion and / or the second frame portion. For example, the motion control system may be movable between a first range end position / a first operating state and a second range end position / a second operating state. In particular, the movement of the motion control system may be restricted between a first range end position / a first operating state and a second range end position / a second operating state. As such, the motion control system may be limited to (multiple) operating conditions that are between a first operating state of the range end and a second operating state of the range end. (Although, in the present specification, the term "operating state" is often used to emphasize that the motion control system is a dynamic system, the term "state" may be used in place of the term "operating state.")

In particular, the movement of the motion control system may be restricted such that (at least a portion of) at least one component of the motion control system (along a linear or curved path) moves between a first end of the range (when the motion control system in the first end-of-range position / operating state) and (second) end-of-range position (when the motion control system is in the second end-of-range position) operating state). In addition, movement of the motion control system may be restricted such that (at least a portion of) at least one component of the motion control system moves (exclusively) along a path relative to at least one of the first frame portion and moves the second frame portion. For example, a connection point of the motion control system with the second frame part may (exclusively) move along a linear or curved path relative to the first frame part. Similarly, a connection point of the motion control system with the first frame member may (only) move along a linear or curved path relative to the second frame member.

The path traveled by the (at least part of) at least one component of the motion control system (relative to at least one of the first frame member and the second frame member) as the (at least a portion of) at least one component of the motion control system selected by the (FIG. the first range end position to the (respective) second range end position may be identical to the path traveled by the (at least part of) at least one component of the motion control system (relative to at least one of the first frame portion and the second frame portion) (At least a portion of) at least one component of the motion control system transitions from the (respective) second end. of-range position to the (respective) first end-of-range position.

The second end-of-range position / operating state may be a position / operating state in which a rear wheel of the vehicle is closest to a seat supporting portion of the first frame portion. The second end-of-range position / operating state may be a position / operating state that is reached from a non-dynamic unloaded state with the terrain engaging elements of the vehicle, by merely moving the second frame member into contact with a flat surface. The motion control system reaches a range end (and the rear wheel is maximally removed from the planar surface).

In the present disclosure, a position / operating state of the motion control system may be designated by a fraction / percentage of the total travel range of the motion control system from the position / operating state of the first end of the range in the direction of the second end position / operating state. The fraction / percentage of travel may e.g. as a function of an angle between any two components of the motion control system, as a function of an angle between any component of the motion control system and a part of the first / second frame part and / or as a function of a distance along a (linear / curved) trajectory of (the) (at least a portion of) at least one component of the motion control system.

An operating state of the motion control system when the vehicle is on a flat surface in a non-dynamic, payload-bearing condition (where the terrain-engaging elements of the vehicle contact the flat surface) may be referred to as a "neutral payload condition". Storage condition ". The payload state may be a state in which the vehicle carries a payload in the range of 50 kg to 150 kg, e.g. the range from 50 kg to 100 kg. Similarly, a position / operating condition that differs from the neutral, load-bearing condition by less than 25%, less than 20%, or less than 10% of the total travel range of the motion control system may be referred to as a near-neutral, viable condition. " The neutral, load-bearing state may be a position / operating state in the range of 15% to 35% of the first position / operating state at the end of the range.

In the present disclosure, the term "climbing" (also referred to as "jacking up" or "anti-squatting") may be understood as an operating condition in which the first pivot / bottom bracket is higher (ie farther from the terrain) than the first pivot / Bottom bracket in neutral, load-bearing condition. Similarly, the term "sag" (also referred to as "squat") may refer to an operating condition in which the first pivot / bottom bracket is lower (i.e., closer to the ground) than the first pivot / bottom bracket. Payload condition. Nonetheless, the term "sag" may also refer to a position / operating state relative to the first position / operating state at the end of the range from where the neutral, load-bearing state may be said to be in the range of 15% to 35%. say.

• • (optional, abhängig beispielsweise davon, ob das Fahrzeug ein solches gespanntes Antriebsstrangelement aufweist) ein Spannen eines Antriebsstrangelements (z.B. einer Kette oder eines Riemens), das Antriebsenergie von dem ersten Rahmenteil zu (einer von ihm getragenen) Antriebsachse (eine angetriebene Achse, die von dem zweiten Rahmenteil getragen wird) überträgt,
• •  
• • eine Vorwärtsbeschleunigung des zweiten Rahmenteils, und
• • eine Beschleunigung einer Nutzlast, die von (dem Sitzstützabschnitt von) dem ersten Rahmenabschnitt gestützt wird.
• •  

Das Bewegungssteuersystem kann den Gleichgewichtszustand als Reaktion auf die Vorwärtsbeschleunigung des zweiten Rahmenteils annehmen, z.B. in Reaktion auf die Kräfte, die eine solche Beschleunigung bewirken und daraus resultieren. Zum Beispiel (das Bewegungssteuerungssystem kann so konfiguriert und angeordnet sein, dass) die auf das Bewegungssteuerungssystem ausgeübten Kräfte auf (mindestens eine Komponente von) das Bewegungssteuerungssystem auf eine Weise einwirken (können), in die sich das Bewegungssteuerungssystem hineinbewegt der Gleichgewichtszustand (falls nicht bereits im Gleichgewichtszustand). Die Vorwärtsbeschleunigung des zweiten Rahmenteils kann eine (sanfte, im Wesentlichen neutrale / sanfte neutrale) Vorwärtsbeschleunigung (z.B. wie nachstehend beschrieben) sein, die sich aus einer Antriebskraft ergibt, die durch das Geländeeingriffselement, z.B. ein Rad, das von dem zweiten Rahmenteil getragen wird.The motion control system may assume (be configured and arranged) an equilibrium state, ie an operating state in which (at least two / all) forces acting on / acting on the motion control system are in equilibrium, eg the forces transmitted to the motion control system are (exclusively) by

• • (optionally, depending, for example, on whether the vehicle has such a tensioned drive train element) tensioning a drive train element (eg, a chain or belt), the drive energy from the first frame part to (a drive axle supported by it) (a driven axle) carried by the second frame part) transmits,
• •
• • a forward acceleration of the second frame part, and
• An acceleration of a payload supported by (the seat supporting portion of) the first frame portion.
• •

The motion control system may assume the equilibrium state in response to the forward acceleration of the second frame member, eg, in response to the forces causing and resulting from such acceleration. For example (the motion control system may be configured and arranged such that) the forces exerted on the motion control system may act on (at least one component of) the motion control system in a manner in which the motion control system moves into the equilibrium state (if not already in FIG equilibrium state). The forward acceleration of the second frame member may be a (gentle, substantially neutral / gentle neutral) forward acceleration (eg, as described below) resulting from a drive force provided by the terrain engaging member, eg, a wheel carried by the second frame member.

The assumption of the equilibrium state in response to a forward acceleration of the second frame part may depend on the current position / state of operation of the Motion control system at the beginning of the forward acceleration depend. The motion control system may assume the equilibrium state in response to the forward acceleration of the second frame member when the motion control system is in the neutral, payload-bearing, or near-neutral, payload-bearing condition at the beginning of the forward acceleration. Bearing condition exerted by (driven) acceleration a force on the second frame part (on the second axis of rotation) in a purely forward direction. Similarly, the motion control system may assume the state of equilibrium in response to a forward acceleration of the second frame member regardless of the current position / operating state of the motion control system at the beginning of the forward acceleration.

The motion control system may assume the state of equilibrium relative to the front frame section and the rear frame section due to a geometric arrangement (of the components forming the motion control system). For example, the motion control system may be geometrically configured and arranged (relative to the front frame member and the rear frame member) such that the forces applied to the motion control system act on the motion control system (at least a component thereof) in a manner that places the motion control system in an equilibrium state (if not already in equilibrium state).

The (components forming the) motion control system may be configured and arranged (relative to the front frame member and the rear frame member) (geometrically) such that a range of motion of the motion control system is restricted in such a way that the motion moves in response to the (driven) forward acceleration of the second frame member (eg, in response to the forces causing and resulting from such acceleration) towards the steady state (to steady state).

The tensioning of a driveline element (in the (nearly) neutral, load-bearing state or in any position / operating state of the motion control system) may exert a force on the motion control system (which urges / moves the motion control system) toward a third position / operating state. The driveline element may be a driveline element (e.g., a chain or belt) that transmits drive energy from the first frame member (from a drive axle carried by it) to the second frame member (from a driven axle supported by it). The third position / the third operating state may be the first end position / the first operating state. Similarly, the third position / state may differ from both the first end-of-range position / first state of operation and the second end-of-range position / state. The third position / third operating state may be less than 10% or less than 5% of the total travel range of the motion control system from the first position / operating state at the end of the range. The percentage of travel may e.g. as a function of an angle between any two components of the motion control system, as a function of an angle between any component of the motion control system and a part of the first / second frame part and / or as a function of a distance along a (linear / curved) trajectory of (the) (at least a portion of) at least one component of the motion control system.

The (instantaneous) amount of force exerted on the motion control system (in the third position / third state of operation) by the tensioning of the drive train element may depend on the (instantaneous) magnitude of the tension force that causes the powertrain tensioning drive train element. Similarly, the (instantaneous) magnitude of the force exerted on the motion control system (in the third position / third operational state) by the tensioning of the drive train element may depend on the (current) operating state of the motion control system. The (instantaneous) magnitude of the force exerted on the motion control system (in the third position / third operational state) by the tensioning of the drive train element in response to the force

The (current) operating state of the motion control system may have a minimum, eg zero at the third position / in the third operating state. Specifically, the (components that constitute) the motion control system may be configured and arranged (geometrically) such that the (instantaneous) magnitude of the force applied to the motion control system (in a third position / third operational state) by the tension of the Powertrain elements depending on the (current) operating state of the motion control system has a minimum, eg zero, in the third position / in the third operating state (which is from the first end position / the first operating state and / or the second end position / the second operating state differs). In an operating state of the motion control system between the second end position / the second operating state and the third position / the third operating state, tensioning the drive train element may exert a force on the motion control system urging the motion control system toward the first end position / operating state. In an operating state of the motion control system between the first end position / the first operating state and the third position / the third operating state, tensioning the drive train element may exert a force on the motion control system urging the motion control system toward the second end position / operating state. The current position / operating state of the third position / operating state may be variable.

The current position / operating state of the third position / operating state may depend on the instantaneous angle of the force exerted by the tensioning of the drive train element on the motion control system. The instantaneous direction of the force exerted on the motion control system by the tensioning of the driveline member may depend on the size of a front and / or rear sprocket of the driveline that causes the tensioning. The tensioning of the driveline element may induce a first force on the first axis of rotation in a direction parallel to the (tensioned) driveline element (and with a rearward component). Thus, the first force may exert a force on the first frame portion which, in turn, may apply force to the motion control system (which urges / moves the motion control system) towards the third position / state. In addition, the tensioning of the drive train member / force may induce torque on the first frame portion relative to an instantaneous center (e.g., as described in more detail below) of the motion control system.

Similarly, the tensioning of the driveline element may induce a second force on the second axis of rotation in a direction parallel to the (tensioned) driveline element (and having a forward component). Thus, the second force may exert a force on the second frame member, which in turn may exert force on the motion control system (which urges / moves the motion control system) towards the third position / state. In addition, the tensioning of the drive train element / force may induce torque on the second frame part relative to the current center of the motion control system. For a given tension of the drive train element, the motion control system may exert a first force on the motion control system in the third position / third state of operation direction. At the same time, an acceleration of the payload due to a driving force associated with the tensioning of the drive train element may exert a second force on the motion control system in the direction of the second end position / second operating state.

The relationship between the drive force and the tension of the drive train element may depend on an actual combination of driving sprocket and driven sprocket. In the present disclosure, as in the prior art, the ratio of the first force to the second force may be referred to as an "anti-squat value".

The motion control system may be configured such that (for a given combination of driving sprocket and driven sprocket) the anti-squat value in the operating range varies by not more than 20%, not more than 15%, or not more than 10% in the range say from 0% to 70%, eg in the range of 30% to 70% or 20% to 60% sag (compared to a minimum value of the anti-squat value in this range). The motion control system may be configured such that (for a given driving sprocket and driven sprocket combination) the anti-squat value is not more than 120% and not less than 100% in the range of operating states ranging from 0% to 70%. say, eg in the range of 30% to 70% or 20% to 60% sag. The motion control system may be configured such that (for a given combination of driving sprocket and driven sprocket) the anti-squat value is not more than 100% and not less than 60%, e.g. in the range of 60% to 100% or in the range of 80% to 100%), in the range of operating states in the range of 0% to 20% sag or in the range of 0% to 30%>.

The acceleration of the payload supported by (the seat supporting portion of) the first frame portion may apply a force to the movement (in the (nearly) neutral payload-carrying state or in any position / any operating state of the motion control system) which urges / moves the motion control system) towards the second end position / second operating state. The (instantaneous) magnitude of the force applied to the motion control system (toward the second end position / operating state) by the acceleration of the payload may depend on the (current) magnitude of the acceleration of the payload. Likewise the (instantaneous) The magnitude of the force exerted on the motion control system (toward the second end position / operating state) by the acceleration of the payload may depend on the (current) operating state of the motion control system.

The acceleration of the second frame portion resulting from a driving force exerted by the terrain engaging member carried by the second frame portion may apply a force to the second frame portion (at the second rotation axis) in a direction (opposite to the driving force). transmitted to the surrounding terrain by the terrain engaging element; and) perpendicular to an imaginary line connecting the second axis of rotation and a (momentary) contact point of the terrain engaging element with the surrounding terrain. Thus, the (instantaneous) direction of a force exerted on the second frame portion due to a driven acceleration of the second frame portion may depend on the contour of the surrounding terrain and / or the position / operating state of the motion control system and may have a forward / horizontal component , In the present disclosure, the term "forward acceleration" may be understood as (driven) acceleration of the second frame portion exerting a force on the second frame portion (at the second rotation axis) whose magnitude is the vertical component force less than 20%, is less than 10% or less than 5% of the magnitude of the forward / horizontal component of the force.

In the present disclosure, the term "gentle, substantially neutral forward acceleration" may be understood as (driven) acceleration of the second frame member when the vehicle is on a (substantially) smooth surface and when the motion control system in the (substantially neutral, load-bearing state (eg, as defined above, but with the difference that the second frame part is experiencing acceleration in the present context, while the above definition of the neutral, load-bearing state defines a "location" of the neutral, load-bearing state in the context of a non-dynamic environment As such, the term "neutral" in contexts involving acceleration may be understood as expressing that the motion control system is at a "location" that corresponds to a (non-dynamic) neutral position / state, the one (angetr iebene) acceleration imparts a force on the second frame part (on the second rotation axis) in a purely forward direction.

In the present disclosure, the term "gentle neutral forward acceleration" may be understood as a (driven) acceleration of the second frame member when the vehicle is on a (substantially) smooth flat surface and when the motion control system is in the neutral position. Payload state (e.g., as defined above) in which a force is applied to the second frame part (on the second rotation axis) in a purely forward / horizontal direction by (driven) acceleration.

Forward acceleration of the second frame member may exert a force on the motion control system (which urges / moves the motion control system) towards a fourth position / state (when the motion control system is in the (near) neutral position) apply payload state). In particular, a gentle neutral forward acceleration of the second frame member may exert a force on the motion control system (urging / moving the motion control system) towards a fourth position / state of operation. The fourth position / the fourth operating state may be the first end position / the first operating state. Similarly, the fourth position / fourth operating state may differ from both the first end-of-range position / the first operating state and the second end-of-range position / the second operating state. The fourth position / fourth operating state may be less than 10% or less than 5% of the total travel range of the motion control system from the first position / operating state at the end of the range. The percentage of travel may e.g. as a function of an angle between any two components of the motion control system, as a function of an angle between any component of the motion control system and a part of the first / second frame part and / or as a function of a distance along a (linear / curved) trajectory of (the) (at least a portion of) at least one component of the motion control system.

The current position / operating state of the fourth position / operating state may be variable. The current position / state of operation of the fourth position / current operating state may depend on the current direction and / or the current magnitude of the forward acceleration of the second frame part. The (instantaneous) magnitude of the force applied to the motion control system by the forward acceleration (toward the fourth position / fourth operational state) may depend on the magnitude and / or direction of the forward acceleration. Similarly, the magnitude and / or direction of the force exerted on the motion control system (in a fourth position / fourth mode direction) by the forward acceleration may depend on the (current) operating state of the motion control system. The (instantaneous) magnitude of the force exerted by the forward acceleration in response to the (current) operating state of the motion control system on the motion control system (in the fourth position / fourth mode state) may be at a minimum. eg zero, fourth place / operating state.

Specifically, the (components that constitute) the motion control system may be configured and arranged (geometrically) such that the (instantaneous) amount of force exerted on the motion control system (in a fourth position / fourth mode direction) by them The forward acceleration depending on the (current) operating state of the motion control system has a minimum, eg Zero, fourth place / operating state. In the fourth position / fourth mode, the vector may point to the forward acceleration to the current center of the motion control system (e.g., as described below). In an operating state of the motion control system between the second end position / the second operating state and the fourth position / the fourth operating state, a (gentle, substantially neutral) forward acceleration may exert a force on the motion control system urging the system to move toward the first end position first operating state.

The forward acceleration of the second frame member (eg, resulting from a drive force exerted by a terrain engaging member supported by the second frame member) may also exert a force on the motion control system (which urges / moves the motion control system) in the direction of the second end position / Operating state. The (instantaneous) amount of force exerted on the motion control system (toward the second end position / operating state) by the forward acceleration of the second frame portion may depend on the (instantaneous) magnitude of the user mass acceleration. Also, the magnitude of the force applied to the motion control system (in a direction of the second range end position / operating state) by the forward acceleration of the second frame part may be determined by the (current) operating state of the dependent motion control system.

The (components constituting the) motion control system may be configured and arranged (geometrically) (relative to the first frame portion and the second frame portion) to be in an equilibrium position (an equilibrium operation state (different from at least one of the first)). end-of-range position / operating state and the second end-of-range position / operating state), the sum of the (aforementioned) forces which drive the motion control system in the direction of the first end-of-range position / Operating state (eg due to the tension of the drive train element and / or the forward acceleration of the second frame part) and the (aforementioned) forces that the motion control system towards the second end-range position / operating state (eg by the payload acceleration) are in equilibrium. The motion control system may be (mechanically) self-stabilizing, e.g. When the vehicle is on a smooth, level surface and a driving acceleration force is exerted on the second frame portion.

The motion control system may be self-stabilizing in the sense that the motion control system in response to (a respective set of) forces (momentarily) applied to the motion control system (via the first and / or second frame part), e.g. by a user, the vehicle's environment and / or gravity is capable of providing a corresponding (stable) operating condition (without the aid of (any other) systems) without the aid of an energy management device such as an engine. Spring and / or liquid shock absorbers). The statement that the motion control system is able to assume a corresponding (stable) operating state without the aid of (any) other systems does not exclude the existence of such another system. Instead, this statement merely emphasizes the ability of the motion control system to assume such a corresponding (stable) operating state without the aid of (any) other systems, whether such other system exists or such assistance occurs. The respective (stable) operating state may differ from the first end-of-range operating state and / or the second end-of-range operating state.

The respective (stable) operating condition may be stable in the sense that the forces exerted on the motion control system are aided by 1) a (gentle, substantially neutral) forward acceleration of the second frame member and 2) an acceleration of a payload, the first Frame part is in balance. Likewise, the respective (stable) operating condition may be stable in the sense that the forces exerted on the motion control system by 1) transferring tension of a drive train element (transmitting drive energy from a drive axle supported by the first frame member to a driven axle supported by the second frame member)). , 2) a (gentle, substantially neutral) forward acceleration of the second frame member, and 3) an acceleration of a payload carried by the first frame member are in equilibrium. The self-stabilization of the motion control system may be mechanical in the sense that the motion control system (passive) assumes the respective (stable) operating state due to the mechanical kinematics of the motion control system.

The motion control system may be configured and arranged to exert a force on the first frame member in response to a (gentle, substantially neutral) forward acceleration of the second frame member that accelerates the seat support member (immediately) in a forward direction. In addition, the motion control system may be configured and arranged to exert a force on the first frame member in response to a (gentle, substantially neutral) forward acceleration of the second frame member that (immediately) accelerates the seat support member in a forward direction upon acceleration, which is not less than an acceleration of a drive train axis carrier (the first frame part) in the forward direction. As such, the motion control system may apply the force such that the acceleration of the seat support portion does not lag behind / be less than the acceleration of the powertrain axis carrier than it is, e.g. the bottom bracket (shell). The motion control system may be configured and arranged to exert a force on the first frame member in response to a (gentle, substantially neutral) forward acceleration of the second frame member that (immediately) engages the seat support member in both a forward and an upward direction ,

The forward acceleration of the second frame member may be a forward acceleration resulting from a (off-the-road) driving force emanating from a wheel carried by the second frame member. The acceleration of the seat support portion may be "immediate" in the sense that the forward acceleration of the second frame portion and acceleration of the seat support portion begin (substantially) simultaneously (apart from a time delay attributable to machining tolerances)) fitting tolerances of components that need to cooperate ) to apply the force to the first frame part and / or to convert forces of the forward acceleration of the second frame part into the force on the first frame part). The acceleration of the seat support portion may be "immediate" in the sense that the motion control system need not move (relative to the first / second frame portion) in response to the forward acceleration of the second frame portion to transmit the force to the first frame member that supports the seat support member accelerated (in forward / upward direction).

Moreover, the acceleration of the seat support portion may be "immediate" in the sense that the forward acceleration of the second frame portion induces movement (of components) of the motion control system (relative to the first / second frame portion). This movement transfers the force to the first frame member, the forward acceleration of the second frame member, the motion control system components and the acceleration of the seat support member commence (substantially) simultaneously (except for a time delay) due to machining tolerances / (designed) fitting tolerances Components that cooperate to apply the force to the first frame member and / or to convert forces of the forward acceleration of the second frame member into the force on the first frame member).

The motion control system may apply the force (to the first frame part) in a plurality of operating states of the motion control system. In other words, the motion control system may be capable of applying the force (to the first frame part) in each of a plurality of operating states. The plurality of operating states may include a mid-range position of the motion control system, e.g. a position midway between the first end position and the second end position. The plurality of operational states may include the neutral payload-bearing state and / or a (near-neutral) payload-bearing state (e.g., as described above). Similarly, the motion control system may apply the force independent of an operating state of the motion control system. In other words, the motion control system may be capable of applying the force (to the first frame part) in each operating state (the motion control system).

In the present disclosure, (minimum) distances, (acute) angles, relative positions, etc. that depend on a state of the motion control system may be understood to be valid (ie, measured / determined) when the vehicle is in an unloaded neutral state State) on a flat surface (with the terrain engaging elements of the vehicle touching the flat surface). Similarly, such distances, angles, relative positions, etc., may also be understood to be valid in a neutral payload-bearing state of the motion control system (eg, as defined above). Moreover, such distances, angles, relative positions, etc., may also be understood to be valid in a mid-range position of the motion control system, eg, as described above. Moreover, such distances, angles, relative locations, etc., may also be generally understood to be valid throughout the operating range of the motion control system.

The motion control system may include a first motion control device. The first motion control device may movably connect the first frame portion and the second frame portion.

Similarly, the motion control system may include a second motion control device. The second motion control device is capable of movably connecting the first frame portion and the second frame portion. The first motion control device and / or the second motion control device may form a component of the motion control system. The motion control system may consist of the first motion control device and the second motion control device. The first motion control device may be disposed over the second motion control device. As such, a location (of a top part and / or a bottom part of the first motion control device) may be higher than a location (of a top part of the second motion control device) measured in a vertical direction. The first motion control device may be pivotally / rigidly connected at a first location to the second frame portion. The second motion control device may be pivotally connected to the second frame member at a second location that is a fixed distance from the first location.

The motion control system may be configured such that (regardless of a position / operating state of the motion control system), the first motion control device and / or the second motion control device are under tension whenever a forward acceleration is applied to the second frame part (at the second rotation axis). Similarly, the motion control system may be configured such that (regardless of a position / operating state of the motion control system), the first motion control device and / or the second motion control device are compressed at each forward acceleration, the second frame part (at the second rotation axis).

The motion control system may be a 4-bar linkage. A part of the front frame part may form a first rod of the four-bar linkage, the first motion control device may form a second rod of the four-bar linkage, a part of the rear frame part may form a third rod of the four-bar linkage and the second motion control device may have a fourth rod of the four-link link. Forming rod connection.

The first motion control device may comprise a sliding element, e.g. a component configured to slidably engage another component (the motion control system, the first frame member, and / or the second frame member). For example, the slider can slidably engage the seat tube. (As noted above, the term "seat tube" is used to refer to the seat tube, upper seat tube section and lower seat tube section for readability.) The second frame member may be pivotally connected to the slide member. The slider may have a first (circular) projection and a second (circular) projection (diametrically opposite the first projection). The second frame part can be connected (pivotably) to the first and / or the second projection. For example, the second frame part may have at least one (circular) opening / at least one tubular structure configured to engage with the first / second protrusion (rotatable).

The sliding element may have a tubular structure. The tubular structure may be referred to as a "sleeve." The sliding member may define a lumen having a constant cross section relative to a longitudinal / sliding axis (of the sliding member). The cross section may be circular, oval or (rounded) polygonal, e.g. (rounded) rectangular or (rounded) triangular, cross-section.

The slider may slidably engage with the aforesaid other component (the motion control system, the first frame member, and / or the second frame member), eg, the seat tube such that the slider slides parallel to a longitudinal axis of the other member. For example, the slider may have a (tubular / generally tubular) structure that (at least partially) surrounds an outer periphery of the other component. As such, the other component may extend into / through a lumen of the slider, eg along a longitudinal axis of the slider. The slider may have an inner wall that engages an outer wall of the other component. Similarly, the other component may include a (tubular / generally tubular) structure that (at least partially) surrounds an outer periphery of the slider. As such, the slider may extend into / through a lumen of the other component, eg, along a longitudinal axis of the other component.

The sliding element may have an outer wall which engages an inner wall of the other component. The slider may be shaped to slidably engage with the other component in a manner that prevents rotation of the slider circumferentially relative to a longitudinal axis of the other component. Similarly, the other component may be shaped to slidably engage the slider in a manner that prevents rotation of the slider in a circumferential direction relative to (a longitudinal axis of) the other component. The sliding element may have an internal shape, e.g. apart from fitting tolerances, it fits an outer shape of the other component.

The seat tube and / or the aforementioned other component, which may be the seat tube, may be configured such that an acute angle is provided between a longitudinal axis of the seat tube / other component and an imaginary straight line through the first and second axes of rotation Range from 30 ° to 60 °, eg in the range of 40 ° to 50 °. In particular, the seat tube and / or the other component may be configured such that a minimum acute angle, an average acute angle and a maximum acute angle between a longitudinal axis of the seat tube / the other component and an imaginary straight line through the first and second rotation axis in the range of 30 ° to 60 °, eg in the range of 40 ° to 50 °. The seat tube and / or the other component may be configured such that the seat tube / other component is inclined downwardly forward. As such, the seat tube / other component may be configured such that a rear portion (a longitudinal axis) of the seat tube / other component is higher than a forward portion (the longitudinal axis) of the seat tube / other component.

A portion of the sliding member slidably engaged with the aforementioned other component, e.g. The seat tube may have a length of at least 8 cm, at least 12 cm or at least 16 cm. The length may be measured in one direction / along a path parallel to a longitudinal axis of the other component. The portion of the sliding member slidingly engaged with the other member may have a (minimum) diameter of at least 3 cm, at least 6 cm, at least 9 cm, or at least 12 cm. The diameter may be measured from a first location on a wall / surface of the slider which slidably engages the other component to a second location on the wall / surface of the slider which slidably engages the other component. The first place can be located opposite the second place. For example, the second location may be at an intersection of the wall / surface and a line passing through the first location and perpendicular to a plane tangent to the wall / surface at the first location.

The sliding element may comprise at least one rolling element, e.g. a rolling bearing and / or a ball bearing. The rolling element may contact a surface of the aforementioned other component (the motion control system, the first frame part, and / or the second frame part) in which the sliding element slidably engages. For example, the rolling element can touch a surface of the seat tube. Likewise, the other component in which the sliding element slidably engages may comprise at least one rolling element, e.g. a rolling bearing and / or a ball bearing. For example, the seat tube may comprise at least one rolling element. The rolling element may contact a surface of the sliding element.

The first movement control device may comprise a leaf-shaped component, eg a leaf spring. The sheet-shaped component may represent a bending element. A first edge portion of the sheet-like component may be pivotally connected to the first frame portion, eg connected to the seat tube, and a second edge portion of the sheet-like member may be pivotally connected to the second frame portion. The sheet-like component may consist (substantially) of a material selected from the group consisting of steel and carbon fibers. The sheet-like component can withstand a torsion applied to the sheet-like component via the first and second edge portions with a force that is at least five, at least ten or at least twenty times greater than a force with which the sheet-shaped component a resists bending applied to the sheet-like member via the first and second edge portions. By bending, in the present context, a movement of the first edge portion in the direction of the second edge portion (in a direction that is not coplanar with the sheet-like component) can be understood without changing an orientation of the first edge portion relative to the second edge portion.

In the present context, torsion can be understood as meaning a movement of the first edge section in the direction of the second edge section (in a direction which is not coplanar with the sheet-shaped component), which changes an orientation of the first edge section relative to the second edge section.

The first motion control device may comprise an eccentric. The eccentric may include / define a first rotation axis and a second rotation axis, wherein the second rotation axis is parallel to and offset from the first rotation axis. The second axis of rotation can be offset from the first axis of rotation by at least 1 cm and / or by at most 8 cm. The eccentric (or a part of the eccentric) may be rotatably mounted in the first frame part / rotatably connected thereto, e.g. such that a location of the first axis of rotation is fixed relative to at least one component of the first frame part. Similarly, (a part of) the eccentric may be rotatably mounted / rotatably connected to the second frame part, e.g. such that a location of the second axis of rotation is fixed relative to at least one component of the second frame part.

The second motion control device may comprise a rigid connection. The rigid connection may be pivotally connected to the second frame part, e.g. at a location farther from the second axis of rotation than a location at which the first motion control device is connected to the second frame portion. For example, the rigid connection may be pivotally connected to an end portion of the second frame part which is farthest from the second rotation axis. The end region may be located behind a foremost region / edge of the second frame part. The end area may not be more than 20%, not more than 10% or not more than 5% of a (total) volume of the second frame part. The rigid connection may be pivotally connected to the second frame member at a position that is 30% farthest forward, 20% farthest forward or 10% farthest forward of the second frame member and / or farthest forward 30%. the lowest 20%, the lowest 10% or the lowest 5% (of the aforementioned 30% / 20% / 10% at the foremost end) of the second frame part.

The rigid connection may be pivotally connected to the first frame part, e.g. at one point in the lowest 30%), the lowest 20%, the lowest 10% or the lowest 5% of the first frame part and / or in the backmost 30%, the backmost 20%, the backmost 10% or the furthest back 5 % (of the aforementioned lower (largest) part) of the first frame part. A pivot axis of a pivot connection of the rigid connection with the first frame part may be coaxial with the first axis of rotation. The rigid connection may be pivotally connected to the first frame portion at a location that lies upwardly and / or forwards from a location at which the rigid connection is pivotally connected to the second frame portion. The rigid member may be "rigid" in the sense that a distance between a connection of the rigid member to the first frame member and a connection of the rigid member to the second frame member is fixed and does not vary more than 5%. or does not vary by more than 1% (if the vehicle is subject to (typical) use).

At least 80%, at least 90%, or (essentially) a whole of the motion control system, e.g. from the first motion control device and / or the second control device may be (by volume and / or by weight) a material selected from the group consisting of steel, aluminum and carbon fiber. Similarly, at least 80%, at least 90%, or (substantially) an entirety of the first motion control device and / or the second control device (by volume and / or weight) may be a material selected from the group consisting of steel , Aluminum and carbon fiber. For example, an entirety of the motion control system / first motion control device / second motion control device may be made of such material, except for sockets and / or threaded elements, e.g. for connecting the first / second frame part to other structures of the vehicle. Such bushings and / or threaded elements may require wear characteristics and / or machining tolerances that are not achievable with aluminum or carbon fiber.

The motion control system may movably interconnect the first frame portion and the second frame portion such that movement of the second frame portion relative to the first Frame section is limited to a movement substantially in the plane. For example, the movement of the second frame part relative to the first frame part may be restricted to a plane orthogonal to the first rotation axis and / or to a plane defined by the top tube and the down tube.

The movement of the second frame member relative to the first frame member may be restricted (by the motion control system) to such in-plane movement by the slider, the sheet-like component, the eccentric, and / or the rigid connection. For example, movement of the second frame member relative to the first frame member (by the motion control system) may be limited to such movement in the plane due to a relative shape of the slider member to the aforementioned other component (of at least one of the motion control system, the first frame member, and the second frame part) into which the slider slidably engages. As noted above, the slider may have a (partially) oval or (rounded) polygonal cross-section (slidably engaged with the other component).

The (aforementioned) tensioning of the drive train element may exert a first force on the second motion control device. The driveline element may be a driveline element (e.g., a chain or belt) that transmits drive energy from the first frame member (from a drive axle carried by it) to the second frame member (from a driven axle supported by it).

(The motion control system may be configured and arranged such that) a force exerted on the motion control system by obstacle avoiding movement of the second frame part exerts a second force on the second motion control device that is not more than 45 ° not more than 30 °, not more than 20 ° or not more than 15 ° from the vertical to the first force. The first force may be a tension force that biases the second motion control device (between a first connection point with the first frame portion and a second connection point with the second frame portion). Similarly, the first force may be a compression force that compresses the second motion controller (between a first connection point to the first frame portion and a second connection point to the second frame portion). The second force may be a pivoting force that pivots the second motion control device relative to the first connection point and / or the second connection point.

The vehicle may include an energy management system. The energy management system may be disposed (at least in part) between the first frame portion and the second frame portion. The energy management system may be pivotally connected (at least at one connection point) to the first frame portion (located between the first frame portion and the second frame portion) and may be pivotally connected to the second frame portion (at least one connection point). The energy management system may apply to the first frame part and the second frame part forces (of user settable size) which among other things define the neutral, bearing state. The energy management system may be configured such that the vehicle in the neutral, load-bearing state has a sag in the range of 15% to 35%. The energy management system may be configured such that when the vehicle is in a neutral (i.e., non-dynamic) unloaded state, the motion control system assumes the first position / operating state of the range end.

In other words, the first end-of-range state / operating state may correspond to the neutral, unloaded state of the vehicle.

The energy management system may affect an exchange of kinetic energy between the first and second frame members. The energy management system may cause a time delay in transmission of kinetic energy from the first frame part to the second frame part. Similarly, the energy management system may cause a time delay in transmission of kinetic energy from the second frame member to the first frame member. The energy management system may receive a first amount of kinetic energy from the first frame portion and / or the second frame portion and output a second amount of kinetic energy (with a time delay) to the first frame portion and / or the total in response to receiving the first amount of kinetic energy second frame portion, wherein the second amount of kinetic energy is less than the first amount. The energy management system may dissipate an amount of energy corresponding to a difference between the first amount of kinetic energy and the second amount of kinetic energy as heat. The energy management system can be a (purely) mechanical system.

The energy management system can be a (purely) passive system.

The energy management system may include a shock absorber. The shock absorber can connect the first and the second frame part with each other. The shock absorber may be pivotally connected to the second frame part. The shock absorber may be pivotally connected to the first frame part, e.g. to the top tube or down tube. The shock absorber may be configured to induce shortening / lengthening of a distance between a pivot axis at which the shock absorber is connected to the second frame part and a pivot axis at which the shock absorber is connected to the first frame part Spring travel of the shock absorber.

An operating state that the energy management system has when no external forces (which would cause a (significant) change in the operating state) act on the energy management system may be referred to as a "neutral state". Likewise, the neutral state may be an operating state in which the energy management system does not store any potential energy (which can be converted into kinetic energy by the energy management system). The "neutral state" of the energy management system can also be understood in the present disclosure to be the non-dynamic operating state which the energy management system assumes when the vehicle is in the neutral, load-bearing state. As such, in the neutral, payload-bearing state, the energy management system may store (substantially) no potential energy other than the energy to be transferred from the payload as the vehicle transits from the first end-shift / first operating state to the neutral, load-bearing state at which the potential energy is not permanently released until the payload is removed / the user descends.

The motion control system and the energy management system may be configured so that the (inherently limited) range of motion control system restricts the movement of the energy management system to the (intended) allowable range of motion of the energy management system.

The energy management system may include at least one material and / or component that absorbs and stores energy, i. converts kinetic energy into potential energy, e.g. by elastic deformation, when the power management system transitions to a first operating state different from the neutral state. The material may be an elastic material. The component may be a (steel / air) spring. The energy management system (at least one material and / or component) may be configured to convert the stored (potential) energy into kinetic energy when the energy management system transitions from the first operating state to the neutral state. More generally, the energy management system may include at least one material and / or component that converts kinetic energy into potential energy when the energy management system transitions to any operating state (within the range of motion of the energy management system) that is different from the neutral state Material and / or a component that converts potential energy into kinetic energy as the energy management system transitions from any operating state to the neutral state.

The energy management system can comprising at least one material and / or component that converts kinetic energy into potential energy as the energy management system transitions from the neutral state, ie, from any operating state (within the range of motion of the energy management system) to another (within the Movement range of the energy management system) further away from the neutral state, wherein at least one material and / or component converts the potential energy into kinetic energy when the energy management system "towards" the neutral state, ie to each operating state of each other operating state. For the sake of brevity, such conversion of kinetic energy into potential energy and such conversion of potential energy into kinetic energy will be referred to as "lossless conversion" as a shorthand notation.

Similarly, the energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system transitions to a first operating state other than the neutral state. The material can be a (viscous) oil. The component may be a friction surface. The component may be a nozzle. The energy management system (at least one material and / or component) may be configured to convert kinetic energy into heat when the energy management system transitions from the first operating state to the neutral state. More generally, the energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system transitions to a non-neutral state (within the range of motion of the energy management system), wherein at least one material and / or component thereof In addition, kinetic energy can be converted to heat as the energy management system transitions from any operating state to the neutral state.

The energy management system may include at least one material and / or component that converts kinetic energy into heat when the energy management system is in the neutral state, i. from any operating state (within the travel range of the energy management system) to another (within the range of movement of the energy management system) further away from the neutral state, wherein at least one material and / or component may further convert kinetic energy into heat when the power management system goes "in the direction" of the neutral state, ie in any operating condition from any other operating condition. For the sake of brevity, such a kinetic energy to heat conversion is referred to as a "lossy conversion" as a shorthand notation.

A ratio of lossless conversion to total (i.e., lossy plus lossless) conversion exhibited by the energy management system may depend, inter alia, on an operating state of the energy management system, e.g. on a "route" of the current operating state of the neutral state (driving technique) and / or on whether the energy management system "off" or "goes" to the neutral state. The ratio of lossless conversion to total (i.e., lossy plus lossless) conversion exhibited by the energy management system may be user settable, e.g. by means of switches and / or dials (as known in the art). Accordingly, the ratio of lossless conversion to overall conversion exhibited by the energy management system may depend, inter alia, on a (user settable) mode of the energy management system. The following two paragraphs have been retained only to obtain the disclosure of the priority application and are superseded by any opposing definitions in the present disclosure.

The energy management system may be configured such that the vehicle has a slack (a.a. "squat") in the range of 15% to 35% in a neutral (i.e., non-dynamic) payload condition.

The payload state may be a state in which the vehicle carries a payload in the range of 50 kg to 100 kg. In the present disclosure, the term "slack" (also referred to as "squat") may be understood as an operating condition in which the first pivot / bottom bracket is lower (ie closer to the ground) than the first pivot / bottom bracket in an unloaded, neutral one State. Slack can be expressed as a percentage of travel between an unloaded, neutral state and a

(respective) area end (e.g., as limited by the motion control system). In the present disclosure, the term "climbing" (also referred to as "jacking up" or "anti-squatting") may be understood as an operating condition in which the first pivot / bottom bracket is higher (ie farther from the ground) than the first pivot / Bottom bracket in unloaded, neutral condition. The slope may be expressed as a percentage of the motion between an unloaded, neutral state and a (respective) range end (e.g., as limited by the motion control system).

The unloaded neutral state may correspond to a mid-range position of the motion control system, e.g. as defined above. Defining the unloaded neutral state on a linear scale representing a percentage of the total amount of linear sliding movement allowed on the slider by the operating range of the motion control system, or a percentage of the total amount of rotation allowed on a pivot point of the motion control system first / second frame part through the operating range of the motion control system where one (full) rise end of the motion control system equals 0%, the mid-range position equals 50% and one (full) tail end of the motion control system equals 100%, the unloaded, neutral state can be in the range of 30% up to 50%, eg in the range of 30% to 40% or 40% to 50% or in the range of 50% to 70%, e.g. in the range of 50% to 60% or 60% to 70%.

As mentioned above, the properties of the energy management system may be directional. For example, the properties of the energy management system at the transition "away from the neutral state" may differ from the properties of the energy management system at the transition to "neutral state". In the following, an introduction of "kinetic energy of a deflection-inducing movement "in the energy management system can be understood as a kinetic energy introduced into the energy management system due to movement (of elements of the vehicle) resulting in further deflection, ie introduction of kinetic energy into the energy management system as the energy management system transitions in the direction of deflection, ie in the direction of a state of the energy management system that corresponds to a (complete) deflection state. Similarly, a transmission of "kinetic momentum inducing a lesser increase" into the energy management system may be understood as a kinetic energy transmitted into the energy management system as a result of movement (of elements of the vehicle) resulting in a lesser increase, d introducing kinetic energy into the energy management system as the energy management system moves toward a state of the energy management system that corresponds to a (complete) slack.

These explanations apply mutatis mutandis to similar expressions such as "kinetic kinetic energy, which causes a lower sag" and "kinetic kinetic energy, which causes a rise".

The vehicle may be configured such that at 25% slack, at least 60%, at least 70%, at least 80%) or at least 90% of - e.g. via the first and / or second axis of rotation - kinetic energy (the drag inducing movement) transmitted into the energy management system is converted into potential energy. The vehicle may be configured to range from 0% to 60% (slack), at least 60% (slack), at least 70% (slack), at least 80% (slack) or at least 90% of kinetic energy ( Inducing sag) is motion), eg Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle may be configured to transmit in a range of 40% to 75% slack, at least 50%), at least 60%, at least 70%, or at least 80% kinetic energy (slack inducing motion), e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle may be configured to provide at least 30%, at least 40%, at least 50%, or at least 60% of the transmitted kinetic energy (sag-inducing motion) in a range of 70% to 90% slack. Potential energy is converted into the energy management system via the first and / or second axis of rotation.

The vehicle may be configured to sag in a range of 90% to 0%, e.g. a range of 70% to 0% sag, not more than 15%, not more than 10%, or not more than 5% of the transmitted kinetic energy (the motion that induces a lower sag), e.g. Heat is converted into the energy management system via the first and / or second axis of rotation.

The following three paragraphs have been retained only to retain the disclosure of the priority application and are superseded by contrary definitions in the present disclosure.

The vehicle may be configured to ramp up, at least 60%, at least 70%, at least 80%, or at least 90% of the transmitted kinetic energy (ascent-inducing motion) in a range of 0% to 60%, e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle may be configured to increase in a range of 40% to 75%, at least 60%), at least 70%, or at least 80% of the transmitted kinetic energy (ascent-inducing movement), e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle may be configured to transmit in a range of 70% to 90% increase, at least 30%), at least 40%, at least 50% or at least 60% kinetic energy (from uphill-inducing motion), e.g. Potential energy is converted into the energy management system via the first and / or second axis of rotation. The vehicle may be configured to increase in a range of 90% to 0%, e.g. a range of 70% to 0% increase, not more than 15%, not more than 10%, or not more than 5% of the transmitted kinetic energy (the movement inducing a lesser increase), e.g. Heat is converted into the energy management system via the first and / or second axis of rotation.

The energy management system with 25% slack, for example, can transform at least 60%, at least 70%, at least 80%, or at least 90% of the kinetic energy (the deflection-inducing motion) into the energy management system in terms of a mid-range position (the energy management system) Energy. The Energy management system can sag in a range of 0% to 60%, eg relative to a mid-range position (of the energy management system) convert at least 60%, at least 70%, at least 80% or at least 90% of the kinetic energy (sagging motion) into the energy to management system in potential energy. The energy management system may increase in a range of 0%) to 60%), eg at least 60%, at least 70%, at least 80% or at least 90% of the kinetic energy (the ascending motion) in relation to a mid-range position (of the energy management system) the energy transform management system into potential energy. The energy management system in a range of 40% to 75% sag, for example, may have at least 50%, at least 60%, at least 70%, or at least 80% of the kinetic energy (sag-inducing motion) in energy with respect to a mid-range position (of the energy management system) convert management system into potential energy.

The energy management system may increase in a range of 40% to 75%, e.g. may convert at least 60%, at least 70%, or at least 80% of the kinetic energy (the ascending motion) transferred to the energy management system to potential in relation to a mid-range position (of the energy management system). The energy management system may sag in a range of 70% to 90%, e.g. With respect to a mid-range position (of the energy management system), at least 30%, at least 40%, at least 50% or at least 60% of the kinetic energy (the deflection-inducing movement) can be converted into the energy management system in potential energy. The energy management system may increase in a range of 70% to 90%, e.g. In terms of a mid-range position (of the energy management system), at least 30%, at least 40%, at least 50%, or at least 60% of the kinetic energy (the uphill-inducing movement) that is transmitted into the system can transform energy management system into potential energy. The energy management system may be configured to increase in a range of 90% to 0%), e.g. relative to a mid-range position (of the energy management system), e.g. A range of 70% to 0% increase, not more than 15%, not more than 10%, or not more than 5% of the kinetic energy (the movement that causes a lesser increase) introduced into the energy management system is included in Heat converted.

The energy management system may be configured to be in a range of 90% to 0% sag, e.g. relative to a mid-range position (of the energy management system), e.g. A range of 70% to 0% sag, not more than 15%, not more than 10%, or not more than 5% of the kinetic energy transferred into the energy management system (the movement causing less slack) is converted to heat.

The mid-range position (of the energy management system) may correspond to a position midway between the respective ends of the travel range of the energy management system. Defining the mid-range position (of the energy management system) on a linear scale representing a percentage of the total driving range of the energy management system, where one (full) rising end of the driving range corresponds to 0%, the mid-position equals 50%, and one (full) sag of the travel corresponds to 100% , the middle position can be in the range of 30% to 50%, eg in the range of 30% to 40% or 40% to 50% or in the range of 50% to 70%, e.g. in the range of 50% to 60% or 60% to 70%. The range of motion of the energy management system may be limited by the motion control system.

Defining the mid-range position (of the energy management system) on a linear scale representing a percentage of the total amount of linear sliding movement allowed on the slider by the operating range of the motion control system or a percentage of a total amount of rotational angle associated with the first at any pivot point of the motion control system / second frame part is allowed by the operating range of the motion control system, wherein a (full) rising end of the range of the motion control system corresponds to 0%, ie Mid-range position is 50% and one (full) tail end of the motion control system is 100%, mid-range position may be in the range of 30% to 50%, e.g. in the range of 30% to 40% or 40% to 50% or in the range of 50% to 70%, e.g. in the range of 50% to 60% or 60% to 70%.

A ratio of lossless conversion to overall conversion (ie, lossy conversion plus lossless conversion) exhibited by the combination of vehicle and payload may be characterized / defined by a "damping ratio" (as known in the art). The damping ratio can be measured / determined without consideration of a damping effect of the terrain engaging elements and / or without consideration of a damping effect of a front wheel suspension. The damping ratio may be measured (exclusively) in the form of a vibration response of the second frame portion relative to the payload bearing front frame portion, eg, in response to forces induced on the second pivot (by off-road driving). The payload may be a payload in the range of 50 kg to 100 kg. The damping ratio can be Damping ratio of less than 0.3, less than 0.2 or less than 0.1. The motion control system may be configured such that forward acceleration of the rear frame member, eg, forward acceleration resulting from a drive force exerted by a wheel carried by the rear frame member, does not reduce a range of motion of the motion control system that avoids obstacles ,

In the present disclosure, the obstacle avoiding range of movement of the motion control system may be understood as a range of motion corresponding to the motion control system between the (current) operating state (at the time of (initial) occurrence of a), e.g. a stone, a log or a bump) and a corresponding end-of-range position (to which the motion control system is limited as described above), e.g. when the motion control system transitions from the (current, current) operating state to the respective end-of-range position in response to a rear wheel of the vehicle striking the respective obstacle.

Similarly, the obstacle-avoiding motion range of the motion control system may be understood as a distance between the (respective, current) position (at least one component) of the motion control system (at the time of (initial) meeting) a respective obstacle) and the respective end-of-range Position (of the at least one component) of the motion control system). The impingement of a respective obstacle may exert a force (on the rear wheel, which in turn exerts a force) on the second axis of rotation (on the rear frame portion at) in an upward and rearward direction. An acute angle between the force on (the rear frame part at) the second rotation axis and an imaginary straight line through the first and second rotation axes may be in the range of 20 ° to 70 °, e.g. in the range of 30 ° to 60 ° or in the range of 40 ° to 50 °. In addition, the motion control system may be configured such that a forward acceleration of the rear frame member, e.g. When moving on a (substantially) smooth surface, increases the range of motion of the motion control system that eliminates obstacles.

As such, the motion control system may be configured to provide forward acceleration of the rear frame member, e.g. induces movement of the motion control system toward an end position opposite the (previously mentioned) end position (toward the motion control system in response to a tail) of the vehicle encountering a corresponding obstacle when riding on a (substantially) smooth surface ).

The motion control system may have an instantaneous center of rotation, e.g. as known in the engineering of engineering. For example, the instantaneous center of rotation may be at the intersection of a first imaginary line through points at which the first motion control device (pivotally / rigidly) is connected to the first and second frame parts, and a second imaginary line through points at which the second motion control device (pivots / rigid) is connected to the first and the second frame part. Similarly, the instantaneous center of rotation may be at the intersection of the sliding axis of the sliding element of the first motion control device and an imaginary line through points at which the second motion control device (pivotally / rigidly) is connected to the first and second frame sections.

In the neutral payload-bearing state, the instantaneous center of rotation of the motion control system may be located before and above the second axis of rotation, e.g. less than 15 cm, less than 10 cm or less than 5 cm above an imaginary horizontal line through the second axis of rotation. As such, the instantaneous center may be disposed in the neutral, load-bearing condition such that a purely forward / horizontal force on the second frame portion on the second pivot axis induces a torque relative to the instant center that drives the motor second axis of rotation in a direction that is a downward component includes.

In the neutral payload-bearing state, a horizontal location of the current center of rotation of the motion control system may be behind a (foremost) connection point of the motion control system and the first frame member. In the neutral payload-bearing state, the instantaneous center may be behind a foremost portion of the rear wheel, eg, less than 10 cm or less than 5 cm of the forwardmost portion of the rear wheel. If the motion control system is located at the center of rotation immediately at the center of rotation, it is closer to a point of contact of the rear wheel with the ground. This produces a lower moment of inertia for the movement of the rear frame member and the rear wheel about the instantaneous center of rotation, which means that for an equivalent movement as compared to a System with the current center of rotation further ahead less energy is required. This allows the rear wheel to track the ground with less force on the rear wheel and to move at a higher frequency so that the vehicle can drive over an obstacle with less energy loss.

This also means that with a shock absorber less rebound damping is required.

A horizontal location of the current center of rotation of the motion control system may advance (continuously) as the motion control system transitions from the neutral, payload-bearing state to the second end-of-travel / operating state. A horizontal location of the current center of rotation of the motion control system may remain behind a (foremost) connection point of the motion control system and the first frame part when the motion control system transitions from the neutral, supporting state to the second end position / operating state. A horizontal location of the instantaneous center of rotation of the motion control system may change by at most 20 cm, at most 15 cm, or at most 10 cm when the motion control system transitions from the neutral, load-bearing state to the second end-of-travel / operating state. A vertical location of the instantaneous center of rotation of the motion control system may change by at most 10 cm, at most 8 cm, or at most 5 cm when the motion control system transitions from the neutral, load-bearing state to the second end-of-travel / operating state.

A horizontal position of the current center of rotation of the motion control system in the neutral, load-bearing state may also be in front of a (foremost) connection point of the motion control system and the first frame part. The instantaneous center of rotation of the motion control system may be in front of the first axis of rotation defined by the first frame part, e.g. at least 5 cm, at least 10 cm or at least 15 cm. The instantaneous center of rotation of the motion control system may be located in (or at a vertical location) a lower portion of the first frame member, e.g. the lowest 30%, the lowest 20%, the lowest 10% or the lowest 5% of the first frame part. The instantaneous center of rotation of the motion control system may be in front of the seat tube. The vehicle component may be configured such that a minimum distance between the instantaneous center of rotation of the motion control system and an extension of an imaginary straight line coaxial with a drive segment of a chain / belt of the powertrain is not more than 5 cm, not more than 8 cm or not more than 10 cm. Similarly, the vehicle component may be configured so that a minimum distance between the instantaneous center of rotation of the motion control system and an extension of an imaginary straight line through the first and second axes of rotation is not more than 8 cm than 10 cm or not more than 15 cm ,

The motion control system may be configured to induce a movement of the first rotation axis in a direction of a (first) imaginary straight line through an instantaneous center of rotation of the motion control system and the second rotation axis in response to a force indicative of the second rotation axis toward the first rotation axis. The force may be a tension on a chain / belt of the drive train, e.g. a tension force is induced by the driving sprocket on a segment of the chain / belt connecting the driving sprocket and the driven sprocket. Similarly, the motion control system may be configured to induce movement of the first axis of rotation in a direction of an imaginary straight line coaxial with a drive segment of a chain / belt of the powertrain in response to a force indicative of the second axis of rotation Direction pulls the first axis of rotation.

• • von Spannen eines Antriebsstrangelements, das Antriebsenergie von einer vom vorderen Rahmenteil getragenen Antriebsachse auf eine vom hinteren Rahmenteil getragene angetriebene Achse überträgt,
• • 
• • die Vorwärtsbeschleunigung des hinteren Rahmenteils, und
• • 
• • eine Beschleunigung einer Nutzlast, die von (einem Sitzstützabschnitt von) dem vorderen Rahmenabschnitt gestützt wird,
• • 

im Gleichgewicht sind.As mentioned above, the motion control system may be configured so that when the rear frame member is accelerated, for example, by a driving force of a rear wheel supported by the rear frame member against the surrounding terrain, the motion control system assumes an equilibrium state due to a geometrical arrangement of the motion control system , Moreover, the elements forming the motion control system may be geometrically arranged such that the elements naturally move to an operating state in which forces are responsive to a (gentle, substantially neutral / gentle neutral) forward acceleration of the rear frame member they act on the motion control system

• Tensioning a drive train element that transfers drive energy from a drive axle carried by the front frame part to a driven axle supported by the rear frame part,
• •
• • the forward acceleration of the rear frame part, and
• •
• An acceleration of a payload supported by (a seat supporting portion of) the front frame portion;
• •

are in balance.

Such an operating condition may also be referred to as an "equilibrium condition". The motion control system may be configured to take the state of equilibrium with the aid of the energy management device (due to a geometric arrangement and). Similarly, the motion control system may be configured to assume / move into the equilibrium state without the aid of the energy management device. The motion control system may be configured to assume the equilibrium state without elements of the vehicle (per se) providing (not negligible) energy storage and / or (non-negligible) energy attenuation. The motion control system may be configured to assume the equilibrium state without elements of the motion control system (per se) providing (non-negligible) energy storage and / or (non-negligible) energy attenuation. Under (not negligible) energy storage / attenuation in the present context, storage / attenuation of more than 1%, more than 2% or more than 5% of a kinetic energy transferred from behind into the motion control system frame part.

The motion control system may be configured to assume an equilibrium state without elements of the vehicle, except for the flexure that provides (not negligible) energy storage and / or (non-negligible) energy). energy attenuation. The motion control system may be configured to absorb energy, without elements of the motion control system (per se), except for the flexure, energy storage (not to be neglected) and / or (no) equilibrium state).

The motion control system may be different from and / or lacking a power management device (as described above), such as a spring and / or fluid based shock absorber. As such, the motion control system may be without an energy storage device.

The motion control system may convert a portion of a driving force emanating from a user and / or a motor and causing acceleration of the vehicle into a force sufficient to prevent downward movement and / or reverse movement of a payload. Supporting the payload support portion of the payload Forward frame section as a result of the acceleration. For example, the motion control system, e.g. In the (nearly) neutral payload-bearing state, a forward component of a force input to the second frame portion at the second rotation axis may be converted to the environment in response to an acceleration drive force of a wheel carried by the second frame portion whose driving force originates from a user / motor, in a torque urging the second rotation axis relative to the instantaneous center of the motion control system in a direction including a downward component, thereby preventing both downward and reverse torque, rearward movement of a user-supporting seat support portion of the front frame portion as a result of the acceleration resulting from the accelerating driving force.

The motion control system may be configured (relative to the first and / or second frame members) such that at least 80%, at least 90%, or at least 95% of a forward component of a force in the (nearly) neutral, load-bearing state and / or equilibrium state (At the second axis of rotation) is introduced into the second frame part, eg In response to a driving force of a wheel supported by the second frame member against the surrounding terrain, it is transmitted to the first frame member via the motion control system.

The motion control system may be configured (relative to the first and / or second frame member) to be at least 80%, at least 90%, or at least 95% kinetic energy in the (near) neutral, load-bearing, and / or steady state represented by a forward component of an acceleration force which is (at the second axis of rotation) to the second Frame portion is exerted, is transmitted to the second frame portion, for example, in response to a driving force of a wheel, which is supported by the second frame part against the surrounding terrain, is transmitted (without delay) to the first frame part (via the motion control system).

The vehicle may be designed so that in the (nearly) neutral, load-bearing state and / or in the equilibrium state at least 70%, at least 80% or at least 90% of an upward component of applied force (at the second axis of rotation) into the second frame part, e.g. in response to a driving force of a wheel being supported by the second frame part against the surrounding terrain, (due to the motion control system) an energy management system, e.g. in a direction that causes the compression of a spring of the energy management system.

Having generally described the various embodiments of the present disclosure above, the embodiments shown in the figures will now be explained.

34A schematically shows a first exemplary embodiment of a vehicle 100 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 100 a first frame section 110 , a second frame section 120 , a motion control system 130 , a front fork 140 , a front wheel 150 and a rear wheel 160 , The first frame part 110 includes an upper tube 112 , a head pipe 114 , a down tube 116 and a seat tube 118 in addition to a seat support part 115 , a bottom bracket area 117 and a bottom bracket shell 119 , which is located in the bottom bracket and is supported by this bottom bracket area 117 , The second frame part 120 includes an elevated chainstay 124 , which is a rear axle 162 the rear wheel 160 wearing. Similarly, the front fork carries 140 a front axle 152 of the front wheel 150 , The motion control system 130 comprises a sliding element 132 and a rigid connection 134 , where the rigid connection 134 pivotable with the first frame part 110 and the second frame part 120 connected is. In the illustrated embodiment, the rigid connection 134 by means of a pivot connection 135 pivotable with (a front, lower portion of) the second frame portion 120 connected, and a pivot axis of a pivot connection of the rigid connection 134 with the first frame section 110 is coaxial with one through the bottom bracket shell 119 defined axis of rotation.

The sliding element 132 surrounds an outer periphery of the seat tube 118 , wherein the sliding element 132 the seat tube 118 slidably engages, so that the sliding element 132 free parallel to a linear longitudinal axis of the seat tube 118 can slide. In the illustrated embodiment, the sliding element 132 by means of a pivot connection 133 pivotable with (a front portion of) the second frame portion 120 connected.

34B shows a schematic representation of additional elements of the embodiment of 34A ,

In addition to elements already related to 34A above, 34B shows a driving sprocket 182 , a powered sprocket 184 and a chain 186 , which are two tension sprockets 183 Winding, as is known in the art. 34B also shows an arrow A, which represents a direction of a force acting on the rigid member 134 (which constitutes a second motion control device of the vehicle) by tensioning a drive train member in the form of a chain 186 is exercised. 34B also shows an arrow B, which represents a direction of a force on the rigid connection 134 (which forms a second motion control device of the vehicle) by a movement of the second frame part 120 exercising an obstacle is exercised.

35 schematically shows a second exemplary embodiment of a vehicle 200 according to the present disclosure, eg as described above.

In the illustrated embodiment, the vehicle includes 200 a first frame part 210 , a second frame part 220 , a motion control system 230 , a front fork 240 , a front wheel 250 and a rear wheel 260 , The first frame part 210 includes an upper tube 212 , a head pipe 214 , a down tube 216 and a lower seat tube part 218 in addition to a seat support part 215 , a bottom bracket area 217 and a bottom bracket shell 219 which are located in and supported by the bottom bracket area 217 , The second frame part 220 includes an elevated chainstay 224 , which is a rear axle 262 the rear wheel 260 wearing. Similarly, the front fork carries 240 a front axle 252 of the front wheel 250 , The motion control system 130 comprises a sliding element 232 and a rigid connection 234 , where the rigid connection 234 pivotable with the first frame part 210 and the second frame part 220 connected is. In the illustrated embodiment, the rigid connection 234 by means of a pivot connection 235 pivotable with (a front, lower portion of) the second frame portion 220 connected, and a pivot axis of a pivot connection of the rigid connection 234 with the first frame section 210 is coaxial with one through the bottom bracket shell 219 defined axis of rotation.

The sliding element 232 surrounds an outer periphery of the lower seat tube section 218 ', wherein the sliding element 232 so sliding into the lower seat tube section 218 ' engages that sliding element 232 free parallel to a linear longitudinal axis of the lower seat tube section 218 'can slide. In the illustrated embodiment, the sliding element 232 by means of a pivot connection 233 pivotable with (a front portion of) the second frame portion 220 connected.

36 schematically shows a third exemplary embodiment of a vehicle 300 according to the present disclosure, eg as described above.

In the illustrated embodiment, the vehicle includes 300 a first frame part 310 , a second frame part 320 , a motion control system 330 , a front fork 340 , a front wheel 350 and a rear wheel 360 , The first frame section 310 includes an upper tube 312 , a head pipe 314 , a down tube 316 and a seat tube 318 in addition to a seat support section 315 , a bottom bracket area 317 and a bottom bracket shell 319 which is located in the ground and supported by this clip area 317 , The second frame part 320 includes an elevated chainstay 324 , which is a rear axle 362 the rear wheel 360 wearing. Similarly, the front fork carries 340 a front axle 352 of the front wheel 350 , The motion control system 330 includes a bending element 336 and a rigid connection 334 , where the rigid connection 334 pivotable with the first frame part 310 and the second frame part 320 connected is. In the illustrated embodiment, the rigid connection is 334 by means of a pivot connection 335 pivotable with (a front, lower portion of) the second frame portion 320 connected, and a pivot axis of a pivot connection of the rigid connection 334 with the first frame section 310 is coaxial with one through the bottom bracket shell 319 defined axis of rotation.

A first end of the flexure 336 is by means of a pivot connection 337 pivotable with the first frame section 310 connected, and a second end of the bending element 336 is rigid with the second frame section 320 connected.

37 schematically shows a fourth exemplary embodiment of a vehicle 400 according to the present disclosure, eg as described above. In the illustrated embodiment, the vehicle includes 400 a first frame section 410 , a second frame section 420 , a motion control system 430 , a front fork 440 , a front wheel 450 and a rear wheel 460 , The first frame section 410 includes an upper tube 412 , a head pipe 414 , a down tube 416 and a seat tube 418 in addition to a seat support section 415 , a bottom bracket area 417 and a bottom bracket shell 419 which is located in the ground and supported by this clip area 417 , The second frame part 420 includes an elevated chainstay 424 , which is a rear axle 462 the rear wheel 460 wearing. Similarly, the front fork carries 440 a front axle 452 of the front wheel 450 , The motion control system 430 includes an eccentric 438 and a rigid connection 434 , where the rigid connection 434 pivotable with the first frame part 410 and the second frame part 420 connected is. In the illustrated embodiment, the rigid connection 434 by means of a pivot connection 435 pivotable with (a front, lower portion of) the second frame portion 420 connected, and a pivot axis of a pivot connection of the rigid connection 434 with the first frame section 410 is coaxial with one through the bottom bracket shell 419 defined axis of rotation.

The eccentric 438 is about a first axis of rotation 439 'rotatable with the first frame part 410 connected. Similarly, the eccentric 438 over a second axis of rotation 439 "(the one from the first axis of rotation 439 'is offset) rotatable with the second frame part 420 connected.

38 schematically shows a fifth exemplary embodiment of a vehicle 500 according to the present disclosure, eg as described above.

In the illustrated embodiment, the vehicle includes 500 a first frame part 510 , a second frame part 520 , a motion control system 530 , a front fork 540 , a front wheel 550 , a rear wheel 560 and an electric motor 570 , The first frame section 510 includes an upper tube 512 , a head pipe 514 , a down tube 516 and a seat tube 518 in addition to a seat support section 515 , a bottom bracket area 517 and a bottom bracket shell 519 which is located in the ground and supported by this becomes bracket area 517 , The second frame part 520 includes an elevated chainstay 524 , which is a rear axle 562 the rear wheel 560 wearing. Similarly, the front fork supports 540 a front axle 552 of the front wheel 550 , The motion control system 530 comprises a sliding element 532 and a rigid connection 534 , where the rigid connection 534 pivotable with the first frame part 510 and the second frame part 520 connected is. In the illustrated embodiment, the rigid connection 534 by means of a pivot connection 535 pivotable with (a front, lower portion of) the second frame portion 520 connected, and a pivot axis of a pivot connection of the rigid connection 534 with the first frame section 510 is coaxial with one through the bottom bracket shell 519 defined axis of rotation.

The sliding element 532 surrounds an outer periphery of the seat tube 518 , and the sliding element 532 slips so smoothly into the seat tube 518 one that the sliding element 532 free parallel to a linear longitudinal axis of the seat tube 518 can slide. In the illustrated embodiment, the sliding element 532 by means of a pivot connection 533 pivotable with (a front portion of) the second frame portion 520 connected.

39A and 39B schematically show a sixth exemplary embodiment of a vehicle 600 according to the present disclosure, eg as described above. For a better illustration shows 39A shows the vehicle 600 without specific in 38 features shown. 39B, the otherwise specific characteristics of the vehicle 600 would obscure.

In the illustrated embodiment, the vehicle includes 600 a first frame section 610 , a second frame section 620 (not shown in Fig. 39A), a motion control system 690 , a front fork 640 , a front wheel 650 , a rear wheel 660 and an electric motor 670 , The first frame section 610 includes an upper tube 612 , a head pipe 614 , a down tube 616 and a seat tube 618 in addition to a seat support section 615 , a bottom bracket area 617 and a bottom bracket shell 619 which is located in the ground and supported by this bracket area 617 , The second frame part 620 includes an elevated chainstay 624 , which is a rear axle 662 the rear wheel 660 wearing. Similarly, the front fork carries 640 a front axle 652 of the front wheel 650 , In the illustrated embodiment, the motion control system comprises 690 a sliding element 692 and a rigid connection 694 (also not shown in FIG. 39A), wherein the sliding member 692 slidably in a lower portion of the first frame portion 610 is arranged, namely in (a) lower portion of the seat tube 618 so that the sliding element 692 is free, parallel to a linear longitudinal axis of the seat tube 618 to glide.

A first end of the rigid connection 694 is on a pivot connection 695 pivotable with (a rear portion of) the first frame part 610 connected, and a second end of the rigid connection 694 is at (a front portion of) the second frame part 620 pivotally connected a pivot connection 697 , The sliding element 692 is on a pivot connection 693 pivotable with (a front, lower portion of) the second frame portion 620 connected.

40 schematically shows a seventh exemplary embodiment of a vehicle 700 according to the present disclosure, eg as described above.

In the illustrated embodiment, the vehicle is 700 in the neutral payload state, ie in a non-dynamic payload state 750 , and comprises a first frame part 710 , a second frame part 720 , a motion control system 790 , a front fork 740 , Front wheel 750 , Rear wheel 760 and energy management system 780 , The first frame section 710 includes an upper tube 712 , a head pipe 714 , a down tube 716 and a seat tube 718 in addition to a seat support section 715 , a bottom bracket area 717 and a bottom bracket shell 719 which is located in the ground and supported by this clip area 717 , The bottom bracket area 717 can pick up a motor (not shown). The second frame part 720 includes an elevated chainstay 724 , which is a rear axle 762 the rear wheel 760 wearing. Similarly, the front fork carries 740 a front axle 752 of the front wheel 750 , In the illustrated embodiment, the motion control system comprises 790 a sliding element 792 and a rigid link 794 , wherein the sliding element 792 the seat tube 718 surrounds and slidably engages so that the sliding element 792 free parallel to a linear longitudinal axis of the seat tube 718 can slide.

A first end of the rigid connection 794 is on a pivot connection 795 pivotable with (an upper portion of) the bottom bracket area 717 connected, and a second end of the rigid connection 794 is pivotally connected to (a front lower portion of) the second frame portion 720 at a pivotal connection 797 , The sliding element 792 is on a pivot connection 793 outside the seat tube 718 pivotable with (a front, upper portion of) the second frame portion 720 connected. The energy management system 780 is pivotable with the first frame part 710 and the second frame part 720 connected.

40B schematically shows details of the seventh exemplary embodiment of 40A , especially a path 799 the current center of the motion control system 790 when the motion control system transitions from an unloaded neutral state through the illustrated neutral payload-bearing state to the second end-of-range state. In the figure, a first position of the current center of the motion control system 790 relative to the first frame part 710 as a reference frame in the unloaded neutral state with the reference numeral 796 designated. Similarly, a second position of the system 790 for controlling the instantaneous movement center relative to the first frame part 710 as a reference frame in the second area end state with the reference numeral 798 designated.

It should be noted that the first position 796 the instantaneous center of the motion control system 790 in the unloaded, neutral state behind the foremost connection point of the motion control system 790 which is the pivot connection 793 is. When the motion control system 790 allows the second frame part 720 and the rear wheel 760 with respect to the first frame part 710 move, the instantaneous center of rotation of the motion control system moves 790 forward and finally stops at the second position 798 the momentary center of the motion control system 790 in the second end-of-range position. If the rear wheel 760 of the vehicle 700 following a path over an obstacle, the instantaneous center of rotation of the motion control system is moving 790 along the way 799 between the first instantaneous center of rotation 796 and the second current rotation center 798 where it moves continuously forward when the rear wheel is moving 760 moved up, and continuously backwards when the rear wheel 760 moved down.

40C schematically shows anti-squat curves of the seventh exemplary embodiment of the 40A ,

In the figure, the horizontal axis represents a percentage of the movement, where 0% represents a position / operating state of the motion control system with (complete) rise and 100% an end of range with (complete) sag Position / Operating State of Motion Control System. The vertical axis represents the so-called "anti-squat value", which indicates the ability of the chain tension to compensate sagging of the vehicle by acceleration of a payload, depending on the position / operating state of the motion control system. The figure shows three exemplary anti-squat curves, namely a curve A representing the anti-squat values for a gear ratio of 34 teeth (front sprocket) to 12 teeth (rear sprocket), where a curve B is the anti-squat Represents a gear ratio of 34 teeth (front sprocket) to 18 teeth (rear sprocket) and a curve C representing the anti-squat values for a gear ratio of 34 teeth (front sprocket) to 42 teeth (rear sprocket) , As shown in the figure, the exemplary anti-squat curves show very little deviation, on the order of less than 10% in the range of 10% to 40% lift.

41 schematically shows an eighth exemplary embodiment of a vehicle 800 according to the present disclosure, eg as described above.

In the illustrated embodiment, the vehicle includes 800 a first frame section 810 , a second frame section 820 , a motion control system 890 , a front fork 840 , a front wheel 850 , a rear wheel 860 and an energy management system 880 , The first frame section 810 includes an upper tube 812 , a head pipe 814 , a down tube 816 and a seat tube 818 in addition to a seat support section 815 , a bottom bracket area 817 and a bottom bracket shell 819 which is located in the ground and supported by this clip area 817 , The bottom bracket area 817 can pick up a motor (not shown). The second frame part 820 includes an elevated chainstay 824 , which is a rear axle 862 the rear wheel 860 wearing. Similarly, the front fork carries 840 a front axle 852 of the front wheel 850 , In the illustrated embodiment, the motion control system comprises 890 a sliding element 892 and a rigid link 894 , wherein the sliding element 892 partly from the seat tube 818 is surrounded and slidably disposed therein, so that the sliding element 892 can slide freely parallel to a linear longitudinal axis of seat tube 818 ,

A first end of the rigid connection 894 is on a pivot connection 895 pivotable with (an upper portion of) the bottom bracket area 817 connected, and a second end of the rigid connection 894 is pivotally connected to (a front lower portion of) the second frame portion 820 at a pivotal connection 897 , The sliding element 892 is on a pivot connection 893 outside the seat tube 818 pivotable with (a front, upper portion of) the second frame portion 820 connected. The energy management system 880 is pivotable with the first frame part 810 and the second frame part 820 connected.

The 42A to 42J schematically show the behavior of an exemplary embodiment of a vehicle 900 according to the present disclosure, eg as described above, in particular when hitting an obstacle 972 , In the in the 42A to 42J includes the vehicle 900 including a first frame section 910 that has a payload 950 carries a second frame section 920 , a motion control system including the first and second frame sections 910 . 920 movably interconnected, and an energy management system 940 The motion control system includes a flexure 930 , And a rigid connection 930 ", a bending element 930 ' and a rigid connection 930 ' that is an instant center 930 Define '' of the motion control system, as is known in the art and discussed above.

As in the 42A to 42J acts as a driving force 964 on the second frame section 920 resulting from a driving force of a wheel, that of the second frame portion 920 against the surrounding area 970 is supported on an axis of rotation of the wheel in a direction perpendicular to an imaginary connecting line 966 the axis of rotation and the point of contact of the wheel with the surrounding terrain 970 ,

For the sake of simplicity, in the following discussion, a stationary operation will take place, except the encounter with the obstacle 972 provided. Such steady-state operation may occur, for example, when driving at a constant speed against a strong wind on level ground, when climbing a constant slope evenly, or when accelerating evenly on level ground.

In the obstacle-free steady state according to FIG 42A The motion control system is in the (nearly) neutral payload-bearing state and the drive force 964 acts in a forward direction relative to the current center 930 "of the motion control system acts to rotate the second frame member 920 in a direction that is the contact pressure of the wheel to the surrounding terrain 970 increased (ie counterclockwise in the figure). (For simplicity, only the terms "clockwise" and "counterclockwise" are used throughout the remainder of this discussion, these terms referring to the corresponding directions in the figures.) In particular, the forward drive force causes 964 a rotation of the second frame part 920 in the counterclockwise direction, which in the illustrated embodiment, both the bending element 930 'as well as the rigid connection 930 In the case of a chain-driven vehicle, the chain tension also causes rotation of the second frame part due to the motion control system 920 in the counterclockwise direction n.

These forces, which act around the second frame section 920 Counterclockwise rotation is counteracted by a rearward force acting on the user, eg, air resistance to the user and / or inertia of the payload, ie, acceleration of the payload, with the rearward force acting on the first frame member 910 rotates counterclockwise, which rotates due to the motion control system, the second frame part 920 clockwise. In other words, the motion control system balances the chain tensioning force, the payload acceleration, and the driving force 964 ago. Because these forces are in balance through the motion control system, the energy management system can 940 (essentially) remain in its neutral state and shift only to the small extent required for the motion control system to move from the (nearly) neutral payload bearing state to the steady state for the respective forward drive force, chain tension and user acceleration, which by design near or in the (nearly) neutral, load-bearing state, eg within 5% of the total range.

Thus, the forward drive force becomes 964 with minimal movement of the energy management system 940 ie almost exclusively by the motion control system, energy efficient on the first frame part 910 which avoids the need for damping or significant (ie, stiff) elastic energy. Mid-range recording of the energy management system 940 , In particular, in the illustrated embodiment, the forward drive force 964 over the bending element 930 , And the rigid link 930 ", which in such an operating condition both rely on the forward drive force 964 as a rigid, strained connections, to the first frame section 910 transfer. In addition, because the motion control system is the forward drive force 964 To counteract the backward force from the payload acceleration, the motion control system relies less on harnessing the chain tension to support the payload, ie, to avoid sagging and provide a so-called "pedal platform" during acceleration.

The first time you hit the obstacle 972 ie as soon as the wheel leaves the surrounding area 970 of the obstacle 972 triggers and only the obstacle 972 touches, as in 3 shown. In 42B will change the direction of the driving force 964 shift up significantly. Regarding the current middle 930 "of the motion control system acts on this upward drive force 964 to the second frame part 920 to turn clockwise. Because the motion control system is designed to rotate slightly clockwise (in the illustrated embodiment, due to bending of the flexure) 930 In conjunction with pivoting of the rigid member 930 ") assists the upward drive force 964 lifting the limb wheel to obstruction 972 to overcome. As the energy management system 940 it does not need to carry any propulsive forces in the middle driving range, ie it does not require damping or significant (ie stiff) elastic energy absorption in the middle driving range, it resists the energy management system 940 not significantly the upward movement of the wheel to overcome the obstacle 972 ,

In particular, the vote of the energy management system 940 essentially focus on the speed / energy with which the energy management system 940 the second frame part 920 and return the motion control system to its neutral state after overcoming an obstacle. In addition, the upward and backward impulse (along the imaginary line 966 ; not shown) resulting from the impact on the obstacle 972 yields, with the driving force 964 combined to give a stronger upward force. Thus, the impact impulse bears on the obstacle 972 also for rotation of the second frame part 920 clockwise at. When the wheel is at the zenith of the obstacle 972 approaching, as in the 1 and 2 shown. In 42C and 42D returns the direction of the driving force 964 by a rotation of the second frame part 920 clockwise through the construction of the motion control system and the energy management system 940 is easily possible to return in a forward direction. Due to the change in the position of the current center 930 ", which results from the change of the state of the motion control system when the second frame part 920 Turn clockwise to the obstacle 972 to overcome, even a forward drive would continue to act Turn the second frame part 920 clockwise.

Nevertheless, the wheel keeps contact with the obstacle 972 in as a beginning loss of contact immediately leads to a loss of driving force, the wheel from the obstacle 972 separates, with the chain tension (if any) and the energy management system 940 Apply a sufficient rotational force counterclockwise second frame part 920 to ensure continuous contact.

When the wheel from the obstacle 972 leaves, as in the 1 In Figs. 42E and 42F, the driving force decreases 964 a downwards inclination, which together with (the chain tension and) the restoring force of the energy management system 940 acts to the second frame part 920 turning in a counterclockwise, ensuring that the wheel "hugs" the terrain and the motion control system is actively returning to the (near) neutral payload initial state, which is in 1 is shown. 42A , Thus, the vehicle quickly returns to the steady state shown in FIG. 42A as soon as the wheel in the surrounding area 970 returns and the driving force 964 returns to a forward direction, the motion control system quickly returns to the energy efficient equilibrium state.

As shown schematically in the 42G to 42J are the principles of 42A to 42F Work so that the forces that drive the wheel in overcoming an obstacle 972 support, with the size of the obstacle 972 increase. In particular, as shown in FIG. In 42G and 42H causes a bigger obstacle 972 'that the driving force 964 continues to tilt upwards when the wheel is the larger obstacle 972 ' increases, thereby increasing the rotational force on the second frame part 920 is exercised in a clockwise direction. In a similar way as in the 421 and 42J causes a bigger obstacle 972 ' that is the driving force 964 continues downward when the wheel is the larger obstacle 972 ' lowers, creating a greater torque on the second frame part 920 is applied counterclockwise.

In the present disclosure, the verb "may" is used to indicate optionality / non-obligation. In other words, something that "may," but does not have to. In the present disclosure, the verb "comprising" may be understood in the sense of inclusion. Accordingly, the verb "include" includes the presence of other elements / actions is not enough. In the present disclosure, relational terms such as "first,""second,""upper,""lower," and the like can only be used to distinguish one entity or action from another entity or action, without the need for an actual one or implies relationship or order between such entities or actions.

In the present disclosure, the term "any" may be understood to mean any number of the respective elements, e.g. as designation of one, at least one, at least two, any or all of the respective elements. Similarly, the term "any" may be understood to mean any collection (s) of the respective elements, e.g. as designation of one or more collections of the respective elements, wherein a (respective) collection of one, at least one, at least two, may comprise any or all of the respective elements. The respective collections do not have to contain the same number of elements.

In the present disclosure, the term "at least one" is used to refer to any (integer) number or range of (integer) numbers (which is technically meaningful in the given context). As such, the term "at least one" may be understood, inter alia, as one, two, three, four, five, ten, fifteen, twenty or one hundred. Similarly, the term "at least one" may be understood inter alia as "one or more," "two or more," or "five or more." "

In the present disclosure, parenthetical terms may be considered optional. As used in the present disclosure, quotation marks may emphasize that the term in quotation marks may also be understood in a figurative sense. As used in the present disclosure, quotes may identify a particular term that is under discussion.

In the present disclosure, many features are described as optional, e.g. through the use of the verb "may" or the use of parentheses. For brevity and readability, the present disclosure does not expressly recite any combination and / or permutation that may be obtained by selection from the set of optional features. However, the present disclosure should be construed to explicitly disclose all such combinations / permutations. For example, a system having three optional features may be implemented in seven different ways, namely, only one of the three possible features, two of the three possible features, or all three of the three possible features.

While various embodiments of the present invention have been disclosed and described in detail herein, it would be obvious to those skilled in the art that various changes can be made in the configuration, operation, and form of the invention without departing from the spirit and scope of the invention. In particular, it is noted that the particular features of the invention, even those disclosed only in combination with other features of the invention, may be combined in any configuration, with the exception of those which will be readily apparent to those skilled in the art as nonsensical. Likewise, the use of singular and plural is for illustration only and is not to be interpreted as limiting. Unless explicitly stated otherwise, the plural may be replaced by the singular and vice versa.

• Ausführungsform 1: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil; und ein Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei eine Vorwärtsbeschleunigung des hinteren Rahmenteils, die aus einer Antriebskraft resultiert, die von einem Rad ausgeübt wird, das von dem hinteren Rahmenteil abgestützt wird, eine erste Kraft auf die Bewegungssteuerung ausübt System, das einer zweiten Kraft entgegenwirkt, die auf das Bewegungssteuersystem durch eine Beschleunigung einer Nutzlast ausgeübt wird, die von dem vorderen Rahmenteil als Ergebnis der Vorwärtsbeschleunigung getragen wird.
• Ausführungsform 2: Fahrzeug nach Ausführungsform 1, wobei: das Bewegungssteuersystem zwischen einem ersten Bereichsendezustand und einem zweiten Bereichsendezustand bewegbar ist, die erste Kraft das Bewegungssteuersystem in Richtung eines vierten Zustands drängt, der sich unterscheidet aus dem zweiten Bereichsendezustand, und die zweite Kraft drängt das Bewegungssteuersystem in Richtung des zweiten Bereichsendezustands.
• Ausführungsbeispiel 3: Fahrzeug nach Ausführungsbeispiel 2, umfassend: einen Antriebsstrang, der ein Antriebsstrangelement umfasst, wobei ein Spannen des Antriebsstrangelements unabhängig von einem Betriebszustand des Bewegungssteuerungssystems eine Kraft auf das Bewegungssteuerungssystem ausübt, die die Bewegungssteuerung antreibt System in Richtung eines dritten Zustands, der sich von dem zweiten Bereichsendezustand unterscheidet.
• Ausführungsform 4: Fahrzeug nach einer der Ausführungsformen 1 bis 3, wobei: die Vorwärtsbeschleunigung eine Vorwärtsbeschleunigung auf einer glatten ebenen Oberfläche ist.
• Ausführungsform 5: Fahrzeug nach einer der Ausführungsformen 1 bis 5, wobei: das Bewegungssteuersystem eine erste Bewegungssteuervorrichtung umfasst, die den vorderen Rahmenabschnitt und den hinteren Rahmenabschnitt beweglich miteinander verbindet, und eine zweite Bewegungssteuervorrichtung, die den vorderen Rahmen beweglich miteinander verbindet Abschnitt und der hintere Rahmenteil.
• Ausführungsform 6: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil; ein Bewegungssteuersystem mit einer ersten Bewegungssteuervorrichtung, die den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, und einer zweiten Bewegungssteuervorrichtung, die den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet; und einen Antriebsstrang, der ein Antriebsstrangelement umfasst, wobei ein Spannen des Antriebsstrangelements eine erste Kraft auf die zweite Bewegungssteuervorrichtung ausübt, und eine Kraft, die durch eine Bewegung des hinteren Rahmenteils, die ein Hindernis vermeidet, auf das Bewegungssteuersystem ausgeübt wird, eine zweite Kraft ausübt auf die zweite Bewegungssteuervorrichtung, die nicht mehr als 45° von der Senkrechten zu der ersten Kraft ist.
• Ausführungsform 7: Fahrzeug nach Ausführungsform 6, wobei: die zweite Kraft nicht mehr als 30° von der Senkrechten zu der ersten Kraft beträgt.
• Ausführungsform 8: Fahrzeug nach Ausführungsform 6 oder 7, wobei: die erste Kraft eine Spannkraft ist, die die zweite Bewegungssteuervorrichtung zwischen einem ersten Verbindungspunkt mit dem ersten Rahmenteil und einem zweiten Verbindungspunkt mit dem zweiten Rahmenteil und dem spannt Die zweite Kraft ist eine Schwenkkraft, die die zweite Bewegungssteuervorrichtung relativ zu dem ersten Verbindungspunkt und / oder dem zweiten Verbindungspunkt schwenkt.
• Ausführungsform 9: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil; und ein mechanisch selbststabilisierendes Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet.
• Ausführungsform 10: Fahrzeug nach Ausführungsform 9, wobei: das Bewegungssteuersystem aufgrund einer geometrischen Anordnung des Bewegungssteuersystems in Bezug auf den vorderen Rahmenteil und den hinteren Rahmenteil in Reaktion auf eine Vorwärtsbeschleunigung des hinteren Teils einnimmt Rahmenabschnitt, der aus einer Antriebskraft resultiert, die von einem Rad ausgeübt wird, das von dem hinteren Rahmenabschnitt abgestützt wird, einem selbststabilisierten Betriebszustand, in dem Kräfte auf das Bewegungssteuerungssystem ausgeübt werden, indem ein Antriebsstrangelement gespannt wird, das Antriebsenergie von einer von abgestützten Antriebsachse überträgt wobei der vordere Rahmenteil mit einer angetriebenen Achse, die von dem hinteren Rahmenteil getragen wird, die Vorwärtsbeschleunigung des hinteren Rahmenteils und eine Beschleunigung einer von dem vorderen Rahmenteil getragenen Nutzlast im Gleichgewicht sind.
• Ausführungsform 11: Fahrzeug nach Ausführungsform 9 oder 10, wobei: das Bewegungssteuersystem eine erste Bewegungssteuervorrichtung umfasst, die den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, und eine zweite Bewegungssteuervorrichtung, die den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, das Bewegungssteuersystem ein Viergelenk ist, ein Teil des vorderen Rahmenteils eine erste Stange des Viergelenks bildet, die erste Bewegungssteuervorrichtung eine zweite Stange des Viergelenks bildet, ein Teil des hinteren Rahmenteils eine dritte Stange des Viergelenks bildet, und die zweite Bewegungssteuervorrichtung eine vierten Stange des Viergelenks bildet.
• Ausführungsform 12: Fahrzeug nach Ausführungsform 11, wobei: ein erstes Ende der ersten Bewegungssteuervorrichtung schwenkbar mit dem vorderen Rahmenteil verbunden ist, ein zweites Ende der ersten Bewegungssteuervorrichtung schwenkbar mit dem hinteren Rahmenteil verbunden ist, ein erstes Ende der zweiten Bewegungssteuervorrichtung ist schwenkbar mit dem vorderen Rahmenteil verbunden, und ein zweites Ende der zweiten Bewegungssteuervorrichtung ist schwenkbar mit dem hinteren Rahmenteil verbunden.
• Ausführungsform 13: Fahrzeug nach einer der Ausführungsformen 5 bis 8, 11 und 12, wobei: die erste Bewegungssteuervorrichtung an einer ersten Stelle mit dem hinteren Rahmenteil verbunden ist und die zweite Bewegungssteuervorrichtung an einer anderen Stelle mit dem hinteren Rahmenteil verbunden ist zweiter Ort, der eine feste Entfernung von dem ersten Ort ist.
• Ausführungsform 14: Fahrzeug nach Ausführungsform 3 oder 11, wobei: das Antriebsstrangelement Antriebsenergie von einer durch den vorderen Rahmenabschnitt gestützten Antriebsachse zu einer durch den hinteren Rahmenabschnitt gestützten angetriebenen Achse überträgt.
• Ausführungsform 15: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil; und ein Bewegungssteuersystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei das Bewegungssteuersystem einen Teil einer von einem Benutzer und / oder einem Motor ausgehenden Antriebskraft, die eine Beschleunigung des Fahrzeugs bewirkt, in eine umwandelt Kraft, die ausreicht, um eine Abwärtsbewegung und / oder eine Rückwärtsbewegung eines Nutzlast tragenden Nutzlasttrageabschnitts des vorderen Rahmenabschnitts als Ergebnis der Beschleunigung zu verhindern.
• Ausführungsform 16: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil, der eine zweite Drehachse definiert; und ein Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei in einem neutralen, lasttragenden Zustand mindestens 90% einer vorderen Komponente einer angetriebenen Beschleunigungskraft, die auf die zweite Drehachse in den zweiten Rahmenteil übertragen wird, in den ersten übertragen werden Rahmenteil über das Bewegungssteuersystem.
• Ausführungsform 17: Fahrzeug, umfassend: einen vorderen Rahmenteil; einen hinteren Rahmenteil, der eine zweite Drehachse definiert; und ein Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei auf einer glatten ebenen Fläche mindestens 90% einer vorderen Komponente einer auf die zweite Drehachse in den zweiten Rahmenteil übertragenen angetriebenen Beschleunigungskraft über in den ersten Rahmenteil übertragen werden das Bewegungssteuerungssystem.
• Ausführungsform 18: Fahrzeug nach einer der Ausführungsformen 15 bis 17, wobei: das Bewegungssteuersystem keine Energiespeichervorrichtung aufweist.
• Ausführungsform 19: Fahrzeug, umfassend: einen vorderen Rahmenteil, der ein antreibendes Kettenrad trägt; einen hinteren Rahmenteil, der ein angetriebenes Kettenrad trägt; und ein Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei ein Anti-Squat-Wert des Bewegungssteuerungssystems für das antreibende Kettenrad und das angetriebene Kettenrad nicht mehr als 120% und nicht weniger als 100% beträgt Der Bereich der Betriebszustände reicht von 10% bis 40% Durchhang.
• Ausführungsform 20: Fahrzeug, umfassend: einen vorderen Rahmenteil, der ein antreibendes Kettenrad trägt; einen hinteren Rahmenteil, der ein angetriebenes Kettenrad trägt; und ein Bewegungssteuerungssystem, das den vorderen Rahmenteil und den hinteren Rahmenteil beweglich miteinander verbindet, wobei ein Anti-Squat-Wert des Bewegungssteuerungssystems für das antreibende Kettenrad und das angetriebene Kettenrad in dem Bereich von Betriebszuständen um nicht mehr als 10% variiert im Bereich von 10% bis 40% Durchhang.

The above disclosure may be summarized to include the following embodiments.

• Embodiment 1: A vehicle comprising: a front frame part; a rear frame part; and a motion control system movably interconnecting the front frame member and the rear frame member, wherein forward acceleration of the rear frame member resulting from a driving force exerted by a wheel supported by the rear frame member provides a first force on the motion control A system that counteracts a second force exerted on the motion control system by an acceleration of a payload carried by the front frame member as a result of the forward acceleration.
• Embodiment 2: The vehicle according to Embodiment 1, wherein: the motion control system is movable between a first range end state and a second range end state, the first force urges the motion control system toward a fourth state different from the second range end state, and the second force urges the motion control system in the direction of the second end of range state.
• Embodiment 3: The vehicle of Embodiment 2, comprising: a powertrain including a powertrain element, wherein tensioning the powertrain element exerts a force on the motion control system that drives the motion control system toward a third state different from an operating state of the motion control system the second end-of-range state.
• Embodiment 4: The vehicle according to any one of Embodiments 1 to 3, wherein: the forward acceleration is a forward acceleration on a smooth flat surface.
• Embodiment 5: The vehicle according to any one of Embodiments 1 to 5, wherein: the motion control system comprises a first motion control device movably connecting the front frame section and the rear frame section, and a second motion control device movably interconnecting the front frame section and the rear frame section ,
• Embodiment 6: A vehicle comprising: a front frame part; a rear frame part; a motion control system including a first motion control device movably interconnecting the front frame member and the rear frame member, and a second motion control device movably interconnecting the front frame member and the rear frame member; and a power train comprising a power train element, wherein tensioning the power transmission element exerts a first force on the second motion control device, and a force exerted on the motion control system by a movement of the rear frame part which avoids an obstacle exerts a second force to the second motion control device, which is not more than 45 ° from the perpendicular to the first force.
• Embodiment 7: The vehicle according to Embodiment 6, wherein: the second force is not more than 30 degrees from the normal to the first force.
• Embodiment 8: The vehicle according to Embodiment 6 or 7, wherein: the first force is a biasing force that biases the second motion control device between a first connection point with the first frame part and a second connection point with the second frame part and the second force is a pivotal force the second motion control device pivots relative to the first connection point and / or the second connection point.
• Embodiment 9: A vehicle comprising: a front frame member; a rear frame part; and a mechanically self-stabilizing motion control system movably interconnecting the front frame member and the rear frame member.
• Embodiment 10: The vehicle according to Embodiment 9, wherein: the motion control system assumes a frame portion resulting from a driving force exerted by a wheel due to a geometrical arrangement of the motion control system with respect to the front frame member and the rear frame member in response to a forward acceleration of the rear portion is supported by the rear frame portion, a self-stabilized operating state in which forces are exerted on the motion control system by a drive train element is tensioned, the drive power from a supported drive axle transmits the front frame part with a driven axis, that of the rear Frame part is worn, the forward acceleration of the rear frame part and an acceleration of a carried by the front frame part payload are in balance.
• Embodiment 11: The vehicle according to Embodiment 9 or 10, wherein: the motion control system includes a first motion control device movably connecting the front frame part and the rear frame part, and a second motion control device movably connecting the front frame part and the rear frame part with each other, the motion control system a four-bar linkage, a part of the front frame part forms a first rod of the four-bar linkage, the first motion control device forms a second rod of the four-bar linkage, a part of the rear frame part forms a third rod of the four-bar linkage, and the second motion control device forms a fourth rod of the four-bar linkage.
• Embodiment 12: The vehicle according to embodiment 11, wherein: a first end of the first motion control device is pivotally connected to the front frame part, a second end of the first motion control device is pivotally connected to the rear frame part, a first end of the second motion control device is pivotable with the front frame part and a second end of the second motion control device is pivotally connected to the rear frame member.
• Embodiment 13: The vehicle according to any one of Embodiments 5 to 8, 11 and 12, wherein: the first motion control device is connected to the rear frame part at a first location and the second motion control device is connected to the rear frame part at another location; fixed distance from the first place is.
• Embodiment 14: The vehicle according to Embodiment 3 or 11, wherein: the powertrain member transmits drive power from a drive axle supported by the front frame portion to a driven axle supported by the rear frame portion.
• Embodiment 15: A vehicle comprising: a front frame member; a rear frame part; and a motion control system movably interconnecting the front frame member and the rear frame member, wherein the motion control system converts a portion of a driving force exerted by a user and / or engine that causes acceleration of the vehicle into a force sufficient to cause a movement Downward movement and / or a backward movement of a payload bearing payload carrying portion of the front frame portion as a result of the acceleration to prevent.
• Embodiment 16: A vehicle comprising: a front frame member; a rear frame member defining a second axis of rotation; and a motion control system movably interconnecting the front frame member and the rear frame member, wherein in a neutral, load-bearing condition, at least 90% of a forward component of a driven acceleration force transmitted to the second pivot axis in the second frame member is transferred to the first Frame part via the motion control system.
• Embodiment 17: A vehicle comprising: a front frame member; a rear frame member defining a second axis of rotation; and a motion control system movably interconnecting the front frame member and the rear frame member, wherein on a smooth flat surface at least 90% of a forward component of a driven acceleration force transmitted to the second pivot axis in the second frame member is transmitted to the first frame member the motion control system.
• Embodiment 18: The vehicle of any one of embodiments 15 to 17, wherein: the motion control system does not include an energy storage device.
• Embodiment 19: A vehicle comprising: a front frame member supporting a driving sprocket; a rear frame member supporting a driven sprocket; and a motion control system movably connecting the front frame member and the rear frame member, wherein an anti-squat value of the driving sprocket and driven sprocket motion control system is not more than 120% and not less than 100%. The range of operating conditions is sufficient from 10% to 40% sag.
• Embodiment 20: A vehicle comprising: a front frame member supporting a driving sprocket; a rear frame member supporting a driven sprocket; and a motion control system movably interconnecting the front frame member and the rear frame member, wherein an anti-squat value of the driving sprocket and driven sprocket motion control system varies within the range of operating states by no more than 10% in the range of 10%. up to 40% sag.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 15/468106 [0001]
• US 15/478229 [0001]
• US 15/796053 [0001]
• US 15/898645 [0001]

Claims (64)

A vehicle (100) comprising: a front frame portion (110) including a seat support portion (115); a motion control system (130); and a rear frame member (120) movably connected to the front frame member by the motion control system, the motion control system responsive to forward acceleration of the rear frame member resulting from a drive force exerted by one of the carried wheel a force on the front frame portion, which accelerates the seat support portion immediately in the forward direction. Vehicle after Claim 1 wherein: the motion control system applies the force in a plurality of operating states of the motion control system, the plurality of operating states comprising a mid-range of a range of motion of the motion control system. Vehicle after Claim 1 wherein: the motion control system applies the force independent of an operating state of the motion control system. Vehicle after Claim 1 wherein: the front frame member applies the seat support member in an upper portion of the front frame member and a drive train axle carrier (119) in a lower portion of the front frame member and the movement control system exerts a force on the front frame portion in response to the forward acceleration of the rear frame portion Seat support portion in the forward direction accelerates with an acceleration that is not less than an acceleration of the drive train axle carrier in the forward direction. Vehicle after Claim 1 wherein: the motion control system is configured such that the forward acceleration of the rear frame member does not reduce a range of motion of the motion control system that avoids obstacles. Vehicle after Claim 1 wherein: the motion control system comprises a slider (132). Vehicle after Claim 6 wherein: the front frame member has a tubular structure extending from a lower portion of the front frame member toward the seat support member and the slide member slides along the tubular structure. Vehicle after Claim 7 wherein: the tubular structure is a seat tube (118). Vehicle after Claim 6 wherein: the slider is rigidly connected to a rear axle of the rear frame member. Vehicle after Claim 9 wherein: the slider is a sleeve and the rear axle and sleeve are elements of a unitary chainstay structure (124). Vehicle after Claim 9 wherein: cross-sectional shapes of the slider and the tubular structure are engaged to movably connect the rear frame member and the front frame member such that movement of the rear frame member relative to the front frame member is limited to substantially in-plane movement. Vehicle after Claim 9 wherein: the motion control system further comprises an anti-rotation structure restricting the relative movement of the rear frame member and the front frame member to substantially in-plane movement. Vehicle after Claim 6 wherein: the front frame portion has a tubular structure (632) in a bottom bracket portion (617) of the front frame portion and the tubular structure is slidably engaged with the slider member (626). Vehicle after Claim 13 wherein: the slider is rigidly connected to a rear axle of the rear frame member. Vehicle after Claim 14 wherein: the rear axle carrier and the sleeve are elements of a unitary chainstay structure (624). Vehicle after Claim 15 wherein: the slider is disposed within the tubular structure; wherein the tubular structure has an opening for allowing a portion of the unitary chain stay structure to extend through the opening. Vehicle after Claim 14 wherein: the tubular structure has a lower end and an upper end with the upper end positioned behind the lower end. Vehicle after Claim 17 wherein: the bottom bracket portion includes a drive train axle carrier; wherein the tubular structure is positioned in the front frame member so as to have an acute angle in the range of 30 degrees to 60 degrees between a longitudinal axis of the tubular structure and an imaginary straight line through an axis of the rear axle and an axle of the drive train axle support. Vehicle after Claim 1 wherein: the motion control system movably interconnects the rear frame member and the front frame member such that movement of the rear frame member relative to the front frame member is limited to substantially in-plane movement. Vehicle after one of the Claims 1 to 19 wherein: the force exerted on the front frame portion immediately accelerates the seat support portion upward. A vehicle comprising: a front frame member; a rear frame part; and a motion control system having a first motion control device movably interconnecting the front frame portion and the rear frame portion and a second motion control device movably connecting the front frame portion and the rear frame portion to which the first motion control device is connected to the rear frame portion at a first one The control system with respect to the front frame member and the rear frame member takes in response to a Forward acceleration of the rear frame part, resulting from a driving force exerted by a wheel supported by the rear frame part, an operating state a n, in which forces are exerted on the motion control system by tensioning a drive train member transmitting drive power from a drive. An axle carried by the front frame member is the forward acceleration of the rear axle with a driven axle carried by the rear frame member Frame part and an acceleration of a user mass, which is supported by the front frame part, in equilibrium. Vehicle after Claim 21 wherein: the operating condition differs from an end-of-range condition of the motion control system. Vehicle after Claim 21 wherein: the first motion controller and the second motion controller together define a path of travel of the rear frame member relative to the front frame member. Vehicle after Claim 21 wherein: the motion control system exerts a force on the rear frame member in response to the tensioning of the drive train member, which force increases a force on the driven axle in a railing direction. Vehicle after Claim 21 wherein: the motion control system is free to move out of operative condition in response to movement of the rear frame member which avoids an obstacle. Vehicle after Claim 21 wherein: the front frame member has a seat support member in an upper portion of the front frame member and a drive train axle carrier in a lower portion of the front frame member and the motion control system in response thereto. The forward acceleration of the rear frame member exerts a force on the front frame member which engages the seat support member in Forward direction accelerates with an acceleration that is not less than an acceleration of the drive train axle carrier in the forward direction. Vehicle after Claim 21 wherein: the first motion control device comprises a slider. Vehicle after Claim 27 wherein: the front frame portion has a tubular structure extending from a lower portion of the front frame portion toward a seat supporting portion of the front frame portion, and the sliding member slides along the tubular structure. Vehicle after Claim 28 wherein: the tubular structure is a seat tube. Vehicle after Claim 27 wherein: the slider is pivotally connected to the rear frame member. Vehicle after Claim 21 wherein: the first motion control device comprises a flexure. Vehicle after Claim 21 wherein: the motion control system movably interconnects the rear frame member and the front frame member such that movement of the rear frame member relative to the front frame member is limited to substantially in-plane movement. Vehicle after Claim 21 wherein: the second motion control device has at least one rigid connection pivotally connected to the rear frame member and the front frame member. Vehicle after Claim 21 wherein: the second motion control device is pivotally connected to the rear frame member at a location farther from a driven axle support than a location at which the first motion control device is connected to the rear frame portion. Vehicle after Claim 21 internal combustion engine comprising: an energy management system comprising a spring and / or a fluid-based shock absorber, the motion control system being different from the energy management system. A vehicle component, comprising: a front frame configured to support the mass of a driver, the front frame including a bottom bracket sized and positioned to receive a drive device; a four-bar connection with a first connecting element and a second connecting element; a pivot arm having a first end and coupled to a rear wheel distal to the first end at an opposite end; the first connecting element and the second connecting element movably couple the pivoting arm to the front frame, wherein the first connecting element and the second connecting element are positioned and angled such that a balance between inertial forces and acceleration forces arises. Vehicle component after Claim 36 wherein the first link and the second link are positioned and angled to provide balance between inertial forces and acceleration and braking forces while the vehicle is capable of ground tracking. Vehicle component after Claim 36 wherein the first connecting member and the second connecting member each pivotally couple the pivoting arm to the front frame. Vehicle component after Claim 37 wherein the second connecting member pivots about the bottom bracket and about a portion of the pivot arm below the first connector. Vehicle component after Claim 36 , further comprising: the second connecting member a sliding connection slidably connected to the first end of the pivoting arm, and a pivoting joint pivotally connecting the sliding connection to the front frame. Vehicle component after Claim 40 and further comprising: the first link pivotably coupling the pivot arm to the front frame at a position on the front frame above the pivot joint. A vehicle component, comprising: a front triangle having a bottom bracket, a seat tube and a down tube; a swing arm coupleable to the front triangle at a first end and to a rear wheel at an opposite end remote from the first end; and a first connecting member pivotably coupling the pivoting arm and the seat tube; A second connecting member pivotally couples the pivoting arm to the front triangle below the bottom bracket. Vehicle component after Claim 42 wherein: the first connector is pivotally connected to the pivot arm in a first position, the second connector is pivotally connected to the pivot arm in a second position; and the second position is closer to the first end than the first position. Vehicle component after Claim 42 in which: the first connecting element rotates at acceleration or acceleration by the same or a greater angle than the second connecting element. Vehicle component after Claim 42 wherein: the first connecting element rotates by the same or a greater angle when accelerating and braking compared to the second connecting element. Vehicle component after Claim 42 wherein: the first connector and the second connector are positioned to create a balance between inertial forces and acceleration forces. A vehicle component, comprising: a front triangle having a bottom bracket, a seat tube and a down tube; a swing arm coupleable to the front triangle at a first end and to a rear wheel at an opposite end remote from the first end; a slide member slidable in the swing arm, the slide member having a slide member end slidably and pivotally connected to the front triangle in the vicinity of the down tube; a connecting member pivotally connected between the pivoting arm and the seat tube; and the first connecting element rotates at the same or a greater angle when accelerating and braking compared to the second connecting element. Vehicle component after Claim 47 wherein the sliding connection and the connecting element are arranged to create a balance between inertial forces and acceleration forces. Vehicle component after Claim 47 wherein the sliding connection and the connecting element are arranged to create a balance between inertial forces, acceleration forces and braking forces. A vehicle component, comprising: a first arm; a second arm; and a yoke portion connecting the first arm and the second arm, the first arm and / or the second arm and / or the yoke portion having a tubular structure and an inner wall dividing the tubular structure into a first tubular chamber and a chamber second tubular chamber, Vehicle component after Claim 50 wherein: an inner wall of the first arm facing the second arm has a bulge portion projecting further in a direction of the second arm than an intermediate portion of the inner wall between the bulge portion and the yoke portion. Vehicle component after Claim 51 wherein: the bulge region protrudes at least 4 mm further toward the second arm than the intermediate region. Vehicle component after Claim 51 wherein: the inner wall interconnects the inner wall and an outer wall of the first arm remote from the second arm. Vehicle component after Claim 51 wherein: the inner wall contacts the inner wall at a vertex of the bulge area. Vehicle component after Claim 51 comprising: an opening perforating the inner wall, the opening having a diameter of not more than 12 mm. Vehicle component after Claim 50 wherein: the first arm defines a first receptacle that receives a first end of an axle of a wheel, the second arm defines a second receptacle that receives a second end of the axle, and the first receptacle and the second receptacle defines a plane perpendicular to an axle axis through the first receptacle and the second receptacle and in the middle between the first receptacle and the second receptacle. Vehicle component after Claim 56 wherein: the inner wall is orthogonal to the orthogonal plane. Vehicle component after Claim 56 wherein: the yoke portion is asymmetrical with respect to the orthogonal plane. Vehicle component after Claim 56 wherein: the yoke portion has a cylindrical receptacle with a longitudinal axis parallel to the orthogonal plane. Vehicle component after Claim 59 wherein: the cylindrical receptacle has a circular cross-section, the longitudinal axis extends through a center of the circular cross-section and is offset from the orthogonal plane by at least 5 mm. Vehicle component after Claim 50 wherein: the yoke portion is a double wall structure. A vehicle comprising: a tubular structure; and an inner wall, wherein the inner wall divides at least a portion of the tubular structure longitudinally into a first tubular chamber and a second tubular chamber, the vehicle being selected from the group consisting of bicycle, e-bike, motorcycle, a moped, a ( terrestrial) Rover, a snowmobile, a snow scooter and a personal watercraft as well as the tubular structure form part of a frame of the vehicle. Vehicle after Claim 62 wherein: the tubular structure and the inner wall are made of a material selected from the group consisting of a carbon fiber material and aluminum. Vehicle after Claim 62 wherein: the first tubular chamber has a length of at least 5 cm.

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