IT201700004682A1 - REAR SUSPENSION FOR VEHICLE TO RIDE SADDLE, CHASSIS AND VEHICLE TO RIDE SADDLE INCLUDING THE REAR SUSPENSION - Google Patents

Description

"REAR SUSPENSION FOR VEHICLE TO RIDE ON A SADDLE,

FRAME AND SADDLE RIDING VEHICLE INCLUDING SAID

REAR SUSPENSION "

DESCRIPTION

TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates to a rear suspension for a vehicle to be ridden in the saddle. It also refers to a frame and a saddle-mounted vehicle comprising said rear suspension.

[0002] The invention finds application in the production of frames for saddle-mounted vehicles, such as bicycles, tandems and more.

STATE OF THE TECHNIQUE

[0003] In the sector of saddle-mounted vehicles, for example bicycles are known, comprising a frame to which at least two wheels and a support means for one or more users are associated, such as for example a saddle or seat. The frame also supports a vehicle thrust means that allows it to be moved, transmitting the thrust provided by a user and / or motor to the wheels. Of course, the force of gravity can be used as a means of pushing, for example downhill.

[0004] Various types of frames for saddle-mounted vehicles are known, consisting of tubular elements rigidly welded together to be used by a specific type of user. Thus a frame for an adult of a certain height, for urban use, will have a very different construction than a frame for a 6-year-old child.

[0005] Even if some typology of modular frame is present in the state of the art, the known solutions do not allow to satisfy a need for flexibility and adaptability that is required by the market and / or by the users of the vehicles to be ridden on saddle.

[0006] For example DE4232592 discloses a bicycle having the frame formed by a set of telescopic tubes connected together by joints having a spherical shape and complex movement. This bicycle is built with components that are too complicated and undoubtedly expensive for the particular geometries and processes required.

[0007] The European patent EP0723907 presents a rear suspension for bicycles with a tubular frame and a vertical tube that supports the saddle. The rear suspension includes an elongated element which at its front end is hinged to a shock absorber while at its rear end it is hinged to the upper end of a rigid L-shaped swingarm. The rigid swingarm includes the attachment of the rear wheel.

[0008] The elongated element is hinged at the upper end of the vertical tube, near the saddle. The lower end of the rigid swingarm is hinged at the lower end of the vertical tube, by means of two complicated eccentric mechanisms near the bottom bracket. The two swingarm anchor pins allow for a virtual center of rotation around which the rigid swingarm can swing back and forth.

[0009] The purpose of this complicated construction is to make the rear suspension sensitive only to the irregularities of the ground, trying to eliminate the suspension movements that are due to the thrusts of pedaling

[0010] This suspension system is very complex in construction. It also does not appear to be adaptable to the user's needs.

SUMMARY OF THE INVENTION

[0011] The main aim of what forms the subject of the present invention is to overcome the drawbacks of the known art by devising a rear suspension for a saddle-mounted vehicle which has an improved operation.

[0012] Within the scope of the aforementioned task, an object of the present invention is to devise a rear suspension for a saddle-mounted vehicle that can be adapted and / or adapted to different sizes, according to the sizes and / or needs required by one or more users.

[0013] Not least object is to devise a rear suspension for a vehicle to be ridden in the saddle which achieves the aforementioned aim and objects at competitive costs and is also achievable with the usual and known systems, machinery and equipment.

The aim and objects indicated above, and others which will become clearer hereinafter, are achieved by a rear suspension for a saddle-mounted vehicle as defined in claim 1.

BRIEF DESCRIPTION OF THE FIGURES

[0014] Further characteristics and advantages of the present invention will become more evident from the following description of a particular, but not exclusive, embodiment illustrated purely by way of non-limiting example with reference to the attached drawing tables, in which:

Figure 1 shows a schematic view of a first embodiment of a vehicle to be ridden in a saddle according to the present invention;

Figures 2, 3 and 3A show schematic views of a vehicle to be ridden in a saddle with a central portion, according to a second embodiment;

Figure 4 shows a schematic view of a vehicle to be ridden in a saddle with a central portion, according to a third embodiment;

- Figure 5 shows a detail of Figure 4;

Figure 6 shows a left side view of the third embodiment of Figure 4, with some hidden elements;

- Figure 7 shows a further side view from the left of the third construction mode of Figure 4, in which the movement described by some elements is visible;

- Figures 8 and 9 show an example of vehicles to be ridden in the saddle whose realization is possible, thanks to a central portion according to the invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] It should be noted that in the subsequent description of the invention terms referring to the positions of any element or component such as top, bottom, top, bottom, right, left, vertical, horizontal and the like are to be understood as referring to the objects in their normal conditions of use and assembly. Therefore, even if the invention is not assembled and / or not in use, the technician in the sector is still able to recognize the aforementioned references.

[0016] In particular, the reference will be given from the point of view of a user who is mounted in the saddle of a vehicle to be ridden in the saddle according to the invention.

[0017] In the following description, the term bicycle will be used to indicate a vehicle to be ridden on a saddle comprising at least one front wheel and at least one rear wheel.

[0018] The elements which appear to be the same or similar to those described for the embodiment of Figure 1, are indicated in the following figures with numerical references increased respectively by 100 for the embodiment of Figures 2, 3 and 3A, by 200 for the embodiment of figures 4 to 7, of 300 and 400 for the embodiment of figure 9 and of 500 for the embodiment of figure 8 and vice versa.

[0019] With reference to the aforementioned figures and in particular to figure 1, the reference number 10 generally indicates a bicycle frame comprising a front portion 12, a central portion 14 and a rear portion 16, conveniently associated with each other , with constraint means described below.

[0020] The front portion 12 can be associated with a front wheel, not visible in the figure, while the rear portion 16 can be associated with a rear wheel, also not visible in the figure.

[0021] Furthermore, the front portion 12 and the rear portion 16 can be associated with other known components of saddle-mounted vehicles, such as front fork, handlebar, brakes and more, not visible in the figure.

[0022] The central portion 14 can be associated with other components of a bicycle, for example a saddle, a bottom bracket or the like.

[0023] The front portion 12 comprises a front tubular 20, in turn comprising a steering tube 22 for associating a front fork, or other means for supporting a front wheel, by means of a through hole 23. A upper tube 24 and a lower tube 26, also connected to each other by a front reinforcement 28 and by a C-shaped reinforcement 30, the latter also connected to the tube 22 itself.

[0024] The front portion 12 can be made integrally or at least partially in various materials according to the requirements, such as for example: steel, chromium-molybdenum steel, stainless steel, titanium, carbon fiber, a light alloy or the like.

[0025] The rear portion 16 comprises a rear tubular 40 in turn comprising rear attachments 42 for associating a rear wheel by means of a through hole 43, of which only one is indicated in the figure. An upper leg 44 and a lower leg 46 protrude from the rear attachments 42, both U-shaped and connected to each other also by two rear reinforcements 48. The materials previously described for the front portion 12 can also be used for the rear portion 16, or still others.

[0026] An upper hinge 41 is associated with the end of the upper leg 44 opposite the rear attachments 42. The upper hinge 41 can be associated with a cushioning means, for example of the spring and / or shock absorber type or other, to connect it to the central portion 14 and obtain a rear suspension.

[0027] Similarly, a lower hinge 45 is associated with the end of the lower leg 46, opposite the rear attachments 42.

[0028] The central portion 14 comprises a pair of plates 50, in turn comprising a first plate 52 and a second plate 54, placed side by side at a predetermined distance, for example equal to 8 centimeters.

[0029] The pair of plates 50 is conveniently arranged vertically and ensures excellent mechanical strength and torsional strength to the frame 10 according to the invention.

[0030] A plurality of through holes are formed in the pair of plates 50, for various uses, such as for example the passage of screws or the housing of other components of the bicycle or so on.

[0031] In the following, when the pair of plates has a characteristic having a symmetrical correspondence, for example holes, reference will be made to the pair of plates, meaning in any case that this characteristic is present in at least one plate of the pair of plates.

[0032] The first plate 52 will be described below, since the second plate 54 is similar to the first plate 52. Said plates can have various thicknesses, for example between 2 and 10 millimeters.

[0033] The first plate 52 comprises a trunk 60 substantially elongated and tapered upwards. A first branch 62 and a second branch 64 project forward from the trunk 60, respectively in proximity to the upper and lower ends of the trunk 60, forming a substantially C-shape with the trunk 60.

[0034] In addition, a third branch 66 and a fourth branch 68 protrude from the trunk 60, respectively near the lower and upper ends of the trunk 60.

[0035] A plurality of anchoring holes 61 is formed in the upper part of the trunk 60, adapted to receive a pin or other means for anchoring the cushioning means.

[0036] The cushioning means can also be pivoted in correspondence with a hole obtained on a triangle 53 constrained in correspondence with the first branch 62.

[0037] By choosing one of the anchoring holes 61 or a hole on the triangle 53, it thus becomes possible to choose different anchoring points to the cushioning means, obtaining different behavior in excursion and / or stiffness of the rear suspension, which is thus adapted to the desired behavior . For example, it is possible to achieve greater rear wheel travel and thus drive more challenging trails in the off-road vehicle sector.

[0038] In proximity to the fourth branch 68, in the pair of plates 50 there are also obtained a plurality of saddle holes 63 for fixing a saddle S, visible in figure 2.

[0039] Advantageously, a saddle support 173 can be included, for example obtained by CNC machining and in light alloy, which is interposed between the pair of plates near the fourth branch 168 similar to the fourth branch 68, acting as a spacer. Said saddle support 173 can further comprise a tube hole 175 for inserting a tube T that supports a saddle S. fixing means not visible in the figure, for example screws associated with the saddle holes 163 and with the fixing holes 179.

[0040] The saddle support 173 can comprise a system for fixing the saddle tube T in the traditional way with a tube clamp or the like. A synergistic effect of greater rigidity is thus obtained in the region of the saddle support 173, with the possibility of also using a saddle of the traditional type with known tube.

[0041] The upper tube 24 and the lower tube 26 are respectively connected to the first branch 62 and to the second branch 64, each fixed by means of a pair of screws, one of which is a screw 65 shown in the figure. By using a pair of screws 65, mechanical twisting is advantageously avoided and structural rigidity is increased, compared to the use of a single screw.

[0042] As can be seen in Figures 3 and 3A, for each screw 65, which connects the pair of plates 50 with each element of the front portion 12, a bushing 67 is used which operates as a spacer, made with triple-diameter mechanical machining.

[0043] The triple-diameter machining of the bush 67 preferably provides that the bush 67 has, in series with each other, a first diameter 67A, a second diameter 67B and a third diameter 67C.

[0044] The first diameter 67A corresponds to the diameter of the hole with which it is associated, said hole obtained in the front portion 12, for example the two holes obtained in the upper tube 124 of Figure 3A. The insertion is preferably bound with welding or other fixing means.

[0045] The second diameter 67B is greater than the first diameter 67A and the third diameter 67C corresponds to the respective hole in the plate with which it is associated. The third diameter 67C is preferably smaller than the second diameter 67B.

[0046] Preferably the thickness of the portion with the second diameter 67B defines the distance between the respective plate and the relative element of the front portion 12.

[0047] Each hole in the plates adapted to be associated with a bushing 67 and a respective screw 65 is shaped according to a particular construction, comprising a hole with a smaller diameter 29A, passing from one face to the other of the respective plate and a hole with a larger diameter 29B which is blind and obtained in the face of the plate which faces the respective bush 67.The portion of the bush 67 which has the third diameter 67C is made to be inserted in the corresponding hole with a larger diameter 29B of the plate so as to improve the solidity of the coupling. In other words, the screw 65 used has a shank with an external diameter of the thread smaller than the hole with a smaller diameter 29A obtained on the plate, while the third diameter 67C of the bushing 67 is sized to be coupled preferably with minimum play, even more preferably play-free and even more preferably with interference, with the larger diameter hole 29B in the respective plate. In the bushing 67 there is also a hole 67E to accommodate the screw 65.

[0048] Thanks to this particular construction of the bushing 67, a centering between plates and bushings is obtained with a lower clearance than that which would be obtained if the threaded shank of the screw were in direct contact with the walls of the respective hole in the plate.

[0049] Furthermore, if the plates are made of a delicate or fragile material, for example carbon fiber, this particular construction prevents the thread of the screws used from coming into contact with the internal surface of the hole made in the plates and it also allows a stable coupling between bushing and plate, thus improving the solidity of the whole frame. In this way, the problems that would arise if a simple hole were made in the plate to be coupled with a screw with the relative coupling play, a play which it is preferable not to have, is thus overcome.

[0050] According to a variant, not visible in the figure, a bush and a respective hole in the plate can be made as described below.

[0051] The triple-diameter machining of a bush can preferably provide that the bush has, in series, a first diameter corresponding to the hole with which it is associated in the front portion 12, a second diameter greater than the first diameter and a third diameter corresponding to the hole in the plate with which it is associated.

[0052] The portion of the bushing which has the third diameter can therefore be made to be inserted in a corresponding hole made in the plate so as to protect the screw 65. In this variant, the hole made in the plate has a single diameter and is of the type through, for example with a diameter equal to that of the hole having a larger diameter 29B described above.

[0053] In other words, the screw 65 used has a shank with a smaller thread diameter than the through hole in the plate, while the third diameter of the bush is calculated to be coupled without play, or with minimal play, with the hole in the respective plate.

[0054] Thanks to this particular construction of the bush, a centering between plates and bushings is obtained with a lower clearance than that which would be obtained if the threaded shank of the screw were in direct contact with the walls of the respective hole in the plate. Furthermore, the plate is still protected from the thread of the screw, as the two are kept at a distance and do not come into contact.

[0055] The assembly of the front portion 12 with the central portion 14 is made in such a way as to obtain that an intermediate plane and parallel to the pair of plates 50 is aligned with the front portion 12 of the frame 10. Preferably, this intermediate plane can correspond to the plane center line of a front wheel and / or a rear wheel that can be associated with the frame 10.

[0056] The pair of plates 50, visible in figure 1, has seats obtained inside the same plates. A first seat 70 and a second seat 72 are formed in the first plate 52 as a circular hole. The first seat 70 is in turn advantageously surrounded by other 5 smaller fixing holes, equidistant from each other at the vertices of a regular pentagon, one of which is indicated by the reference number 71. The first seat 70 preferably houses a central movement, comprising for example the pivot of the pedals.

[0057] A third seat 74 is formed in the second plate 54, as an 8-shaped hole. The third seat 74 conveniently faces the first seat 70 and the second seat 72.

[0058] This configuration of the pair of plates 50 allows to support a motor, for example an electric motor, not visible in the figure, inside the second seat 72 and / or the third seat 74, while the first seat 70 can house the pedal pin. Furthermore, a battery can also be housed between the pair of plates 50 and / or in the space between the upper tube 24 and the lower tube 26 of the front tubular 20.

[0059] As can be seen in figures 2 and 3, a frame 100 according to a second modality of the invention comprises a pair of plates 150 shaped in a similar way to the pair of plates 50. A first seat 170 is formed in a first plate 152 analogous to the first seat 70, facing a fourth seat 176 obtained in a second plate 154.

[0060] Both the first seat 170 and the fourth seat 176 are in turn advantageously surrounded by five other fixing holes, equidistant to each other at the vertices of a regular pentagon, one of which is indicated by the reference number 171.

[0061] The pair of plates 150, duly shaped, can be associated with a central movement comprising an eccentric central hub 180 in which, as shown in Figure 3, an eccentric hole 181 is obtained passing from the left face to the right face, to allow the inserting the pedal pin, not visible in the figure. The eccentric hole 181 is flanked by two specular holes 182 passing through to lighten the weight of the central eccentric hub 180.

[0062] Around the eccentric hole 181 and the two mirrored holes, on both faces of the eccentric central hub 180, orientation holes 184 are obtained in a multiple number to the five fixing holes 171, so as to allow a multiplicity of possible fixing combinations.

[0063] As shown in Figure 2, the coupling of the eccentric central hub 180 to the pair of plates 150 is operated by means of suitable screws, not visible in the figure, each inserted both in a fixing hole 171 and in a corresponding orientation hole 184 , facing each other.

[0064] In this way, advantageously, it will be possible to fix the eccentric central hub 180 according to different angles, chosen by facing the fixing holes 171 with other orientation holes 184, consequently obtaining various angular configurations of the eccentric central hub 180. This possibility of configuration has the advantage of adapting the geometry of the frame.

[0065] It is thus possible, for example, to vary the size and the ideal position to obtain a more natural pedaling, according to the different user or the particular use to be made of the bicycle.

[0066] The fixing of the eccentric central hub 180 allows to obtain a further synergistic effect since the same eccentric central hub 180 also acts as a spacer between the pair of plates 150 ensuring a perfect coupling of all the elements of the frame 100.

[0067] According to a further variant of the invention, as visible from figure 4 onwards, a vehicle to be ridden in a saddle can comprise a rear suspension, for example suitable for downhill-type descents. Naturally, the rear suspension described below can also be associated with a frame for a saddle-mounted vehicle according to the known art. In other words, the pair of plates is optional.

[0068] With reference to Figure 4, a front tubular 220 is associated with a pair of plates 250 comprising a first plate 252 and a second plate 254. To facilitate understanding, a front wheel 217 and a rear wheel 218 are schematically represented, for example wheels of a known type with rim and tire or the like.

A rear portion 216 includes a right leg 247 and a left leg 249 which extend away from the pair of plates 250 towards the rear wheel 218. The rear wheel 218 is associated with the right leg 247 and the left leg 249 by means of of a rear wheel coupling 277. Naturally, the rear portion may comprise at least one leg with one end rotatably connectable to the pair of plates and the opposite end comprising a rear wheel coupling for supporting a rear wheel.

[0070] The left leg 249 comprises a head end in which a head hole 255 is made, while the right leg 247 comprises a head end in which a head hole 257 is made, the latter not visible in figure 4.

[0071] In the first plate 252 there is obtained a leg hole 256 which can be constrained with the head hole 255 by means of a pin, not visible in the figure, so as to hinge the left leg 249 to the first plate 252.

[0072] Similarly, the right leg 247 is hinged to the second plate 254 by means of a pin in a hole in the leg 258 obtained in the second plate 254 itself.

[0073] The aforesaid leg holes define a first center of rotation with respect to the pair of plates 250, hereinafter referred to briefly with the term "first plate center". The first plate center is a center of rotation integral with the pair of plates 250, or in any case with at least one plate of the pair of plates 250.

[0074] As shown in Figure 5, a block 231 is interposed between the left leg 249 and the right leg 247, binding them to rotate together. Block 231 preferably has a substantially parallelepiped shape, but it can of course also have another shape.

[0075] A tower 232 protrudes from the upper face of the block 231 at the upper end of which a first end of a rocker arm 233 is hinged, in correspondence with a rear pin 234. The rear pin 234 defines a first center of rotation with respect to the rocker 233, summarized below with the term "first balance center". The first center of the balance wheel is a center of rotation integral with the balance wheel 233. The block 231 and the tower 232 are an example of a rigid element interposed between the balance wheel and the legs.

[0076] A second end of the rocker arm 233 is hinged to the upper end of a cushioning means 235, in correspondence with a front pin 236. The front pin 236 defines a second center of rotation with respect to the rocker 233, hereinafter referred to synthetically as the term "second center of balance", defined synthetically in a similar way to the first center of balance.

[0077] The damping means 235 may comprise a spring and / or a shock absorber or the like.

[0078] The lower end of the cushioning means 235 is pivoted to the pair of plates at a pin 237, as visible in Figure 6. The pin 237 constrains the lower end of the cushioning means 235 to rotate with respect to a second plate center, defined briefly in the same way as the first plate center.

[0079] A connecting rod 238 has its lower end pivoted to the pair of plates by means of a pin 239. The pin 239 constrains the lower end of the connecting rod 238 to rotate with respect to a third plate center, similarly to the first plate center .

[0080] The upper end 285 of the connecting rod 238, visible in figure 5, is hinged to the rocker arm 233 by means of a pin 286. The pin 286 defines a third center of rotation with respect to the rocker arm 233, hereinafter referred to synthetically with the term “Third center of balance wheel”, synthetically defined in a similar way to the first center of balance wheel.

[0081] In the following, the numerical references of the pins can also be used to recall the respective centers of rotation which have been defined in correspondence with them.

[0082] The relative position of the third rocker center 286 with respect to the first rocker center 234 and with respect to the second rocker center 236 can be adjusted by means of adjustment means, as described below.

[0083] The adjustment means of the third balance wheel center 286 comprise a register 287, a dowel 288 and locking screws 289.

[0084] A register seat 290 is formed in the rocker arm 233 which houses the register 287. The register seat 290 extends towards the second center of the rocker arm 236 and is crossed by the locking screws 289 screwed into respective threaded holes made in the rocker 233 .

[0085] The register 287 comprises a cylindrical portion 292, inserted in the register seat 290. The cylindrical portion 292 has a diameter greater than the diameter of the pin 286, preferably a diameter at least double the diameter of the pin 286. Furthermore, the pin 286 it is inserted in the cylindrical portion 292 in an eccentric position with respect to the geometric center of the same cylindrical portion 292.

[0086] The register 287 comprises a pair of crowns which protrude from both side faces of the rocker 233 and, as visible in Figure 6, have a plurality of grooves 291 on their outer perimeter.

[0087] By rotating the register 287 inside the register seat 290 it is possible to vary the relative position of the third rocker center 286 with respect to the first rocker center 234 and with respect to the second rocker center 236, for example according to the location of points identified by the dotted circumference 293.

[0088] The dowel 288 engages one of the grooves 291 of the register 287, so as to constrain the relative rotation of the register 287 with respect to the rocker arm 233. Preferably, the locking screws 289 allow the register seat 290 to be tightened by friction around the cylindrical portion 292 of the register 287 itself, so as to further guarantee the maintenance of the relative rotation of the register 287 with respect to the rocker 233.

[0089] Naturally, to rotate the register 287 the constraints given by the grain 288 and / or by the locking screws 289 are removed.

[0090] With reference to Figure 6, the orientation of the rocker arm 233 with respect to the connecting rod 238 and / or with respect to the rest of the frame will be described below.

[0091] A connecting rod axis 293 is identified by the straight line passing between the third center of the plate 239 and the third center of the rocker arm 286, along the longitudinal development of the connecting rod 238. The distance between the axis of the connecting rod 293 and the first center of rocker 234 identifies a minor segment 294, while the distance between the axis of connecting rod 293 and the second center of rocker 236 identifies a major segment 295.

[0092] Preferably the larger segment 295 has a length equal to or greater than the smaller segment 294, depending on the relative rotation of the register 287 with respect to the rocker 233. In other words, by rotating the register 287 it is possible to vary the lengths of the smaller segment 294 and of the major segment 295.

[0093] An example of the dimensions of the segments described above can be the following: the hole made in the rocker 233 to receive the register 287 can be closer to one of the first rocker center 234 and the second rocker center 236 than 7.5 millimeters. In this way, the third center of rocker arm 286 can be moved by a total of 15 millimeters, for example by rotating the register 287, both vertically and horizontally.

[0094] A balance wheel axis 296 is identified by a straight line passing through the third balance wheel center 286 and parallel to the direction passing between the first balance wheel center 234 and the second balance wheel center 236.

[0095] The connecting rod axis 293 is substantially integral with the connecting rod 238 and consequently rotates with respect to the third center of the plate 239.

[0096] The rocker 233 includes a convex face 297. In the configuration visible in Figure 6, the convex face 297 faces upwards. The third rocker center 286 is obtained at a predetermined distance from the junction line between the first rocker center 234 and the second rocker center 236 towards said convex face 297.

[0097] Preferably, the rocker arm 233 can be associated with removable pins so that it can be assembled with respect to the first end of the connecting rod 238 in at least two configurations obtained with rotations with respect to a rocker arm axis 296 so as to obtain a positioning of the third center of rocker arm 286 above or below the line of junction between the first rocker center 234 and the second rocker center 236, respectively moving away from or approaching the end of the connecting rod which is rotatably constrained to the frame. In other words, thanks to the particular construction of the balance wheel 233 according to the invention, it is possible to rotate it 180 degrees around the balance wheel axis 296, as indicated by the arrow 298, thus obtaining an arrangement with the convex face 297 facing downwards and advantageously, the displacement of the first rocker center 234 and of the second rocker center 236 respectively to the dashed positions 234A and 236A.

[0098] Of course, the rocker 236 can also be rotated around the junction line between the first rocker center 234 and the second rocker center 236.

[0099] Furthermore, it is possible to rotate the rocker arm 233 around the connecting rod axis 293, for example by 180 degrees, as indicated by the arrow 299, thus orienting the major segment 295 towards the tower 232, while the smaller segment 294 is oriented towards the cushioning means 235. In other words, it is possible to invert the major segment 295 with the minor segment 294.

[00100] Advantageously, thanks to the rotations described above, it is possible to considerably expand the possible relative positions of the third rocker center 286 with respect to the first rocker center 234 and the second rocker center 236. With reference to the exemplary dimensions described above, it is therefore possible to double the displacement of the third balance wheel center 286, for example up to 30 millimeters.

[00101] Thanks to the inventive construction of the balance wheel 233 according to the invention, it is therefore possible to obtain a number of positions equal to 36, ie the product between the nine rotations of the register 287 and the four rotations of the balance wheel 233 described above.

[00102] As shown in Figure 7, the movement of the rear wheel 218 made possible by the rear portion 216 is visible in a first extended configuration and in a second compressed configuration, shown with respect to the second plate 254.

[00103] In the first extended configuration the cushioning means 235 is arranged according to its maximum length 235A, the right leg is rotated in the position indicated with 247A, so that the rear wheel coupling is in the position indicated with 277A of minimum excursion and the rear wheel in the position shown

[00104] In the second compressed configuration, the cushioning means 235 is arranged according to its minimum length 235B, the right leg is rotated in the position indicated with 247B, so that the rear wheel coupling is in the position indicated with 277B of maximum travel and the rear wheel in the position indicated by 218B.

[00105] Experimentally it has been advantageously verified that the approach of the third balance wheel center 286 to the second balance wheel center 236 increases the possible excursion of the rear wheel 218. In other words, by bringing the third balance wheel center 286 closer to the second center of rocker arm 236 increases the distance between the position of the rear wheel coupling 277A in the first extended configuration and the respective position of the rear wheel coupling 277B in the second compressed configuration.

[00106] It is therefore possible to adjust the path described by the rear wheel coupling 277 starting from the first extended configuration up to the second compressed configuration, by adjusting the relative position of the third rocker center 286 and / or the relative rotation of the rocker arm 233 with respect to the connecting rod 238 or with respect to the pair of plates 250.

[00107] The rear wheel coupling 277 describes an arc-shaped curve, having a center of rotation in the first center of plate 258.

[00108] Preferably, the first plate center 258 is substantially positioned along an ideal median line between the minimum excursion 277A and the maximum excursion 277B of the rear wheel coupling 277. Advantageously, anomalous behaviors and / or a sudden variation of the distance are thus avoided between the front wheel axle and the rear wheel coupling 277.

[00109] Referring to the inner and outer faces of the pair of plates, the legs 247, 249 are pivoted on the outer faces of the pair of plates, while the cushioning means 235 and the connecting rod 238 are pivoted on the inner faces of the pair of plates.

[00110] The rear suspension mechanism according to the invention is advantageously hinged in proximity to the bottom bracket 280, therefore lower than the other rear suspension systems according to the prior art. In other words, the first plate center 258, the second plate center 237 and the third plate center 239 are closer to the lower end of the vehicle frame than the first rocker center 234, the second rocker center 236 and to the third center of balance wheel 286.

[00111] This particular construction allows the rocker 233 to have a wider movement than the rocker arms of the known art. In fact, the rocker arm 233 can move, with respect to the pair of plates, both with a tilting movement and with a forward and backward movement.

[00112] Advantageously, the rocker arm 233 can therefore oscillate like a pendulum around the third center of the plate 239. It is advantageously possible to optimize the excursion of the damping means by varying the adjustment parameters of the rocker arm with respect to the connecting rod axis 293, to obtain the best response to use, based on user needs. For example, a difference in weight or performance required will result in a different adjustment, which is conveniently allowed by the particular construction according to the invention.

[00113] Furthermore, by adjusting the position of the third balance wheel center 286, the height of the rear portion of the vehicle is adjusted, consequently also adjusting the attitude as all the geometry of the frame and the steering angle are changed.

[00114] Even variations of the order of a few millimeters on the configuration of one or more elements can influence the behavior of the vehicle according to the invention.

[00115] Advantageously, the attachments of the rear suspension components to the central portion are all close to the bottom bracket, while in the known art at least one attachment of the rear suspension has a greater distance from the bottom bracket, for example in known vehicles which provide a rocker arm hinged at the upper end of the saddle tube or near the saddle itself.

[00116] Surprisingly, a high stability and dynamic quality of the rear suspension and consequently of the vehicle was found, which after several studies was linked to obtaining all the attachments near the center of gravity.

[00117] Preferably, therefore, the attachments to the frame are positioned on the basis of a weighted choice dictated by the aim of concentrating as much as possible the attachments and related mechanical forces in the area of the center of gravity of the vehicle, which are ideally concentrated in the area above the bottom bracket.

[00118] From the foregoing it is therefore evident that the present invention achieves the aims and advantages initially envisaged: a rear suspension has in fact been devised which has an improved operation with respect to the solutions belonging to the known art.

[00119] In particular, the use of a connecting rod which has a first end rotatably constrained to the third center of the rocker arm and a second end rotatably constrained to the frame allows to obtain a progressively increasing deformation of the cushioning means, which increases with the increase of the displacement of the rear wheel coupling starting from the first extended configuration. In this way, for example, it is possible to obtain an initial soft behavior, from the first extended configuration, which becomes progressively more rigid as it proceeds towards the second compressed configuration.

[00120] The known rear suspensions, on the other hand, have a rocker arm pivoted directly to the vehicle frame and therefore a deformation of the damping means which remains constant during the travel of the rear suspension.

[00121] The methods of construction of the frame described above can be completed with various elements to obtain a complete bicycle that can be used in daily use, or with typical components of a road bicycle for daily use.

[00122] Advantageously, the same methods of construction of the frame described above can also be completed with other elements, replacing and / or adding others, which are duly constructed to obtain a different operation, for example typical of an off-road bicycle or other. . For example, a rear suspension such as a mountain bike and / or a front suspension fork can be used instead of a rigid fork.

[00123] As proof of the versatility of the pair of plates and of the frame according to the invention, it is possible to associate a rear trellis that can have two or more wheels for specific uses, for example with a loading platform or other.

[00124] As shown in Figure 8, according to a variant of the invention, a vehicle 500 comprises a central portion 514 in turn comprising a pair of plates 550 and preferably suitable for descending, for example on snow or on artificial summer plants or otherwise .

[00125] Furthermore, a rear portion 516 is associated with the pair of plates 550, which comprises a sliding means 559, preferably a skate, a ski or the like. The sliding means 559 is associated with the pair of plates 550 by means of a pair of connecting rods 578, respectively pivoted at a first end to the pair of plates 550 and at a second end to the sliding means 559. Preferably, the pair of connecting rods 578 is configured to compose an articulated quadrilateral, connected to the pair of plates 550 also with a cushioning means 535. Naturally, a cushioning means can also connect the sliding means directly to the pair of plates 550.

[00126] A front portion 512 is associated with the pair of plates 550, which can be associated with a front fork comprising a further sliding means, not visible in the figure, for controlling the steering of the vehicle 500 itself.

[00127] A central hub similar to the eccentric central hub 180 can also be associated with the pair of plates, to give greater solidity, not visible in the figure, acting synergistically also as a spacer between the plates.

[00128] Furthermore, as can be seen in Figure 9, starting from a first frame which comprises a front portion 312 and a central portion 314 comprising a first pair of plates 350, it is possible to associate directly to the first pair of plates 350 a second frame comprising further front portion 412, central portion 414 and rear portion 416, so as to obtain for example a tandem vehicle, in which the central portion 414 comprises a second pair of plates 450. Said tandem vehicle can advantageously comprise a bottom bracket with an electric motor for pedal assist housed in the first pair of plates 350 and two electric batteries 351 electrically and operationally connected to the electric motor for pedal assistance.

[00129] In conclusion, it is evident from the foregoing that the present invention achieves the aims and advantages initially envisaged.

[00130] A rear suspension has in fact been devised for a vehicle to be ridden on a saddle and which can be associated with a frame. The rear suspension includes:

- at least one leg with one end rotatably connectable to said frame and the opposite end comprising a rear wheel coupling to support a rear wheel;

- a barbell comprising a first barbell center at a first barbell end, a second barbell center at a second barbell end and a third barbell center interposed between the first barbell center and the second barbell center;

- a rigid element with a first end rotatably constrained to the first balance wheel center and a second end rigidly constrained to said at least one leg;

- a cushioning means with a first end rotatably constrained to the second balance wheel center and a second end rotatably connectable to the frame.

[00131] In particular, the rear suspension further comprises a connecting rod which has a first end rotatably constrained to the third balance wheel center and a second end rotatably constrained to the frame.

[00132] A rear suspension is thus obtained having an improved operation with respect to known rear suspensions. For example, a progressive deformation of the cushioning means can easily be achieved.

[00133] Furthermore, the rear suspension for a vehicle to be ridden in the saddle according to the invention can be suitable and / or adapted to different measures, based on the sizes and / or needs required by one or more users.

[00134] The rear suspension for a vehicle to be ridden in a saddle according to the invention also achieves the aforementioned task and purposes at competitive costs and can also be achieved with the usual and known systems, machinery and equipment.

[00135] It has thus been shown that thanks to the elements of the present invention it is possible to assemble a vehicle to be ridden in a saddle with the many characteristics described up to now and others.

[00136] Of course, the present invention is susceptible of numerous applications, modifications or variations without thereby departing from the scope of protection as defined by the independent claims 1.

[00137] Furthermore, the materials and equipment used for making the present invention, as well as the shapes and dimensions of the individual components, may be the most suitable according to specific requirements.

* * * * *

Claims (10)

"REAR SUSPENSION FOR VEHICLE TO RIDE ON A SADDLE, FRAME AND VEHICLE TO RIDE ON A SADDLE INCLUDING SAID REAR SUSPENSION " CLAIMS 1. Rear suspension for a saddle-mounted riding vehicle and attachable to a frame (252,254), comprising: - at least one leg (247,249) with one end rotatably connectable to said frame (252,254) and the opposite end comprising a rear wheel coupling (277) to support a rear wheel (218); - a barbell (233) comprising a first barbell center (234) at a first barbell end (233), a second barbell center (236) at a second barbell end (233) and a third barbell center ( 286) interposed between the first barbell center (234) and the second barbell center (236); - a rigid element (231,232) with a first end rotatably constrained to the first balance wheel center (234) and a second end rigidly constrained to said at least one leg (247,249); - a damping means (235) with a first end rotatably constrained to the second balance wheel center (236) and a second end rotatably constrained to the frame (252,254); characterized in that it further comprises a connecting rod (238) which has a first end rotatably constrained to the third balance wheel center (286) and a second end rotatably connectable to the frame (252,254). 2. Rear suspension according to the preceding claim, in which the relative position of the third balance wheel center (286) with respect to the first balance wheel center (234) and with respect to the second balance wheel center (236) can be adjusted by means of adjustment, said adjustment means comprising: - an adjusting seat (290) formed in the rocker arm (233); - a register (287) comprising a cylindrical portion (292) which can be inserted in the register seat (290); the third balance wheel center (286) being rotatably constrained to the cylindrical portion (292) in an eccentric position with respect to the geometric center of the cylindrical portion (292). Rear suspension according to the preceding claim, wherein at least one locking screw (289) is included which passes through the adjusting seat (290) to tighten the adjusting seat (290) around the cylindrical portion (292) of the adjuster (287 ). Rear suspension according to claim 2 or 3, wherein the register (287) comprises a plurality of grooves (291) on the outer perimeter and including at least one removable dowel (288) which engages one of the grooves (291), so as to constrain the relative rotation of the register (287) with respect to the rocker arm (233). Rear suspension according to one of the preceding claims, wherein the third rocker center (286) is obtained at a predetermined distance from the junction line between the first rocker center (234) and the second rocker center (236); and in which: the rocker arm (233) can be associated with removable pins so that it can be assembled with respect to the first end of the connecting rod (238) in at least two configurations obtained with rotations around said junction line: - a first configuration so as to obtain a positioning of the third balance wheel center (286) above said junction line and away from the second end of the connecting rod (238); - a second configuration so as to obtain a positioning of the third rocker arm center (286) below said junction line and approaching the second end of the connecting rod (238). 6. Rear suspension according to one of the preceding claims, wherein: - a connecting rod axis (293) is identified by a straight line passing between the third balance wheel center (286) and the second end of the connecting rod (238) rotatably constrained to the frame (252.254); - a minor segment (294) is identified by the distance between the connecting rod axis (293) and the first balance wheel center (234); - a major segment (295) is identified by the distance between the connecting rod axis (293) and the second balance wheel center (236); and in which: the rocker arm (233) can be associated with removable pins so that it can be assembled with respect to the first end of the connecting rod (238) in at least two configurations obtained with rotations with respect to said connecting rod axis (299), so as to alternatively obtain the larger segment ( 295) or the minor segment (294) oriented towards the cushioning means (235). Rear suspension according to one of the preceding claims, in - the frame (252,254) has a lower end; - said cushioning means (235), said connecting rod (238) and said leg (247,249) being rotatably constrained to the frame (252,254) in respective anchoring points (237,239,258); said anchor points (237,239,258) being closer to the lower end of the frame (252,254) than the first balance wheel center (234), the second balance wheel center (236) and the third balance wheel center (286). 8. Rear suspension according to one of the preceding claims, in which: - the rear wheel coupling (277) defines a path between a minimum excursion (277A) and a maximum excursion (277B). - said leg (247,249) can be associated to the frame (252,254) in a point (258) of the frame (252,254) which is substantially positioned along an ideal median line between said minimum excursion (277A) and said maximum excursion (277B) of the coupling rear wheel (277). 9. Frame for a vehicle to be ridden with saddle, to which a rear suspension according to one of the preceding claims can be associated, said frame comprising two plates (252,254) flat and facing each other, in said plates (252,254) a first plate center (256,258) being obtained to associate said at least one leg (247,249), a second plate center (237) to associate said cushioning means (235) and a third plate center (239) for associating said connecting rod (238), said cushioning means (235) and said connecting rod (238) being associable with an internal face of said plates (252,254), so as to be interposed between the two plates (252,254), said at least one leg (247,249) being associable with an external face of said plates (252,254). Saddle-mounted vehicle comprising a rear suspension according to one of claims 1 to 8 and / or comprising a frame according to the preceding claim.