TW201410532A - Bicycle shock with extension arms - Google Patents

Abstract

A bicycle frame can have a main frame, a sub-frame and a shock. The sub-frame can move in relation to the main frame and the shock can be used to regulate that relationship. A linkage connected to the main frame, sub-frame and shock can also be used to regulate the relationships and control the rotation. The shock can further have a pair of extension arms which connect to the linkage.

Description

Bicycle shock absorber with extension arm

The present invention generally relates to bicycle suspension systems and frame assemblies. In particular, the present invention relates to a configuration of a suspension assembly and a mounting configuration of a rear suspension assembly suitable for use with an off-road bicycle.

A mountain bike or mountain bike may be provided with a suspension assembly and a rear suspension assembly that are respectively operatively positioned between the bicycle frame and the front wheel and between the bicycle frame and the rear wheel. The front suspension and rear suspension are placed on a mountain bike to improve handling and performance by cushioning the collisions and other rugged path conditions encountered during off-road riding. However, because mountain bikes are typically driven by pedals (ie, using the rider's power output to propel the bike), in particular, the rear suspension setting undesirably buffers the rider's power output to cause wasted labor.

Accordingly, suspension systems have proven to be unsuitable for use with pedal-driven vehicles, such as mountain bikes, typically when mounted on an engine-driven vehicle, such as a locomotive. In addition, since the mountain bike is only driven by the power output from the rider, the rear suspension assembly can be expected to be lighter. After the engine drives the vehicle, the suspension system generally places more emphasis on strength than weight, and is therefore not yet universally assembled on mountain bikes.

A mountain bike rear suspension design utilizing multiple linkage members is currently used and is generally effective in isolating the pedal-inducing force and the braking-inducing force from the forces on the rear suspension. However, one of the problems associated with the design of the previous mountain bike rear suspension is the safety of the rear shock absorber. Set. Due to the relative complexity of the common mountain bike rear suspension assembly, the rear shock absorber placement typically excludes the use of a traditional triangular main frame of one of the mountain bikes.

A common rear suspension configuration of a bicycle frame assembly includes a joint sub-frame having a lever assembly or a link that couples one of the sub-frames to the bicycle frame One of the main frames of the assembly. The link may also support one end of a shock absorber operatively coupled between the main frame and the sub-frame. The link typically includes a pair of lever arms that are spaced apart from each other in a lateral direction and interconnected by a crossbar portion such that the lever arms move together as a unit. However, one of the disadvantages of this configuration is that a clearance space must be provided to adapt the crossbar portion to the entire range of movement of the link during articulation of the sub-frame. This configuration imposes restrictions on the design of the remainder of the frame assembly. For example, the seat tube is sometimes disposed in two different portions having a truncated intermediate section that provides a clearance space to accommodate movement of the link. As another example, the rear shock absorber can be positioned within the interior space defined by the main frame, and movement of the linkage can also occur within the space, thereby limiting the availability of this space for other uses.

New configurations for the placement and installation of the rear suspension on the bicycle frame are constantly being developed. In addition to this, there is a need to develop new designs for shock absorbers and shock absorber mounting equipment, such as connecting rods, to facilitate new configurations for positioning and mounting the rear suspension to the bicycle frame.

Some embodiments of a bicycle assembly can include a main frame, a sub-frame configured to rotate relative to the main frame, a link, and a shock absorber. The main frame may include a tube, a front tube, and a connecting tube connecting the seat tube and the front tube. The sub-frame may include a pair of rear upper forks and a pair of rear lower forks. The shock absorber can include a shock absorber body and an extension body integrated with the shock absorber body. The extension body can include an extension arm that spans the seat tube and connects the shock absorber to the pair of links. The link can be aligned with the shock absorber and the rear forks of the sub-frame.

In some embodiments, the bicycle assembly can further include a bottom bracket and seat The tube can extend from the connecting tube to the bottom bracket.

A shock absorber according to some embodiments may include an air cushion having an outer sleeve. The outer sleeve may or may not be threaded into the extension. The shock absorber can include three apertures, one on the shock absorber body and one on each extension arm.

Some embodiments of a bicycle frame can include a main frame, a sub-frame configured to rotate relative to the main frame, and a shock absorber. The main frame may include a tube, a front tube, and a top tube connecting the seat tube and the front tube. The shock absorber may include a shock absorber body, a pair of extension arms connected to the shock absorber body, and an adjustment knob of at least one of the extension arms, wherein the adjustment knob adjusts the shock absorber One parameter. The extension arms can span the seat tube and connect the shock absorber to the sub-frame at a first pivot point, the shock absorber being coupled to the main frame at a second pivot point. The adjustment parameters of some embodiments include one of resilience and damping. According to some embodiments, the two extension arms have adjustment knobs thereon.

In some embodiments of a bicycle frame, one of the adjustment knobs has a rotational axis that is perpendicular to a plane defined as a plane passing through the center of the main frame such that one of the users on one of the bicycles having the bicycle frame The body can be bent down to the shock absorber under the seat cushion and the shock absorber can be adjusted, and the damping adjustment can be easily achieved by one hand and the rebound adjustment can be easily achieved by the other hand.

According to some embodiments, a bicycle assembly can include a main frame, a subframe, a link, and a shock absorber. The main frame may include a tube, a front tube, and a connecting tube connecting the seat tube and the front tube. The sub-frame having a pair of rear upper forks and a pair of rear lower forks can be configured to rotate relative to the main frame. A link is pivotally coupled to the seat tube, the pair of rear upper forks, and the shock absorber. The shock absorber may include a first one end of the shock absorber pivotally coupled to one of the shock absorber body of the main frame and one of the shock absorbers positioned opposite the first end One of the extensions at the two ends.

In some embodiments, the extension body can include a pair of extension arms, each extension arm pivotable The ground is connected to the connecting rod, and the connection of each of the extending arms to the connecting rod is combined with the connection of one of the rear upper forks to the connecting rod.

In some embodiments, the rear upper fork pair is pivotally coupled to one of the rear forks to one of the rear lower forks.

Some embodiments of a bicycle assembly can include a main frame, a subframe, a link, and a shock absorber. The main frame may include a top pipe, a lower pipe, a front pipe connecting the top pipe and the lower pipe, and a top pipe and a seat pipe of the lower pipe connected at one end opposite to the front pipe. The sub-frame can be configured to move relative to the main frame while the shock absorber adjusts the movement. The sub-frame may include a pair of rear fork dropouts, a pair of rear lower forks (each rear fork is pivotally coupled to the main frame), and a pair of rear upper forks. Each of the rear forks is pivotally coupled to one of the rear forks, and one of the rear fork hooks is adjacent to a pivotal connection of the rear upper fork and the rear lower fork. The shock absorber can have a first end pivotally coupled to the main frame and a second end. The shock absorber can include a shock absorber body and an extension, the extension including a pair of extension arms, wherein the extension is positioned such that the extension arms span the seat tube. The link is pivotally coupled to the seat tube at one end and pivotally coupled to the second end of the shock absorber and the pair of rear upper forks at the other end such that the sides of the link are A coaxial pivot point is formed between the link, one of the pair of rear upper forks, and one of the pair of extension arms.

According to some embodiments, a bicycle assembly can include a main frame, a subframe, a link, and a shock absorber. The main frame may include a tube, a front tube, and a connecting tube connecting the seat tube and the front tube. The sub-frame having a pair of rear upper forks and a pair of rear lower forks can be configured to move relative to the main frame. Each of the upper forks after the pair of upper forks is pivotally coupled to one of the pair of lower forks after the pair of lower legs. The shock absorber can have a first end pivotally coupled to the main frame and a second end. The shock absorber can include a shock absorber body and an extension body, the extension body including a pair of extension arms. The link is pivotally coupled to the main frame at one end and pivotally coupled to the pair of rear upper forks and the extension of the shock absorber at the other end. The connection of each of the extension arms to the link may be in one of the rear forks To the same position of the connection of the links.

2‧‧‧Main frame

2'‧‧‧Main frame

4‧‧‧ Shock absorbers

4'‧‧‧ Shock absorbers

4"‧‧‧ shock absorbers

6‧‧‧Subframe

6'‧‧‧Subframe

8‧‧‧ Connecting rod

8'‧‧‧ Connecting rod

9‧‧‧ pivot point

9'‧‧‧ pivot point

10‧‧‧Bicycle frame

10'‧‧‧Bicycle frame

21‧‧‧ seat tube

21'‧‧‧ seat tube

22‧‧‧Corner/cross tube

23‧‧‧Pipe pipe

23'‧‧‧Pipe

24‧‧‧ openings/grooves

25‧‧‧Pre-tube

26‧‧‧Annex

27‧‧‧Bottom/lower tube

27'‧‧‧Bottom/lower tube

28‧‧‧ bracket

29‧‧‧Corner/cross tube

30‧‧‧ bottom bracket

32‧‧‧ 座座

41‧‧‧ knob

41"‧‧‧ knob

42‧‧‧Extension arm

42'‧‧‧Extension arm

43"‧‧‧ Pressure Controller

44‧‧‧ Eyes

44"‧‧‧ Eyes

45‧‧‧ components

46‧‧‧ internal part

46'‧‧‧Internal part

46"‧‧‧ internal part

48‧‧‧External part

48'‧‧‧External part

48"‧‧‧External part

50‧‧‧ fluid reservoir

51‧‧‧Incision

52‧‧‧Hose

53‧‧‧ hole

54‧‧‧Protruding

55‧‧‧ hole

56‧‧‧ socket

57‧‧‧port

58‧‧‧fasteners

62‧‧‧Back fork

62'‧‧‧ After the fork

64‧‧‧ rear fork

66‧‧‧ Rear fork claws

68‧‧‧ Eyes

70‧‧‧ hole

72‧‧‧ Eyes

210‧‧‧下下

211‧‧‧Axis

These and other features, aspects and advantages are described in the following description with reference to the preferred embodiments.

1 is a perspective view of one embodiment of a bicycle frame.

Figure 2 is a side elevational view of the bicycle frame of Figure 1.

2A shows a side view of another embodiment of a bicycle frame.

Figure 3 is a perspective schematic view showing the extension arm of one of the shock absorbers surrounding a tube.

Figure 4 shows a top view of the schematic of Figure 3.

Figure 5 shows a detailed view of one of the connection positions and pivot points between a shock absorber and a bicycle frame.

Figure 6 shows the connection position of the bicycle frame of Figure 5 in which the shock absorber has been removed.

Figure 7 is a partial disassembly and cross-sectional view showing a frame of the seat tube and sub-frame assembly.

Figure 8 illustrates a side view of another embodiment of a bicycle frame.

Figure 8A illustrates a side view of yet another embodiment of a bicycle frame.

Figure 8B is a detailed view of one of the portions of the bicycle frame of Figure 8A.

Figure 9 is a perspective view of a prior art shock absorber.

Figure 10 is a perspective view of one of the embodiments of a shock absorber.

Figure 11 is a top plan view of the shock absorber of Figure 10.

Figure 12 is a top plan view of another embodiment of a shock absorber.

Figure 13 shows a partially exploded view of the shock absorber of Figure 12.

Figure 14 is a perspective view of one of the components of the shock absorber of Figure 12.

As discussed in the description of the related art, the complexity of the rear suspension design typically requires the bicycle frame to have a geometry other than a typical triangular main frame. In addition, the seat tube is usually cut or split so that the suspension system including the shock absorber and the connecting rod can have enough moving space. between.

The triangular main frame offers many benefits. For example, a triangular main frame provides a balance between hardness and weight. The triangular main frame also easily connects the various components of the bicycle (such as seat cushions, handlebars, cranks and wheels) while minimizing the number of connecting tubes. This reduces the number of components required for the frame, thereby reducing the weight of the frame. Due to the direct connection between the main features or components of the bicycle (ie, the seat cushion, the handlebar and the pedal), the triangular frame maintains the rigidity and rigidity of the bicycle to enhance control and handling.

Figure 1 shows a bicycle frame 10 having a rear suspension system. The bicycle frame 10 has a main frame 2, a shock absorber 4 and a sub-frame 6. As can be seen, the main frame 2 can be a triangular main frame having a continuous seat tube 21. According to some embodiments, the main frame 10 includes a tube 21, a top tube 23 and a front tube 25. The top tube 23 can be connected to the seat tube 21 and the front tube 25. A seat post having an attached saddle (not shown) can be mounted in the seat tube 21. A steering column or a column connecting the handlebar and the front fork (not shown) can be mounted in the front tube 25. Some embodiments may further include a bottom tube 27 and a bottom bracket 30. The bottom tube 27 can be coupled to the bottom bracket 30 and the front tube 25. A crank (not shown) can be mounted into the bottom bracket 30, and a pedal (also not shown) can be attached to the bottom bracket 30.

According to some embodiments, the main frame 2 may further comprise one or more gussets or intersecting tubes 22, 29. The cross tube can be connected to various components of the main frame 2. For example, in FIG. 1, the cross pipe 22 connects the seat pipe 21 and the top pipe 23, and the cross pipe 29 connects the top pipe 23 and the bottom pipe 27. The cross tube 29 can connect the top tube 23 and the bottom tube 27 at a position away from the end of the top tube 23 and the bottom tube 27. The cross tubes 22, 29 can increase the stability of the frame and allow for additional design features such as a downward tilting of the top tube 23. In other embodiments, a single cross tube includes two cross tubes 22 and 29 that are combined into a single piece, and the main frame 2 does not use a top tube 23. In other embodiments, a top tube is used, but only one cross tube 22 or 29 is present.

A cross tube can provide additional benefits to the bicycle frame, such as providing braces and additional support. The cross tube can also provide a position to attach which will be explained in more detail below Shock absorber 4. In addition, a crossover tube may allow for more variations in the design of the frame, such as tubes or different configurations that allow for different sizes or shapes (such as narrower triangles on the main frame 2).

The sub-frame 6 of the bicycle frame 10 can include a pair of rear upper forks 62 and a pair of rear lower forks 64. Each of the rear upper forks 62 can be coupled to a corresponding lower fork 64 at a rear fork hook 66 or a rear fork hook 66. This connection can be fixed or pinned to allow for rotation. In some embodiments, the lower fork 64 is hingedly coupled to the main frame at or near the bottom bracket 30.

One end of a shock absorber 4 is connectable to the main frame 2, and the other end is connected to the sub-frame 6. The shock absorber 4 can be used to control the amount of movement between the main frame 2 and the sub-frame 6 and the rate of change of the relationship. As shown in FIG. 1, the shock absorber 4 can have a pair of extension arms 42. The extension arm 42 can span the seat tube 21 to connect the shock absorber 4 to the sub-frame 6. The extension arm 42 can also permit the use of a continuous seat tube 21.

In some embodiments, the bicycle frame 10 can also include a link 8. The figure shows a connecting rod 8 connecting the main frame 2, the shock absorber 4 and the sub-frame 6. In this way, the link 8 can be used with the shock absorber 4 to control the range and relationship of movement between the main frame 2 and the sub-frame 6. In some embodiments, the shock absorber 4 can be directly coupled to the subframe 6 whether or not the connecting rod 8 is used. Further, as shown, the shock absorber 4, the main frame 2, and the sub-frame 6 are all attached to the links at different positions. In some embodiments, portions of such connections are combined at one location.

As will be discussed in greater detail below, Figure 2A illustrates one variation of the bicycle frame shown in Figure 2. The shock absorber 4 directly connected to the sub-frame 6 is shown in Figure 2A. A link 8 is used to connect one end thereof to both the shock absorber 4 and the sub-frame 6 and the other end thereof to the main frame 2. Further, as shown in the figure, the connection between the shock absorber 4, the sub-frame 6 and the link 8 has been combined at one position.

Moreover, some of the figures (such as in Figures 2 and 2A) use reference element symbols 9 associated with the movement of the different components of a bicycle frame to show various pivot points in which portions of the different components of the bicycle frame 10 are coupled. The pivot point 9 can be a connection point, and in some embodiments and in some locations, a bearing can be included, but this is not required. For example, some embodiments There may be bearings in which the shock absorber 4 is coupled to the main frame 2 and the connecting rod 8 and the middle link 8 thereof is attached to the main frame 2.

Referring to Figures 3 and 4, there is shown a shock absorber 4 having an extension arm 42 that can span the seat tube 21 to permit use of a full length or continuous seat tube 21. It can also be seen that the pivot point 9 after the shock absorber connected to the connecting rod 8 is located behind the seat tube 21. These two features provide additional benefits.

A full length seat tube 21 can be coupled to a seat post (not shown) and a bottom bracket 30. According to some embodiments, a full length seat tube 21 can be coupled to one end of the top tube 23 and one end of the bottom tube 27 (as shown in Figures 1 and 2). A full length seat tube 21 can advantageously allow more power to be transferred from the rider to the pedal and crank at the bottom bracket 30. If the seat tube is split, the frame will experience flexing. This is not desirable, as the portion of the power applied by the rider towards the pedal will be guided to the flexure frame. This power output loss is undesired because it results in a weakening of the control of the results and the need to increase the energy to perform the same amount of work due to deflection. In addition, a full length seat tube 21 allows for greater adjustment of the seat post.

It is also advantageous to move the rear pivot point of the shock absorber to the seat tube 21 and behind the seat post because it facilitates configuration of the four-bar suspension configuration for optimum performance. For example, the instant of a four-bar suspension or linkage can be configured to be in a neutral position relative to a particular desired chain line. In addition, this configuration allows a rear upper fork 62 to be shorter than the pivot point of the front of the seat tube. After the shorter, the upper fork 62 is lighter and harder. The rear brake "shock" is therefore reduced by a harder configuration.

Turning now to Figures 5 and 6, a shock absorber 4 can be attached to the main frame 2 at an opening or recess 24. As shown, the recess 24 is located in the cross tube 29. The recess 24 can have an attachment 26. In some embodiments, the cross tube 29 is hydroformed. The cross tube 29 can have one of the slits in which the attachment 26 is welded to the cross tube 29. Attachment 26 can include, for example, a forging, a mount, mounting hardware, bearings, rods, pins, spacers, bolts, nuts, washers, fasteners, secure fasteners, and/or quick release levers. The shock absorber 4 can have a utility at the attachment 26 The shock absorber 4 is attached to one of the eyelets 44 of the main frame 2. This can be accomplished, for example, by screwing a fastener to a hole and eyelet 44 through a seat and securing the fastener. This attachment position can also form a pivot point 9 before the shock absorber 4.

Attaching the shock absorber 4 at a cross tube can have a number of advantages. For example, the shock absorber 4 can be positioned in an optimal position. The cross tube 29 can allow the shock absorber 4 to be connected at a position between the top tube 23 and the bottom tube 27. In this way, the stress from the shock absorber 4 can be spread through the frame or through two tubes instead of the frame. Attaching the shock absorber 4 to the cross tube 29 may allow the shock absorber 4 to align with the rear upper fork 62 or the top tube 23 or both. This allows the shock absorber 4 and the rear suspension system to be more sensitive overall.

Referring back to Figure 2 of the discussion above, attaching the shock absorber 4 to the main frame 2 at the crossover tube 29 may allow the shock absorber 4 to be substantially parallel to the top tube 23. This configuration advantageously reduces the amount of space required for the shock absorber 4 in use. This is because the design allows the shock absorber 4 to be substantially compressed or expanded within the main frame 2 without using additional space. The movement of the connecting rods 8 can be configured such that most of them are located behind the seat tube 21 and/or are configured to the sides of the seat tube 21. This allows the space in the main frame 2 to be used for other things (such as attaching a water bottle, a water bottle holder, a frame air pump, etc.).

The rear suspension design shown in Figures 1 and 2 has additional benefits. For example, because the shock absorber is substantially aligned with the rear upper fork 62, the load experienced by the seat tube 21 through the connecting rod 8 is reduced. Most of the force from the movement of the rear upper fork 62 is buffered by the shock absorber 4. In this way, the system is very sensitive to terrain. The connecting rod 8 acts as a rod, wherein the connection at the main frame 2 is a fulcrum. The force from the movement of the rear upper fork is the load, and the shock absorber provides a contraction force to the load. The force experienced at the fulcrum is greatly reduced by the overall design compared to some previous designs. This allows for a simpler construction of one of the connecting rods 8 to the seat tube 21. For example, in some prior designs, a forged pedestal, a bracket, or other separate hardware was used to mount the linkage 8 to the main frame 2 to relieve the high loads experienced at this point. This design also allows the use of bearings at all joints. This reduces the friction in the system and even makes the system more terrain sensitive.

According to some embodiments, one of the mounts 32 as shown in FIG. 7 may be hydroformed in the main frame 2 at the seat tube 21. This creates a projection in the seat tube 21 to provide the mounting position for the connecting rod 8. Thus, the linkage 8 can be directly coupled to the frame without the use of a separate bracket to result in cost savings and reduced components over some previous designs. In some embodiments, a cylinder can be attached to the main frame 2 at the mount 32. For example, a cylinder can be inserted into the mount 32 and welded into place. This cylinder provides a more powerful and accurate connection location while still reducing the cost of manufacturing and attaching a separate bracket.

Turning now to Figure 8, another embodiment of a bicycle frame 10' is shown. The reference component symbols of the components are identical to the reference component symbols in the previously described configurations, except that a symbol (') has been added to the reference component symbols. When such reference element symbols appear, it will be appreciated that the elements are identical or substantially similar to the previously described components.

The bicycle frame 10' has a main frame 2' and a sub-frame 6'. The bicycle frame 10' also has a shock absorber 4'. The shock absorber 4' has an extension arm 42', a fluid reservoir 50 and a connecting hose 52. The shock absorber 4' is attached to the main frame 2' via a bracket 28.

Although the bicycle frames 10 and 10' exhibit specific shock absorbers 4 and 4', the different frames 10, 10' may use the shock absorbers shown or different shock absorbers. For example, a shock absorber utilizing a combination of coil springs, air, oil, other fluids, and/or the like, or other shock absorbing cushioning mechanism can be used.

It will be appreciated that the bicycle frame 10' exhibits many qualities similar to the bicycle frame 10 discussed above. In particular, the figure shows a full length seat tube 21' and a shock absorber 4' having an extension arm 42', as well as some additional similar features. Additionally, according to some embodiments, the connecting rod 8' can be attached to the main frame 2' at the seat tube 21' without the use of an additional stand.

Returning to Figure 2A, while also referring to Figures 8A and 8B, one variation of the suspension system will be discussed. The shock absorbers 4, 4' directly connected to the sub-frames 6, 6' at the rear upper forks 62, 62' are shown in Figures 2A and 8A. A link 8, 8' is also connected to both the shock absorbers 4, 4' and the sub-frames 6, 6'. The connection between the shock absorbers 4, 4', the subframes 6, 6' and the links 8, 8' is combined at an axial position such that all three components surround the same at the pivot points 9, 9' The axis rotates. Therefore, there is a coaxial pivot point between the shock absorber, the connecting rod and the rear upper fork.

As with the previously discussed embodiments, the links 8, 8' are also connected to the main frame 2, 2'. Although the connection at the seat tube 21, 21' is shown in the figures, it will be appreciated that the links 8, 8' can be connected at other locations, such as at the top tube 23, 23' or the down tube 27, 27' to Main frame.

Comparing Figures 2A and 8A with Figures 2 and 8, it can be seen that the connecting rod is smaller than the link of the previously illustrated embodiment. This is because the back end only needs to accommodate one pivot point 9, 9' instead of two. It should be understood that the links can also remain the same size as desired. In some embodiments, the rear upper fork and/or the shock absorber may also be sized to achieve the desired suspension characteristics as compared to the previously illustrated embodiment.

Referring now to Figure 8B, an enlarged top view of one of the coaxial pivots is shown. The connection between the shock absorber 4', the subframe 6' and the link 8' is shown as an axial orientation such that all three components rotate about the same axis "A" at the pivot point 9'. As already mentioned, the shock absorber 4' can have a shock absorber 4' attached to the pair of extension arms 42' at the rear upper fork 62'. The connecting rod 8' can also be connected to the extension arm 42' and the rear upper fork 62' at the same position.

Each component can include apertures 68, 70, 72, and the pivot point 9' can extend through the three or more apertures. Each component can include one or more apertures. For example, as shown, both the shock absorber and the rear upper fork have two apertures 72, 68, while the linkage has only one aperture 70. The number of apertures and/or the size and surrounding area of the apertures can be a function of the forces experienced on the respective components. For example, in the illustrated configuration, the force experienced on the connecting rod is expected to be less than the force expected to pass through the shock absorber and the rear fork. Thus, the link has one eyelet 70 and the other components have two eyelets 68,72.

The apertures may form a mesh of entangled fingers. The illustrated embodiment has a uniform layering of one of the perforations, wherein the relationship of the perforations is maintained as a mirror image from one side to the other: a rear upper perforation 68, followed by a shock absorber aperture 72 and a linkage eyelet 70 And crossing the symmetry Face "B" is passed to the shock absorber aperture 72, followed by the upper fork aperture 68. This configuration can help distribute and balance the forces through the pivot point. Other configurations and numbers of holes can also be used.

The illustrated embodiment provides a number of benefits. For example, a coaxial pivot point between the shock absorber, the rear upper fork, and the connecting rod can remove any torque or bending arm. It provides a simple, neat look. Parts are reduced and the associated weight is reduced. In addition, having a coaxial pivot point at this location further aids in aligning the shock absorber with the rear upper fork, as discussed.

The shock absorber 4" shown in Figure 9 is a conventional fluid shock absorber. The shock absorber 4" has an eyelet 44" at either end to attach the shock absorber 4" to a bicycle frame as a rear suspension Parts. The shock absorber 4" as shown has an outer portion 48" and an inner portion 46". The outer portion 48" shown includes a sleeve that is an air cushion. Other types of shock absorbers can have an outer portion 48" that includes a metal coil spring that surrounds the inner portion 46" rather than the sleeve air cushion shown. The shock absorber 4" may have a pressure controller 43" to adjust the pressure of the shock absorber 4". For example, if the shock absorber 4" is an air shock absorber, the pressure controller 43" may be used to connect one Air pump and adjust one of the spring pressures in the shock absorber 4" Schrader or Presta valve. If the shock absorber 4" has a coil spring, the pressure controller 43" can be a preloaded ring, as is known in the art.

The shock absorber 4" can also have an adjustment knob 41". Adjustment knob 41" may include adjustments for damping, rebound, and other adjustments. Adjustment knob 41" is typically found near aperture 44" and mounted in a position perpendicular to the axis of aperture 44" to allow for sufficient clearance to The eyelet 44" attaches the shock absorber 4" to a bicycle frame.

According to some embodiments, one of the shock absorbers 4 is shown in FIGS. 10 and 11. One of the first ends of the shock absorber 4 has an eyelet 44, an inner portion 46, an outer portion 48 and a second end having a pair of extension arms 42. One end of each of the extension arms 42 may have an eyelet 44 and the other end may be coupled to the remainder of the shock absorber 4. The extension arm 42 can be made as an integral part of the shock absorber 4. The extension arm 42 can increase the length of the shock absorber 4. This increased length of the shock absorber 4 can change the pivot point at which the shock absorber 4 is attached to the bicycle frame, and thereby change the shock absorber 4, the main frame and the sub-frame Relative movements that can be experienced relative to each other. The extension arm 42 also allows the shock absorber 4 to span the seat tube or other tube without the tube that must be split or disassembled.

Another advantage of having one of the shock absorbers 4 of the extension arm 42 is that the extension arm 42 can allow the suspension 4 to rotate at a pivot point in front of a particular tube and rotate at a pivot point behind a particular tube . For example, a shock absorber 4 can have a pivot point in front of the seat tube and a pivot point behind the seat tube or alternatively behind the shaft 211 of the lower portion 210 of the seat tube. The shaft 211 can be determined at the recessed position, wherein the recess is the amount of travel of the suspension compression when a rider's static weight acts on the bicycle.

Some embodiments of a shock absorber 4 may further include a member 45 between the extension arms 42. Member 45 can be a support member to stiffen extension arm 42 and span the two extension arms 42 to more evenly distribute shock and stress. Member 45 can also act as a limiter to limit rotation of shock absorber 4 relative to the main frame.

A shock absorber 4 can have a controller or adjuster on one or both sides of the shock absorber 4. The presence of the extension arm 42 allows an adjuster, such as the adjustment knob 41, to be placed on either side of the shock absorber 4. In previous designs (such as the design shown in Figure 9), there is no space on the sides of the shock absorber for adjusting the knob, since the space around the eyelet is limited. This space is required to provide clearance for the rotation of the shock absorber and as an attachment location. To this end, the adjustment knob is perpendicular to the axis of the aperture such that it does not essentially participate in the primary use of the aperture.

Having a regulator (such as adjustment knob 41) on the side of the shock absorber 4 has a number of benefits. First, it is convenient to have an adjustment knob 41 on the side of the shock absorber 4, since the adjustment can be made visually clearly by the user. If the user is standing next to the bicycle for adjustment, the user can stand on the side of the bicycle and will be able to easily see the adjustments made. The user will clearly see the adjustment knob 41 and any setting marks unobstructed. If the user is on a bicycle, it is easy to bend down and adjust a normal rotational movement with his hand.

This is in contrast to some previous designs. As previously discussed, one embodiment of a bicycle frame 10 having a shock absorber 4 is shown in FIG. If it will be similar to that shown in Figure 1 One way is to install the shock absorber 4" in a generally horizontal manner (which may require a tap seat tube), then the adjustment knob 41" will face down or face up. If facing down, the adjustment knob 41" is facing away from the top tube and the rider and between the shock absorber 4" and the bottom tube. If facing up, the adjustment knob 41" will be between the shock absorber 4" and the top tube. These configurations have a number of disadvantages. For example, the top and bottom tubes form an acute angle when they are connected to the front tube, which results in a small space between the shock absorber 4" and the top or bottom tube. This will make adjusting the adjustment knob 41 "more difficult. In addition, if the adjustment knob 41" faces down (which is a more typical configuration of a large horizontal shock absorber), the user must bend down to the shock absorber 4" to view the adjustment knob 41" setting, and when using When sitting on a bicycle, it is also difficult to adjust the shock absorber due to lack of clearance.

In addition, if the rider is able to position or connect additional items (such as water bottles) in the main frame, this has the effect of further reducing the play between the various items and the adjustment knob 41" and increasing the difficulty of making adjustments.

The configuration shown in Figures 10 and 11 overcomes many of these disadvantages. For example, when the space for adjusting the shock absorber 4 is limited, the user does not have to reach the vicinity of or below the top tube or the shock absorber or reach between the shock absorber and a tube. This design places the adjustment knob 41 in a good position relative to one of the sides of the user so that the user can stop riding and easily bend the body for fine adjustment. In addition, the rider does not have to get off the vehicle or bend forward when in an inconvenient position, or reach under the top tube and the shock absorber for adjustment.

Another embodiment of a shock absorber 4' is shown in FIG. The shock absorber 4' similar to the shock absorber 4 discussed above also has an extension arm 42'. Here, the extension arm 42' is located adjacent the inner portion 46' rather than near the outer portion 48' like the shock absorber 4. In some embodiments of the shock absorbers 4 and 4', these relationships are reversed. As can also be seen, the shock absorber 4' can be coupled to a fluid reservoir 50 (Fig. 8) via a hose 52. Some embodiments of the shock absorber 4' have adjustment knobs on both sides (e.g., on the extension arm 42').

Turning to Figures 13 and 14, the attachment of one of the extension arms 42' to the remainder of the shock absorber 4' will be described. The extension arm 42' is attachable to the remainder of the shock absorber 4' through the interlocking surface. Union An example of a locking surface is the projection 54 and a socket 56 as shown. In some embodiments, the projections 54 can be mated into the socket 56 and a fastener 58 can securely hold it in place. The fastener 58 can pass through one of the apertures 53 in the extension arm 42' and into one of the interior portions 46' corresponding to the aperture 55. As shown, in some embodiments, the projection 54 is located on the inner portion 46' and the socket 56 is located on the extension arm 42. In other embodiments, the socket 56 is located on the inner portion 46' and the projection 54' is located on the extension arm 42. In other embodiments, the extension arm is configured to attach to the outer portion 48'. In other embodiments, the shock absorber utilizes a coil spring to replace a fluid shock absorber, or utilizes a coil spring and a fluid shock absorber, and the extension arm 42 can be attached to both ends of the shock absorber. One.

The projection 54 and the socket 56 can be configured such that the extension arm 42' does not rotate relative to the remainder of the shock absorber 4'. For example, the socket 56 can be rectangular, triangular, having at least three sides, or having some other unique shape that limits the rotation of the components after the projections 54 and 56 are engaged.

Some embodiments of the shock absorber 4' can have an additional external fluid reservoir 50. A hose 52 for connecting the shock absorber 4' to the fluid reservoir 50 can be coupled to the shock absorber 4' at one end of the inner portion 46'. The inner portion 46' can have a port 57 for connecting the hose 52 to the inner portion 46'. Additionally, the extension arm 42' can be contoured such that the hose 52 itself is aligned with one of the extension arms 42'. This allows the hose 52 to be protected by the extension arm 42'. This protection can help ensure that the hose 52 is not damaged during use. For example, this protection protects the hose 52 from being trapped or stressed between moving parts of the bicycle or rear suspension. This protection can also help to maintain a good connection between the tube and the shock absorber. In addition, this protects the tube from limbs, branches and other items that can cause accidental abrasion and damage to the hose 52. This feature has the added benefit to help ensure that the hose 52 does not prevent the rider from bending down to adjust the shock absorber 4', especially if the adjustment knob is on the extension arm 42' and the rider adjusts the shock absorber When the knob on the side of the tube is 4'.

The extension arm 42' can have a slit 51 on which the hose 52 can be fitted. The slit 51 can be extended A hole or passage in the arm 42' can be fitted into the hole or passage. The fit may be compliant or may have additional space, but the fit is preferably compliant.

Although the present invention has been disclosed in the preferred embodiments and examples, those skilled in the art should understand that the present invention is not limited to the specific disclosed embodiments but extends to other alternative embodiments of the present invention. / or usage and its obvious modifications and equivalents. In particular, although the articulated link mounting assembly of the present invention has been described in the context of a preferred embodiment, those skilled in the art will appreciate that in view of the present invention, various other applications (there are many others) Certain advantages, features, and aspects of the mounting assembly have been implemented in the above. In addition, it is contemplated that the various aspects and features described herein may be practiced, combined, or substituted for each other; and various combinations and subcombinations of such features and aspects may be made and such combinations and sub-combinations Combinations still fall within the scope of the invention. Therefore, it is intended that the scope of the invention disclosed herein should not be limited to the particular disclosed embodiments disclosed herein.

2‧‧‧Main frame

4‧‧‧ Shock absorbers

6‧‧‧Subframe

8‧‧‧ Connecting rod

9‧‧‧ pivot point

10‧‧‧Bicycle frame

21‧‧‧ seat tube

22‧‧‧Corner/cross tube

23‧‧‧Pipe pipe

25‧‧‧Pre-tube

27‧‧‧Bottom/lower tube

29‧‧‧Corner/cross tube

30‧‧‧ bottom bracket

42‧‧‧Extension arm

62‧‧‧Back fork

64‧‧‧ rear fork

66‧‧‧ Rear fork claws

210‧‧‧下下

211‧‧‧Axis

Claims (15)

A bicycle assembly comprising: a main frame comprising: a top tube; a lower tube; a front tube connecting the top tube and the lower tube; and a tube at a side opposite the front tube Connecting the top pipe and the lower pipe; a subframe configured to move relative to the main frame, the sub frame comprising: a pair of rear fork claws; a pair of rear forks, each lower a fork pivotally coupled to the main frame; and a pair of rear upper forks, wherein each rear upper fork is pivotally coupled to one of the rear lower forks, and one of the rear fork claws is adjacent a pivotal connection between the rear upper fork and the rear lower fork; a shock absorber configured to adjust movement of the sub-frame relative to the main frame, the shock absorber being pivotally coupled to a first end of the main frame, and a second end, the shock absorber comprising: a shock absorber body; and an extension body including a pair of extension arms, the extension body being positioned such that the extension arms Across the seat tube; and a link having one end pivotally coupled to the seat tube and the other end pivotally coupled to the second end of the shock absorber and the pair of rear ends Forks, so that each side of the links of the linkage is formed, the pair of forks and the rear one by one between the coaxial pivot point by one extension arm pairs. The bicycle assembly of claim 1, wherein the shock absorber comprises an air cushion having an outer sleeve. The bicycle assembly of claim 2, wherein the outer sleeve is threaded into the extension. The bicycle assembly of claim 1, wherein the shock absorber further comprises a damping mechanism. A bicycle assembly according to claim 1, wherein the shock absorber comprises three perforations, one of which is located on the shock absorber body and one of which is located on each of the extension arms. The bicycle assembly of claim 1, further comprising a front fork, a saddle and two wheels. The bicycle assembly of claim 1, wherein the coaxial pivot point of the link, one of the pair of rear upper forks, and one of the pair of extension arms is positioned behind a central axis of the seat tube. A bicycle assembly includes: a main frame including a tube, a front tube, and a connecting tube connecting the seat tube and the front tube; a sub-frame configured to be relative to the main frame Moving, the sub-frame includes a pair of rear upper forks and a pair of rear lower forks, each of the rear upper forks of the pair of rear upper forks being pivotally coupled to the rear lower forks of the pair of rear lower forks One of; a shock absorber configured to adjust movement of the sub-frame relative to the main frame, the shock absorber having a first end that is pivotally coupled to the main frame, and a second end, the shock absorber includes: a shock absorber body; and an extension body including a pair of extension arms; and a link pivotally connected to the main frame, and another One end pivotally coupled to the pair of rear upper forks and the extension of the shock absorber, wherein each of the extension arms to the linkage is located with one of the rear upper forks to the linkage It Connect to the same location. The bicycle assembly of claim 8, wherein the extension is positioned to span the seat tube. The bicycle assembly of claim 8, further comprising a bottom bracket, and wherein the seat tube extends from the connecting tube to the bottom bracket. The bicycle assembly of claim 8, wherein the shock absorber comprises an air cushion having an outer sleeve. The bicycle assembly of claim 11, wherein the outer sleeve is threaded into the extension. The bicycle assembly of claim 8, wherein the shock absorber further comprises a damping mechanism. A bicycle assembly according to claim 8, wherein the shock absorber comprises three apertures, one of which is located on the shock absorber body and one of which is located on each of the extension arms. A bicycle assembly according to claim 8 further comprising a front fork, a saddle and two wheels.