WO2007036225A2

WO2007036225A2 - Two-wheeled frame, swing arm rear suspension and fork arrangement

Info

Publication number: WO2007036225A2
Application number: PCT/DE2006/001733
Authority: WO
Inventors: Andreas Felsl; Stephan Albrecht
Original assignee: Andreas Felsl; Stephan Albrecht
Priority date: 2005-09-30
Filing date: 2006-10-02
Publication date: 2007-04-05
Also published as: WO2007036225A3

Abstract

The invention relates to a swing arm rear suspension (18) for a two-wheeled vehicle (1), especially a bicycle, comprising at least one link bracket (16) and two link limbs (42, 44) on which respectively a stop end (45, 46) is embodied for receiving a rear wheel hub. According to the invention, the link limbs (42, 44) are separately pre-fabricated and detachably interconnected by means of the link bracket (16). The invention also relates to a front wheel fork arrangement (2) for a two-wheeled vehicle, especially a bicycle (1), comprising a front wheel hub (10) which is detachably connected to a stop end (276, 278) of a front wheel fork (4). According to the invention, the stop ends comprise end sections which are open on one side, and are provided with flattenings extending parallel to the axle receiving element. The invention further relates to a two-wheeled frame comprising a three-hinged supporting frame, the geometry of said frame being adjustable in order to modify the height of the saddle.

Description

description

The bicycle frame. Rear wheel swivel and fork assembly

The invention relates to a bicycle frame, a rear swing arm and a fork assembly for a two-wheeler.

A, designed in one piece construction swingarm for a bicycle is known for example from US 6,581, 950 B1. This conventional rear swing arm uses a tubular swingarm bearing flange to which the swingarm struts of the two swingarm legs are attached. The swingarm bearing flange is pivotally attached to a down tube of the bicycle frame at a first end portion via a swingarm bearing and supported at a second end portion via a damper on the frame. A disadvantage of such rear swingarms is that elaborate welding or soldering constructions or complex casting molds are required in order to ensure the desired stiffness of the rear swing arm and a high directional stability of the rear wheel in the driving application.

A front fork assembly with thru-axle is known, for example, from US Pat. No. 6,412,803 B1. This conventional front fork assembly uses a slotted clamping fist arranged on the front of the fork legs for receiving end portions of the hub axle. In the clamping fists each two clamping screws are screwed for applying the clamping force. In order to prevent rotation of the hub axle in the clamping fists, the end portions of the hub axle and corresponding to the inner sides of the clamping fists are out of round, for example, hexagonal shaped. The hub axle has an enlarged outer diameter of a stop collar formed at a first end portion. For mounting the front wheel, the hub axle is passed through a second end portion through the first dropout of the front fork, the hub body and the second dropout, so that the stop collar is brought into abutment against the first dropout. In a further assembly step, a clamping screw with respect to the through holes of the dropouts enlarged head diameter is screwed axially into a threaded bore of the second end portion of the hub axle and tensioned the dropouts of the front fork by tightening the clamping screw against end stops of the hub body. Then the clamping screws of the Clamped claws and thereby fixed the end portions of the hub axle in the dropouts of the front fork.

A disadvantage of such Vorderradgabelanordnungen is that the removal and installation of the front wheel, for example, to maintenance and

Transport purposes, is relatively expensive, since in a first

Step removed the clamping screw and then the four

Clamping screws of the clamping fists must be solved. The still disclosed quick release for closing the Klemmfäuste is technically complex due to its multi-part design and has proved for heavily loaded Vorderradgabelanordnungen not sufficiently rigid

Depending on the size of a rider and the conditions of use of the bicycle (enduro, downhill, uphill, singletrack, crosscountry, road), it is necessary to change the saddle height. Usually, the saddle of a bicycle is slidably guided over a seat post in a seat tube of a bicycle frame and fixed by clamping in the desired height. In changing conditions, (downhill, uphill), the saddle must be relatively complicated to adjust by hand, for which the driver has to dismount. In WO 01/70563 A1, a height adjustment of a saddle is supported by means of a seat tube

Pneumatic cylinder described, this acts as a spring / damper, so that when uneven ground shocks do not act directly on the saddle on the driver.

Also in WO 98/23480 A1 discloses a bicycle frame is disclosed in which the

Saddle by means of a pneumatic cylinder height adjustable and sprung / damped.

A saddle post is described at www.thudbuster.com where the saddle is supported by a parallelogram guide with spring / damper element. Such a construction is particularly advantageous in hardtails, as initiated via the undamped rear wheel shocks can be relatively well received.

In all the above solutions, the height adjustment of the

Saddles are performed only comparatively cumbersome or with high device technical effort. In contrast, the present invention seeks to provide a simply constructed rear swing arm with high strength and directional stability of the rear wheel.

The invention is further based on the object to provide a front fork assembly, in which compared to conventional solutions of the installation and removal of the front wheel is simplified and has a high rigidity.

The invention is still the object of the invention to provide a bicycle frame with simplified saddle adjustment.

These objects are achieved by a rear swing arm with the features of claim 1 by a front fork assembly with the features of claim 20, and a bicycle frame with the features of claim 32.

The rear swing arm according to the invention has at least one swing arm bearing and two swing arm legs, on each of which a dropout is designed to receive a rear wheel hub. According to the invention, the rocker arms are prefabricated separately from each other and detachably connected to each other via the swingarm bearing. That is, in this solution, the Hinterrädschwinge is in contrast to the prior art according to US 6,581, 950 B1 not in one piece but designed in several parts, with essentially two rocker arms prefabricated separately from each other - for example by die casting, welding or soldering or in fiber composite construction - And then connected to each other via at least one swing bearing. Due to the multi-part design of the rear swing the formation of the two swinging legs requires no excessive manufacturing effort, since both parts have a comparatively simple, largely identical structure, so that an extremely stiff rear swing arm with high directional stability of the rear wheel is made possible with much simplified production.

According to the dropouts to increase the

Anti-rotation on one side open end sections with flats.

Preferably, the dropouts extend approximately in the longitudinal direction of the front fork through each one end portion of a hub axle - A -

Front hub through and are connected via a clamp with the hub axle.

According to the invention the bicycle frame is designed with a support frame for the saddle, the geometry of which is variable over at least three joints, so that by adjusting the support frame geometry, the height and possibly the inclination of the saddle in a simple manner can be changed. In the solution according to the invention, the support frame essentially consists of a down tube which extends from a bottom bracket to a control tube and which is connected to a top tube arrangement in the region of the control tube. The saddle is supported on a seat tube assembly connecting the top tube assembly and the down tube such that the support frame is approximately triangular shaped with the hinges in the corner portions.

Advantageous developments of the invention are the subject of

Dependent claims.

In the following, a preferred embodiment of the invention will be explained in more detail with reference to schematic drawings. Show it:

Figure 1 is a bicycle with a rear swing arm according to the invention;

Figure 2 is a detailed view of the rear swing arm of the invention of Figure 1;

FIG. 3 shows one of the rocker arms of FIG. 2 with a part of the pipe, the further cross struts and the rocker bearing;

Figure 4 is a sectional view of the bicycle of Figure 1 with inserted rear swing arm in the region of the swingarm bearing;

Figure 5 shows a variant of a Dämpferanlenkung.

Figure 6 is an overall view of the front fork assembly of Figure 1;

FIG. 7 shows a detail of the front fork of FIG. 6 with the front hub inserted;

Figure 8 is a detail view of the front hub of Figure 7; Figure 9 is a sectional view of the front fork of Figure 6 with inserted front hub and

10 shows a bicycle frame according to the invention.

FIG. 1 shows a bicycle 1 with a front fork assembly 2 designed as a double-bridge telescopic fork, which essentially has a front fork 4 with two pneumatically sprung fork legs 6, 8 and a front hub 10, via which a front wheel 12 is rotatably mounted on the front fork 4. The rear wheel 14 of the bicycle 1 is mounted on a pivotable about a swingarm bearing 16 according to the invention rear swingarm 18, which is supported by a pneumatic damper 20 relative to a frame 22. This is made of carbon fiber reinforced plastic or light metal, preferably made of a high-strength aluminum alloy and consists essentially of a kinked running top tube 24, a down tube 26 and a seat tube 28, wherein at converging ends of the top tube 24 and the down tube 26, a steering tube 30 is provided in which the front fork 4 is rotatably mounted via a headset. The top tube 24 is attached to the seat tube 28 relative to the attachment to the steering tube 30 comparatively low-lying, so that there is an easy entry possibility for the driver.

As can be seen in particular from FIG. 2, which shows a detailed illustration of the rear swinging arm 18 of FIG. 1, this has two swinging arms 42, 44, on each of which a dropout 45, 46 for receiving a rear wheel hub (not shown) of the rear wheel 14 (see FIG. 1). is trained. According to the invention, the rocker arms 42, 44 are prefabricated separately from each other and detachably connected to each other via the swingarm bearing 16. In other words, the rear swing arm 18 is formed in several parts, the two rocker arms 42, 44 separately from each other, for example by die casting, a welding or soldering or prefabricated in fiber composite construction and then connected to each other via the swingarm 16. Due to the multi-part design of the rear swingarm 18, the formation of the two rocker arms 42, 44 requires no excessive manufacturing effort, since both parts have a comparatively simple, largely identical structure, so that an extremely rigid rear swing arm with respect to one-piece solutions significantly simplified production is possible. In addition to the connection of the two rocker arms 42, 44 on the swingarm 16 16 three stiffening cross braces 48, 50, 52 are provided in the illustrated embodiment, so that the connection between the rocker arms 42, 44 and thereby the overall stiffness of the rear swing arm 18 and the Side guide of the rear wheel 14 (see Figure 1) are further improved. One of the transverse struts is formed as a tube 48 with a comparatively large outer diameter and a correspondingly high torsional and bending stiffness, the end portions are each inserted into a Schwingenlagerflansch 54, 56 of the rocker arms 42, 44. The tubular cross member 48 is arranged for spacing and stiffening the rocker arms relatively close to the point of application of the damper 20, so that there is a high strength and improved overall rigidity of the rear swing arm 18 in this area. To fix the tube 48 in the swingarm bearing flanges 54,. 56, these are each provided with a slotted executed and by a clamping bolt (not shown) interspersed clamping portion 58, in each of which a cylindrical fastening nut 60 is inserted with a radially extending threaded hole. By means of the screw bolt screwed into the threaded hole of the fastening nut 60, a slot 62 extending from the clamping portion 58 can be narrowed, so that the diameter of the clamping portion 58 is reduced and the tubular cross member 48 is fixed in the respective swing bearing flange 42, 44 and the rear swing arm 18 stiffened.

The second cross member 50 is at a distance from the swing arm bearing 16 and the tube 48 in the vicinity of the rear wheel 14 (see Figure 1) to the

Swing legs 42, 44 arranged and has a hollow cross-section with respect to the tube 48 substantially smaller diameter. Due to the

Connection of the rocker arms 42, 44 in front of the rear wheel 14, the strength of the rear swing arm 18 is further improved by the relatively long lever arm between the tube 48 and the cross member 50. The cross strut 50 is fixed by means of a clamp 64 on the rocker arms 42, 44. For this purpose, each one attached to the rocker arms 42, 44 clamping shell 66 and an attachable to the cross strut 50 free clamping shell 68 is provided, the inner contours are adapted to the shape of the cross member 50 and engage around these sections. The clamping force is achieved by means of clamping bolts

(not shown) extending in the direction of the rocker arms 42,

44 extend, enforce the free clamping shell 68 and the cross strut 50 and in the clamping shell 66 are screwed into a cylindrical fastening nut 70 inserted into this with radially extending threaded bore. The clamping bolts thus enforce the transverse strut 50, so that an extremely rigid, positive and non-positive connection with the rocker arms 42, 44 is ensured, which is mounted in a simple manner. The ends of the tube 48 and the second cross member 50 may be closed by end caps, not shown, to prevent contamination and ingress of moisture.

The damper 20 is supported at its swing-side, lower end via a, the third cross member 52 forming transverse pin and two retaining plates 72, 74 on the Schwingenlagerflanschen 54, 56. The holding plates 72, 74 are provided on the damper side, each with two staggered receiving bores 76 for the transverse bolt 52, so that the point of application of the damper 20 on the rear swing arm 18 is adjustable. Thereby, the leverage ratios, i. the distance of the point of application of the damper 20 of the swingarm bearing 16 and thus the compression travel and the spring characteristic of the rear wheel 14 changed. The holding plates 72, 74 are brought into abutment via a contact surface 78 with a support surface 80 of the rocker flange 54 and 56, respectively, and connected thereto in each case via two fastening screws 82. These penetrate the Schwingenlagerflansch 54, 56 and are fixed by means of positively received in grooves 84 cylindrical fastening nuts 86. The Schwingenlagerflansche each have four adjacent arranged parallel grooves 84 for receiving the fastening nuts 86, which are each provided with a mounting hole 88, wherein the mounting holes 88 arranged in pairs offset in height and connected in the form of a slot, so that the holding plates 72, 74 respectively along the support surface 80 of the Schwingenlagerflansches 54 and 56 can be moved in the direction of the damper 20 to change the geometry of the bicycle 1.

In the embodiment shown, each of the two rocker arms 42, 44 is designed with an upper and a lower strut 90 and 92, which are connected on the one hand in the region of the dropouts 45, 46 and on the other hand in the area of the aforementioned Schwingenlagerflansche 54, 56.

This is a particularly break-resistant truss structure of

Schwingenschenkel 42, 44 achieved with high strength with low structural weight, which withstands even the highest loads in driving application. The aspiration

90, 92 extend from the swingarm flanges 42, 44 to the dropouts 45, 46, wherein the upper struts 90 from the dropouts 44, 46 relative to the lower struts 92 to the front, ie in the direction of the Schwingenlagerflansche 54, 56 rise. The upper struts 90 are each connected to the Schwingenlagerflanschen 54, 56 in the region of the damper 20, so that there is a direct application of force of the wheel forces in the damper 20 and thereby an improved response of the damping. The lower struts 92 are deviating from the cylindrical shape formed substantially rectangular with rounded edges 94 and have a relation to the upper struts 90 enlarged cross section. The cross section of the approximately oval upper struts 90 is steadily reduced by the swingarm bearing flanges 54, 56 towards the dropouts 45, 46, so that a uniform distribution of forces in the rear swingarm 18 is achieved.

According to FIG. 3, which shows the rocker arm 42 from FIG. 2 with a part of the pipe 48, the further transverse struts 50, 52 and the swingarm bearing 16, the lower struts 92 are each fastened and run with a first end section 96 in a fastening section 98 of the swingarm bearing flange 54 from this out in the direction of the respective dropout 45 or 46 initially curved arcuately downwards. As can be seen in particular in FIG. 2, the lower struts 92 subsequently have a bend 100 away from the longitudinal axis of the rear swinging arm 18, i. from the rear wheel 14 (see Figure 1) away, outwards. After a second bend 102 toward the longitudinal axis of the rear swing arm 18, i. towards the rear wheel 14, the lower struts 92 extend in a straight line at a small opening angle to the dropouts 45, 46. These are designed as separately manufactured parts with a plate-shaped base body 104, the one-sided open slot 106 for receiving the rear hub and mounting holes Has 108 for the rear derailleur and the brake assembly and with the upper and lower struts 90, 92 welded. The plate-shaped base body 104 is extended to attach the upper and lower struts 90, 92 to a mounting flange 110, wherein between the mounting flange 110 and the down tube 92 each have an approximately triangular stiffening rib 112 is provided.

The rocker arms 42, 44 are not limited to the described embodiment, each having an upper and a lower strut 90, 92, but the rocker arms 42, 44 may have more than two or only one, for example by die casting or fiber composite construction strut. In particular, the Swing arm be integrally designed as an integral component of Schwingenlagerflansch and swingarm struts.

According to FIG. 4, which shows a sectional view of the bicycle 1 with inserted rear swing arm 18 in the area of the swing arm bearing 16, the swing arm bearing 16 is designed with two spaced roller bearings 114, 116 which can be prestressed in the frame-side swing bearing bush 34 by means of a split clamping sleeve 118. The collet members are concentrically disposed in the rocker bushing 34 and are threadedly engaged so that the collet sleeve length is adjustable to adjust the bearing clearance and preload from outside. For this purpose, the split clamping sleeve 118 of the swingarm bearing 16 consists essentially of an insert sleeve 120 and an adjusting sleeve 122. Because of the hollow axle designed as a large axle diameter clamping sleeve 118 this has a high bending stiffness with low material usage and thus weight. The insert sleeve 120 is made multi-stepped at a first end portion 124 and inserted from the outside into a corresponding, executed with a first stepped shoulder 126 and a second stepped shoulder 128 stepped bore 130 of the left Schwingenlagerflansches 54, for example, screwed or pressed. For this purpose, the insert sleeve 120 is slotted at an outer end portion (not shown). Radially spaced from the insert sleeve 120, the first roller bearing 114 is arranged, which is brought via an inclined surface 132 into abutment against a contact shoulder 134 of a bearing cone 136 of the Schwingenlagerflansches 54. The rolling bearing 114 is supported towards the center of the sleeve via an inclined surface 138 on an approximately Z-shaped, fitted in the rocker bearing bushing 34 bearing shell 140, which in turn is supported on an end face 142 of the rocker bearing bushing 34. Mirrored to the first roller bearing 114 with bearing shell 140, the second roller bearing 116 is arranged in the region of the adjusting sleeve 122 with a bearing shell 144, which is supported via the bearing shell 144 on the second end face 146 of the pivot bearing bushing 34. As a result, the two rolling bearings 114, 116 are arranged as far as possible away from each other in the swing arm bearing 16, so that shortened due to the large support width of the lever arm to the force action points out and the risk of Achswinkiegung is minimized. The rolling bearings 114, 116 are largely maintenance-free and environmentally sealed encapsulated and additionally by one in a groove 148 of the bearing shells 140, 144 and a corresponding groove 150 of the Schwingenlagerflansche 54, 56 inserted circumferential, approximately T-shaped seal 152 from contamination and protected from penetrating moisture. As rolling bearings 114, 116 are used in the embodiment shown each angular contact ball bearings use. Alternatively, for example, roller bearings or other ball bearings that accommodate axial and radial loads can be used.

The end portion 154 of the insert sleeve 120 spaced from the swing arm bearing flange 54 is provided with an internal thread 156, into which the adjustment sleeve 122 is screwed in via a radially stepped back, provided with a corresponding external thread 158 connecting portion 160, so that the adjusting sleeve 122 via a radial collar 162 in Appendix is brought to the inner step shoulder 128 of the stepped bore 130 of Schwingenlagerflansches 56. After screwing the adjusting sleeve 122 into the insert sleeve 120, a clamping cone 164 is introduced into the adjusting sleeve 122 as an anti-rotation lock, the outer diameter of which essentially corresponds to the inner diameter of the adjusting sleeve 122. The clamping cone 164 consists of an outer cone 166, a clamping cone 168 and a double cone sleeve 170 arranged between the outer cone 166 and the clamping cone 168. The outer cone 166 is in contact with the outer end face of the adjusting sleeve 122 and the second stepped shoulder 128 via a radially expanded support region 172 brought the stepped bore 130 of Schwingenlagerflansches 56 and connected via a clamping bolt (not shown) with the clamping cone 168.

The adjusting sleeve 122 is provided in the region of the clamping cone 164 at its end remote from the connecting portion 160 with two diametrically opposite, from the end axially parallel to the longitudinal axis of the swing arm bearing 16 extending slots 174, which on the one hand as a contact surface for a screwing the adjusting On the other hand serve by the clamping cone 164, a spreading of the adjusting sleeve 122 in the Schwingenlagerflansch 56 so that the outer surface of the adjusting sleeve 122 is pressed against the inner surface of the stepped bore 130 of the Schwingenlagerflansches 56 and the adjusting sleeve 122 against loosening is secured. For this purpose, the clamping bolt is screwed into the clamping cone 168 and the distance between the outer cone 166 and the clamping cone 168 is reduced so that the double-cone sleeve 170 is expanded radially outwards and applies a clamping force to the adjusting sleeve 122.

In the above-described embodiment, the damper via two holding plates 72, 74 and a cross member 52 connecting them to the Swing bearing flanges 54, 56, the rear swingarm 18 hinged. The position of the retaining plates 72, 74 with respect to the rocker bearing flanges 54, 56 can be adjusted via the fastening screws 82 which can be displaced in the grooves 84. FIG. 5 shows an alternative adjustment option for the damper attachment point, which has a better rigidity than the previously described solution. FIG. 5 shows part of the rear swing arm according to FIG. 2 in a view from the left on the swing arm leg 42 of the banana-shaped rear swing arm 18. The basic structure of this rear swing arm 18 is the same as in the previously described exemplary embodiment, so that only the differences are discussed here. In the solution shown in Figure 5 is at the lower strut 92 connecting the upper strut 90 Schwingenlagerflansch 54 a perpendicular to the plane running support surface 176 formed in which a plurality of approximately triangular in cross-section locking grooves 178 are formed. The damper 20 (not shown in Figure 5) is supported in this embodiment via two support brackets 180 on each of the Schwingenlagerflansche 54, 58, wherein the support brackets 180 each with the underside of a perpendicular to the plane of Figure 5 extending away from the viewer support leg 182nd rests on the support surface 176. On the underside of these abutment legs 182 178 corresponding latching projections 184 are formed with the locking grooves, which allow a displacement of the support channels 180 in the direction of the arrow in FIG. By this displacement, the articulation point of the damper on the rear swing arm 18 can be adjusted and thus change the chassis geometry. The determination of the two support brackets 180 in the desired position on the respective Schwingenlagerflansch 54, 56 carried by clamping screws 186, the support brackets 180 and the support surfaces 176 of the Schwingenlagerflansche 54, 56 and a counter plate 188 enforce, are arranged in the thread for the clamping screws 186 , The two support brackets 180 are each designed with a receiving bore 76 for the transverse strut 52 (see FIG. 2).

The above-described solution can be used in particular for freeride or enduro bikes, in which considerable forces must be transmitted to the dampers.

According to FIG. 6, which shows an overall view of the front fork arrangement 2 from FIG. 1, in the exemplary embodiment shown this is designed as a telescopic fork in double bridge construction, in the standpipes 234, 236 of the fork legs 6, 8 at its upper end by means of an upper and a lower fork bridge 238, 240 in the steering tube 30 of the frame 22 (see Figure 1) are rotatably mounted. For this purpose extends between the upper and lower fork bridge 238, 240, a control head tube 242 which is rotatably supported via an upper and a lower steering head bearing 244, 246 on the steering tube 30 of the frame 22. The fork bridges 238, 240 each have two forked sections designed as clamping sections 248, 250, through which the respective standpipe 234 or 236 of the respective fork leg 6, 8 is guided and frictionally fixed. The front fork 4 is connected to a handlebar stem 254 (see FIG. 1) via a handlebar stem 252 fastened to the upper fork bridge 238.

In the standpipes 234, 236 of the fork legs 6, 8, a dip tube 272, 274 is slidably mounted in each case, the free end portion of each a dropout 276, 278 of the front fork 4 is formed on which the front hub 10 is releasably attached. According to the invention, the dropouts 276, 278 extend longitudinally of the front fork 4, i. in the longitudinal direction of the fork legs 6, 8 through in each case an end portion 280, 282 of a hub axle 284 of the front hub 10 and are connected via a clamping 286, 288 with the hub axle 284. The dropouts 276, 278 pass through the hub axle 284, so that an extremely rigid, positive and non-positive connection is ensured, which is easy to install. This will be explained in more detail below with reference to FIG.

As can be seen in particular FIG. 7, which shows a detailed representation of FIG

Front fork 4 shown in Figure 6 with inserted front hub 10, the clamping of the front hub 10 takes place in each case by means of an attached to the fork legs 6, 8 upper clamping shell 290, 292 and one on the free end portions of the dropouts 276, 278 patch lower clamping shell 294, 296, wherein the clamping shells 290, 292, 294, 296 engage around the hub axle end sections 280, 282 in sections and are subjected to a clamping force. The dropouts 276, 278 pass through both the clamping shells 290, 292, 294, 296 and the Hubachsenendabschnitte 280, 282 and are provided in the embodiment shown in each case with an external thread 298 on which a clamping nut 300, 302 is screwed for applying the clamping force. The clamping shells 290, 292, 294, 296 each have a concave, approximately half-shell-shaped support portion 304 whose radius of curvature substantially corresponds to the radius of the hub axle 284. As a result, the end portions 280, 282 of Hub axle 284 received flat in the clamping shells 290, 292, 294, 296, so that the introduction of force into the fork legs 6, 8 and the clamping takes place directly and over a large area. The support portions 304 go in the range ^'of the fork legs 6, 8 and in the region of the clamping nuts 300, 102 respectively in a partially cylindrical fixing portion 306, whose outer diameter corresponds approximately to the diameter of the fork legs 6. 8 The clamping nuts 300, 302 each have an approximately cylindrical base body with two plane-parallel surfaces 308, 310 which passes into a handling section 312 with two diametrically arranged handles 314 for tightening the clamping nuts 300, 302 by hand. The handling section 312 facilitates the screwing of the clamping nuts 300, 302 on the dropouts 276, 278 with the required tightening torque at low hand forces.

For mounting the front wheel 12 (see Figure 1), the front wheel hub

10 pushed over the hub axle 284 from below on the dropouts 276, 278 and brought into contact with the support surfaces of the upper clamping shells 290, 292. Subsequently, the lower clamping shells 294, 296 and one spacer 316 are pushed onto the dropouts 276, 278 and applied via the clamping nuts 300, 302, the clamping force. In addition, a Losdrehsicherung the clamping nuts 302, 304, for example via a lock nut or a Sicherungssplint be provided.

In a variant of the invention, not shown, the clamping of the front hub 10 via a quick-release system, for example via quick-release nuts.

According to FIG. 8, which shows an individual illustration of the front wheel hub 10 from FIG. 6, the end sections 280, 282 of the hub axle 284 and the cooperating regions of the clamping shells 290, 292, 294, 296 (see FIG. 6) are provided with flats 318 for the positive reception of the Hub axle 284 executed. This prevents twisting of the hub axle 284 within the clamp. In the illustrated embodiment, four flats 318 are tangentially formed on each hub axle end portion 280, 282, which extend substantially in the longitudinal direction of the hub axle 284 and have an approximately rectangular basic shape. In principle, more than four flattenings 318 may be arranged in the hub axle. The axial length L of the flats 318 of the hub axle 284 corresponds substantially to the width (in the axial direction) of the clamping shells 290, 292, 294, 296 in the region of the support portion 104, so that the clamping shells 290, 292, 294, 296 engage in the flats 318 of the hub axle 284 and fix them axially. Thereby, the rigidity of the connection of the dropouts 276, 278 is further increased in this area.

According to FIG. 9, which shows a sectional illustration of the front fork 4 with front hub 10 from FIG. 6, the dropouts 276, 278 of the front fork 4 are each formed by an insert 320 or 322 fastened to one of the fork legs 6, 8 in the exemplary embodiment shown. These are screwed via a cylindrical mounting portion 324, 326 in the ends of the fork legs 6, 8, ie in the free end portions of the dip tubes 272, 274 and form the upper clamping shells 290, 292, which engage around the Hubachsenendabschnitt 280, 282 sections. The insert 292 also carries an adapter 328 for a caliper (not shown) of a hydraulically actuated disc brake. For this purpose, the clamping shell 292 is provided on the rear side of the fork with two approximately mutually perpendicular support surfaces 330, 332 for the adapter 328 of the caliper. The depth of engagement of the inserts 320, 322 in the dip tubes 272, 274 is limited by a radial collar 334, which forms a contact surface 336 for the end faces of the dip tubes 272, 274. The free ends of the inserts 320, 322 are each formed by a screwed into this mounting bolts 338, 340, which extend through a respective through hole 342, 344 of the hub axle 284 of the front hub 10 therethrough. An end portion of the fastening bolts 338, 340 is provided with a threaded portion 346 which is screwed into a corresponding threaded projection 348 of a receiving bore 350 of the inserts 320, 322. The rigidity of this connection is increased by a fitting face portion 352 of the insert 320, 322 which is radially widened in relation to the thread projection 348 and which is brought into abutment against the outer peripheral face of the fastening bolt 338, 340. The fastening bolts 338, 340 have a hollow cross-section and thus have a high flexural rigidity with low material usage and thus weight. The free end portion of the mounting bolts 338, 340 is each closed by a plug screw 354 to prevent ingress of dirt and moisture. Due to the multi-part design of the dropouts 276, 278, the formation of the upper clamping shells 290, 292 and the fastening bolts 338, 340 does not require excessive manufacturing complexity, since both parts have a comparatively simple structure. This can continue to use different materials and Surface treatments for the clamping shells 290, 292 and the fastening bolts 338, 340 are used.

The front wheel hub 10 used essentially consists of the hub axle 284 and a hollow hub shell 356 arranged concentrically therewith, which is rotatably mounted on the hub axle 284 via two roller bearings 358, for example deep groove ball bearings. The hub shell 356 has two approximately disc-shaped hub plates 360, 362 for attachment of wheel spokes 364 (see Figure 1). For receiving a brake disk of the hub plate 362 is further provided with four offset by 90 ° to each other, each provided with a threaded hole attachment lugs 368 provided which connect the hub shell 356 and the hub plate 362 (see also Figure 8). The rolling bearings 358 are supported toward the hub center by a abutment shoulder 370 in the end portion of the hub shell 156 and an abutment shoulder 372 of the hub axle 284. The abutment shoulder 370 of the hub shell 356 is aligned with the abutment shoulder 372 of the hub axle 284 so that the unillustrated inner ring of the roller bearings 358 is axially supported toward the hub center by the abutment shoulder 372 of the hub axle 284 while the outer ring (not shown) of the antifriction bearings 358 extends axially the abutment shoulder 370 is supported in the hub shell 356. The rolling bearings 358 are maintenance-free and have seals against dust and moisture. On the end of the hub shell 356 remote from the hub center, in each case a rotationally symmetrical support ring 374 is pushed on which closes the hub shell 356 to the outside and supports the inner ring of the roller bearings 358. On a stepped recessed end portion 376 of the support rings 374 is arranged on the side facing the hub center each side a seal, not shown, for example, an approximately V-shaped lip seal arranged so that from the outside penetrating dust or water or other contaminants do not reach the storage area can. The inner radial surfaces of the stepped recessed end portions 376 of the support rings 374, continue with the front sides of the hub body 356 one, the seals upstream sealing gap (labyrinth seal). By connecting two different sealing elements in series, a particularly high sealing effect is achieved. On the inner peripheral surface of the support rings 374, a circumferential annular groove 378 is provided for receiving a sealing ring, not shown, which seals the hub axle 284 relative to the support ring 374. The sealing rings continue to cause the support rings 374 without the use of tools by hand from the Hub axle 284 are removable and on the other hand, that the support rings 374 do not unintentionally detach from the hub axle 284 or move on this. As a result, the front wheel hub 10 can be easily disassembled without the bearing and sealing elements falling out of the hub shell 356. The hub axle 284 has in the embodiment shown an approximately cylindrical base body, which is penetrated by a stepped through-bore 380, which is tapered towards its two end portions 280, 282 starting from a central region step-shaped, so that the wall thickness in the region of the rolling bearings 358 and again is increased in the clamping area. Due to the hub axle 284 designed as a hollow axle with a large axle diameter, it has a high flexural rigidity with low material usage and thus weight. The hub shell 356 and the hub axle 284 are made of a high strength aluminum alloy. The ends of the hub axle 284 are closed according to Figure 1 via a respective cover 182 to prevent contamination.

The front fork assembly 2 according to the invention is not limited to the described embodiment with a double bridge fork 4 in Upside

Down technique limited, but may for the front fork assembly according to the invention 2 any known from the prior art

Front fork design find use. Furthermore, for the

Front hub other hub types, such as with cone bearings, use find.

FIG. 10 shows parts of a novel frame 401 of the mountain bike.

This has a down tube 402, which extends between a bottom bracket 404 and a headset receiving control tube 406. At an acute angle to the inclined down tube 402 extends an upper tube assembly 408, which is also connected to the control tube 406, wherein in the connection region of the down tube 402 and the upper tube assembly 408 to the control tube 406, a stiffener 410 is provided to increase the frame stiffness. In the illustrated embodiment, the upper tube assembly 408 has an articulated arm 412 which is articulated via a control tube side hinge 414 to an upper tube stub 416, which is connected via the stiffener 410 fixed to the down tube 402 and the control tube 406.

The end portion of the articulated arm 412 remote from the hinge 414 is articulated via a saddle-side hinge 418 to a seat tube assembly 420, which a saddle 422 is supported. In the illustrated embodiment, the saddle 422 has a seatpost 424, which dips into a seat tube 426 and is clamped there by means of a clamping device, not shown. The seat tube 426 is supported by a spring or a pneumatic / hydraulic cylinder 428 and a bottom bracket joint 430 on the bottom bracket portion 404 or the down tube 402, so that through the three joints 414, 418, 430, the down tube 402, the top tube assembly 408 and the seat tube assembly 420 an approximately triangular support frame 432 is formed, the geometry of which is variable by length adjustment of the seat tube assembly 420.

In the illustrated embodiment, the frame 401 is executed with a damped rear triangle in the form of a banana rocker 434, which is articulated as a single link via a swingarm bearing 434 above the bottom bracket 404 on the down tube 432. The suspension / damping of the rear end via a conventional damper 436, which on the one hand acts on a bracket 438 of the banana swing arm 434 and on the other hand supported on the stiffener 410.

In the illustrated embodiment, the saddle-side hinge 418 is arranged in the direction of travel in front of the axis A of the seat tube assembly 420.

In principle, this joint 418 can also lie behind the axis A or in the axis A in the direction of travel.

The position of the control tube side hinge 414 is preferably selected so that the distance between the axis of the control tube 406 and the hinge 414 is smaller than the distance between the two joints 414 and 418.

The cylinder 428 or the spring may be integrated in the seat tube 426 or this - similar to the illustrated embodiment - support from below. The spring or the cylinder 428 are provided with a lock, which may be performed, for example, in a spring as a pawl and a pneumatic / hydraulic cylinder by a check valve which is operable from the handlebar forth. Such a lock allows the driver to adjust the seat position during the journey without stopping to the respective operating condition, for example, when releasing the lock by applying the full body weight of the saddle is lowered and by reducing the weight on the saddle due to the biasing force of the spring or ., the cylinder of the saddle 422 extends upward. The upper and lower end position of the saddle 422 can then be limited by suitable stops to prevent excessive saddle adjustment.

In the height adjustment of the saddle 422 down (retraction of the cylinder 428), the top tube assembly 8 is accordingly inclined downwards, which gives the bike a more dynamic and better handling. Another advantage is that with a downward adjustment of the saddle 422, the center of gravity of the frame 1 is lowered.

In the geometry of the support frame 432 shown in Figure 10, for example, when extending the seat tube assembly 420 by extending the cylinder 428 or the spring, the saddle 422 both in height and in inclination adjusted, the relative rotations of the joints 414, 418 and the trajectory of the saddle in the figure are indicated by arrows. This trajectory can be adapted by the appropriate choice of the support frame geometry 432 to different application areas of the frame.

The frame structure according to the invention with at least three joints 414, 418, 430 and a length-adjustable seat tube assembly 420 can be used in principle for all hardtails and fulls with any rear end (single link, four-link, multi-link, drive swing ...).

Disclosed is a rear swing arm 18 for a bicycle 1, in particular for a bicycle, with at least one pivot bearing 16 and two rocker arms 42, 44, on each of which a dropout 45, 46 is formed for receiving a rear hub. According to the invention, the rocker arms 42, 44 prefabricated separately from each other and releasably connected to each other via the swingarm bearing 16.

Further disclosed is a front fork assembly 2 for a two-wheeler, in particular a bicycle 1, with one on dropouts 76, 78 of a

Front fork 4 detachably mounted front hub 10. According to the invention, the dropouts on one side open end sections; the with parallel to

Achsaufnahme ongoing flattenings are provided. Disclosed is finally a bicycle frame with a dreigeligen support frame whose geometry is adjustable for height adjustment of a saddle.

LIST OF REFERENCE NUMERALS

1 bicycle

2 front fork assembly

4 front fork

6 fork leg

8 fork leg

10 front hub

12 front wheel

14 rear wheel

16 swingarm bearings

18 rear swingarm

20 dampers

22 frames

24 top tube

26 down tube

28 seat tube

30 steering tube

32 bottom bracket housings

34 Swing bearing bush

36 articulation point

38 strut

40 support strut

42 swinging legs

44 swinging legs

45 dropouts

46 dropouts

48 cross strut (tube)

50 cross strut

52 cross strut

54 Swingarm Bearing Flange

56 swingarm bearing flange

58 clamping section

60 fixing nut

62 slot

64 clamping

66 clamping shell

68 clamping shell

70 fixing nut 72 retaining plate

74 holding plate

76 receiving bore

78 contact surface

80 support surface

82 fixing screw

84 groove

86 fixing nut

88 mounting hole

90 upper strut

92 lower strut

94 edge

96 end section

98 attachment section

100 bends

102 bend

104 basic body

106 slot

108 mounting hole

110 mounting flange

112 stiffening rib

114 rolling bearings

116 rolling bearings

118 clamping sleeve

120 insert sleeve

122 adjustment sleeve

124 end section

126 step heel

128 step heel

130 stepped bore

132 inclined surface

134 contact shoulder

136 storage bonus

138 inclined surface

140 bearing shell

142 face

144 bearing shell

146 face

148 groove 150 groove

152 seal

154 end section

156 internal thread

158 external thread

160 connection section

162 radial collar

164 clamping cone

166 outer cone

168 clamping cone

170 double cone sleeve

172 support area

174 slot

176 support surface

178 channel

180 support bracket

182 plant thighs

184 locking projection

186 clamping screw

188 counter plate

232 tax rate

234 standpipe

236 standpipe

238 fork bridge

240 fork bridge

242 steering head tube

244 steering head bearings

246 steering head bearings

248 fork leg recording

250 fork leg recording

252 handlebar stem

254 handlebar

272 dip tube

274 dip tube

276 dropouts

278 dropouts

280 hub axle end section

282 hub axle end section

284 hub axle 286 clamping

288 clamping

290 upper clamping shell

292 upper clamping shell

294 lower clamping shell

296 lower clamping shell

298 external thread

300 clamping nut

302 clamp nut

304 support section

306 attachment section

308 areas

310 areas

312 handling section

314 handles

316 spacer

318 flattening

320 use

322 use

324.fixing section

326 attachment section

328 adapters

330 bearing surface

332 contact surface

334 Radial Union

336 contact surface

338 fixing bolts

340 fixing bolts

342 through hole

344 through hole

346 threaded section

348 thread projection

350 receiving hole

352 mating surface section

354 screw plug

356 hub housing

358 rolling bearings

360 hub plates

362 hubbub 364 wheel spokes

366 brake disc

368 attachment lug

370 contact shoulder

372 contact shoulder

374 support ring

376 end area

378 groove

380 through hole

382 cover

401 frame

402 down tube

404 bottom bracket sleeve

406 head tube

408 top tube arrangement

410 bracing

412 articulated arm

414 control crude side joint

416 top pipe socket

418 saddle-sided joint

420 seat tube assembly

422 saddle

424 seat post

426 seat tube

428 cylinders

430 bottom bracket joint

432 support frame

434 banana swing

436 damper

438 console

Claims

claims

1. rear swing arm for a bicycle, especially for a bicycle

(1), with at least one rocker bearing (16) and two rocker arms (42, 44) on each of which a dropout (45, 46) is formed for receiving a rear hub, characterized in that the rocker arms (42, 44) separated from each other prefabricated and releasably connected to each other via the swingarm bearing (16).

2. rear swing arm according to claim 1, wherein the rocker leg (42, 44) in addition to the swing arm bearing (16) via at least one transverse strut (48, 50, 52) are interconnected.

3. rear swing arm according to claim 2, wherein a transverse strut (48) a tube with cf. large outer diameter, the end portions are each inserted into a Schwingenlagerflansch (54, 56).

4. ^' rear swing arm according to claim 3, wherein the tubular

Cross strut (48) in the vicinity of a damper (20) with the Schwingenlagerflansch (54, 56) is connected.

5. rear swing arm according to one of claims 2 to 4, wherein at a distance from the swing arm bearing (16) and the tubular cross strut (48) or the like. At least one further transverse strut (50) is formed.

6. rear swing arm according to claim 5, wherein the transverse strut (50) is arranged relatively close to a rear wheel (14) of the two-wheeled vehicle (1).

7. rear swing arm according to one of claims 2 to 6, wherein the transverse struts (48, 50) have a hollow cross-section.

8. rear swing arm according to one of the preceding claims, wherein each rocker arm 42, 44 has an upper and a lower strut (90, 92) connected on the one hand in the dropouts (45, 46) and on the other hand by the Schwingenlagerflansch (54, 56) are.

9. rear swing arm according to claim 8, wherein the upper struts (90) in the region of the damper (20) with the Schwingenlagerflansch (54, 56) are connected.

10. rear swing arm according to claim 8 or 9, wherein the

Understated (92) relative to the upper struts (90) at least partially have an enlarged cross-section.

11. rear swing arm according to one of claims 8 to 10, wherein the cross section of the upper struts (90) and / or lower struts (92) of the

Swing bearing flange (54, 56) towards the dropout (45, 46) decreases.

12. rear swing arm according to one of the preceding claims, wherein the swing arm bearing (16) at least two spaced roller bearings (114, 116) which by means of a split clamping sleeve (118) in a frame-side swing bearing bush (34) are prestressed.

13. rear swing arm according to claim 12, wherein the rolling bearings (114, 116) are formed as angular contact ball bearings.

14 rear swing arm according to claim 12 or 13, wherein the clamping sleeve parts are threadedly engaged with each other, so that for adjusting the bearing distance and the bias of the clamping sleeve length is variable from the outside.

15. rear swing arm according to one of claims 12 to 14, wherein at least one clamping sleeve part (122) slotted executed and secured by a clamping cone (164) against loosening.

16. Rear swing arm according to one of claims 12 to 15, wherein the

Swing bearing bush (34) above the bottom bracket and preferably as close as possible to this on a down tube (26) of the two-wheeler (1) is arranged.

17. rear swing arm according to one of the preceding claims, wherein an articulation of a damper (20) on the rear swing arm (18) is made adjustable.

18. rear swing arm according to claim 17, wherein the damper (20) via support brackets 180 on Schwingenlagerflanschen (54, 56) of the Swing arm (52, 54) is supported, wherein the position of the support brackets (180) with respect to the Schwingenlagerflanschen (54, 56) is variable.

19. rear swing arm according to claim 18, wherein the support brackets (108) engaging elements (184), the form-fitting in corresponding

Engaging elements (178) on the swingarm bearing flanges (54, 56) engage.

20. Front fork assembly (2) for a bicycle, in particular for a bicycle (1), wherein at dropouts (276, 278) of a front fork (4) a front hub (10) is releasably attached, characterized in that the dropouts (276, 278 ) on one side, preferably to the free end, open end portions with parallel to the axle receiving flats (318) identify.

21. Front fork assembly according to claim 1, wherein the

Dropouts extend approximately in the longitudinal direction of the front fork (4) through in each case one end section (280, 282) of a hub (284) of the front hub (210) and are connected thereto via a clamp 286, 288).

22. Front fork assembly according to claim 1 or 2, wherein the dropouts (276, 278) at the end portions each have on both sides flats (118).

23. Front fork assembly according to claim 21 or 22, wherein the

Clamping (286, 288) each have a clamping shell (290, 292) attached to the front fork (4) and a clamping shell (294, 296) which can be placed from the free end section of the dropout (276, 278) and which has the hub axle end section (280, 282 ) in sections.

24. Front fork assembly according to claim 23, wherein the clamping shells (290, 292, 294, 296) have a concave support portion (104) whose radius of curvature substantially corresponds to the radius of the hub axle (284).

25. Front fork assembly according to claim 23 or 24, wherein each dropout (276, 278) with an external thread (298) is provided, on which for applying a clamping force a clamping nut (300, 302) can be screwed.

26. The front fork assembly according to claim 25, wherein the clamping nuts (300, 302) comprise a handle portion (312) for manual tightening.

27. Vorderradgabelanordnung according to any one of claims 21 to 26 claims, wherein also at the Hubachseendabschnitten (280, 282) with the clamping shells (290, 292, 294, 296) cooperating flats (318) or the like. For positive reception of the hub axle (284) are formed.

28. Front fork assembly according to one of claims, wherein the flats (4) are tangentially in the clamping shells (290, 292, 294, 296) and / or the hub axle (284) are introduced.

29. The front fork assembly according to claim 21, wherein the axial length (L) of the flats (318) of the hub axle (284) substantially corresponds to the width of the clamping shells (290, 292, 294, 296), so that the clamping shells (290 , 292, 294, 296) engage in the flats (118) of the hub axle (284) and fix them axially.

A front fork assembly according to any one of claims 27 to 29, wherein four flats (318) are formed at each hub axle end portion (280, 282) extending substantially in the longitudinal direction of the hub axle (284) and at two in the edge region of the clamp shells (290, 292, 294, 296) arranged flats (318) cooperate.

A front fork assembly according to any one of the preceding claims, wherein the dropouts (276, 278) are formed by respective inserts (320, 322) secured to a fork leg (6, 8), the free ends of the inserts (320, 322) being respectively formed by a fastening bolt (338, 340) are formed, which extends through in each case a through holes (340, 342) of the hub axle (284) and through the clamping (286, 288) is connected thereto.

32. A bicycle frame comprising a down tube (402) extending approximately from a bottom bracket shell (404) to a head tube (406), a top tube assembly (408) extending away from the head tube (406), and a saddle (422). at one of the top tube assembly (408) and the Down tube (402) connecting seat tube assembly (420) is supported vertically adjustable, characterized in that the upper tube assembly (408), the seat tube assembly (420) and the down tube (402) via at least three joints (414, 418, 430) to a support frame (432 ) are connected, whose geometry for adjusting the height of the saddle (422) is adjustable.

33. The bicycle frame according to claim 32, wherein the seat tube assembly (420) is adjustable in length.

34. The bicycle frame according to claim 33, wherein the

Seat tube assembly (420) has a spring or a pneumatic or hydraulic cylinder (428) for length adjustment.

35. A bicycle frame according to one of the preceding claims, with a lock for fixing the support frame geometry.

36. The bicycle frame according to claim 35, wherein the locking of a handlebar is actuated.

37. The bicycle frame according to one of the preceding claims, wherein the seat tube assembly (420) has a seat tube (426) in which a seat post (424) is preset.

A bicycle frame according to any one of the preceding claims, wherein the top tube assembly (408) has an articulated arm (412) extending from a saddle side hinge (418) to a control tube side hinge (414).

39. The bicycle frame according to claim 38, wherein the control tube-side joint (414) is arranged closer to the control tube (406) than to the saddle-side joint (418).

40. The bicycle frame according to one of the preceding claims, wherein a saddle-side joint (418) seen in the direction of travel before, behind or centered on the seat tube assembly (420) is arranged.

41. A bicycle frame according to any one of the preceding claims, with stops for limiting the upper and lower end position of the saddle (422).