WO2014009019A1 - Cadre de bicyclette avec fourche arrière montée pivotante - Google Patents

Cadre de bicyclette avec fourche arrière montée pivotante Download PDF

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Publication number
WO2014009019A1
WO2014009019A1 PCT/EP2013/002064 EP2013002064W WO2014009019A1 WO 2014009019 A1 WO2014009019 A1 WO 2014009019A1 EP 2013002064 W EP2013002064 W EP 2013002064W WO 2014009019 A1 WO2014009019 A1 WO 2014009019A1
Authority
WO
WIPO (PCT)
Prior art keywords
bicycle frame
trailing arm
pivot
bottom bracket
axis
Prior art date
Application number
PCT/EP2013/002064
Other languages
German (de)
English (en)
Inventor
Wolfgang KLEPFER
Konrad Irlbacher
Luca BURZIO
Original Assignee
Iko Sportartikel
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Iko Sportartikel filed Critical Iko Sportartikel
Publication of WO2014009019A1 publication Critical patent/WO2014009019A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/14—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg
    • B62K25/20—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg for rear wheel

Definitions

  • the invention relates to a bicycle frame with a Hauptrahmenelernent and a pivotally connected to these rear end according to the preamble of claim 1.
  • a first embodiment has a rigidly connected to a main frame rear triangle and is referred to as a so-called hardtail.
  • hardtails the rear wheel of the bicycle is not pivotable relative to the bicycle frame and thus can not deflect with respect to the bicycle frame.
  • a second embodiment of mountain bikes are so-called full suspension mountain bikes, or short Fully's (short for Art Suspension Bikes), in which the rear end is pivotally connected to the main frame member, a compression of the rear suspension by a spring / damping element cushioned and rebound damping is. Consequently, the rear suspension can deflect in a fully with respect to the Hauptrahmenele- element.
  • a fundamental advantage of the so-called hardtails over full-suspension mountain bikes is that hardtails In contrast to full-suspension mountain bikes reduced driving influences are subject, since the force exerted on the rear wheel via the drive chain force can lead to any springing of the rear end.
  • hardtails have the disadvantage that they have a reduced comfort, since when used in the field shocks on the rear wheel and the bicycle frame are transmitted directly to the driver.
  • Full-suspension mountain bikes have the advantage that the rear wheel due to the pivotal connection of the rear end with the main frame element can spring, so that a Fully increased comfort, increased traction and beyond increased safety when driving over obstacles. Impacts that are caused by overcoming obstacles or jumps, are mitigated by a compression of the rear end.
  • a disadvantage of the full-suspension mountain bikes is that they are subject to drive influences, so that a driving force transmitted by the drive chain can lead to a contraction of the spring / damper element, depending on the geometry of the rear suspension system, so that the drive power can not be used in its entirety for propulsion ,
  • a rear triangle when driving uphill should have a different characteristic than when driving downhill.
  • uphill in the so-called uphill, as much propulsion power as possible is to be used for propulsion, so that the rear triangle should remain rigid with respect to the main frame element when driving uphill.
  • downhill the so-called downhill, the rear end system should be sensitive to impacts from the react reasonably and provide the available travel well.
  • a bicycle frame with a sprung rear triangle wherein the bicycle frame comprises a main frame element and a pivotable relative to the Hauptrahmenele- element rear triangle.
  • the chainstays of the rear end are each configured in two parts, with first chainstays being rotatably connected to the main frame element in the area of the bottom bracket, and second chainstays being connected to the first chainstays via a respective pivot joint.
  • the hinges are arranged in a middle region between the bottom bracket shell and a dropout end of the rear end structure such that the first chain stays and the second chain stays have approximately the same length.
  • the saddle struts of the rear end are connected via a pivot lever with the top tube of the Hauptrahmenelernents, wherein the pivot lever is further connected via a damper element with the top tube, so that a compression of the rear suspension cushioned and a rebound damping.
  • the moment of rotation axis results from the intersection of the connecting line which connects the joint, by means of which the pivot lever is connected to the main frame element, with the joint, by means of which the rear frame is connected to the pivot lever, with the connecting line, which connects the joint - Tels the first chain stay is connected to the main frame member, with the joint, by means of which the first chain stay is connected to the second chain stay connects.
  • the torque axis of rotation moves in the direction of travel and in the direction of the bottom, so that the vertical distance between the torque rotation axis and the bottom bracket housing is reduced.
  • the reduction of the distance of the torque axis of rotation to the bottom bracket shell or to the bottom, on which the two wheels rest causes a reduction of the so-called anti-squat factor.
  • An anti-squat factor of 100% means that the rear triangle is not subject to drive influences, so that a drive output does not result in any compression of the damper.
  • An anti-squat factor of less than 100% indicates that some of the drive power results in compression of the damper element, so that not all of the drive power is converted into propulsion of the bicycle.
  • the torque rotation axis during compression of the rear end moves both forward in the direction of travel and in the direction of the ground, so that the anti-squat factor decreases during the deflection. This also leads to a slower rebound after overcoming an obstacle and thus to a reduced traction.
  • the present invention increases the stability of the bicycle frame.
  • the bicycle frame according to the invention comprises a longitudinal handlebar which is rotatably connected to the main frame element by means of a first articulation.
  • This trailing arm is further rotatably connected at least indirectly by means of a second joint with a chain stay of the rear end.
  • the pivot lever and the trailing arm are arranged and rotatably connected to the main frame member and the rear triangle that a torque axis about which the rear frame relative to the main frame member is rotatable, arranged in a rebounded state of the rear end in side view between the dropout and the second joint is.
  • the bicycle frame according to the invention Since the instantaneous rotational axis is located between the dropout and the second joint, the bicycle frame according to the invention has a significantly increased anti-squat factor at the same height of the instantaneous rotational axis without having to put up with the previous disadvantages such as excessive chain tension when springing in.
  • the Bicycle frame according to the invention when driving uphill and when driving downhill different spring properties.
  • driving uphill is the Lot, ie the vertically downward vector seen from the center of gravity of the driver's bike system in the direction of the bicycle behind the torque axis, so that the weight of the driver causes rebound of the rear end, whereby the damper also rebounded / lengthened becomes.
  • the geometry changes so that the solder moves from the center of gravity of the driver-bike system forward in the direction of travel, so that the solder is positioned in the direction of travel in front of the torque axis of rotation.
  • the weight then causes a compression of the rear end and thus a compression of the damper.
  • road bumps are compensated more sensitively by the rear suspension system, since a road lift also leads to compression of the rear end.
  • the trailing arm is rotatably connected to the seat tube of the main frame member above a bottom bracket. Furthermore, the trailing arm is rotatably connected to a connecting strut connecting the chainstay and a seat post.
  • the connecting strut is connected to the bottom bracket facing the ends of the chain stays.
  • the trailing arm is rotatably connected by means of the first hinge with the seat tube and by means of the second, rear hinge with the connecting strut, wherein the second hinge is mounted in front of the rim ring in the direction of travel.
  • the trailing arm builds particularly short, so that the moment of rotation in height in the first approximation is independent of the deflection.
  • the momentum axis travels rearward during rebounding and thereby rises slightly, while on the contrary it moves forwards during the compression and thus lowers slightly.
  • the distance between the seat tube and the rear triangle between the seat tube and the connecting strut is the smallest, so that is minimized by a corresponding connection of the trailing arm in its longitudinal extent. Due to the compactness of the trailing arm, this has an increased stability, since the trailing arm is exposed to reduced torques.
  • both the rear triangle and the trailing arm are particularly stable. Furthermore, it is possible by an appropriate arrangement of the trailing arm and by a corresponding connection of the trailing arm with the connecting strut to position the longitudinal handlebar above the seat stays, so that the torque axis of rotation with respect to the ground and relative lent of the bottom bracket shell is high, so that the anti-squat factor is increased.
  • the torque axis is always independent of the deflection of the rear end above the bottom bracket.
  • the momentum axis shifts horizontally by compression of the rear end in the direction of a bottom bracket, wherein the torque axis of rotation can be located for each spring between the dropout and the bottom bracket.
  • the torque axis does not have to come to rest between the dropout and the bottom bracket. Only for the static rider weight (SAG, the pre-immersion of the suspension by the rider's weight), the instantaneous axis of rotation must be between the dropout and the bottom bracket. She can also move in front of the pedal.
  • SAG static rider weight
  • FIG. 1 shows a side view of a mountain bike with a bicycle frame according to the invention
  • Figure 2 a side view of the invention
  • FIG. 3 shows the bicycle frame shown in FIG. 2 with a rebound rear suspension
  • Figure 4 a schematic representation of a bicycle with the bicycle frame according to the invention when driving uphill
  • FIG. 5 is a schematic representation of a driving rads with the bicycle frame according to the invention when driving downhill.
  • FIG. 1 shows a bicycle with a bicycle frame according to the invention.
  • the bicycle frame according to the invention is in isolation, i. 2 shows a rear section 20 with respect to a main frame element 10 in a so-called spring-down state
  • FIG. 3 shows the rear section 20 with respect to the main frame element 10 in a so-called spring-loaded state.
  • the bicycle frame includes a main frame member 10.
  • the main frame member 10 is composed of a top tube 11, a fork tube 17, a down tube 12, a bottom bracket 16, a seat tube 23, and a stabilizer tube 15.
  • the top tube 11 is connected via the fork tube 17 with the down tube 12.
  • the down tube 12 is in turn connected via the bottom bracket 16 to the fork tube 13.
  • the fork tube 13 is connected directly to the top tube 11 and further via the stabilizing tube 13 to the top tube 11.
  • the main frame member 10 is substantially triangular.
  • a fork 70 is rotatably connected.
  • a head tube of the suspension fork 70 protrudes through the fork tube 17, and a Upper end of the head tube of the fork 70 protrudes from the fork tube 17.
  • a stem 71 is connected.
  • a front wheel 60 is rotatably connected to a dropout of the suspension fork 70.
  • the bicycle frame further comprises a rear construction 20.
  • the rear construction 20 is composed of two chain stays 21, two seat stays 22, a connecting stay 23 and a dropout 24.
  • the rear frame 20 is integral, that is integrally formed.
  • the two seat stays 21 merge into the two saddle struts 22 in the region of the dropout 24, that is to say in the region of the rearward bend of the rear frame 20.
  • the two chain stays 21 are connected by means of a connecting strut 23 with a seat stay 22.
  • the two chain stays 21 run together at the two ends facing the bottom bracket 16 in a later to be explained pivot bearing. From this pivot bearing in turn extends the connecting strut 23 to the seat post 22 shown in the figures behind.
  • the rear wheel 50 is drivable by means of a drive chain 72 in a known manner, wherein the drive chain is in operative connection with a chainring 77, which in turn with two cranks
  • the rear end 20 is pivotally connected to the main frame member 10 via a pivot lever 30 and a trailing arm 40.
  • the pivoting lever 30 is rotatably connected, for example, to the top tube 11 and / or to the saddle tube 13, that is generally to the main frame 10, by means of a first pivot lever pivot bearing 31.
  • Another end of the pivot lever 30 is rotatably connected by means of a second pivot lever pivot bearing 32 with the rear end 20, for example with the connecting struts 23 which connect the seat post 22 to the chain stay 21 opposite the dropout 24.
  • the trailing arm 40 has a bifurcated design in plan view and is connected to the rear link located on the left as well as to the right of a rear tire, so that it can be designed as a double link.
  • the pivot lever 30 is rotatably connected by means of a third pivot lever pivot bearing 33 rotatably connected to a spring / damper element 78, which is hereinafter abbreviated as damper element 78.
  • the damper element 78 is further rotatably connected by means of a pivot bearing 79 with a bottom of the top tube 11 verbun ⁇ .
  • the rear section 20 is also connected via the trailing arm 40 to the main frame element 10, and there in more detail to the seat tube 13.
  • One end of the trailing arm 40 is connected to the seat tube 23 above the bottom bracket 16 by means of a first articulation 41, which is designed as a first trailing arm bearing bearing 41.
  • Another, second end of the trailing arm 40 is by means of a second articulation 42, which is designed as a trailing arm bearing bearing 42, rotatably connected to the connecting strut 23 and thus indirectly connected to the chain stays 21.
  • the seat tube 13 has above the bottom bracket 16 a recess 13 'in the form of a guide recess 13', which serves to guide an outer surface of the trailing arm 40 upon rotation of the trailing arm 40.
  • the connecting strut 23 in the connection region with the trailing arm 40 also recesses 23 'in the form of guide grooves 23', which also serves a guide of the trailing arm 40 in a tilting or pivoting of the rear end 20 with respect to the main frame member 10.
  • the recesses 13 'and 23 1 will be discussed later.
  • a first connection line LI can be drawn in side view of the bicycle frame as a whole through the first and second pivot lever pivot bearings 31, 32 (with respect to the pivot lever 30) and through the two longitudinal link pivot bearings 41, 42 (with respect to the trailing arm 40) a second connecting line L2 are placed, which intersect at the point of intersection, that is, the so-called instantaneous rotational axis IC.
  • the connecting line LI runs as shown from the top front to the bottom rear (behind is contrary to the direction of travel of the bicycle) and that the second connecting line L2 from the torque axis IC falls to the front, ie opposite a Horziontal level lowers.
  • first longitudinal-direction steering-point bearing (the first joint) 41 with respect to the trailing arm 40 is mounted in advance in the direction of travel on the main frame element 10, and that the second longitudinal-direction steering-point bearing 42 is used to produce an articulated connection. tion with the rear end 20 to trailing (ie offset in the direction of travel lying back) is provided.
  • the scope of the invention results in preferred balance of forces and dynamic conditions, which are explained in many ways.
  • each suspension reacts differently due to the position of the torque rotation axis IC. If the path of the torque axis is different, the suspension also differs. Due to the specific design of the articulation points of the links and the alignment of the connecting line LI and especially the connecting line L2 and the arrangement of the axes of rotation for the trailing arm 40 with its leading joint, which is attached to the Hauptrahmenelernent 10 and with its trailing pivot 42, which at the rear is provided, results over conventional solutions an extremely high anti-squat. This ultimately results in a Raderhebungskurve, which points far back and thus absorbed much better. In addition, compared to conventional solutions with the same anti-squat values, a wheel suspension with less undesired pedal kickback due to tension on the chain during compression can be realized.
  • the pivot lever and the trailing arm 40 are first moved in the same direction, but then in opposite directions to each other during compression and rebound.
  • the two levers mentioned above move reciprocally relative to one another. This is not absolutely necessary as long as a track of the torque axis of rotation results, which falls from top / rear to front / bottom.
  • the torque rotation axis (the IC pole) moves in the direction of travel forward and thereby at least slightly down, which proves to be very positive for the suspension.
  • the solution according to the invention results in a high anti-squat in the footsteps. If the cyclist steps into the bump, the construction reacts with an increased anti-squat against power-consuming chassis luffing. Due to the articulated connection of the rear section 20 with the main frame element 10, the rear section 20 is pivotable between a rebound position, which is also referred to as a basic position (FIGS. 1, 2, 4 and 5), and a jounce position shown in FIG. In the pivoting or compression of the rear end 20 of the rear end 20 rotates about a so-called torque axis IC, which is also referred to as an instant center.
  • a so-called torque axis IC which is also referred to as an instant center.
  • the instantaneous rotational axis IC thereby changes its position as a function of the deflection of the rear section 20.
  • the instantaneous rotational axis IC results from the intersection of two connecting lines LI and L2.
  • the first connecting line LI is the connecting line of the first pivot lever pivot bearing 31 with the second pivot lever pivot bearing 32.
  • the second connecting line L2 results from a connecting line of the first longitudinal armature pivot bearing 41 with the second longitudinal armature pivot bearing 42.
  • the torque rotation axis IC is arranged in side view of the rim ring 51 of the rear wheel 50 and thus between the dropout 24 and the second trailing arm bearing 42. Furthermore, the instantaneous rotational axis IC is positioned above the chain stays 22 and above the bottom bracket 16. The instantaneous rotational axis IC is located in a side view approximately at the height of the upper orbit of the drive chain 72. The positioning of the torque axis IC in the region of the rim ring 51 has the consequence that the damper element 78 is subjected to a different force due to the pedaling when driving uphill than when driving downhill.
  • the horizontal distance of the torque rotation axis IC to the dropout 24 in the rebounded state is preferably between 34 cm and 40 cm.
  • the horizontal distance of the instantaneous rotational axis IC to the dropout 24 in the rebounded state is preferably between 32 cm and 38 cm.
  • the horizontal distance of the torque rotation axis IC to the dropout 24 in the rebounded state is preferably between 30 cm and 36 cm.
  • Figure 4 shows a bicycle with the bicycle frame according to the invention when driving uphill, in which the weight of the driver shown is displaced relatively far forward in the direction of the front wheel 60. From Figure 4 is seen- lent that the Lot, so the vertical vector, starting from the center of mass of the driver-bike system in the direction of the center of the earth, between the dropout and the instantaneous axis IC is arranged. The weight of the bike and the driver thus acts along this Lot. Due to the positioning of the solder behind the torque-rotation axis IC, the weight force causes the bicycle frame to be set up and thus rebound of the rear end 20 relative to the main frame element 10. Thus, the damper element 78 is subjected to a force such that the damper element 78 is elongated.
  • a bicycle equipped with the bicycle frame according to the invention consequently has altogether different spring properties when driving uphill than when driving downhill.
  • contradictory characteristics hardtail characteristic and fully characteristic
  • the bike having a hardtail characteristic when driving uphill and a fully-characteristic when driving downhill.
  • the vertical distance of the instantaneous rotational axis IC to the bottom bracket 16 remains substantially constant in side view when the rear end 20 is spring-loaded.
  • the guide depressions 13 1 and 23 'cause the second longitudinal pivot bearing 42 to lower, whereas the first longitudinal pivot bearing 41 remains essentially unchanged in its vertical height, so that the connecting line L2 lowers at the rear wheel 50 facing the end.
  • the torque rotation axis IC travels only a little in the direction of the bottom bracket 16, so that the vertical distance between the bottom bracket 16 and the instantaneous rotation axis IC is only slightly reduced.
  • the joints 31, 32, 41 and 42 are shown and described as hinges. However, the joints 31, 32, 41 and 42 may also be designed as bending joints.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

La présente invention concerne un cadre de bicyclette comprenant un élément de cadre principal (10) et une fourche arrière (20) reliée de manière pivotante. Le cadre de bicyclette est caractérisé par les caractéristiques suivantes : - le cadre de bicyclette comprend un bras oscillant longitudinal (40) qui est relié de manière rotative à l'élément de cadre principal (10) au moyen d'une première articulation (41) ; - le bras oscillant longitudinal (40) est en outre relié de manière rotative au moins indirectement à une base (21) de la fourche arrière (20) au moyen d'une seconde articulation (42) ; en outre un bras oscillant longitudinal (40) est prévu et relié de manière articulée à l'élément de cadre principal (10) par l'intermédiaire d'un palier rotatif de bras oscillant longitudinal (41) et à la fourche arrière (20) par l'intermédiaire d'un second palier rotatif (42) ; une ligne de montage (L2) s'étendant entre le premier palier rotatif de bras oscillant longitudinal (41) et le second palier rotatif (42) du bras oscillant longitudinal est orientée, en vue latérale, de manière croissante du bas de l'avant vers l'arrière ; et le premier palier rotatif de bras oscillant longitudinal (41) qui permet de relier de manière articulée le bras oscillant longitudinal (40) à l'élément de cadre principal (10) est disposé, en vue latérale, en tête dans le sens de déplacement par rapport au second palier rotatif de bras oscillant longitudinal (42) qui permet de relier de manière articulée le bras oscillant longitudinal (40) à la fourche arrière (20).
PCT/EP2013/002064 2012-07-13 2013-07-11 Cadre de bicyclette avec fourche arrière montée pivotante WO2014009019A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012013826.1 2012-07-13
DE102012013826.1A DE102012013826A1 (de) 2012-07-13 2012-07-13 Fahrradrahmen mit verschwenkbar gelagertem Hinterbau

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WO2014009019A1 true WO2014009019A1 (fr) 2014-01-16

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PCT/EP2013/002064 WO2014009019A1 (fr) 2012-07-13 2013-07-11 Cadre de bicyclette avec fourche arrière montée pivotante

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WO (1) WO2014009019A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2969726A2 (fr) * 2013-03-15 2016-01-20 Darrell W. Voss Suspension arrière de bicyclette
US10293881B2 (en) 2004-09-15 2019-05-21 Yeti Cycling, Llc Rear suspension system for a bicycle
US10343742B2 (en) 2010-08-20 2019-07-09 Yeti Cycling, Llc Link suspension system
US10766563B2 (en) 2013-01-16 2020-09-08 Yeti Cyclying, Llc Rail suspension with integral shock and dampening mechanism
US10822048B2 (en) 2010-08-20 2020-11-03 Yeti Cycling, Llc Reciprocating rail movement suspension system
US10926830B2 (en) 2017-07-07 2021-02-23 Yeti Cycling, Llc Vehicle suspension linkage
US11173983B2 (en) 2017-03-17 2021-11-16 Yeti Cycling, Llc Vehicle suspension linkage
US11884359B2 (en) 2022-02-25 2024-01-30 Sram, Llc Bicycle suspension components
US12024257B2 (en) 2020-06-17 2024-07-02 Sram, Llc Bicycle suspension components

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US5791674A (en) * 1997-03-13 1998-08-11 Cannondale Corporation Bicycle suspension system
WO2006005687A1 (fr) * 2004-07-10 2006-01-19 Cycles Lapierre Suspension arriere d’un vehicule a deux roues
DE102004032054A1 (de) * 2004-07-01 2006-01-26 Giant Mfg. Co. Ltd, Tachia Chen Hinterradaufhängungssystem für ein Fahrad
DE102008008186A1 (de) * 2008-02-08 2009-08-27 Canyon Bicycles Gmbh Fahrradrahmen mit gefedertem Hinterbau

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Publication number Priority date Publication date Assignee Title
FR2912110B1 (fr) * 2007-02-05 2009-04-24 Promiles Snc Vehicule a deux roues a suspension arriere

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5791674A (en) * 1997-03-13 1998-08-11 Cannondale Corporation Bicycle suspension system
DE102004032054A1 (de) * 2004-07-01 2006-01-26 Giant Mfg. Co. Ltd, Tachia Chen Hinterradaufhängungssystem für ein Fahrad
WO2006005687A1 (fr) * 2004-07-10 2006-01-19 Cycles Lapierre Suspension arriere d’un vehicule a deux roues
DE102008008186A1 (de) * 2008-02-08 2009-08-27 Canyon Bicycles Gmbh Fahrradrahmen mit gefedertem Hinterbau
DE102008008186B4 (de) 2008-02-08 2012-03-01 Canyon Bicycles Gmbh Fahrradrahmen mit gefedertem Hinterbau

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10293881B2 (en) 2004-09-15 2019-05-21 Yeti Cycling, Llc Rear suspension system for a bicycle
US10343742B2 (en) 2010-08-20 2019-07-09 Yeti Cycling, Llc Link suspension system
US10822048B2 (en) 2010-08-20 2020-11-03 Yeti Cycling, Llc Reciprocating rail movement suspension system
US11485447B2 (en) 2010-08-20 2022-11-01 Yeti Cycling, Llc Reciprocating rail movement suspension system
US10766563B2 (en) 2013-01-16 2020-09-08 Yeti Cyclying, Llc Rail suspension with integral shock and dampening mechanism
EP2969726A2 (fr) * 2013-03-15 2016-01-20 Darrell W. Voss Suspension arrière de bicyclette
US11173983B2 (en) 2017-03-17 2021-11-16 Yeti Cycling, Llc Vehicle suspension linkage
US10926830B2 (en) 2017-07-07 2021-02-23 Yeti Cycling, Llc Vehicle suspension linkage
USD1023842S1 (en) 2017-07-07 2024-04-23 Yeti Cycling, Llc Shock extension
US12024257B2 (en) 2020-06-17 2024-07-02 Sram, Llc Bicycle suspension components
US11884359B2 (en) 2022-02-25 2024-01-30 Sram, Llc Bicycle suspension components

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