U.S. patent application number 12/109453 was filed with the patent office on 2009-10-29 for bicycle shock assemblies.
Invention is credited to Gregory P. Buhl, Jose Gonzalez.
Application Number | 20090267316 12/109453 |
Document ID | / |
Family ID | 40888291 |
Filed Date | 2009-10-29 |
United States Patent
Application |
20090267316 |
Kind Code |
A1 |
Gonzalez; Jose ; et
al. |
October 29, 2009 |
BICYCLE SHOCK ASSEMBLIES
Abstract
A shock absorber, which is particularly applicable to bicycles,
includes a mount body, a first cap portion, a second cap portion,
and a fluid cylinder. The fluid cylinder cooperates with a valve
assembly that is offset from the mount body. The first and second
cap portions enclose a gas cavity or gas chamber. One of the first
and second cap portions is interchangeable with other caps so as to
alter the performance of the shock absorber by altering the size of
the gas chamber. The replaceable cap cooperates with the mount body
such that it can be replaced without removing the shock absorber
from a bicycle.
Inventors: |
Gonzalez; Jose; (Santa
Clarita, CA) ; Buhl; Gregory P.; (Pasadena,
CA) |
Correspondence
Address: |
BOYLE FREDRICKSON S.C.
840 North Plankinton Avenue
MILWAUKEE
WI
53203
US
|
Family ID: |
40888291 |
Appl. No.: |
12/109453 |
Filed: |
April 25, 2008 |
Current U.S.
Class: |
280/275 ;
267/217 |
Current CPC
Class: |
F16F 9/48 20130101; F16F
2230/32 20130101; F16F 9/3242 20130101 |
Class at
Publication: |
280/275 ;
267/217 |
International
Class: |
B62K 3/02 20060101
B62K003/02 |
Claims
1. A shock for a bicycle comprising: a mount body constructed to be
connected to a bicycle; a first cap connected to one side of the
mount body and constructed to enclose a first cavity; and a second
cap connected to a second side of the mount body and constructed to
enclose a second cavity.
2. The shock of claim 1 further comprising a passage formed through
the mount body such that the first cavity and the second cavity are
fluidly connected.
3. The shock of claim 2 further comprising a selector supported by
the mount body and that is moveable relative to the mount body to
alter a performance characteristic of the shock.
4. The shock of claim 1 wherein the mount body includes at least
one recess for securing the mount body between movable structures
of a bicycle.
5. The shock of claim 4 wherein the recess is fluidly isolated from
the first and second cavities.
6. The shock of claim 4 wherein the recess is further defined as
one of a through hole or a first threaded bore and a second
threaded bore.
7. The shock of claim 1 wherein at least one of the first cap and
second cap is interchangeable with another cap to alter a size of
the cavity associated with a replaced cap.
8. The shock of claim 7 wherein the one of the first cap, second
cap, and another cap are interchangeable without removing the shock
from a bicycle.
9. The shock of claim 1 wherein a volume of the first cavity is not
the same as a volume of the second cavity.
10. The shock of claim 1 further comprising a fluid reservoir that
is fluidly associated with one of the first cap and second cap and
a piston body that extends from the mount body.
11. The shock of claim 10 further comprising a selector that alters
a size of a passage between alternate sides of the piston body
thereby altering force required to translate the fluid reservoir
relative to the piston body.
12. The shock of claim 10 further comprising auxiliary tank
connected to the mount body and fluidly connected to the fluid
reservoir.
13. A bicycle suspension system comprising: a mount securable to a
first bicycle structure; a sleeve extending from the mount; a
cylinder that is translatable relative to the sleeve and securable
to a second bicycle structure; and a cap secured to the mount such
that the cap extends in an outboard direction relative to the first
and second bicycle structures.
14. The bicycle suspension system of claim 13 further comprising at
least one cavity formed in the mount for receiving a fastener that
engages the first bicycle structure.
15. The bicycle suspension system of claim 14 wherein the cavity
extends completely though the mount and is fluidly isolated from an
interior volume defined by the mount, sleeve, and cylinder.
16. The bicycle suspension system of claim 13 further comprising a
stem extending from the mount along a longitudinal axis of the
sleeve.
17. The bicycle suspension system of claim 16 further comprising a
valve body attached to the stem and positioned within the cylinder
such that the cylinder is movable along the stem inside the
sleeve.
18. The bicycle suspension system of claim 17 further comprising a
dial connected to the mount and operable to manipulate operation of
the valve body.
19. The bicycle suspension system of claim 18 further comprising a
ball and detent associated with the dial and the mount to provide a
tactile indication of the position of the dial relative to the
mount.
20. The bicycle suspension system of claim 13 further comprising a
reservoir attached to the mount and fluidly connected to a volume
enclosed by the cylinder.
21. The bicycle suspension system of claim 13 wherein the first and
second bicycle structures are associated with one or both of a rear
wheel assembly and a front wheel assembly of a bicycle.
22. A method of altering performance of a bicycle suspension system
by altering a shock performance characteristic, the method
comprising the steps of: (a) providing a shock having a first body
for being connected to one of a first frame member or a second
frame member a bicycle; (b) providing a second body for being
connected to the other of the first or the second frame member, the
first and second bodies being movable relative to one another to
allow translational movement between the first and second frame
members with a desired suspension characteristic; and (c) providing
an interchangeable third body that cooperates with the first body
and alters the shock performance characteristic.
23. The method of claim 22 further comprising providing a number of
third bodies that define different cavities and wherein each third
body individually cooperates with the first body to provide
different desired suspension characteristics.
24. The method of claim 22 further comprising forming at least one
open cavity in the first body for securing the first body to the
one of the frame and the wheel of a bicycle.
25. The method of claim 24 further comprising forming the open
cavity all the way through the first body and fluidly separating
the open cavity and an interior cavity of the first body.
26. The method of claim 22 further comprising offsetting a valve
assembly from the first body and bifurcating a space enclosed by
the second body.
27. The method of claim 26 further comprising attaching an operator
to the first body and connecting the operator to the valve assembly
locating in the space of the second body to alter performance of
the shock independent of third body.
28. The method of claim 27 further comprising positioning the
operator to be adjusted from a riding position.
29. The method of claim 26 further comprising attaching an
auxiliary reservoir to the first body and fluidly connecting the
auxiliary reservoir to one side of the bifurcated space enclosed by
the second body.
30. The method of claim 22 further comprising attaching the shock
to a bicycle such that a portion of the shock is positioned outside
an area between a first connection and a second connection of the
shock and the bicycle.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates generally to bicycles and,
more particularly, to shock assemblies that are constructed to
facilitate controlled movement between movable members of a
bicycle, such as a frame and a wheel assembly.
[0002] The primary structural component of a conventional two-wheel
bicycle is the frame. On a conventional road bicycle, the frame is
typically constructed from a set of tubular members assembled
together to form the frame. For many bicycles, the frame is
constructed from members commonly referred to as the top tube, down
tube, seat tube, seat stays and chain stays, and those members are
joined together at intersections commonly referred to as the head
tube, seat post, bottom bracket and rear dropout. The top tube
usually extends from the head tube rearward to the seat tube. The
head tube, sometimes referred to as the neck, is a short tubular
structural member at the upper forward portion of the bicycle which
supports the handlebar and front steering fork, which has the front
wheel on it. The down tube usually extends downwardly and rearward
from the head tube to the bottom bracket, the bottom bracket
usually comprising a cylindrical member for supporting the pedals
and chain drive mechanism which powers the bicycle. The seat tube
usually extends from the bottom bracket upwardly to where it is
joined to the rear end of the top tube. The seat tube also usually
functions to telescopically receive a seat post for supporting a
seat or saddle for the bicycle rider to sit on.
[0003] The chain stays normally extend rearward from the bottom
bracket. The seat stays normally extend downwardly and rearward
from the top of the seat tube. The chain stays and seat stays are
normally joined together with a rear dropout for supporting the
rear axle of the rear wheel. The front wheel assembly is commonly
mounted between a pair of forks that are pivotably connected to the
frame proximate the head tube. The foregoing description represents
the construction of a conventional bicycle frame which of course
does not possess a suspension having any shock absorbing
characteristics.
[0004] The increased popularity in recent years of off-road
cycling, particularly on mountains and cross-country, as well as an
interest in reducing discomfort associated with rougher road
riding, has made shock absorbing systems a desirable attribute in
biking system. A bicycle with a properly designed suspension system
is capable of traveling over extremely bumpy, uneven terrain and up
or down very steep inclines. Suspension bicycles are less
punishing, reduce fatigue, reduce the likelihood of rider injury,
and are much more comfortable to ride. For off-road cycling in
particular, a suspension system greatly increases the rider's
ability to control the bicycle because the wheels remain in contact
with the ground as they ride over rocks and bumps in the terrain
instead of being bounced into the air as occurs on conventional
non-suspension bicycles. Over the last several years the number of
bicycles now equipped with suspension systems has dramatically
increased. In fact, many bicycles are now fully suspended, meaning
that the bicycle has both a front and rear wheel suspension
systems. Front suspensions were the first to become popular.
Designed to remove the pounding to the bicycle front end, the front
suspension is simpler to implement than a rear suspension. A front
suspension fork is easy to retrofit onto an older model bicycle. On
the other hand, a rear suspension will increase traction and assist
in cornering and balance the ride.
[0005] During cycling, as the bicycle moves along a desired path,
discontinuities of the terrain are communicated to the assembly of
the bicycle and ultimately to the rider. Although such
discontinuities are generally negligible for cyclists operating on
paved surfaces, riders venturing from the beaten path frequently
encounter such terrain. With the proliferation of mountain biking,
many riders seek the more treacherous trail. Technology has
developed to assist such adventurous riders in conquering the road
less traveled. Wheel suspension systems are one such feature.
[0006] Even though suspension features have proliferated in bicycle
constructions, the performance of the suspension as well as the
structure of the bicycle are often limited to or must be tailored
to cooperate with the structure and operation of the shock.
Commonly, both ends of the shock are secured to the bicycle between
movable frame members where movement is intended to be arrested,
dampened, or otherwise altered. The shock is often connected
between a portion of the frame and structure proximate an axle of
an associated wheel to provide a desired travel distance and/or
resistance to the relative displacement of the structures secured
to the generally opposite ends of the shock. The incorporation of
the shock member in such a manner generally determines the motion
performance of the shock adapted structure.
[0007] Commonly, an eyelet is positioned at each end of the shock
and cooperates with a pass through fastener that secures the
respective ends of the shock to the desired structure of the
bicycle. Other shock systems utilize a clamp that engages along an
outside diameter of the damper body. This association of the
structure of the bicycle and the structure of the shock generally
defines the shock that can be used with any given bicycle as well
as the shock performance that can be provided. To alter the shock
performance of a particular bicycle commonly requires changing the
shock provided the newly desired shock has a mount configuration
and translation distance that correlates to the structure of the
bicycle. Such a requirement increases the cost associated with
performance of suspension features of any bicycle.
[0008] The rider must commonly acquire either various shocks
assemblies or various parts of a shock assembly to alter the
performance of suspension features of a particular bicycle.
Further, if a rider has multiple bicycles, as many competitive
riders do, acquiring the components to alter the performance of the
suspension of a number of bicycles can be particularly expensive.
With respect to shock manufacturing, as the structure of bicycle
suspension features changes, shocks must be restructured to
cooperate with the new bicycle structure. Shock design,
construction, and assembly can become particularly costly in those
instances where a variety of different shocks having different
shock performance characteristics must be provided for one
particular bicycle to satisfy individual rider preferences.
Satisfying individual rider preferences across the various product
platforms of various bicycle manufactures requires providing
uncountable specific shock constructions.
[0009] Therefore, there is a need for a shock system that can be
configured to cooperate with a variety of bicycle structures. There
is a further need for a shock system that can provide a variety of
shock performances without otherwise interfering with the mounting
of the shock to the bicycle. There is a further need for a shock
system that can be quickly and efficiently configured to cooperate
with a bicycle.
BRIEF DESCRIPTION OF THE INVENTION
[0010] The present invention provides a shock for a bicycle that
addresses one or more of the drawbacks discussed above. One aspect
of the invention relates to a shock for a bicycle that includes a
mount body constructed to be connected to the bicycle. The shock
includes a first cap and a second cap. The first cap is connected
to one side of the mount body and encloses a first cavity. The
second cap is connected to a second side of the mount body and
encloses a second cavity. Such a construction provides a shock
assembly whose performance can be changed without altering the
mounting of the shock and/or replacing the entire shock
assembly.
[0011] Preferably, a passage is formed through the mount body so as
to fluidly connect the first and second cavities. A further aspect
includes providing a selector supported by the mount body and that
is movable relative to the mount body to alter a performance
characteristic of the shock. In a preferred aspect, the mount body
includes at least one recess or through hole for securing the mount
body between movable structures of a bicycle. Preferably, each
securing recess or through hole is fluidly isolated from the
interior cavities of the shock.
[0012] Another aspect of the invention usable with one or more of
the above aspects includes forming one of the first cap and/or the
second cap such that the cap is interchangeable so as to alter a
size of the cavity associated with a replaced cap. Such a
construction enhances the multi-functionality of the shock system.
Preferably, at least one of the caps can be replaced without
interfering with the mounting of the shock to a corresponding
bicycle.
[0013] Another aspect of the invention usable with one or more of
the above aspects includes providing a fluid reservoir that is
fluidly associated with one of the first cap or the second cap so
as to alter the fluid performance of the shock assembly independent
of changing of a replaceable cap. Preferably, an auxiliary tank is
connected to the mount body and fluidly connected to the fluid
reservoir so as to further enhance the range of performance of the
shock assembly.
[0014] Another aspect of the invention usable with one or more of
the above aspects includes a bicycle suspension system having a
mount, a sleeve, a cylinder, and a cap. The mount is securable to a
first bicycle structure such that the sleeve extends from the
mount. The cylinder is translatable relative to the sleeve and is
securable to a second bicycle structure. The cap is secured to the
mount such that the cap extends in an outboard direction relative
to the first and second bicycle structures. Such a configuration
provides a suspension system with a portion of a shock positioned
outside that area generally disposed between the points of
connection of the shock and the respective bicycle.
[0015] Another aspect of the invention usable with one or more of
the above aspects is directed to a method of altering performance
of the bicycle suspension system by altering a shock performance
characteristic. The shock performance characteristic is altered by
providing a shock having a first body and a second body. The first
body is connected to one of a first or a second frame member of a
bicycle. The second body is connected to the other of the first or
second frame member of the bicycle such that the first and second
bodies are movable relative to one another to allow translational
movement between the first and second frame members with a desired
suspension characteristic. The suspension system includes an
interchangeable third body that cooperates with the first body so
as to alter the shock performance characteristic thereby providing
a shock system that can be configured to provide a desired
suspension performance.
[0016] It is appreciated that the aspects and features of the
invention summarized above are not limited to any one particular
embodiment of the invention. That is, many or all of the aspects
above may be achieved with any particular embodiment of the
invention. Those skilled in the art will appreciate that the
invention may be embodied in a manner preferential to one aspect or
group of aspects and advantages as taught herein. These and various
other aspects, features, and advantages of the present invention
will be made apparent from the following detailed description and
the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The drawings illustrate preferred embodiments presently
contemplated for carrying out the invention.
[0018] FIG. 1 is an elevational view of a bicycle equipped with a
shock assembly according to the present invention;
[0019] FIG. 2 is a side view of the shock assembly or shock removed
from the bicycle shown in FIG. 1;
[0020] FIG. 3 is a longitudinal cross-sectional view of the shock
assembly shown in FIG. 2;
[0021] FIG. 4 is a lateral cross-sectional view of a mount body
taken along line 4-4 of the shock shown in FIG. 3;
[0022] FIG. 5 is a side view of a shock according to another
embodiment of the invention;
[0023] FIG. 6 is a longitudinal cross-sectional view of the shock
shown in FIG. 5;
[0024] FIG. 7 is a lateral cross-sectional view of a mount body
taken along line 7-7 of the shock shown in FIG. 5;
[0025] FIG. 8 is a side view of a shock according to another
embodiment of the invention;
[0026] FIG. 9 is a longitudinal cross-sectional view of the shock
shown in FIG. 8;
[0027] FIG. 10 is a lateral cross-sectional view of a mount body
taken along line 10-10 of the shock shown in FIG. 9;
[0028] FIG. 11 is side view of a shock having an adjustable
pressure relief according to another embodiment of the
invention;
[0029] FIG. 12 is a longitudinal cross-sectional view of the shock
shown in FIG. 11;
[0030] FIG. 13 is a lateral cross-sectional view of a mount body
taken along line 13-13 of the shock shown in FIG. 12;
[0031] FIG. 14 is a side view of a shock having an auxiliary
reservoir according to another embodiment of the invention;
[0032] FIG. 15 is a longitudinal cross-sectional view of the shock
shown in FIG. 14;
[0033] FIG. 16 is a lateral cross-sectional view of a mount body
taken along line 16-16 of the shock shown in FIG. 15;
[0034] FIG. 17 is a view of the mount body similar to FIG. 16 and
taken along line 17-17 shown in FIG. 15;
[0035] FIG. 18 is a longitudinal cross-sectional view of a shock
according to another embodiment of the invention;
[0036] FIG. 19 is a lateral cross-sectional view of a mount body
taken along line 17-17 of the shock shown in FIG. 18; and
[0037] FIG. 20 is a view of the mount body similar to FIG. 19 and
taken along line 20-20 of the shock shown in FIG. 18.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0038] FIG. 1 shows a bicycle 30 having a frame assembly 32
equipped with a rear wheel suspension system 34 that includes a
shock absorber, shock assembly, or shock 40 according to the
present invention. Bicycle 30 includes a seat 42 and handlebars 44
that are attached to frame assembly 32. A seat post 46 is connected
to seat 42 and slidably engages a seat tube 48 of frame assembly
32. A top tube 50 and a down tube 52 extend forwardly from seat
tube 48 to a head tube 54 of frame assembly 32. Handlebars 44 are
connected to a stem 56 that passes through head tube 54 and engages
a fork crown 58. A pair of forks 60 extend from generally opposite
ends of fork crown 58 and support a front wheel assembly 62 at an
end of each fork or a fork tip 64. Fork tips 64 engage generally
opposite sides of an axle 66 that cooperates with a hub 68 of front
wheel assembly 62. A number of spokes 70 extend from hub 68 to a
rim 72 of front wheel assembly 62. A tire 74 extends about rim 72
such that rotation of tire 74, relative to forks 60, rotates rim 72
and hub 68.
[0039] Preferably, each fork 60 is provided as a shock absorber so
as to allow translation of axle 66 of front wheel assembly 62
relative to frame assembly 32. Although each fork 60 is shown as
having respective ends secured proximate one of frame assembly 32
and axle 66, it is appreciated that the hereafter description of
shocks according to one or more of the embodiments of the present
invention are equally applicable to bicycle front wheel suspension
features.
[0040] Bicycle 30 includes a front brake assembly 76 having an
actuator 78 attached to handlebars 44. Brake assembly 76 includes a
caliper 80 that cooperates with a rotor 82 to provide a stopping or
slowing force to front wheel assembly 62. A rear wheel assembly 84
of bicycle 30 also includes a disc brake assembly 86 having a rotor
88 and a caliper 90 that are positioned proximate a rear axle 92. A
rear wheel 94 is positioned generally concentrically about rear
axle 92. Understandably, one or both of front wheel assembly 62 and
rear wheel assembly 84 could be equipped with other brake
assemblies, such as brakes assemblies that include structures that
engage the rim or tire of a respective wheel assembly.
[0041] A rear wheel suspension system 100 is pivotably connected to
frame assembly 32 and allows rear wheel 94 to move independent of
seat 42 and handlebars 44. Suspension system 100 includes a seat
stay 102 and a chain stay 104 that offset rear axle 92 from a
crankset 106. Crankset 106 includes oppositely positioned pedals
108 that are operationally connected to a chain 110 via a chain
ring or sprocket 112. Rotation of chain 110 communicates a drive
force to a rear section 114 of bicycle 30. A gear cluster 116 is
positioned at rear section 114 and engaged by chain 110. Gear
cluster 116 is generally concentrically orientated with respect to
rear axle 92 and includes a number of variable diameter gears. Gear
cluster 116 is operationally connected to a hub 118 of rear wheel
94 of rear wheel assembly 84. A number of spokes 120 extend
radially between hub 118 and a rim 122 of rear wheel assembly 84.
As is commonly understood, rider operation of pedals 108 drives
chain 110 thereby driving rear wheel 94 which in turn propels
bicycle 30.
[0042] Frame assembly 32 includes a first frame member or forward
frame portion 124 that generally includes seat tube 48, top tube
50, down tube 52, and head tube 54. A bottom bracket 126 is formed
proximate the interface of seat tube 48 and down tube 52 and is
constructed to operatively connect crankset 106 to bicycle frame
assembly 32. A first end 128 of chain stay 104 is pivotably
connected to forward frame portion 124 proximate bottom bracket 126
to allow a second frame member or rear frame portion 129 to pivot
or rotate relative to forward frame portion 124. As shown, rear
frame portion 129 generally includes chain stays 104, seat stays
102, and a pivot or rocker arm 130 that is attached to forward
frame portion 124. Preferably, rocker arm 130 is pivotably attached
to seat tube 48 of forward frame portion 124.
[0043] Rocker arm 130 includes a forward arm 132 that extends
inboard relative to seat tube 48. Shock 40 is secured between
forward arm 132 of rocker arm 130 and a position proximate bottom
bracket 126. Shock 40 may be attached directly to forward frame
portion 124. Preferably, chain stay 104 is pivotably attached to
seat tube 48 and extends forward of seat tube 48 proximate bottom
bracket 126. Such a construction indirectly secures shock 40 to
forward frame portion 124 and allows both mounting points of shock
40 to move or pivot during operation of suspension system 100. This
orientation of suspension system 100 is more fully described in
applicants copending U.S. patent application having Ser. No.
11/735,816 filed on Apr. 16, 2007, the disclosure of which is
incorporated herein.
[0044] Shock 40 arrests, suppresses, or dampens motion between rear
frame portion 129 and forward frame portion 124. Understandably,
frame assembly 32 is exemplary of one frame assembly usable with
the present invention. Other frame assemblies, such as frame
assemblies having other moveable frame structures or other shock
orientations are envisioned. Shock 40 could be positioned in any of
a number of positions relative to forward frame portion 124. For
instance, when located in a forward position, as mentioned above,
shock 40 could provide a forward wheel suspension feature wherein
one end of the shock is secured proximate a forward wheel axle and
another end of the shock is secured nearer frame assembly 32. In a
rearward position, shock 40 could be positioned rearward of seat
tube 48, such as between a seat stay and seat tube 48. In still
other embodiments, rather than the generally vertical orientation
shown in FIG. 1, it is envisioned that shock 40 be generally
aligned with top tube 50 and engaged with a U-shaped seat stay that
would be movable relative to seat tube 48. Understandably, these
and other implementations of shock 40 are envisioned and within the
scope of the claims.
[0045] FIG. 2 shows shock 40 removed from bicycle 30. Shock 40
includes a mount or mount body 140 disposed between a first cap 142
and a second cap or sleeve 144. Shock 40 includes a cylinder 146
that is translatable relative to sleeve 144. An eyelet 148 is
formed at a first end 150 of shock 40 and provides a first point
for mounting of shock 40 to bicycle 30. Sleeve 144 extends between
a first end 154 and a second end 156. First end 154 of sleeve 144
cooperates with a first end 158 of mount body 140 and second end
156 of sleeve 144 slidably receives cylinder 146. Cylinder 146 is
translatable, indicated by arrow 160, within sleeve 144 relative to
mount body 140. The distance of translation of cylinder 146 is
defined roughly by the overlapping lengths of sleeve 144 and
cylinder 146.
[0046] Shock 40 includes a second cap 162 that is attached to an
end 164 of mount body 140 opposite sleeve 144. Cap 162, as with all
of the outboard caps of the multiple embodiments disclosed herein,
is constructed to removably cooperate with mount body 140. The
illustrated cap 162 is exemplary of one size and shape of cap
usable with the present invention. That is, mount body 140 is
constructed to cooperate with any of a number of differently sized
caps. As described further below, such a construction allows shock
40 to be configured to individual user preferences without
otherwise interfering with the interaction of connection of shock
40 with bicycle 30.
[0047] An operator, such as a dial 166, is positioned near a second
end 168 of shock 40 and can be adjusted to alter the suspension
performance of shock 40. Referring to FIG. 3, a stem 170 extends
from dial 166 into mount body 140. Stem 170 is operatively
connected to a valve assembly 172 positioned in cylinder 146. Valve
assembly 172 includes a piston 174 that is positioned in a cavity
176 of cylinder 146. Piston 174 divides cavity 176 into a first
chamber 175 and a second chamber 177. The position of piston 174 is
fixed relative to sleeve 144 but is constructed to accommodate the
translation of cylinder 146 relative to sleeve 144.
[0048] A passage 178 fluidly connects chambers 175, 177 on opposite
sides of piston 174. Preferably, passage 178 includes upper and
lower orifices 181, 183, respectively, that dictate the performance
of a flow of fluid, such as oil, between chambers 175, 177.
Cylinder 146 includes a cap 180 that has a first seal 182, a second
seal 184, and a third seal 185. First seal 182 slidably cooperates
with an interior surface 186 of sleeve 144. Second seal 184
slidably cooperates with an exterior surface 188 of stem 170. Third
seal 185 cooperates with cylinder 146 so as to maintain the volume
of fluid in cylinder 146. A float 187 and a vent 189 cooperate with
cylinder 146 so as to equalize the pressure on opposite sides of
piston 174 during translation of cylinder 146 relative to sleeve
144. Manipulation of dial 166 alters the exposure or size of
orifices 181, 183 and thereby alters the dampening performance of
shock 40.
[0049] A volume 190 is formed by sleeve 144, mount body 140, and
end cap 162. A passage 194 is formed through mount body 140 and
fluidly connects a cavity 196 associated with sleeve 144 and a
cavity 198 associated with cap 162. Accordingly, the combination of
cavity 196 and cavity 198 defines a gas or air chamber 200 of shock
40. As alluded to above, cap 162 removably cooperates with mount
body 140 and dial 166 such that caps having other sizes and/or
shapes can be connected to mount body 140. Altering the size and/or
shape of cap 162 alters the volume of cavity 198 and thereby alters
the volume of air chamber 200 of shock 40. Understandably, altering
air chamber 200 alters the air spring performance of shock 40.
[0050] Referring to FIG. 4, mount body 140 includes a first opening
202 and a second opening 204 that are located generally opposite
one another. Preferably, openings 202, 204 each include a number of
threads 206 that cooperate with a fastener (not shown) for securing
shock 40 to bicycle 30. Openings 202, 204 are fluidly isolated from
one another and fluidly isolated from any of the gas or fluid
chambers, such as passage 194 of shock 40. Alternatively, as will
be described further below, openings 202, 204 could be constructed
as a through opening or bore so as to receive the shank of a
fastener or the like. It is appreciated that openings 202, 204
could be fluidly connected to air chamber 200 provided mounting
fasteners would be sealing engaged therewith.
[0051] Mount body 140 includes a valve assembly 210. Valve assembly
210 allows pressurization of air chamber 200 of shock 40. One
example of valve assembly 210 common to many arts, such as tires,
is commonly referred to as a Schrader valve. Valve assembly 210
cooperates with shock 40 such that the amount of gas associated
chamber 200 could be adjusted. It is appreciated that chamber 200
could be charged with any of air, nitrogen, carbon dioxide, etc.
For most riders, chamber 200 is commonly operated in the range of
about 100 to about 150 psi. Understandably, other pressure ranges
are envisioned. Lighter riders may prefer a less rigid suspension
performance and may desire gas pressures nearer about 25 psi
whereas larger riders may prefer a more robust spring response and
prefer pressures nearer about 300 psi. Understandably, the size and
pressure of chamber 200 can be configured to individual rider
preference. Such a construction further enhances the ability to
individualize the suspension performance operation of shock 40.
Shock 40 includes a number of features for providing an individual
rider's desired suspension performance by simply altering the fluid
performance of cylinder 146 via manipulation of dial 166 or through
changing cap 162 to alter the performance of air chamber 200, or
via altering the pressure associated with chamber 200. Each of
these shock performance features can be utilized without otherwise
altering the mounting of shock 40 to bicycle 30.
[0052] FIGS. 5-7 show a shock assembly or shock 220 according to
another embodiment of the invention. Referring to FIGS. 5 and 6,
shock 220 includes a mount body 222 positioned between the first
cap or sleeve 224 and a removable or replaceable second cap 226. A
cylinder 228 is slidably positioned relative to sleeve 224. A
piston 230 and valve assembly 232 is constructed and operates in a
similar manner as that described above with respect shock 40.
Accordingly, like reference numbers have been used to describe
features common to various embodiments according to the present
invention.
[0053] Unlike shock 40, wherein dial 166 extends from a
longitudinal end of the shock, shock 220 includes an operator or
dial 234 that extends from a lateral side of mount body 222. A
first end 236 of replaceable cap 226 is threadably engaged with an
end 238 of mount body 222. A valve assembly 240 is operatively
associated with another end 242 of replaceable cap 226. Valve
assembly 240 is generally similar to or the same as valve assembly
210. A piston 244 is slidably disposed within cap 226 and separates
an air chamber 246 of shock 220 into a first air volume 248 and a
second air volume 250. Such a construction allows air volume 250 to
be charged with gas, such as nitrogen, carbon dioxide or air to a
first pressure that is generally greater that a gas pressure
associated with first air volume 248. As described below, such a
configuration allows a user to flatten the spring performance of
shock 220 by withholding the contribution of air volume 250 from
the performance of shock 220 until volume 248 attains a pressure
sufficient to displace piston 244.
[0054] Dial 234 is connected to a cam 252 that manipulates the
performance of valve assembly 232. A stem 254 extends between cam
252 and dial 234 and cooperates with an indicator 256, such as a
ball 258 and detent 260. Indicator 256 provides in operator with an
audible or tactile indication of the adjustment of dial 234.
[0055] As shown in FIG. 7, mount body 222 of shock 220 includes
first and second recesses 266, 268 that facilitate mounting shock
220 to desired structure of bicycle 30. Although recesses 266, 268
are shown as closed threaded bores, it is appreciated that recesses
266, 268 could be provided as a through passage. Understandably,
dial 234 and stem 254 would need to be offset from recesses 266,
268 along the longitudinally length of mount body 222 in such a
configuration. A number of passages 270, 272 are formed through
mount body 222 and allow volume 250 of cap 226 to contribute to the
spring performance of shock 220.
[0056] As shown in FIG. 7, shock 220 includes a second valve
assembly 276 that extends through mount body 222 and is fluidly
connected to air volume 248. Valve assembly 276 allows a user to
pressurize air chamber 246 so as to provide a desired spring
performance over an initial travel of shock 220. Once cylinder 228
has translated an amount sufficient to compress the gas of volume
248 to a value proximate the pressurization of volume 250, volumes
248, 250 collectively contribute to the spring performance of shock
220. Such a construction enhances the range of desired suspension
characteristics that can be achieved with shock 220. Similar to
shock 40, replacing cap 226 with a cap having a volume other than
that shown also alters the spring performance of shock 220. As cap
226 is positioned outboard of the locations that shock 220 is
secured to the structure of bicycle 30, i.e. not between eyelet 148
and mount body 222, cap 226 can readily be replaced without
otherwise altering the mounting of shock 220 to bicycle 30.
[0057] FIGS. 8-10 show a shock 280 according to another embodiment
of the invention. The construction of shock 280 is generally
similar to shock 220. Shock 280 includes a mount body 282 disposed
between a sleeve 284 and a replaceable cap 286. A cylinder 288 is
slidably received in sleeve 284 and includes an eyelet 290 located
at an end thereof. Mount body 282 includes in operator or dial 292,
a valve assembly 294, and a pair of recesses 296, 298 positioned on
generally opposite sides of mount body 282. As best shown in FIG.
9, a stem 300 extends from dial 292 and includes a cam 302 that
operatively interacts in an offset manner with a valve assembly 304
associated with cylinder 288. Stem 300 includes a number of detents
305 that cooperate with a ball 306 to provide a tactile or audible
indication of the position of dial 292 and thereby indicating an
operating orientation of valve assembly 304.
[0058] One or more passages 308, 310 are formed through mount body
282 and fluidly connect a volume 311 enclosed by sleeve 284 and a
volume 312 enclosed by cap 286. Unlike shock 220, whose air chamber
246 includes volumes 248, 250 separated by cap piston 244, shock
280 includes a fixed volume upper air chamber 314 whose volume is
generally defined as the area enclosed between mount body 282 and
cap 286. Similar to shock 220, cap 286 can be replaced with caps
having other sizes and/or shapes to alter the spring performance of
shock 280.
[0059] Referring to FIG. 10, recesses 296, 298 are threaded to
cooperate with a fastener engaged therewith such that mount body
282 can be secured to a bicycle 30. A user, desiring to alter the
performance of shock 280, need merely replace cap 286 with a cap
that encloses a volume associated with a desired suspension
characteristic. Similar to shocks 40, 220, positioning cap 286
outboard of the mounting locations of shock 280, allows shock 280
to be configured to provide a desired suspension performance
without otherwise manipulating the connection of the shock to a
bicycle.
[0060] FIGS. 11-13 show a shock 320 according to another embodiment
of the invention. Referring to FIGS. 11 and 12, shock 320 includes
a cylinder 322 having an eyelet 324 positioned at one end thereof.
Cylinder 322 slidably cooperates with a sleeve 326 that is attached
to a mount body 328. A cap 330 is attached to an end 332 of mount
body 328 generally opposite sleeve 326. Shock 320 includes a first
operator or dial 334 that is oriented and constructed generally
similar to dial 292 of shock 280. A shaft 336 extends from dial 334
into mount body 328 and has a cam 339 formed thereon. Manipulation
of dial 334 alters the configuration of a valve assembly 340
associated with the fluid chamber of cylinder 322. An indicator
assembly 342 interacts with dial 334 to provide an audible or
tactile indication of the position of dial 334 and thereby an
indication of the setting of valve assembly 340.
[0061] Shock 320 includes a second operator or dial 344 that is
also attached to mount body 328. A stem 346 extends from dial 344
and includes a cam 348 formed thereon. A passage 349 is formed
through mount body 328 proximate cam 348. Passage 349 fluidly
connects the volumes enclosed by sleeve 326 and cap 330. Mount body
328 includes a valve assembly 350 that interrupts passage 349 and
cooperates with cam 348. Valve assembly 350 includes a ball 352
that cooperates with a seat 354 associated with mount body 328. A
spring 356 is disposed in passage 349 and biases ball 352 into seat
354. Cam 348 cooperates with spring 356 in such a manner that a
user can vary the force that ball 352 is biased into seat 354 via
manipulation of dial 344. During a compression stroke, gas enclosed
by sleeve 326 must be compressed to overcome the load associated
with spring 356 before the volume associated with cap 330 can
contribute to the performance of shock 320. Dial 344 allows a user
to alter the pressure associated with allowing cap 330 to
contribute to the performance of shock 320. Accordingly, shock 320
is configured to provide a progressive response to suspension
activity.
[0062] Referring to FIG. 13, mount body 328 includes a valve
assembly 360 that is fluidly connected to the volume enclosed by
sleeve 326. An opening 370 is formed through mount body 328
proximate valve assembly 360 and fluidly connected to the volume
enclosed by sleeve 326. During the initial configuration of shock
320, the volume enclosed by sleeve 326 is pressurized. If the
initial pressure is greater than the bias of spring 356, ball 352
is biased out of engagement with seat 354 such that a portion of
the gas enters the chamber enclosed by cap 330 even without
displacement of cylinder 322. During an initial compression stroke,
gas is displaced from the chamber associated with sleeve 326 into
the chamber associated with cap 330 such that a greater pressure is
maintained in the chamber enclosed by cap 330 as compared to the
chamber associated with sleeve 326 for subsequent strokes of shock
320. Similar to shock 220, such a configuration provides a shock
with a variable spring response across the range of translation of
the cylinder thereof. Simply, as the volume associated with sleeve
326 is compressed to a degree sufficient to overcome the bias of
spring 356, gas enclosed by cap 330 is allowed to contribute to the
performance of shock 320.
[0063] Similar to shocks 40, 220, and 280, mount body 328 of shock
320 includes a recess 372 that is positioned generally opposite
recess 338. Recesses 338, 372 include a number of threads 374 that
cooperate with fasteners for securing shock 320 to corresponding
structure of bicycle 30. Valve assemblies 350, 371, as well the
cooperation of differently sized replaceable caps 330, allow shock
320 to provide a progressive or variable suspension performance
feature that can be tailored to individual user preferences.
[0064] FIGS. 14-17 show a shock 380 according to another embodiment
of the invention. Shock 380 includes a cylinder 382 having an
eyelet 384 and being slidably position relative to a sleeve 386. An
end 388 of sleeve 386 is attached to a first end 390 of a mount
body 392. A replaceable cap 394 is removably attached to a second
end 396 of mount body 392. Shock 380 includes a fluid reservoir 398
that is fluidly connected to a cavity 400 of cylinder 382.
Reservoir 398 includes a float 402 and a vent port 404 constructed
to accommodate changes in a fluid level associated with reservoir
398.
[0065] A passage 406 is formed through mount body 392 and fluidly
connected to a stem 408 that extends between mount body 392 and a
valve assembly 410 positioned in cavity 400 of cylinder 382. A
volume 412 of reservoir 398 compliments the volume associated with
cavity 400 of cylinder 382 so as to provide a shock with an
improved range of translation.
[0066] Shock 380 includes an operator or dial 414 that interacts
with stem 408 so as to alter the fluid performance of valve
assembly 410. As shown in FIGS. 15 and 16, dial 414 includes a cam
416 that cooperates with a surface 418 of stem 408 so as to alter
the fluid performance of orifices 420, 422 of valve assembly 410.
Shock 380 includes an indicator 424 that cooperates with dial 414
so as to provide a tactile or audible indication of changes to a
suspension performance feature of shock 380. Understandably,
although reservoir 398 is shown as being integrally formed with
mount body 392, passage 406 could be constructed to cooperate with
a separate body such that reservoir 398 would be otherwise
severable from mount body 392. Such a configuration would allow
shock 380 to be configured for operation with or without reservoir
398. Such a construction further enhances the multi-functionality
and variety of suspension performance characteristics that can be
achieved with of shock 380.
[0067] As shown in FIGS. 16 and 17, mount body 392 includes an
opening 430 that fluidly connects a volume 432 (FIG. 15) enclosed
by sleeve 386 and a volume 434 (FIG. 15) enclosed by cap 394.
Similar to the shock operations described above, shock 380 includes
a valve assembly 436 is also connected to mount body 392 and allows
venting or charging of a chamber 438 formed by the combination of
volumes 432 and 434.
[0068] Referring to FIGS. 15 and 17, unlike shocks 40, 220, and
280, shock 380 includes a mount recess that is formed as a passage
440 that extends completely through mount body 392. Passage 440 is
offset along a longitudinal axis of shock 380 from an axis of dial
414 and passage 406 associated with reservoir 398. As shown in FIG.
17, passage 440 extends uninterruptedly through mount body 392.
Preferably, passage 440 is oriented in a crossing direction with
respect to an axis of passage 406. More preferably, passage 440 is
orientated to be generally perpendicular to the longitudinal axis
of dial 414 and fluid passage 406. Such a construction allows shock
380 to be compactly integrated into the structure of bicycle 30.
Furthermore, forming mounting recess or passage 440 as a through
bore allows shock 380 to be constructed in a lightweight manner
with reduced workability and further enhances the serviceability of
a bicycle equipped with such a shock. That is, passage 440 avoids
activities associated with forming or servicing the internal
threads associated with the previously described bores. Any damage
to complementary mounting hardware and/or fasteners can be
economically resolved via replacement of such mounting hardware
rather than servicing of shock 380.
[0069] FIGS. 18-20 show a shock 460 according to another embodiment
of the invention. As shown in FIG. 18, shock 460 includes a
cylinder 462 having an eyelet 464 at an end 466 thereof. Cylinder
462 is slidably engaged with a sleeve 468. Cylinder 462 includes a
cap 470 that cooperates with a stem 472 which extends from a mount
body 480. A piston 482 and a valve assembly 484 are positioned at
an end 486 of stem 472. A number of ports or orifices 488 are
formed on valve assembly 484 and determine the passage of fluid
between respective chambers 490, 492 of cylinder 462. Cylinder 462
is translatable along stem 472 within cavity 494 of sleeve 468. An
end 496 of sleeve 468 is attached to a first end 498 of mount body
480. A removable or replaceable cap 500 is attached to an end 502
of mount body 480 generally opposite sleeve 468. A cavity 504 is
formed between cap 500 and mount body 480. Cavity 494 and cavity
504 are fluidly connected via a passage 506 formed through mount
body 480. Cavity 494, passage 506, and cavity 504 cooperate to
define an air chamber 508 of shock 460.
[0070] As shown in FIGS. 18 and 19, shock 460 includes an operator,
such as a dial 510, that is connected to a stem 512 that interacts
with stem 472 extending to valve assembly 484. Manipulation of dial
510 alters the orientation of a cam 514 relative to stem 472
thereby altering the fluid performance of orifices 488. Referring
to FIGS. 19 and 20, mount body 480 includes a valve assembly 520
that is generally aligned with another passage 522 formed through
mount body 480. Passage 522 also fluidly connects cavities 494 and
504. Similar to shock 380, shock 460 includes a mounting recess or
passage 524 that extends through mount body 480. Referring to FIGS.
19 and 20, similar to passage 440 of shock 380, passage 524 of
shock 460 is fluidly isolated from dial 510 and stem 512 and from
passages 506 and 522 of mount body 480. Furthermore, as passage 524
extends through body 480 in an uninterrupted manner, passage 524
provides a simple and robust connection for shock 460 to bicycle
30.
[0071] Each of shocks 40, 220, 280, 320, 380, and 460 include a
mount or mount body that is positioned somewhere other than an end
point of the respective shock. Such an orientation allows each of
shocks 40, 220, 280, 320, 380, and 460 to be configured for a
desired performance which includes the alteration of a performance
characteristic of the shock without otherwise altering the mounting
of the shock with a respective bicycle. Each of mount bodies 140,
222, 282, 328, 392, and 480 are constructed to be secured to a
bicycle such that the respective cap 162, 226, 286, 330, 394, 500
is located outboard with respect to the area between the mounting
points of the respective shock. Whether the mount body is provided
with one or more closed recesses, such as mount bodies 140, 222,
282, 328, or a through bore, such as mount bodies 392, 480, each
mounting arrangement provides a robust structure for securing a
respective shock to a bicycle.
[0072] Each of caps 162, 226, 286, 330, 394, and 500 is removable
and/or replaceable such that caps having sizes and/or shapes other
than those shown can cooperate with the respective shock. Altering
the size of a respective cap alters the volume of the gas chamber
associated with the shock and thereby alters the spring performance
of the respective shock. Each shock 40, 220, 280, 320, 380, and 460
preferably further includes structure for adjusting the performance
of the valve associated with the fluid orifices of the shock
structures. Such preferable structure further enhances the
functionality of the respective shocks.
[0073] Providing additional preferable fluid controls, such as the
pair of valve assemblies 240, 276 of shock 220, the cap piston 244
of shock 220, valve assembly 350 of shock 320, or reservoir 398 of
shock 380, further enhances the functionality and adjustability of
shocks according to the present invention. Regardless of the
embodiment employed, each of shocks 40, 220, 280, 320, 380, and 460
provides a shock that can be tuned to the preferences of a rider,
is robust and lightweight, and is useable across a number of
bicycle types and product platforms. Further, each of shocks 40,
220, 280, 320, 380, and 460 provides a shock that can be quickly
and efficiently produced and configured for a number of different
operating environments in a variety of orientations relative to
front and rear suspension features of bicycles. It is further
appreciated that aspects of one or more aspects of the various
embodiments of the invention, such as valves 240, 276, 350, piston
244, and reservoir 398 can be combined with one or more features of
the various embodiments to achieve shock constructions,
configurations, and operations other than the preferred
configurations that have been described above. The forthcoming
claims are intended to encompass all such deviations and
combinations of the respective features disclosed herein. That is,
no one aspect of the present invention is exclusive to the
particular embodiment within which such aspect is discussed.
[0074] The present invention has been described in terms of the
preferred embodiments, and it is recognized that equivalents,
alternatives, and modifications, aside from those expressly stated,
are possible and within the scope of the appending claims. It is
further appreciated that the respective features of any one of the
embodiments discussed above is not necessarily solely exclusive
thereto. That is, as described in the forth coming claims, the
invention includes all of the embodiments as well as aspects
specific thereto.
* * * * *