U.S. patent application number 13/191199 was filed with the patent office on 2011-11-24 for bicycle shock with extension arms.
This patent application is currently assigned to SPECIALIZED BICYCLE COMPONENTS, INC.. Invention is credited to Jan Talavasek.
Application Number | 20110285106 13/191199 |
Document ID | / |
Family ID | 43307990 |
Filed Date | 2011-11-24 |
United States Patent
Application |
20110285106 |
Kind Code |
A1 |
Talavasek; Jan |
November 24, 2011 |
BICYCLE SHOCK WITH EXTENSION ARMS
Abstract
A bicycle frame can have a main frame, a sub-frame and a shock.
The sub-frame can move in relation to the main frame and the shock
can be used to regulate that relationship. A linkage connected to
the main frame, sub-frame and shock can also be used to regulate
the relationships and control the rotation. The shock can further
have a pair of extension arms which connect to the linkage.
Inventors: |
Talavasek; Jan; (Morgan
Hill, CA) |
Assignee: |
SPECIALIZED BICYCLE COMPONENTS,
INC.
Morgan Hill
CA
|
Family ID: |
43307990 |
Appl. No.: |
13/191199 |
Filed: |
July 26, 2011 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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12495516 |
Jun 30, 2009 |
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13191199 |
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Current U.S.
Class: |
280/284 |
Current CPC
Class: |
B62K 25/286 20130101;
B62K 21/02 20130101; B62K 3/02 20130101 |
Class at
Publication: |
280/284 |
International
Class: |
B62K 3/02 20060101
B62K003/02 |
Claims
1. A bicycle assembly comprising: a main frame comprising a seat
tube, a head tube and a connecting tube connecting the seat tube
and the head tube; a sub-frame configured to rotate with respect to
the main frame comprising a pair of seat stays and a pair of chain
stays; a linkage pivotally connected to the seat tube and the pair
of seat stays; and a shock configured to regulate the rotation of
the sub-frame with respect to the main frame, the shock comprising:
a shock body pivotally connected to the main frame at a first end
of the shock; and an extension body positioned at a second end of
the shock opposite the first end, the extension body positioned to
straddle the seat tube and comprising a pair of extension arms,
each extension arm pivotally connected to the linkage, the
connection of each of the extension arms to the linkage being
combined respectively with the connection of one of the seat stays
to the linkage.
2. The bicycle assembly of claim 1, wherein one of the seat stays
of the pair of seat stays is pivotally connected to one of the
chain stays of the pair of chain stays.
3. The bicycle assembly of claim 1, further comprising a bottom
bracket and wherein the seat tube extends from the connecting tube
to the bottom bracket.
4. The bicycle assembly of claim 1, wherein the shock comprises an
air spring with an outer sleeve.
5. The bicycle assembly of claim 4, wherein the outer sleeve screws
into the extension body.
6. The bicycle assembly of claim 1, further comprising a dampening
mechanism.
7. The bicycle assembly of claim 1, wherein the shock comprises
three eyelets, one on the shock body and one on each extension
arm.
8. The bicycle assembly of claim 1, further comprising a fork, a
saddle and two wheels.
9. The bicycle assembly of claim 1, further comprising a fluid
reservoir.
10. The bicycle assembly of claim 1, wherein the pivot at each
extension arm and the linkage is positioned behind a central axis
of the seat tube.
11. A bicycle assembly comprising: a main frame comprising a seat
tube, a head tube and a connecting tube connecting the seat tube
and the head tube; a sub-frame configured to rotate with respect to
the main frame comprising a pair of seat stays and a pair of chain
stays, one of the seat stays of the pair of seat stays being
pivotally connected to one of the chain stays of the pair of chain
stays; a linkage pivotally connected to the seat tube and the pair
of seat stays; and a shock configured to regulate the rotation of
the sub-frame with respect to the main frame, the shock comprising:
a shock body pivotally connected to the main frame at a first end
of the shock; and an extension body positioned at a second end of
the shock opposite the first end, the extension body comprising a
pair of extension arms, each extension arm pivotally connected to
the linkage.
12. The bicycle assembly of claim 11, wherein the connection of
each of the extension arms to the linkage is combined respectively
with the connection of one of the seat stays to the linkage.
13. The bicycle assembly of claim 11, wherein the extension body is
positioned to straddle the seat tube.
14. The bicycle assembly of claim 11, further comprising a bottom
bracket and wherein the seat tube extends from the connecting tube
to the bottom bracket.
15. The bicycle assembly of claim 11, wherein the shock comprises
an air spring with an outer sleeve.
16. The bicycle assembly of claim 15, wherein outer sleeve screws
into the extension body.
17. The bicycle assembly of claim 11, further comprising a
dampening mechanism.
18. The bicycle assembly of claim 11, wherein the shock comprising
three eyelets, one on the shock body and one on each extension
arm.
19. The bicycle assembly of claim 11, further comprising a fork, a
saddle and two wheels.
20. The bicycle assembly of claim 11, further comprising a fluid
reservoir.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 12/495,516, filed Jun. 30, 2009, the entire contents of which
are hereby incorporated by reference herein and made a part of this
specification.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to bicycle
suspension systems and frame assemblies. In particular, the present
invention relates to configurations for rear suspension assemblies
and mounting arrangements for rear suspension assemblies suitable
for use in connection with off-road bicycles.
[0004] 2. Description of the Related Art
[0005] Off-road bicycles, or mountain bikes, may be equipped with
front and rear suspension assemblies operably positioned between
the frame of the bicycle and the front and rear wheels,
respectively. Providing front and rear suspension on a mountain
bike potentially improves handling and performance by absorbing
bumps, and other rough trail conditions, which may be encountered
while riding off-road. However, because mountain bikes are
typically pedal-driven, i.e., use the rider's power output to
propel the bicycle, the provision of rear suspension, especially,
may undesirably absorb a rider's power output, resulting in wasted
effort.
[0006] Accordingly, rear suspension systems commonly incorporated
on engine-driven vehicles, such as motorcycles, have proven
undesirable for use with pedal-driven vehicles, such as mountain
bikes. In addition, because a mountain bike is propelled solely by
power output from the rider, it is desirable that the rear
suspension assembly be lightweight. Rear suspension systems of
engine-driven vehicles commonly emphasize strength over weight and,
therefore, have not been widely incorporated on mountain bikes.
[0007] Mountain bike rear suspension designs, utilizing multiple
linkage members, are currently used and are often effective at
isolating pedal-induced and brake-induced forces from acting on the
rear suspension. However, one problem associated with prior
mountain bike rear suspension designs involves placement of the
rear shock absorber. Due to the relatively complex nature of common
mountain bike rear suspension assemblies, the placement of the rear
shock absorber has often precluded the use of a traditional
triangular main frame of the mountain bike.
[0008] A common rear suspension arrangement for a bicycle frame
assembly includes an articulating sub-frame having a lever assembly
or link that couples a portion of the sub-frame to a main frame of
the bicycle frame assembly. The link may also support one end of a
shock absorber operably coupled between the main frame and the
sub-frame. The link often includes a pair of lever arms, which are
spaced from one another in a lateral direction and interconnected
by a crossbar portion such that the lever arms move together as a
unit. However, a disadvantage of such an arrangement is that a
clearance space must be provided to accommodate the crossbar
portion throughout the range of movement of the link during
articulation of the sub-frame. Such an arrangement can place
limitations on the design of the remainder of the frame assembly.
For example, sometimes the seat tube is provided in two distinct
portions with an interrupted intermediate section, which provides a
clearance space to accommodate movement of the link. As another
example, the rear shock may be positioned within the internal space
defined by the main frame and the movement of the link may also
take place within this space, thereby limiting the availability of
this space for other purposes.
SUMMARY OF THE INVENTION
[0009] There exists a continuing need to develop new configurations
for the placement and mounting of rear suspensions on bicycle
frames. Along with this need, there also exists a need to develop
new designs for shocks and shock mounting equipment such as
linkages to facilitate the new configurations for the placement and
mounting of rear suspensions on bicycle frames.
[0010] Certain embodiments of a bicycle assembly can comprise a
main frame, a sub-frame configured to rotate with respect to the
main frame, a linkage and a shock. The main frame can comprise a
seat tube, a head tube and a connecting tube connecting the seat
tube and the head tube. The sub-frame can comprise a pair of seat
stays and a pair of chain stays. The shock can comprise a shock
body and an extension body integral with the shock body. The
extension body can comprise a pair of extension arms which straddle
the seat tube and connect the shock to the linkage. The linkage can
align the shock and the seat stays of the sub-frame.
[0011] In some embodiments, the bicycle assembly can further
comprise a bottom bracket and the seat tube can extend from the
connecting tube to the bottom bracket.
[0012] A shock according to certain embodiments can comprise an air
spring with an outer sleeve. The outer sleeve may or may not screw
into the extension body. The shock can comprise three eyelets, one
on the shock body and one on each extension arm.
[0013] Some embodiments of a bicycle frame comprise a main frame, a
sub-frame configured to rotate with respect to the main frame and a
shock. The main frame can comprise a seat tube, a head tube and a
top tube connecting the seat tube and the head tube. The shock can
comprise a shock body, a pair of extension arms connected with the
shock body and an adjustment knob on at least one of the extension
arms, wherein the adjustment knob adjusts a parameter of the shock.
The extension arms can straddle the seat tube and connect the shock
to the sub-frame at a first pivot point, the shock connected to the
main frame at a second pivot point. The adjustment parameter of
certain embodiments comprises one of rebound and dampening.
According to certain embodiments, there are adjustment knobs on
both extension arms.
[0014] In some embodiments of a bicycle frame, an axis of rotation
of the adjustment knobs is perpendicular to a plane defined as the
plane through the center of the main frame, such that a user
sitting on a bicycle with the bicycle frame can reach down under
the seat to the shock and adjust the shock, with damping easily
accessible with one hand and rebound easily accessible with the
other.
[0015] According to some embodiments, a bicycle assembly can
include a main frame, a sub-frame, a linkage, and a shock. The main
frame can include a seat tube, a head tube and a connecting tube
connecting the seat tube and the head tube. The sub-frame having a
pair of seat stays and a pair of chain stays can be configured to
rotate with respect to the main frame. A linkage can be pivotally
connected to the seat tube, the pair of seat stays, and the shock.
The shock can include a shock body pivotally connected to the main
frame at a first end of the shock; and an extension body positioned
at a second end of the shock opposite the first end.
[0016] In some embodiments, the extension body can include a pair
of extension arms, each extension arm pivotally connected to the
linkage, the connection of each of the extension arms to the
linkage being combined respectively with the connection of one of
the seat stays to the linkage.
[0017] In some embodiments, one of the seat stays of the pair of
seat stays can be pivotally connected to one of the chain stays of
the pair of chain stays.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] These and other features, aspects and advantages are
described below with reference to drawings of preferred
embodiments, which are intended to illustrate but not to limit the
present invention.
[0019] FIG. 1 illustrates a perspective view of an embodiment of a
bicycle frame.
[0020] FIG. 2 is a side view of the bicycle frame of FIG. 1.
[0021] FIG. 3 is a perspective schematic view showing the extension
arms of a shock surrounding a seat tube.
[0022] FIG. 4 shows a top view of the schematic view of FIG. 3.
[0023] FIG. 5 shows a detail view of a connection location and
pivot between a shock and a bicycle frame.
[0024] FIG. 6 shows the connection location of the bicycle frame in
FIG. 5 with the shock removed.
[0025] FIG. 7 is a partially disassembled and cutaway view of a
frame showing the seat tube and the sub-frame assembly.
[0026] FIG. 8 illustrates a perspective view of another embodiment
of a bicycle frame.
[0027] FIG. 9 is a perspective view of a prior art shock.
[0028] FIG. 10 is a perspective view of an embodiment of a
shock.
[0029] FIG. 11 illustrates a top view of the shock of FIG. 10.
[0030] FIG. 12 illustrates a top view of another embodiment of a
shock.
[0031] FIG. 13 shows an exploded partial view of the shock of FIG.
12.
[0032] FIG. 14 is a perspective view of a part of the shock of FIG.
12.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0033] As discussed in the description of the related art, the
complexities of rear suspension design often require bicycle frames
to have geometry other than the typical triangular main frame. In
addition, the seat tube is often interrupted or divided so that the
suspension system, including the shock and linkages can have
sufficient space to move.
[0034] A triangular main frame provides many benefits. For example,
a triangular main frame can provide a balance between stiffness and
weight. The triangular main frame can also easily connect the
various components of the bicycle such as the seat, handle bars,
crank and wheels, while minimizing the number of connecting tubes.
This can reduce the number of pieces required for the frame,
thereby reducing the weight of the frame. As there are direct
connections between the main aspects or components of the bicycle,
i.e. the seat, handle bars and pedals, the triangular frame
maintains the stiffness and rigidity of the bicycle for increased
control and handling.
[0035] FIG. 1 shows a bicycle frame 10 with a rear suspension
system. The bicycle frame 10 has a main frame 2, a shock 4 and a
sub-frame 6. As can be seen, the main frame 2 can be a triangular
main frame with an uninterrupted seat tube 21. A main frame 10
according to some embodiments comprises a seat tube 21, a top tube
23 and a head tube 25. The top tube 23 can connect the seat tube 21
and the head tube 25. A seat post with an attached saddle (not
shown) can be installed in the seat tube 21. A steering post or
column which connects the handle bars and the fork (not shown) can
be installed in the head tube 25. Some embodiments may further
include a bottom tube 27 and a bottom bracket 30. The bottom tube
27 can connect the bottom bracket 30 and the head tube 25. A crank
(not shown) can be installed into the bottom bracket 30 to which
pedals can be attached (also not shown).
[0036] According to some embodiments, the main frame 2 can further
include one or more gussets or cross tubes 22, 29. The cross tubes
can connect various parts of the main frame 2. For example, in FIG.
1, the cross tube 22 connects the seat tube 21 and the top tube 23
and the cross tube 29 connects the top tube 23 and the bottom tube
27. The cross tube 29 can connect the top tube 23 and the bottom
tube 27 at a location spaced away from the ends of the top tube 23
and the bottom tube 27. The cross tubes 22, 29 can increase the
frame's stability and allow for additional design features, such as
a downward sloping top tube 23. In other embodiments, a single
cross tube includes both cross tubes 22 and 29 combined into one
piece and the main frame 2 is without the use of a top tube 23. In
other embodiments, a top tube is used but only one cross tube 22 or
29 is present.
[0037] A cross tube can provide additional benefits to the bicycle
frame, such as providing bracing and additional support. The cross
tube can also provide a location to attach a shock 4, which will be
explained in more detail below. Additionally, a cross tube can
allow for more variation in frame design such as allowing for
different sized or shaped tubes or different configurations such as
narrower triangles on the main frame 2.
[0038] The sub-frame 6 of the bicycle frame 10 can include a pair
of seat stays 62 and a pair of chain stays 64. Each seat stay 62
can connect with a corresponding chain stay 64 at or near a dropout
66. This connection can be fixed or pinned to allow for rotation.
In some embodiments, the chain stays 64 are hingedly connected to
the main frame at or near the bottom bracket 30.
[0039] A shock 4 can be connected to the main frame 2 at one end
and connected to the sub-frame 6 at the other end. The shock 4 can
be used to control the amount of movement between the main frame 2
and the sub-frame 6 and the rate of change in their relationships.
As shown in FIG. 1, the shock 4 can have a pair of extension arms
42. The extension arms 42 can span the seat tube 21 to connect the
shock 4 to the sub-frame 6. The extension arms 42 can also allow
for the use of an uninterrupted seat tube 21.
[0040] In some embodiments, the bicycle frame 10 can also comprise
a linkage 8. The linkage 8 is shown connecting the main frame 2,
the shock 4 and the sub-frame 6. In this way the linkage 8 can be
used together with the shock 4 to control the range of movement and
the relationships between the main frame 2 and the sub-frame 6. In
some embodiments, the shock 4 can connect directly to the sub-frame
6, with or without the use of a linkage 8. Also, as shown, the
shock 4, the main frame 2 and the sub-frame 6 all attach to the
linkage at different locations. In some embodiments, some of these
connections are combined at one location.
[0041] Further relating to the movement of the different parts of a
bicycle frame, reference numeral 9 is used in some of the figures,
such as FIG. 2, to show the various pivot points where some of the
different components of the bicycle frame 10 are connected. The
pivot points 9 can be connection points and in some embodiments and
in some locations can include bearings, though this is not
required. For example, some embodiments can have bearings where the
shock 4 connects to the main frame 2 and to the linkage 8 and where
the linkage 8 is attached to the main frame 2.
[0042] Looking at FIGS. 3 and 4, a shock 4 with extension arms 42
is shown that is able to span the seat tube 21 allowing for the use
of a full length or uninterrupted seat tube 21. It can also be seen
that the shock's rear pivot points 9, where it is connected to the
linkage 8 are behind the seat tube 21. Both of these features can
provide additional benefits.
[0043] A full length seat tube 21 can connect the seat post (not
shown) and the bottom bracket 30. A full length seat tube 21,
according to some embodiments, can connect one end of the top tube
23 with one end of the bottom tube 27 (as shown in FIGS. 1 and 2).
A full length seat tube 21 can advantageously allow for more power
transfer from the rider to the pedals and crank at the bottom
bracket 30. When the seat tube is split, the frame can experience
flexing. This is undesirable as some of the power exerted by the
rider towards the pedals will instead be directed to flexing the
frame. This loss in power output is undesirable because of the
decreased control that results and the increased energy needed to
perform the same amount of work as a result of the flexing. In
addition, a full length seat tube 21 allows for more adjustment
capabilities for the seat post.
[0044] Moving the shock's rear pivot point behind the seat tube 21
and seat post is also advantageous because it is conductive to
configuring the four-bar suspension arrangement for optimal
performance. For example, the instant center of the four-bar
suspension or linkage can be configured to be in a neutral position
in relation to a particular desired chain line. In addition, this
configuration allows for a seat stay 62 that is shorter than is
required by a pivot in front of the seat tube. The shorter seat
stay 62 is lighter weight and stiffer. Because of this stiffer
arrangement, there is reduced rear brake "chatter."
[0045] Now moving to FIGS. 5 and 6, a shock 4 can attach to the
main frame 2 at an opening or recess 24. As shown, the recess 24 is
in the cross tube 29. The recess 24 can have an attachment 26. In
some embodiments, the cross tube 29 is hydroformed. The cross tube
29 can have a cutout where the attachment 26 is welded into the
cross tube 29. The attachment 26 may include, for example, a
forging, a mount, mounting hardware, bearings, rods, pins, spacers,
bolts, nuts, washers, fasteners, securing fasteners and/or quick
release levers. The shock 4 can have an eyelet 44 that can be used
to attach the shock 4 to the main frame 2 at the attachment 26.
This can be accomplished, for example, by threading a fastener
through a mount with a hole and the eyelet 44 and securing the
fastener. This attachment location can also form the front pivot
point 9 for the shock 4.
[0046] Attaching the shock 4 at a cross tube can have many
advantages. For example, the shock 4 can be positioned in an
optimal position. The cross tube 29 can allow for the shock 4 to be
connected at a location between the top tube 23 and the bottom tube
27. In this way the stress from the shock 4 can be spread out over
the frame, or over two tubes instead of one. Attaching the shock 4
to the cross tube 29 can allow the shock 4 to be aligned with the
seat stays 62, or the top tube 23 or both. This can allow the shock
4 and the rear suspension system as a whole to be more
responsive.
[0047] Referring back to FIG. 2 in regards to the above discussion,
attaching the shock 4 to the main frame 2 at the cross tube 29 can
allow the shock 4 to be located substantially parallel to the top
tube 23. This configuration advantageously reduces the amount of
space required by the shock 4 in use. This is because the design
allows the shock 4 to essentially be compressed or expanded without
using additional space within the main frame 2. The movement of the
linkage 8 can be configured to be mostly behind and/or to the sides
of the seat tube 21. This allows for the space in the main frame 2
to be used for other things such as the attachment of water
bottles, water bottle cages, frame mount air pumps, etc.
[0048] The rear suspension design shown in FIGS. 1 and 2 has
additional benefits. For example, because the shock is essentially
aligned with the seat stays 62, there is a decrease in the load
experienced through the linkage 8 at the seat tube 21. Most of the
force from the movement of the seat stays 62 is absorbed by the
shock 4. In this way the system is very responsive to the terrain.
The linkage 8 acts as a lever with the connection at the main frame
2 being the fulcrum. The force from the movement of the seat stays
is the load and the shock provides a contracting force to the load.
Because of the overall design, the force experienced at the fulcrum
may be greatly reduced compared to certain previous designs. This
allows for a simpler construction for mounting the linkage 8 onto
the seat tube 21. For example, in certain prior designs, a forge
mount, a bracket or other separate piece of hardware was used to
mount the linkage 8 to the main frame 2 to account for the high
loads experienced at this point. The design also allows for the use
of bearings at all of the connection points. This can reduce the
friction in the system and make the system even more responsive to
the terrain.
[0049] According to some embodiments, a mount 32 as shown in FIG.
7, can be hydroformed in the main frame 2 at the seat tube 21. This
can create a bulge in the seat tube 21 which can provide the
mounting location for the linkage 8. Therefore the linkage 8 can be
connected directly to the frame without the use of a separate
bracket resulting in cost savings, and reduction in parts over
certain prior designs. In some embodiments, a cylinder can be
attached to the main frame 2 at the mount 32. For example, a
cylinder can be inserted into the mount 32 and welded into place.
This cylinder can provide a stronger and more accurate connection
location while still reducing the cost of making and attaching a
separate bracket.
[0050] Turning now to FIG. 8, another embodiment of a bicycle frame
10' is shown. Numerical reference to components is the same as in
the previously described arrangement, except that a prime symbol
(') has been added to the reference. Where such references occur,
it is to be understood that the components are the same or
substantially similar to previously-described components.
[0051] The bicycle frame 10' has a main frame 2' and a sub-frame
6'. It also has a shock 4'. The shock 4' has extension arms 42', a
fluid reservoir 50 and connecting hose 52. The shock 4' is attached
to the main frame 2' via a bracket 28.
[0052] Though bicycle frames 10 and 10' show particular shocks 4
and 4', the different frames 10, 10' could use either shock shown
or different shocks. For example, shocks utilizing a coil spring,
air, oil, other fluid and/or various combinations of these or other
shock absorbing mechanism can be used.
[0053] As will be appreciated, bicycle frame 10' exhibits many
similar qualities as bicycle frame 10 discussed above. In
particular, a full length seat tube 21' and a shock 4' with
extension arms 42' are shown, as are some additional similar
features. Additionally, according to some embodiments, the linkage
8' can be attached to the main frame 2' at the seat tube 21'
without the use of an additional mount.
Shock
[0054] Shock 4'', shown in FIG. 9, is a commonly available fluid
shock. The shock 4'' has an eyelet 44'' at either end to attach the
shock 4'' to a bicycle frame as part of a rear suspension. The
shock 4'' as shown also has an outer portion 48'' and an inner
portion 46''. The outer portion 48'' shown comprises a sleeve that
is an air spring. Other types of shocks may have an outer portion
48'' comprising a metal coil spring surrounding the inner portion
46'' instead of the sleeve air spring shown. The shock 4'' can have
a pressure control 43'' for adjusting the pressure of the shock
4''. For example, if the shock 4'' is an air shock, the pressure
control 43'' can be a Schrader or Presta valve for connecting an
air pump and adjusting the spring pressure within the shock 4''. If
the shock 4'' has a coil spring the pressure control 43'' can be a
preloading ring, as is known in the art.
[0055] The shock 4'' can also have adjustment knobs 41''. The
adjustment knobs 41'' can include adjustments for dampening,
rebound and other adjustments. The adjustment knobs 41'' are often
found near the eyelet 44'' and are mounted in a position
perpendicular to the axis of the eyelet 44'' to allow for
sufficient clearances to attach the shock 4'' to a bicycle frame at
the eyelet 44''.
[0056] A shock 4, according to some embodiments is shown in FIGS.
10 and 11. The shock 4 has a first end with an eyelet 44, an inner
portion 46, an outer portion 48 and a second end with a pair of
extension arms 42. Each extension arm 42 can have an eyelet 44 at
one end and can be connected to the rest of the shock 4 at the
other end. The extension arms 42 can be made as an integral part of
the shock 4. The extension arms 42 can increase the length of the
shock 4. This increased length of the shock 4 can change the pivot
points at which the shock 4 is attached to the bicycle frame and
thereby change the relative motions that the shock 4, main frame
and sub-frame can experience in relation to one another. The
extension arms 42 can also allow the shock 4 to span the seat tube
or other tubes without the tube having to be divided or broken
up.
[0057] Another advantage of a shock 4 with extension arms 42 is
that they can allow the shock 4 to rotate at one pivot point in
front of a particular tube and at one pivot point behind a
particular tube. For example, a shock 4 can have one pivot point in
front of the seat tube and one pivot point behind the seat tube or
alternatively behind the axis 211 of the lower portion 210 of the
seat tube. The axis 211 can be determined at the sag position,
where sag is the amount of travel the suspension compresses with a
rider's static body weight on the bicycle.
[0058] Some embodiments of a shock 4 can further comprise a member
45 between the extension arms 42. The member 45 can be a support
member to strengthen the extension arms 42 and spread the shocks
and stresses more evenly across the two extension arms 42. The
member 45 can also serve as a limiter to limit the rotation of the
shock 4 with respect to the main frame.
[0059] A shock 4 can have controls or adjustments on the side or
sides of the shock 4. The presence of the extension arms 42 allows
for adjustments such as adjustment knobs 41 to be put on the sides
of the shock 4. In previous designs, such as that shown in FIG. 9,
there was not space on the sides of the shock for adjustment knobs
because of the limited space surrounding the eyelet. This space was
needed to provide clearance for the rotation of the shock and as an
attachment location. For these reasons, the adjustment knobs were
perpendicular to the axis of the eyelet, so that they would
essentially stay out of the way of the primary purposes of the
eyelet.
[0060] Having the adjustments, such as adjustment knobs 41 on the
side of the shock 4 has many benefits. First of all, it is
convenient to have the adjustment knobs 41 on the side of the shock
4 because the user can visually and clearly see the adjustments
being made. If the user is standing next to the bicycle making the
adjustments, they are likely to be on the side of the bike and will
be able to easily see the adjustments being made. They will have a
clear unobstructed view of the adjustment knob 41 plus any setting
markings. If the user is on the bike, it is easy for them to reach
down and make an adjustment with a normal rotational movement of
their hand.
[0061] This is in contrast to certain previous designs. As has been
discussed previously, one embodiment of a bicycle frame 10 with a
shock 4 is shown in FIG. 1. If the shock 4'' were to be installed
in a generally horizontal manner similar to that shown in FIG. 1
(which may possibly require a split seat tube), the adjustment
knobs 41'' would be either facing downward or upward. If downward,
then they face away from the top tube and the rider, and between
the shock 4'' and the bottom tube. If facing upward, the adjustment
knobs 41'' would be between the shock 4'' and the top tube. There
are many drawbacks to these configurations. For example, the top
and bottom tubes form an acute angle where they connect to the head
tube which results in little space between the shock 4'' and either
the top tube or the bottom tube. This would make it more difficult
to adjust the adjustment knobs 41''. Additionally, if the
adjustment knobs 41'' are facing downward, which is the more
typical configuration for a generally horizontal shock; a user must
get down underneath the shock 4'' to see the settings of the
adjustment knobs 41'' and it can also be awkward to adjust the
shock while the user is sitting on the bicycle because of the lack
of clearance.
[0062] In addition, if the rider is able to place or connect
additional items within the main frame such as water bottles, this
has the affect of further decreasing the clearances between the
various objects and the adjustment knobs 41'' and increases the
difficulty of making adjustments.
[0063] The configuration shown in FIGS. 10 and 11 overcomes many of
these shortcomings. For example, a user does not have to reach
around or under the top tube or the shock or reach between the
shock and a tube where there is limited space to make an adjustment
to the shock 4. This design puts the adjustment knobs 41 in a good
position to the sides of the user so that the user can stop riding
and easily reach down to make fine tuning adjustments. Further, the
rider does not have to dismount or reach over forward in an awkward
position, or reach under the top tube and shock to make
adjustments.
[0064] Another embodiment of a shock 4' is shown in FIG. 12. Shock
4', similar to shock 4 discussed above, also has extension arms
42'. Here the extension arms 42' are near the inner portion 46'
instead of near the outer portion 48' as with shock 4. In some
embodiments of the shocks 4 and 4' these relationships are
reversed. As can also be seen, the shock 4' can be connected to a
fluid reservoir 50 (FIG. 8) via hose 52. Some embodiments of shock
4' have adjustment knobs on the sides, for example on the extension
arms 42'.
[0065] Turning to FIGS. 13 and 14 an attachment between the
extension arms 42' and the rest of the shock 4' will be described.
The extension arms 42' can attach to the rest of the shock 4',
though interlocking surfaces. One example of interlocking surfaces
are the protrusion 54 and a socket 56 shown. In some embodiments,
the protrusion 54 can fit into the socket 56 and a fastener 58 can
securely hold them in place. The fastener 58 can pass through a
hole 53 in the extension arms 42' and into a corresponding hole 55
in the inner portion 46'. As shown, the protrusion 54, in some
embodiments, is on the inner portion 46' and the socket 56 is on
the extension arms 42. In other embodiments, the socket 56 is on
the inner portion 46' and the protrusion 54' is on the extension
arms 42. In still other embodiments, the extension arms are
configured to be attached to the outer portion 48'. In other
embodiments, the shock utilizes a coil spring, instead of or in
addition to a fluid shock and the extension arms 42 can be attached
to one of either end of such a shock.
[0066] The protrusion 54 and socket 56 can be configured such that
the extension arms 42' will not rotate with respect to the rest of
the shock 4'. For example, the socket 56 can be rectangular,
triangular, have at least three sides or have some other unique
shape that limits rotation of the pieces once the protrusion 54 and
the socket 56 are engaged.
[0067] Some embodiments of shock 4' can have an additional outside
fluid reservoir 50. A hose 52 for connecting the shock 4' to the
fluid reservoir 50 can connect to the shock 4' at an end of the
inner portion 46'. The inner portion 46' can have a port 57 for
connecting the hose 52 to the inner portion 46'. In addition, the
extensions arms 42' can be contoured such that the hose 52 aligns
itself with one of the extension arms 42'. This can allow the hose
52 to be protected by the extension arm 42'. This protection can
help ensure that the hose 52 does not get damaged in use. For
example, this protection can protect the hose 52 from getting
caught or pinched between the moving pieces of the bicycle or the
rear suspension. This protection can also help maintain a good
connection between the tube and the shock. In addition, this can
protect the tube from limbs, tree branches and other objects that
could cause accidental snags and damage the hose 52. This feature
has the additional of benefit of helping to ensure that the hose 52
does not get in the way when the rider reaches down to make an
adjustment to the shock 4', especially if adjustment knobs are on
the extension arms 42' and the rider is adjusting the knob on the
tube side of the shock 4'.
[0068] The extension arms 42' can have a cutout 51 that the hose 52
can fit into. The cutout 51 can be a hole or channel in the
extension arms 42' that the hose 52 can fit into. The fit can be
snug or there can be extra space, though preferably the fit is
snug.
[0069] Although this invention has been disclosed in the context of
certain preferred embodiments and examples, it will be understood
by those skilled in the art that the present invention extends
beyond the specifically disclosed embodiments to other alternative
embodiments and/or uses of the invention and obvious modifications
and equivalents thereof. In particular, while the present
articulating linkage mounting assembly has been described in the
context of particularly preferred embodiments, the skilled artisan
will appreciate, in view of the present disclosure, that certain
advantages, features and aspects of the mounting assembly may be
realized in a variety of other applications, many of which have
been noted above. Additionally, it is contemplated that various
aspects and features of the invention described can be practiced
separately, combined together, or substituted for one another, and
that a variety of combination and sub-combinations of the features
and aspects can be made and still fall within the scope of the
invention. Thus, it is intended that the scope of the present
invention herein disclosed should not be limited by the particular
disclosed embodiments described above, but should be determined
only by a fair reading of the claims.
* * * * *