SUSPENSION SYSTEM FOR BICYCLES OR OTHER SIMILAR VEHICLES

Abstract

The present invention relates to a suspension system for bicycles or other similar vehicles, said suspension system comprising a main triangle (1) or frame connected at one end to a front wheel (6) and connected at the other end to a damper (2) and a swinging element (3) serving as support means of a rear wheel (7); and wherein it incorporates a lower connecting element (5) comprising a first connecting shaft or point (5a) connected to the main triangle (1) and a connecting shaft or point (5b) connected to the swinging element (3), and where said system incorporates an upper connecting element (4) where there is located the first connecting shaft or point (4a) connected to the main triangle (1) and another second connecting shaft or point (4b) connected to the swinging element (3) and the damper (2).

Claims

1. A suspension system for bicycles or other similar vehicles comprising: a main triangle (1) or frame connected at a first end to a front wheel (6) and connected at a second end to a damper (2) and a swinging element (3) serving as a support device of a rear wheel (7); and a lower connecting element (5) comprising a first connecting shaft or point (5a) connected to the main triangle (1); a second connecting shaft or point (5b) connected to the swinging element (3); and an upper connecting element (4) where there is located the first connecting shaft or point (4a) connected to the main triangle (1) and a second connecting shaft or point (4b) connected to the swinging element (3) and the damper (2).

2. The system according to claim 1, wherein located contiguously with respect to said lower connecting element (5) there is a bottom bracket (8) serving as a pedal support.

3. The system according to claim 1, wherein an instant center of rotation (9) of the suspension system that is generated by the projection of the connecting elements (4, 5) does not go beyond the connecting point connected to the main triangle (5a).

4. The system according to claim 1, wherein an anti-squat curve has an initial value (10) greater than a final value (11).

5. The system according to claim 1, wherein a anti-squat curve has an initial value (10) greater than a running order value (12).

6. The system according to claim 1, wherein a anti-squat curve has a value at the running order point (12) greater than a final value (11).

7. The system according to claim 1, wherein a curve of a ratio of the damper and the wheel travel has an initial value (13) greater than a final value (15).

8. The system according to claim 1, wherein a curve of a ratio of the damper and the wheel travel has a running order value (14) greater than a final value (15).

9. The system according to claim 1, wherein the damper (2) incorporates an expander (2a).

10. The system according to claim 1, wherein the connecting elements (4, 5) rotate in the same direction.

11. The system according to claim 1, wherein the upper connecting element (4) and lower connecting element (5) have lengths between both centers similar to one another and never more than three times the length between same.

12. The system according to the preceding claims, wherein said system is part of a vehicle with a chain-driven transmission.

13. The system according to claim 1, wherein said system is part of a vehicle with a belt-driven transmission.

14. The system according to claim 1, wherein said system is part of a human-powered vehicle.

Description

DESCRIPTION OF THE DRAWINGS

[0015] A series of drawings which help to better understand the invention and which expressly relate to an embodiment of said invention presented as a non-limiting example thereof is very briefly described below.

[0016] FIG. 1 shows a diagram of the suspension system for bicycles or other similar vehicles, object of the present invention, in a non-compression state;

[0017] FIG. 2 shows the diagram shown in the preceding figure, where the suspension system is in a maximum compression state;

[0018] FIG. 3 shows a perspective view of the frame of the bicycle with the system object of the present invention;

[0019] FIG. 4 shows a detailed view of the system, where the upper connecting element system is shown;

[0020] FIG. 5 shows a side view of the frame of the bicycle, with the suspension system, in a non-compression state;

[0021] FIG. 6 shows a side view of the frame of the bicycle, with the suspension system in a maximum compression state;

[0022] FIG. 7 shows a side view of the frame of the bicycle where the compression system can be seen in a compression state of about 50%;

[0023] FIG. 8 shows a graph depicting the anti-squat response provided by the system herein described;

[0024] FIG. 9 shows a graph depicting the suspension ratio;

[0025] FIG. 10 shows a side view of a second practical embodiment of the suspension system herein presented;

[0026] FIG. 10A shows a side view of a second practical embodiment of the suspension system herein presented in a maximum compression state;

[0027] FIG. 11 shows a side view of a damper element together with an expander element of the mentioned damper, which can be used in various practical embodiments of the system herein presented;

[0028] FIG. 12 shows a top view of the elements shown in the preceding figure;

[0029] FIG. 13 shows a diagram of the suspension system in relation to the anti-squat response thereof;

[0030] FIG. 14 shows a side view of a third practical embodiment of the suspension system herein presented;

[0031] FIG. 15 shows a side view of a third practical embodiment of the suspension system herein presented in a maximum compression state;

[0032] FIG. 16 shows a side view of a fourth practical embodiment of the suspension system herein presented; and

[0033] FIG. 17 shows a side view of a fourth practical embodiment of the suspension system herein presented in a maximum compression state.

DETAILED DISCLOSURE OF THE INVENTION

[0034] The attached drawings show a preferred embodiment of the invention. More specifically, the suspension system for bicycles or other similar vehicles, object of the present specification, is characterized in that it comprises a main triangle (1) or frame connected at one end to a front wheel (6) and connected at the other end to a damper (2) and a swinging element (3) serving as support means of a rear wheel (7), wherein said system incorporates an upper connecting element (4) where there is located the first connecting shaft or point (4a) connected to the main triangle (1) and another second connecting shaft or point (4b) connected to the swinging element (3) and the damper (2).

[0035] The lower connecting element (5) incorporates a first connecting shaft or point (5a) connected to the main triangle (1), and a second connecting shaft or point (5b) connected to the swinging element (3). Located contiguously with respect to said lower connecting element (5) there is a bottom bracket (8) serving as a pedal support.

[0036] In a preferred embodiment, the upper connecting element (4) and lower connecting element (5) will have lengths between both centers similar to one another, and they may never be more than three times the length between same.

[0037] FIG. 1 perfectly shows how the upper connecting element (4) at its second connecting point (4b) shares an articulation with the swinging element (3) and damper element (2). Likewise, it can be seen how the system has only four shafts, i.e., two of the upper connecting element (4) and two of the lower connecting element (5), which means that when the wheel (7) receives an impact, said force will be transmitted to the axle of the wheel (3a) on the swinging element (3), which force will make the two connecting elements (4,5) start to move in an anti-clockwise direction, which will compress the damper (2).

[0038] FIG. 2 shows the suspension system in its maximum compression state, also known as end of run of the damper (2) or suspension stop. In said figure it can be seen how the instant center of rotation (9) of the suspension system that is generated by means of the projection of the connecting elements (4, 5) by means of respective lines (9a, 9b) does not go beyond the connecting point (5a) with the main triangle, which is an aspect that will remain unchanged in all practical cases.

[0039] FIG. 3 shows a bicycle frame incorporating the system herein described. Said frame could be made using various materials, such as, for example, aluminum, titanium, steel, carbon fiber or others. In this specific embodiment, it can be seen that the main triangle or frame (1) will incorporate a bottom bracket (100), a steering tube (101) where a fork is connected, and a seat tube (102) where the brace of the seat will be coupled. A detail of the upper connecting element (4) and how it is connected to the damper (2) and the swinging element (3) can be seen in FIG. 4.

[0040] FIG. 5 shows the suspension system in idle mode with the damper (2) being fully extended. It can be seen in said figure how the damper (2), swinging element (3) and upper connecting element (4) share the same connecting point (4b).

[0041] FIG. 6 shows the system with a squat of 100%, wherein in FIG. 7 the squat of the system is 50%.

[0042] FIG. 8 shows a graph of the anti-squat response of the system, where the vertical axis represents the anti-squat percentage and the horizontal axis represents the suspension travel in the rear wheel (7). The fact that the end point (11) is always positioned below the initial point (10) can be seen in said graph. The running order point (12) represents the squat of the suspension in running order, or SAG, which also has a value lower than point (10) in all cases.

[0043] FIG. 9 shows the graph of the squat of the suspension or ratio. The vertical axis shows the ratio, which is the result of dividing travel in the rear wheel (7) by travel in the damper (2). The horizontal axis shows the suspension travel, which is the measurement of displacement of the rear shaft of the swinging element, or axle of the wheel (3a). In the suspension system of this invention and in any of its variants, the ratio at the beginning of travel (13) always has a value greater than the value of the ratio at the end of travel (15). The value of the ratio at the running order point (14) is always lower than the initial point of the beginning of travel (13).

[0044] FIGS. 10, 10A, 11 and 12 show various practical embodiments of the suspension system object of the present invention, such as, for example, an embodiment where the damper (2) optionally has an expander (2a) screwed to the damper to change the length thereof if needed.

[0045] Said expander (2a) of the damper (2) is anchored at one of the ends (2b) to the main triangle (1), and at the other one of these ends, the damper (2) is anchored on the expander (2a) and connected by means of a screw (2c). The expander (2a) is connected to the swinging element (3) and upper connecting element (4) at the connecting point (4b).

[0046] FIG. 13 shows a graph of the model for obtaining data for calculating the anti-squat response, and for thereby obtaining sufficient values to interpolate a graph such as the one shown in FIG. 8. The anti-squat system is calculated with respect to the center of masses of the system (17), which includes the weight of the vehicle and its passengers.

[0047] Several points are needed to obtain the value; on one hand there is the instant center of rotation (9) of the suspension system and on the other the chain line (19) which is obtained by means of a tangent line between the two sprockets of the vehicle, the main sprocket (24) and the secondary sprocket (25) located in the center of the rear wheel (7). The intersection of the chain line (19) with the line joining the instant center of rotation (9) and the axle of the rear wheel (3a) generates a point of intersection (18) which is used to generate the vector (23) whereby the point defining the anti-squat value (22) is ultimately generated. The vector (23) is generated by means of the projection of point (18) and point (26) generated by tangency of the rear wheel (7) with the ground. The anti-squat value (22) is generated at the intersection of vector (23) and vector (21). Vector (21) is generated by means of the line perpendicular to the ground, point (27) and the line going through the axle of the front wheel (6a). The optimal anti-squat value corresponds to the point of the anti-squat value (22) and the center of coordinates (17) of the system being aligned on the same horizontal line. This value must be calculated for the dynamic position of the vehicle. In this case, the system in idle mode has been used to exemplify how to calculate said point (22).

[0048] FIGS. 14, 15, 16 and 17 show various practical embodiments of the systems herein described with different suspension travels in the rear wheel, which move between 100 and 200 mm.

[0049] Finally, the system herein described will be particularly useful for vehicles incorporating a chain- or belt-driven transmission, or in human-powered vehicles.