1824results about "Axle suspensions" patented technology

A suspension stabilizer and method are described which may be attached to a bike having front fork suspension to improve handling and reduce rider fatigue. The suspension stabilizer may include a counterweight, a spring assembly and a guide assembly. The spring assembly may be arranged to provide a spring force between the counterweight and the guide assembly to resist linear motion of the counterweight along a guide assembly axis. The counterweight and spring assembly may have a natural motion frequency of 3 to 15 Hertz and may be based on one or more characteristics of the front fork suspension.

Disclosed herein are examples of motive power sources suitable to power a two-wheeled vehicle. The vehicle may include a suspension linkage and a suspended body. In some examples, the motive power source may include a housing with a boss extending therefrom. The boss may include a first securement structure. The securement structure may include an instantaneous velocity center of the suspension linkage when coupled to the two wheeled vehicle. In some examples, a second securement structure is formed in the suspended body, a bottom link forms a portion of the suspension linkage, the bottom link includes a third securement structure, and an axle is coupled to the first, second, and third apertures. In some examples, the first, second, and third apertures are concentric with the axle.

An IFP is disclosed. The IFP includes a sealing channel formed axially about an outer diameter (OD), the sealing channel including at least two walls where the at least two walls of the sealing channel having a smaller OD than an inner diameter (ID) of a chamber and a channel is formed between the at least two walls. The IFP also includes an anti-tipping feature fixedly coupled with at least a portion of one wall of the sealing channel, the anti-tipping feature increasing a length of the IFP.

A derailleur hanger includes a first portion and a second portion. The first portion includes a first part and a second part extending from the first part. The second part includes an axle receiving bore configured to receive a hub axle. The second portion is configured to support a derailleur. The first part includes a frame contact surface disposed in a reference plane extending perpendicular to a center axis of the hub axle in an installed state where the derailleur hanger is mounted to the hub axle. The second portion includes a first surface disposed on a first side of the reference plane. A vehicle center plane is positioned at a second side of the reference plane in the installed state. The second part is disposed on the first side in the installed state, and is disposed at least partially farther from the reference plane than the first surface.

A bracket apparatus for mounting a derailleur to a frame of a human-powered vehicle comprises a bracket body and one of a restriction member and a restriction opening. The bracket body includes a frame attachment portion configured to be attached to the frame of the human-powered vehicle and a derailleur attachment portion to which the derailleur is to be attached. The restriction member is configured to be at least partly provided in the restriction opening to restrict a rotation of the bracket body relative to the frame of the human-powered vehicle in a bracket mounting state where the bracket apparatus is mounted to the frame of the human-powered vehicle.

A hub motor wire outlet structure includes a hub motor and a wire outlet assembly. The wire outlet assembly includes a motor connector and a wire connector, and a load-side circuit board of the motor connector and a power-side circuit board of the wire connector are interconnectable through a plurality of terminal pin connecting pillars so as to form a modularized structure. As such, the firmness and alignment accuracy of the assembly can be effectively improved, making it easy to assemble during mounting, enhance operation safety, and also reduce the area occupied by the entire wire assembly.

A front suspension system, which may be advantageously used in a bicycle, has a forked design comprising a plural-linkage configuration to achieve a compact suspension for the front wheel. The linkage includes rigid link arms and flexible link arms.

An electric vehicle including a frame; at least one ground-engaging member operatively connected to the frame; an electric motor operatively connected to the at least one ground-engaging member; an electric powerpack supported by the frame, the powerpack including: a battery pack defining a battery cooling channel; and a plurality of battery cells housed in the battery housing; a charger defining a charger cooling channel; an inverter including an inverter cooling channel, the battery cooling channel, the charger cooling channel, and the inverter cooling channel being fluidly connected together by rigid fluid connections; radiators fluidly connected to the battery cooling channel; a cooling circuit being formed at least in part by the battery cooling channel, the charger cooling channel, the inverter cooling channel, and the at least one radiator; and a pump fluidly connected to the cooling circuit for pumping liquid coolant through the cooling circuit.

The utility model discloses an electric motorcycle driving system which comprises a rear bottom fork support connected with a motorcycle frame, a motor shell is arranged on one side of the rear bottom fork support, a controller, a motor and a speed reducer are arranged in the motor shell, and the controller and the speed reducer are located at the two ends of the motor respectively. An output shaft is arranged on the speed reducer, a hub is arranged on the output shaft, the output shaft is rotationally connected with the other side of the rear fork support, and the integrated driving system improves the overall transmission efficiency; meanwhile, the transmission proportion can be optimized, and the system efficiency is further improved; the cost of the driving system is reduced.

Air springs for bicycle components are described herein. An example air spring includes a tube, a first sealhead coupled to the tube, a second sealhead coupled to the tube such that a sealed pressure chamber is formed in the tube between the first and second sealheads, and a seal coupled to the second sealhead. The second sealhead and the tube are coupled along an axial interface locking length. The tube has a vent port. The seal is spaced from the vent port by a port seal gap that is less than the axial interface locking length such that as the second sealhead is being decoupled from the tube, the seal loses sealing contact with the inner surface to enable at least a portion of the sealed pressure chamber to be equalized with atmospheric air before the second sealhead is fully decoupled from the tube.

To provide a wiring structure for a hub motor in which wiring connection parts are formed into a modular structure, assembly strength and alignment precision are improved, and assembly can be made easier during installation. [Solution] The wiring structure for a hub motor comprises a hub motor and a wiring unit 10, the wiring unit having a motor connection section 20 and a wire connection section 30, with a load terminal wiring board 25 of the motor connection section and a power supply end wiring board 36 of the wire connection section interconnected by a plurality of bridge connecting rods 24 to form a modular structure. This effectively improves assembly strength and alignment accuracy, makes assembly easier during installation, and more effectively increases safety in use while reducing the overall volume of the wiring unit.

A user accessible shock travel spacer assembly is disclosed herein. The system is used on a shock assembly having a shaft with an initial predefined stroke length. A retaining cap having a retaining cap thickness and a retaining cap opening therethrough. The retaining cap opening having a diameter that is larger than an outer diameter (OD) of a shaft of a shock assembly. At least one fastener to fasten the retaining cap with a portion of the shock assembly about the shaft, such that the retaining cap reduces a stroke length of the shaft of the shock assembly by the retaining cap thickness.

An all-terrain vehicle includes a frame, wheels, a suspension system, a prime mover assembly, and a drive train. The front suspension includes left and right upper rocker A-arms pivotally connected to the frame, left and right lower rocker A-arms pivotally connected to the frame, and left and right front knuckle connected between the respective upper and lower rocker A-arms and the respective front wheel. Each front knuckle has upper and lower connecting portions for attaching to the upper and lower rocker A-arms, at least one of which is separately formed from the main body with a flange connected to the main body by at least one fastener. A camber adjusting spacer can be positioned between the flange and the main body to adjust camber of the respective front wheel.

An internal floating piston (IFP) having circumferential seal groove 2 on its external surface between two walls 3, 4 of the external surface, and an anti-tipping feature 8 increasing a length of said

A derailleur hanger includes a first portion, a second portion, a third portion and a pin. The first portion includes an axle receiving bore for receiving a hub axle. The second portion includes a derailleur support surface for supporting a derailleur. The third portion includes a first surface facing in a first direction, a second surface facing in a second direction opposite the first direction, and a third surface facing in the first direction. The pin includes a first part coupled to the third portion, a second part projecting in the first direction from the third surface to be received in a pin receiving portion of a bicycle frame, and a frangible part disposed between the first part and the second part. The frangible part breaks relative to the first part and the second part upon application of a predetermined force or higher to the pin.

The invention relates to a propulsion system (1) for a pedal vehicle. The propulsion system (1) comprises a power unit (1) allowing the power originating from a bottom-bracket axle (2) to be combined with the power from two motors (40, 50), a first deformable transmission element (23) allowing the transmission of power to the rear wheel (73) and a casing assembly (19) enclosing particularly the first deformable transmission element (23) and the power unit (1), with the exception of part of the bottom-bracket axle (2).

An electric vehicle (e.g., a tricycle, or a car) includes a frame portion having a first side and a second side. A first rear wheel is disposed rearward relative to the frame portion at the first side. A second rear wheel is disposed rearward relative to the frame portion at the second side, the second rear wheel being spaced from the first rear wheel with a wheel base width therebetween (e.g., in a range from 260 mm to 900 mm). A first swing arm is pivotably coupled to the frame portion at the first side and operably coupled to the first rear wheel and extending between the frame portion and the first rear wheel. A second swing arm pivotably coupled to the frame portion at the second side and operably coupled to the second rear wheel and extending between the frame portion and the second rear wheel.

A fuel system is provided that includes a fuel system frame and in some cases access steps. The frame can be mounted to a vehicle frame rail. Bracket assemblies can be coupled to the fuel system frame at a plurality of positions. The fuel tank can be mounted at neck portions thereof and can be supported on the frame rail between the neck portions, e.g., spaced a distance from the neck portions in a longitudinal direction of the fuel system. The access steps can be non-rectangular to provide a wide stepping portion even if the fuel system includes large tanks. The steps can be directly supported by an outside surface of the tank.

A method and apparatus are disclosed that assist a user in performing proper setup of a vehicle suspension. A user may utilize a device equipped with an image sensor to assist the user in proper setup of a vehicle suspension. The device executes an application that prompts the user for input and instructs the user to perform a number of steps for adjusting the suspension components. In one embodiment, the application does not communicate with sensors on the vehicle. In another embodiment, the application may communicate with various sensors located on the vehicle to provide feedback to the device during the setup routine. In one embodiment, the device may analyze a digital image of a suspension component to provide feedback about a physical characteristic of the component.

A skewer-wrench combination includes and a skewer, an Allen key and a compensator. The skewer includes a thread at an end, a non-circular bore in an opposite end, and two grooves in a wall of the non-circular bore. The compensator includes two bent sections fitted in the grooves. The Allen key includes a non-circular rod compliant with the non-circular bore. The non-circular rod is smaller than the non-circular bore so that the former is easily insertable in the later. The non-circular rod is in tight contact with the bent sections of the compensator as the non-circular rod is inserted in the non-circular bore.

A system including a base element of a rear derailleur and a mounting kit is described. The mounting kit has a mounting element for mounting the base element to a bracket portion of a bicycle frame. The first portion of the mounting element has a through hole that is associated and coaxial with the bracket mounting hole. The second portion of the mounting element has a base element mounting hole to which the base element of the rear derailleur is mounted. The mounting kit also has a retaining bolt having an internal thread into which an external thread of a through axle is screwed to fix the mounting element to the bracket portion. The first coupling formation is coupled to an end portion of the retaining bolt. The second coupling formation is radially offset from the first coupling formation and is coupled to the second portion of the mounting element.

A dual function fluid adjuster assembly. The dual function fluid adjuster assembly has a first adjuster assembly for adjusting a first rebound fluid circuit and a second adjuster assembly for adjusting a second rebound fluid circuit. At least a portion of the first adjuster assembly is at least partially housed within a shaft assembly, and at least a portion of the second adjuster assembly is at least partially housed within the shaft assembly.

A bicycle includes a bottom bracket for supporting a crankshaft, a motor unit, and a battery attached to a down frame part of the frame. The motor unit is located above the bottom bracket and behind the battery, and a lower end of the battery is located below a rotational center of an electric motor.

An electric device of a human-powered vehicle comprises first wireless communicator circuitry and electronic controller circuitry. The first wireless communicator circuitry is configured to wirelessly communicate with second wireless communicator circuitry of a second electric device. The electronic controller circuitry is electrically connected to the first wireless communicator circuitry. The electronic controller circuitry is configured to obtain information relating to a positional relationship between the first wireless communicator circuitry and the second wireless communicator circuitry so as to generate at least one control signal based on the information.

The invention relates to an intelligent anti-grounding motorcycle shock absorber, and relates to the technical field of shock absorbers, the intelligent anti-grounding motorcycle shock absorber comprises a spring system, a damping system and an inertia reducing system, the spring system comprises an upper spring mounting seat, a main spring and a lower spring mounting seat which are mounted in sequence, and the damping system is provided with a frame end part and a wheel end part; a frame end component of the damping system is installed on the upper spring installation base, a wheel end component of the damping system is installed on the lower spring installation base, the wheel end component and the frame end component slide through a sliding pair, a damping channel is formed in the frame end component, and the inertia reducing system comprises an inertia rod device, an air pressure generating device and a reducing device. The reducing device is installed on the damping channel, the inertia rod device is installed on the wheel end component in a sliding mode, the air pressure generating device is installed on the wheel end component, the inertia rod device is in transmission connection with the air pressure generating device, and the air pressure generating device is communicated with the inertia reducing system and can prevent grounding.

An adjustable shock assembly is disclosed herein. The adjustable shock assembly includes a damper body having a main chamber with a working fluid therein. An adjustable active valve assembly comprising: a first parallel flow pathway comprising an active valve; and a second parallel flow pathway comprising a firm mode blowoff stack and a firm mode adjuster to adjust a blowoff pressure of the firm mode blowoff stack. A main piston coupled with a piston shaft, and a fluid pathway fluidly coupling the main chamber with the adjustable active valve assembly which is fluidly coupled with a reservoir.

An orientationally flexible bump sensor is disclosed. The system includes at least one bump sensor mounted to a vehicle, the at least one bump sensor comprising at least two axes of measurement. A computer processor is configured to evaluate the at least two axes of measurement to determine which axis of the at least two axes of measurement has a highest magnitude vector and determine a gain value to cause the highest magnitude vector to be approximately 1 g. The computer processor will assign the gain value to the axis with the highest magnitude vector, such that the gain value is applied to each measurement generated by the axis with the highest magnitude vector.