98results about "Cycle springs" 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.

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.

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.

A transportation device is disclosed. One aspect includes a rear assembly that further includes a rear frame, and a first rear wheel and a second rear wheel mounted to the rear frame. The rear assembly may also include a first electric motor and a second electric motor mechanically connected to the first rear wheel and the second rear wheel respectively, and an electrical power source comprising a battery, configured to power the first electric motor and the second electric motor. The transportation device may also include a front assembly that includes a saddle and a front wheel connected to the saddle via a wheel hub and a fork. An aspect includes an elastomeric torsional element connecting the front assembly and the rear assembly.

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 seat suspension can include one or more movable body members. The one or more movable body members can be configured to be operatively connected to a bicycle saddle. The one or more movable body members can be configured to change configuration when a load is applied to the bicycle saddle. The bicycle seat suspension can also include a vibration isolator. The vibration isolator can be configured to exhibit a non-linear stiffness profile including a region of quasi-zero stiffness. The vibration isolator can be operatively positioned such that, when the one or more movable body members change configuration responsive to a load being applied to the bicycle saddle, the one or more movable body members can engage the vibration isolator. As a result, the vibration isolator can isolate a person seated on the bicycle saddle from vibrations transferred through the bicycle saddle.

A system and method for utilizing an active valve customizable tune application is disclosed. The system includes a mobile device having a memory, an active valve tune application, and at least one processor. The processor initiates the active valve tune application, receives, from a database, an active valve suspension tune having a number of performance range adjustable settings, and receives user related input information. At least one of the performance range adjustable settings is modified based on the received input information to generate a modified active valve suspension tune. The system includes an active suspension of a vehicle, wherein the modified active valve suspension tune is implemented by the active suspension.

An air spring for a bicycle component is described herein. An example air spring includes a tube, a first seal head coupled to the tube, a second seal head coupled to the tube such that a sealed pressure chamber is formed in the tube between the first seal head and the second seal head, and a seal coupled to the second seal head. The second seal head and the tube are coupled along an axial interface locking length. The tube has a vent. The seal is spaced from the vent by a port sealing gap less than an axial interface locking length such that when the second seal head is separated 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 balanced with the atmosphere before the second seal head is fully separated from the tube.

A single track vehicle, in particular a motorcycle, comprising a frame (2), a swing arm (3) rotatable relative to the frame (2), and a leaf spring (4) connected on the one hand to the frame (2) and on the other hand to the swing arm (3) in order to obtain a spring action between the swing arm (3) and the frame (2), the leaf spring (4) being connected to the frame (2) via a first lever (5.1) and a first pivot bearing (6.1), Thus, a first pivot axis of the first pivot bearing (6.1) is laterally offset with respect to the leaf spring (4) based on the first lever (5.1) and / or the leaf spring (4) is connected to the swing arm (3) via a second lever (5.2) and a second pivot bearing (6.2), whereby a second pivot axis of the second pivot bearing (6.2) is laterally offset with respect to the leaf spring (4) based on the second lever (5.2).

To provide a highly convenient suspension system that allows for adjustment of the initial load of the spring. [Solution] The suspension device 1 comprises a cylinder 10, a piston rod 20, a spring 30, a spring support 43 that supports the first end 31 of the spring 30, a stopper 13 that protrudes radially outward from the cylinder 10, and an adjuster 50 that supports the second end 32 of the spring 30 and is supported by the stopper 13, and is rotatable relative to the cylinder 10. The adjuster 50 comprises a spring seat 60 having a plurality of cam surfaces 66 that engage with the stopper 13, each at a different axial position on the cylinder 10, and a grip 70 that rotates with the spring seat 60 and has a gripping surface 70a that is grasped by the operator's hand.

Bicycle shock absorber (1), in particular bicycle seat tube shock absorber (1'), for reducing the impact of a bicycle seat accommodation device (13) relative to a bicycle frame (10), or a bicycle handlebar shock absorber for reducing the impact of a bicycle handlebar accommodation device, for example a plug-in handlebar mast, relative to a bicycle frame (10), having a first frame part (11) facing the bicycle frame (10) and a second frame part (12) facing away from the bicycle frame (10) and facing the accommodation device (13), wherein the first frame part (11) and the second frame part (12) are connected to one another by a shock-absorbing device (2), in particular a form-locked shock-absorbing device (2). The shock-absorbing device (2) has two lever arms (3a, 3b) which are arranged at an angle to one another, in particular non-parallel to one another, and are each pivotably supported on the first frame part (11) and the second frame part (12) and connect the first frame part (11) to the second frame part (12).

The fork assembly (100) includes a linearly fixed tube (110) and a linearly moving stanchion (116). The air bleed mechanism (128) is located within the upper portion of the fork assembly (100), preferably within the chassis crown (106) of the fork assembly (100). The air bleed mechanism (128) is configured to allow for the equalization of pressure between an internal cavity (306) located within the linearly fixed tube (110) and / or the linearly moving stanchion (116).

The invention relates to a chassis component (10) of a two-wheeler (20), to a two-wheeler (20) having such a chassis component (10) and to a method for operating such a chassis component (10). The chassis component (10) comprises a first element (100) which is connected to a resilient element (120) and to a wheel (140) of the two-wheeler (20), and also has a second element (130) which can be connected to a frame of the two-wheeler (20). The chassis component also comprises an actuator (110) which is connected to the second element (130) and to the resilient element (120), wherein the first element (100) can be moved relative to the second element (130) along a movement path by means of the resilient element (120), wherein the spacing between the wheel (140) and the second element (130) is dependent on the elastic preload or the spring constant of the resilient element (120). It is characterized in that the actuator (110) is configured to adjust the elastic preload or the spring constant of the resilient element (120).

A body of a vehicle can include a front structure including a front wheel of the vehicle; a rear structure including a rear wheel of the vehicle; a rotation shaft connecting the front structure and the rear structure and allowing the front structure and the rear structure to rotate relative to each other; and an elastic system providing a return force in the opposite direction of the relative rotation in response that the front structure and the rear structure rotate relative to each other is disclosed.

The invention relates to an air spring (2), preferably for cargo bikes (1), having a piston (20), a cover (22) or a flanged plate (22), and a bellows (21) which is situated between the piston (20) and the cover (22) or the flanged plate (22) and is designed to be filled with compressed air; at least one permanent magnet (24) which is secured to the piston (20) within the bellows (21); and at least one sensor (25) which is mounted, opposite the permanent magnet (24), so as to be movable together with the cover (22) or the flanged plate (22). The air spring (2) is characterized in that the sensor (25) is situated outside of the bellows (21).

Provided is a vehicle capable of adjusting a maximum inclination angle at the time of leaning. A vehicle includes a saddle, a wheel, a handlebar, a frame 5, and a differential lean mechanism 6A. The differential lean mechanism 6A includes a differential lean link 62 turnably attached to a shaft 631 and having both ends connected to both wheels via swing arms 51, an annular first cam 632 turnably attached to the shaft 631 and turning integrally with the differential lean link 62, an annular second cam 633 non-rotatably attached to the shaft 631 and fitted in the first cam 632, a slider 634 that moves the position of the second cam 633 along the shaft 631, and a spring holder 635 that restricts movement of the second cam 633 in a direction away from the first cam 632. The first cam 632 and the second cam 633 are fitted by fitting corrugated surfaces corresponding to each other.

The present disclosure provides a spring fork comprising a fork leg, which includes an upper tube and a lower tube that are in sliding engagement with each other for compression and rebound; a damper assembly positioned in the fork leg, the damper assembly comprising a shaft and a sealing head coupled to the shaft; and a reservoir configured to hold bath oil near the sealing head. The sealing head is dimensioned and positioned to fling the bath oil upwards when the sealing head is driven into the bath oil during compression of the spring fork. The sealing head comprises a base section and a front section that tapers downwards from the neck. The hydrodynamic profile of the sealing head generates controlled oil displacement profiles by which lubricating oil is distributed to internal components, including bushings, seals, and sliding surfaces, during a suspension movement.

This document describes exemplary air springs for bicycle front forks and other bicycle components. An exemplary air spring comprises a tube with a first end and a second end, a cap coupled to the tube at or near the first end, a sealing head in the tube at or near the second end, a spacer in the tube, the spacer being positioned between the sealing head and the second end, a first retaining element coupled to an inner surface of the tube and actuated by one end of the spacer to prevent the spacer from moving axially out of the second end of the tube, and a second retaining element coupled to the inner surface of the tube. The second retaining element is spaced further from the second end than the first retaining element.The second retaining element has an inner diameter that is smaller than the outermost diameter of the sealing head.

The invention relates to a single-track vehicle, in particular a motorcycle, comprising: - a frame (2), - a rocker (3) which can be rotated relative to the frame (2), and - a leaf spring (4) which is connected to the frame (2) and to the rocker (3) in order to achieve a spring effect between the rocker (3) and the frame (2), wherein - the leaf spring (4) is connected to the frame (2) via a first lever (5.1) and a first rotary bearing (6.1) such that a first rotational axis of the first rotary bearing (6.1) is transversely offset relative to the leaf spring (4) as a result of the first lever (5.1) and / or - the leaf spring (4) is connected to the rocker (3) via a second lever (5.2) and a second rotary bearing (6.2) such that a second rotational axis of the second rotary bearing (6.2) is transversely offset relative to the leaf spring (4) as a result of the second lever (5.2).

The transmission unit comprises a continuously variable transmission having a drive pulley, a driven pulley, a drive belt between the drive pulley and the driven pulley, and a clutch having an input shaft, mechanically connected to the driven pulley, and an output shaft. The transmission unit further comprises a gear reducer with a plurality of gearwheels arranged between the output shaft of the clutch and a driven shaft adapted to be connected to a drive wheel. A flexible coupling device is associated with one of the gearwheels of the gear reducer.

Oscillation system (1) of the swingarm (2) of a wheel (3) with respect to the frame (4), wherein said swingarm is rotatably constrained to said frame at a first pin (5), said system comprising at least one connecting rod (6) and at least one crank (7), wherein said connecting rod (6) comprises a first end (6a) connected to said frame and a second end (6b) rotatably constrained to said crank (7) at a further first end (7a) of said crank (7), and wherein said crank (7) comprises a further second end (7b) rotatably constrained to said swingarm at a second pin (8) distinct from said first pin (5), characterized in that said connecting rod and / or said crank comprise(s) means (11) to vary the distance (D) in a dynamic manner between said first end (6a) and said second end (6b) of said connecting rod, respectively, and / or between said further first end (7a) and said further second end (7b) of said crank.

A steering assistance device for a vehicle (2), in particular a single-track vehicle, comprising: - a carrier element (3) for mounting the steering assistance device (1) on a frame (4) or a steering device (5) of the vehicle (2), and - a deflection device (6), which deflection device (6) can be articulated on the steering device (5) or the frame (4), wherein the deflection device (6) is connected to the carrier element (3) rotatably about a rotational axis (7), wherein the carrier element (3) has at least one control cam (8) and the deflection device (6) is connected to a follower element (9) which cooperates with the at least one control cam (8), wherein the follower element (9) is preloaded with respect to the at least one control cam (8) with the aid of a tensioning element (10).

Example bicycle suspension components are described herein. An example suspension component includes a first tube and a second tube configured in a telescopic arrangement and defining an interior space, and a damper in the interior space. The damper includes a damper body defining a chamber, a damper member in the chamber, and a shaft coupled to the damper member. The example suspension component also includes an isolator coupling the shaft to a bottom end of the second tube, the isolator including an elastomeric member to absorb vibrations.

A suspension assembly for a cycle having improved stability includes a steering fork having a steering axis, a first arm, and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit has a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. The first gas piston area is not equal to the second gas piston area. A mechanical trail distance increases as the suspension assembly compresses relative to a fully extended state.

A steering assistance device for a vehicle, in particular a single-track vehicle, includes a support element for mounting the steering assistance device on a frame or steering device of the vehicle, and a deflection device. The deflection device can be articulated to the steering device or the frame, and the deflection device is rotatably connected to the support element about an axis of rotation. The support element has at least one control cam, and the deflection device is connected to a follower element cooperating with the at least one control cam. The follower element is pre-tensioned relative to the at least one control cam by a tensioning element.

There is disclosed a suspension device (1) includinga cylinder (10), a piston rod (20), a spring (30), a spring bearing (43) supporting a first end (31) of the spring (30), a stopper (13) projecting outward in a radial direction of the cylinder (10), and an adjuster (50) supporting a second end (32) of the spring (30) and being supported by the stopper (13), the adjuster (50) being rotatable relative to the cylinder (10); the adjuster (50) including a spring seat (60) having a plurality of cam surfaces (66), each having a different position in the axial direction of the cylinder (10) and being engaged with the stopper (13), and a grip (70) that rotates together with the spring seat (60) and has a gripping surface (70a) to be gripped by a hand of an operator. (Figure 2).

Provided is a vehicle of which the operability during high-speed traveling can be improved and which can be made less prone to fall down during low-speed traveling. A three-wheeled motorcycle 1 includes a saddle 2, wheels 3, a handlebar 4, a frame 5, and a differential lean mechanism 6. The three-wheeled motorcycle 1 includes a control device 8 that controls the three-wheeled motorcycle 1, and a differential lean mechanism adjustment device 7 that adjusts the damping force of the differential lean mechanism 6. The control device 8 includes the traveling speed detector 81 that detects the traveling speed of the three-wheeled motorcycle 1, and a differential lean mechanism controller 82 that causes the differential lean mechanism adjustment device 7 to adjust and decrease the damping force of the differential lean mechanism 6 when the traveling speed detected by the traveling speed detector 81 is high and causes the differential lean mechanism adjustment device 7 to adjust and increase the damping force of the differential lean mechanism 6 when the traveling speed detected by the traveling speed detector 81 is low.

A transportation device is disclosed. One aspect includes a rear assembly that further includes a rear frame, and a first rear wheel and a second rear wheel mounted to the rear frame. The rear assembly may also include a first electric motor and a second electric motor mechanically connected to the first rear wheel and the second rear wheel respectively, and an electrical power source comprising a battery, configured to power the first electric motor and the second electric motor. The transportation device may also include a front assembly that includes a saddle and a front wheel connected to the saddle via a wheel hub and a fork. An aspect includes an elastomeric torsional element connecting the front assembly and the rear assembly.

The invention relates to a mobility scooter for individual mobility of a person, comprising a main frame, a front wheel suspension, a left front wheel and a right front wheel aside the main frame that are rotatably connected with the main frame via the front wheel suspension, a steering assembly for steering the left front wheel and the right front wheel with respect to the main frame, at least one rear wheel, a driving assembly for driving the mobility scooter in a forward driving direction by rotation of at least one of the wheels, a seat for the person on the main frame, and a foot space for positioning the person's feet therein, wherein the foot space is bound at the bottom thereof by a footrest having a surface that extends in the driving direction.

A vehicle body of a vehicle includes: a front structure of the vehicle body including a front wheel of the vehicle; a rear structure of the vehicle body including rear wheels of the vehicle; a rotating shaft connecting the front structure and the rear structure and configured to enable the front structure and the rear structure to rotate relative to each other; and an elastic system configured to provide a restoring force in a direction opposite to a relative rotation direction in response to relative rotation of the front structure and the rear structure with respect to each other.