Rear suspension device, system and method for bicycle

Abstract

A rear suspension device for a bicycle, wherein the device includes a first pivot having a first rotation axis, a second pivot having a second rotation axis, and a third pivot having a third rotation axis; a first axial compression shock absorber; a connecting unit; a first sensor unit; and a first magnet, wherein the first rotation axis, the second rotation axis, and the third rotation axis are parallel; the first axial compression shock absorber includes a first end and a second end, wherein the first end is connected to the first pivot and the second end is connected to the second pivot; and a connecting rod unit is connected to the second pivot and the third pivot and rotates about the second rotation axis and the third rotation axis; wherein the first sensor unit is located on a surface of the connecting rod unit and includes at least one Hall effect sensor located in a plane perpendicular to the third rotation axis; the first magnet is: a cylindrical, cylindrical shell, or prismatic magnet, wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned.

Description

Technical Field

[0001] The present invention relates to the field of bicycle technology, and in particular to technology for or used with a bicycle rear suspension. Background Art

[0002] Bicycles that include rear and / or front suspension (respectively, suspension for the rear and / or front wheels) require adjustment of the suspension to optimize sag. The wheels need to sag to conform to the contours and shapes of the bumps and depressions in the terrain the bicycle is traveling on while providing shock absorption for the user. If the bicycle suspension has too much sag, shock absorption will be insufficient, while conversely, if the bicycle suspension has insufficient sag, traction will be lost.

[0003] In order to optimize the adjustment of the suspension sag, electronic devices have been developed for measuring the rear and / or front suspension sag.

[0004] However, measuring sag is unreliable because the rear wheel axle follows a nonlinear path when a load (force) is applied to it. When force is applied solely to the rear suspension system, the path is at least a simple arc. However, in bicycles that include additional front suspension, or in bicycles that include a rear suspension system other than a traditional single-pivot suspension, the path (coupler curve) traveled by the rear wheel axle of the bicycle is a complex curve, making accurate measurement of the distance traveled by the rear wheel axle of the bicycle very difficult. This means that precise adjustment of the suspension, and therefore sag, is also fraught with error.

[0005] Therefore, there is a need for a device to accurately measure the path traveled by the rear axle of the rear wheel of a bicycle so as to accurately classify the rear shock absorber as correctly or incorrectly adjusted for the user so that the suspension can be properly adjusted as needed. Summary of the Invention

[0006] The present invention relates to a rear suspension device for a bicycle, wherein the device comprises:

[0007] (a) a first pivot (1) having a first rotation axis, a second pivot (2) having a second rotation axis, and a third pivot (3) having a third rotation axis;

[0008] (b) a first axial compression damper (7);

[0009] (c) connecting rod unit (6);

[0010] (d) a first sensor unit (5); and

[0011] (e) First magnet (10)

[0012] in

[0013] - the first rotation axis, the second rotation axis and the third rotation axis are parallel;

[0014] - the first axial compression damper comprises a first end and a second end, wherein the first end is connected to the first pivot and the second end is connected to the second pivot; and

[0015] - the link unit is connected to the second pivot and the third pivot, and rotates around the second rotation axis and the third rotation axis;

[0016] It is characterized by

[0017] - the first sensor unit is located on a surface of the connecting rod unit and comprises at least one Hall effect sensor located in a plane perpendicular to a third rotation axis, wherein each Hall effect sensor is located at a distance d1 from the third rotation axis;

[0018] - The first magnet is:

[0019] Cylindrical or cylindrical shell magnets whose rotational symmetry axis is perpendicular to their parallel faces; or

[0020] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0021] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the third pivot axis;

[0022] wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0023] - d1 is between 0.1 mm and 50 mm; and

[0024] -d2 is between 0.01mm and 50mm.

[0025] Furthermore, the present invention relates to a bicycle suspension system comprising a rear suspension device of the invention as described herein, in combination with a front suspension device for a bicycle and an electronic circuit, wherein the electronic circuit monitors the displacements measured by the rear suspension device and the front suspension device.

[0026] Furthermore, the present invention relates to a bicycle comprising the inventive rear suspension device as described herein or the inventive bicycle suspension system as described herein.

[0027] Furthermore, the present invention relates to a method for classifying a first shock absorber of a rear suspension device according to the invention in a bicycle as being correctly or incorrectly adjusted for a user, wherein the method comprises the following steps:

[0028] (a) When a first axial compression shock absorber included in the rear suspension is fully compressed, the offset angle A is determined by measuring the angular displacement of the first sensor unit relative to the first magnet. off ;

[0029] (b) When the first shock absorber is fully extended, the maximum angular displacement A is determined by measuring the angular displacement of the first sensor unit relative to the first magnet. max ;

[0030] (c) By measuring the maximum angular displacement A from step (b) max Subtract the offset angle A determined in step (a) from off To determine the relative maximum angular displacement A maxrel ;

[0031] (d) The relative maximum angular displacement A maxrel Converted to total travel distance T; and

[0032] (e) measuring an angular displacement A of the first sensor unit relative to the first magnet when the user rides on the bicycle;

[0033] (f) by subtracting the offset angle A determined in step (a) from the angular displacement A measured in step (e) off To determine the relative angular displacement A rel ;

[0034] (g) The relative angular displacement A rel Converted into linear displacement value L;

[0035] (h) Classifying the first shock absorber as:

[0036] - when L is less than or equal to the value L1 or greater than or equal to the value L2, an incorrect adjustment is made to said user; or

[0037] - when L is between L1 and L2, correctly adjusted for said user,

[0038] in:

[0039] -L is the linear displacement of the bicycle rear wheel axle L axle ;

[0040] -T is the total distance traveled by the bicycle's rear axle T axle ;

[0041] -L1 is from T axl a value selected between 10% and 50% of e; and

[0042] -L2 is from T axle Select a value between 20% and 50%,

[0043] or among them

[0044] -L is the linear displacement L of the first shock absorber shock ;

[0045] -T is the total travel distance T of the first shock absorber shock ;

[0046] -L1 is from T shock a value selected between 10% and 50%; and

[0047] -L2 is from T shoc A value of k is chosen between 20% and 50%,

[0048] And wherein L1 is at least 0.1% less than L2.

[0049] The present invention also relates to a rear suspension device for a bicycle, wherein the device comprises:

[0050] (a) a first pivot (1) having a first rotation axis, a second pivot (2) having a second rotation axis, and a third pivot (3) having a third rotation axis;

[0051] (b) a first axial compression damper (7);

[0052] (c) connecting rod unit (6);

[0053] (d) a first sensor unit (5); and

[0054] (e) First magnet (10)

[0055] in

[0056] - the first rotation axis, the second rotation axis and the third rotation axis are parallel;

[0057] - the first axial compression damper comprises a first end and a second end, wherein the first end is connected to the first pivot and rotates about the first rotation axis, and the second end is connected to the second pivot and rotates about the second rotation axis; and

[0058] - the link unit is connected to the second pivot and the third pivot, and rotates around the second rotation axis and the third rotation axis;

[0059] It is characterized by

[0060] - the first sensor unit is located on a surface of the link unit and comprises four Hall effect sensors located in a plane perpendicular to a third rotation axis, wherein each Hall effect sensor is located at a distance d1 from the third rotation axis;

[0061] - the first magnet is a cylindrical or cylindrical shell magnet having an axis of rotational symmetry perpendicular to its parallel faces;

[0062] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is attached to and embedded in the third pivot, and a face of the magnet closest to the first sensor unit is flush with an end face of the third pivot;

[0063] wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0064] -d1 is between 0.1 mm and 10 mm; and

[0065] -d2 is between 0.01mm and 10mm,

[0066] The first pivot is used to be directly or indirectly connected to the lower link unit of the bicycle frame, and the third pivot is used to be directly or indirectly connected to the bicycle frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 A perspective view of an embodiment of the rear suspension arrangement of the present invention, located in an MDFYC (Foxy Carbon Fiber) bicycle frame, showing: a first pivot (1), a second pivot (2), a third pivot (3), a fourth pivot (4), a first sensor unit (5), a link unit (6) and a first axial compression damper (7).

[0068] Figure 2 A perspective view of an embodiment of the rear suspension arrangement of the present invention, together with exploded detail A, in situ in an MDFYC (Foxy Carbon) bicycle frame, showing the first pivot (1), the second pivot (2), the third pivot (3), the fourth pivot (4), the first sensor unit (5), the linkage unit (6), the first axial compression damper (7), the main plate (8), the housing for the second magnet (9) and the first magnet (10).

[0069] Figure 3 An embodiment of the rear suspension device of the present invention together with a perspective view of an exploded detail B, the rear suspension device being located in a sophisticated carbon fiber bicycle frame, showing: the second pivot (2), the third pivot (3), the fourth pivot (4), the first sensor unit (5), the connecting rod unit (6), the first axial compression damper (7), the main plate (8), the housing for the second magnet (9) and the first magnet (10).

[0070] Figure 4A partially exploded perspective view of an embodiment of the rear suspension device of the present invention in an MDFYC (Foxy Carbon Fiber) bicycle frame showing: the second pivot (2), the third pivot (3), the first sensor unit (5), the link unit (6) and the first magnet (10).

[0071] Figure 5 An exploded perspective partial view of an embodiment of the rear suspension device of the present invention showing: a first sensor unit (5) and a first magnet (10), as well as a sensor (50), a first sensor housing cap (51), a first sensor housing base (52), a first sensor USB cover (53), a first sensor USB rubber (54), a first sensor LED lens (55), a first sensor screw (56) and a first magnet housing (101).

[0072] Figure 6 A side view of a linkage unit (6) of an embodiment of a rear suspension arrangement of the present invention showing the second pivot (2), the third pivot (3) and the fourth pivot (4).

[0073] Figure 7 A partially exploded perspective view of a mainboard (8) of an embodiment of a bicycle suspension system of the present invention, showing: a mainboard base enclosure (81), a mainboard cover enclosure (82), a mainboard wedge (83), a mainboard USB cover (84), a mainboard LED lens (85), a mainboard connector and O-rings (861 to 865), and a circuit (80, a portion thereof), including a mainboard (801), an antenna (802), a fork plate (803), a cable (804), an LED board (805), and a battery.

[0074] Figure 8 A partially exploded perspective view of the second magnet (9) and associated housing of one embodiment of the bicycle suspension system of the present invention, showing: the second magnet enclosure cap (91), the second magnet enclosure base (92), the second magnet complement (93), the second magnet adhesive (94) and the second magnet screw (95).

[0075] Figure 9 Flowchart of a method according to the present invention for classifying a first shock absorber of a rear suspension as correctly or incorrectly adjusted for a user.

[0076] Figure 10 Flowchart of a method according to the present invention for classifying a second shock absorber of a front suspension as correctly or incorrectly adjusted for a user.

[0077] Figure 11Flowchart of a method for notifying a user of: A. whether a first shock absorber of a rear suspension is correctly or incorrectly adjusted by the user, and if not, whether to increase or decrease the compressibility of the first shock absorber to achieve the correct adjustment, and B. whether a second shock absorber of a front suspension is correctly or incorrectly adjusted by the user, and if not, whether to increase or decrease the compressibility of the second shock absorber to achieve the correct adjustment. DETAILED DESCRIPTION

[0078] The present invention relates to a rear suspension device for a bicycle. Thus, when installed in a bicycle, the rear suspension device provides suspension (shock absorption / damping) for the rear wheel of the bicycle. The rear suspension device reduces the impact felt by the rider due to contact between the rear wheel and bumps / indentations in the bicycle's riding path.

[0079] The bicycle is preferably any type of two-wheeled vehicle, whether human-powered and / or motor-powered (e.g., electric). More preferably, the bicycle is a mountain bike (mountain bike, mountain bike, all-terrain bike, off-road bicycle), a fat bike, a recumbent bike, or a cruiser bicycle. More preferably, the bicycle is a mountain bike selected from the group consisting of a downhill bike, a freeride bike, a trail bike, a cross-country bicycle, an endurance bike, an all-mountain bike, or a slopestyle bike. Even more preferably, the bicycle is a mountain bike having wheels with an inner rim diameter of 622 mm (700C) or 584 mm (650B) according to ISO 5775-1:1997 or ISO 5775-2:1996.

[0080] The rear suspension device of the present invention comprises:

[0081] (a) a first pivot (1) having a first rotation axis, a second pivot (2) having a second rotation axis, and a third pivot (3) having a third rotation axis;

[0082] (b) a first axial compression damper (7);

[0083] (c) connecting rod unit (6);

[0084] (d) a first sensor unit (5); and

[0085] (e) a first magnet (10),

[0086] in:

[0087] - the first rotation axis, the second rotation axis and the third rotation axis are parallel;

[0088] - the first axial compression damper comprises a first end and a second end, wherein the first end is connected to the first pivot and the second end is connected to the second pivot; and

[0089] The link unit is connected to the second pivot and the third pivot, and rotates about the second rotation axis and the third rotation axis.

[0090] The first axial compression shock absorber (7) is a mechanical and / or hydraulic device for absorbing or damping a load (impact force) applied thereto. Preferably, the first axial compression shock absorber comprises a first end and a second end, a damper, and a spring. The spring compresses under load, and the damper dissipates the energy stored in the spring, thereby regulating the speed of spring compression and rebound.

[0091] The connecting rod unit (6) is a rod connecting the second pivot to the third pivot. Preferably, the connecting rod unit is a lever that pivots about the second rotation axis and the third rotation axis, wherein the axes are fulcrums. Therefore, the rotational force applied to the connecting rod about the third rotation axis is converted into an arc force (approximately a linear force) applied to the first axial compression damper (7) at the second rotation axis. Figure 6 An embodiment of a connecting rod unit (6) is shown.

[0092] Therefore, the rear suspension arrangement of the present invention is preferably configured for a single pivot suspension, a multi-pivot suspension or a short-link four-bar suspension. Preferably, the single pivot suspension is selected from a conventional single pivot suspension, a link-driven single pivot suspension and a split pivot suspension, wherein only one pivot connects the rear wheel to the main frame of the bicycle via a swingarm. Preferably, the multi-pivot suspension is selected from a four-bar multi-pivot suspension or an equal-link multi-pivot suspension, wherein more than one pivot connects the rear wheel to the main frame of the bicycle. More preferably, the multi-pivot suspension is a four-bar multi-pivot suspension selected from the group consisting of a Horst link suspension (according to the HorstLink suspension of Specialized) and an FSR suspension (according to the FSR suspension of Specialized, Cube and Scott or the Advanced Ride Technology suspension of Norco). Preferably, the short-link four-bar suspension is selected from the group consisting of Zero suspension (according to Mondraker's Zero suspension system), Virtual Pivot Point (VPP) suspension (according to Santa Cruz bicycles' VPP suspension), Live Link suspension (according to Spot bicycles' Living Link suspension), DW-link suspension (according to Ibis's DW-link suspension, Independent Fabrication, Turner suspension bicycles and Pivot bicycles), Maestro suspension (according to Giant bicycles' Maestro suspension), Switch Link suspension (according to Yeti Cycles' Switch Link suspension) and Full Float suspension (according to Trek's Full Float suspension), wherein the rear triangle including the chainstays and seatstays is a rigid unit connected to the connecting link of the short-link four-bar suspension. Even more preferably, the rear suspension arrangement of the present invention is configured for Zero suspension, wherein the first pivot is attached to the lower link unit and the second pivot is attached to the link unit (6), such that the first axial compression shock absorber (7) floats between its two link units and is compressed from both ends.

[0093] Each pivot is an attachment for connecting one part of the rear suspension to another part thereof or to a part of the bicycle. The connection can be direct, with no parts between the part and the pivot, or indirect, with at least one part (such as a bushing or bearing) between the part and the pivot. By having an axis of rotation, each pivot is preferably also a pivot about which the rear suspension or part of the bicycle can rotate, depending on whether the part is able to rotate independently of the pivot. When the part is able to rotate independently of the pivot, rotation occurs about the pivot and its corresponding axis of rotation, while when the part is not able to rotate independently of the pivot (for example, due to being immovably connected to it), rotation occurs about its corresponding axis of rotation. Therefore, in a preferred embodiment of the rear suspension of the present invention, the first end of the first axial compression damper is attached to the first pivot and rotates about the first axis of rotation, and the second end of the first axial compression damper is attached to the second pivot and rotates about the second axis of rotation. Even more preferably, the first end of the first axial compression shock absorber is attached to the first pivot and rotates about the first rotational axis, the second end of the first axial compression shock absorber and the linkage unit are independently attached to the second pivot and independently rotate about the second rotational axis, and the linkage unit is attached to the third pivot and rotates about the third rotational axis. More preferably, the first end of the first axial compression shock absorber is attached to the first pivot and rotates about the first rotational axis, the second end of the first axial compression shock absorber and the linkage unit are independently attached to the second pivot and rotate about the second rotational axis, and the linkage unit is attached to the third pivot and the fourth pivot and rotates about the third and fourth rotational axes. Furthermore, the bicycle frame may also be connected to the first and third pivots and rotate relative to the first axial compression shock absorber and the linkage unit about the first and third rotational axes, respectively. However, depending on the configuration of the rear suspension device, rotation about any given rotational axis may be negligible (if any) during use of the device.

[0094] In a preferred embodiment of the rear suspension device of the present invention, the link unit (6) further includes a fourth pivot (4) having a rotation axis parallel to the first rotation axis, the second rotation axis, and the third rotation axis, and the link unit is further connected to the fourth pivot and rotates about the fourth pivot. In a more preferred embodiment of the rear suspension device of the present invention, the link unit (6) further includes a fourth pivot (4) having a rotation axis parallel to the first rotation axis, the second rotation axis, and the third rotation axis.

[0095] - the first pivot and the third pivot are adapted to be connected directly or indirectly to a frame of the bicycle; and

[0096] - said fourth pivot is adapted to be connected directly or indirectly to the rear wheel of said bicycle.Thus, these preferred and more preferred embodiments comprise rear suspension arrangements configured for any of the aforementioned types of suspension other than a conventional single pivot suspension.

[0097] The rear suspension device of the present invention is characterized in that

[0098] - the first sensor unit (5) is located on a surface of the connecting rod unit and comprises at least one Hall effect sensor located in a plane perpendicular to a third rotation axis, wherein each Hall effect sensor is located at a distance d1 from the third rotation axis;

[0099] - The first magnet is:

[0100] Cylindrical or cylindrical shell magnets whose rotational symmetry axis is perpendicular to their parallel faces; or

[0101] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0102] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the third pivot axis;

[0103] wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0104] - d1 is between 0.1 mm and 50 mm; and

[0105] -d2 is between 0.01 mm and 50 mm. Figure 1 、 2 and 3 are shown.

[0106] In an alternative embodiment:

[0107] - the first sensor unit (5) is located on the surface of the connecting rod unit and comprises at least one Hall effect sensor located in a plane perpendicular to the second rotation axis, wherein each Hall effect sensor is located at a distance d1 from the second rotation axis;

[0108] - The first magnet is:

[0109] Cylindrical or cylindrical shell magnets whose rotational symmetry axis is perpendicular to their parallel faces; or

[0110] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0111] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the second pivot;

[0112] wherein the second rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0113] - d1 is between 0.1 mm and 50 mm; and

[0114] -d2 is between 0.01mm and 50mm.

[0115] In another alternative embodiment:

[0116] - the first sensor unit (5) is located on the surface of the connecting rod unit and comprises at least one Hall effect sensor located in a plane perpendicular to a fourth rotation axis, wherein each Hall effect sensor is located at a distance d1 from the fourth rotation axis;

[0117] - The first magnet is:

[0118] Cylindrical or cylindrical shell magnets whose rotational symmetry axis is perpendicular to their parallel faces; or

[0119] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0120] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the fourth pivot axis;

[0121] wherein the fourth rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0122] - d1 is between 0.1 mm and 50 mm; and

[0123] -d2 is between 0.01mm and 50mm.

[0124] In a preferred embodiment of the present invention, the first sensor unit (5) comprises at least two Hall effect sensors, more preferably four Hall effect sensors. Thus, the first sensor unit is a magnetic rotation position sensor unit, which is contactless insofar as each sensor measures a change in a magnetic field. By rotating the sensor unit relative to the first magnet, each sensor measures a change in magnetic flux density, which change is converted into a linear output. In particular, the change in magnetic flux density is measured as a change in voltage, current or resistance, preferably a change in voltage, which can be used to calculate the relative rotation angle. In an exemplary preferred embodiment of the present invention, the first sensor unit is an AS5600 12-bit programmable non-contact potentiometer provided by ams AG, which comprises four Hall effect sensors. The exemplary preferred embodiment of the first sensor unit (5) is Figure 5 Shown in.

[0125] In the present invention, the first magnet is:

[0126] Cylindrical or cylindrical shell (i.e., ring-shaped) magnets whose rotational symmetry axis is perpendicular to their parallel faces; or

[0127] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces; or

[0128] The magnetic moment of the first magnet is perpendicular to the rotational symmetry axis. Thus, the north pole and south pole of the first magnet are separated by a plane passing through the rotational symmetry axis. When the magnet is cylindrical or a cylindrical shell magnet, the magnet can be referred to as radially magnetized. Preferably, the first magnet is cylindrical or a cylindrical shell magnet, more preferably a cylindrical magnet.

[0129] The first magnet is connected to the third pivot, wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned ( Figure 4). Optionally, the first magnet is connected to the second pivot, wherein the second rotation axis and the rotational symmetry axis of the first magnet are aligned. Optionally, the first magnet is connected to the fourth pivot, wherein the fourth rotation axis and the rotational symmetry axis of the first magnet are aligned. Therefore, the corresponding rotation axis and the rotational symmetry axis of the first magnet coincide. Preferably, the first magnet is attached to the corresponding pivot so that the parallel face of the first magnet exposed to the first sensor unit (5) protrudes from or is flush with the end face of the pivot. In a preferred embodiment of the rear suspension device of the present invention, the first magnet is embedded in the third pivot, and the face of the magnet closest to (i.e. exposed to) the first sensor unit (5) is flush with the end face of the third pivot. In an exemplary and even more preferred embodiment of the present invention, the first magnet is a cylindrical radially magnetized magnet embedded in a hexagonal cavity in the end face of the third pivot, and the parallel face of the first magnet exposed to the first sensor unit (5) is flush with the end face of the third pivot.

[0130] Each Hall effect sensor is located in a plane perpendicular to the axis of rotation of the pivot to which it is connected (i.e. a plane perpendicular to the axis of rotational symmetry of the first magnet) and at a distance d1 from the axis of rotation. Furthermore, the first sensor unit is located at a distance d2 from the first magnet. It will be understood by those skilled in the art that the position of the first sensor unit (5) and therefore the position of each Hall effect sensor contained therein relative to the magnet, and therefore the values ​​of the parameters d1 and d2, depends on the magnetic field strength of the magnet, the shape and size of the magnet, the magnetism of objects located near the magnet, the number and sensitivity of the Hall effect sensors and other parameters. For example, a larger and stronger first magnet arrangement d1 can be larger. In a particularly preferred embodiment, the pivot to which the first magnet is connected is made of a non-ferromagnetic material.

[0131] In the present invention, d1 is the same for each sensor and is between 0.1 mm and 50 mm, while d2 is between 0.01 mm and 50 mm. Preferably, d1 is between 0.1 mm and 20 mm, and d2 is between 0.05 mm and 20 mm. More preferably, d1 is between 0.15 mm and 10 mm, and d2 is between 0.1 mm and 10 mm. In a preferred embodiment of the rear suspension device of the present invention, d1 is less than or equal to the longest dimension of the parallel plane of the first magnet, and d2 is less than 5 mm.

[0132] In a particularly preferred embodiment of the present invention, a rear suspension device is provided for a bicycle, wherein the device comprises:

[0133] (a) a first pivot (1) having a first rotation axis, a second pivot (2) having a second rotation axis, and a third pivot (3) having a third rotation axis;

[0134] (b) a first axial compression damper (7);

[0135] (c) connecting rod unit (6);

[0136] (d) a first sensor unit (5); and

[0137] (e) First magnet (10)

[0138] in

[0139] - the first rotation axis, the second rotation axis and the third rotation axis are parallel;

[0140] - the first axial compression damper comprises a first end and a second end, wherein the first end is connected to the first pivot and rotates about the first rotation axis, and the second end is connected to the second pivot and rotates about the second rotation axis; and

[0141] - the link unit is connected to the second pivot and the third pivot, and rotates around the second rotation axis and the third rotation axis;

[0142] It is characterized by

[0143] - the first sensor unit is located on a surface of the link unit and comprises four Hall effect sensors located in a plane perpendicular to a third rotation axis, wherein each Hall effect sensor is located at a distance d1 from the third rotation axis;

[0144] - the first magnet is a cylindrical or cylindrical shell magnet having an axis of rotational symmetry perpendicular to its parallel faces;

[0145] wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the third pivot axis;

[0146] wherein the third rotation axis and the rotational symmetry axis of the first magnet are aligned, and wherein a distance d2 exists between the first sensor unit and the first magnet, and wherein:

[0147] -d1 is between 0.1 mm and 10 mm; and

[0148] -d2 is between 0.01mm and 10mm,

[0149] The first pivot is used to connect to the lower link unit of the bicycle frame, and the third pivot is used to connect to the bicycle frame.

[0150] The present invention also relates to a bicycle suspension system comprising a rear suspension device as described herein, and a front suspension device and an electronic circuit for a bicycle.

[0151] The electronic circuit (80) is preferably a circuit comprising a processor. Changes in magnetic flux density detected by the sensor unit are converted into a linear output, preferably a change in voltage. The linear output is more preferably converted into an output by the processor. The output allows a user to determine whether any given suspension arrangement (front and / or rear) is correctly adjusted. The circuit may also include a wireless network. Preferably, the circuit is included in the sensor unit and / or the main board, and optionally includes a wireless network. Figure 7 An embodiment of a partial circuit (80) is shown in the main board (8).

[0152] The front suspension device comprises:

[0153] (a) a second axial compression damper;

[0154] (b) a second sensor unit; and

[0155] (c) Second magnet.

[0156] The second axial compression damper comprises a first end and a second end. Preferably, the second axial compression damper comprises the same features (but with different dimensions) as the first axial compression damper described herein.

[0157] The second magnet is:

[0158] A cylindrical magnet whose axis of rotational symmetry is perpendicular to its parallel faces; or

[0159] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0160] The direction of the magnetic moment of the second magnet is parallel to the rotational symmetry axis. Therefore, the north pole and the south pole of the second magnet are separated perpendicular to the plane of the rotational symmetry axis, and the magnet can be said to be axially magnetized. Preferably, the second magnet is a cylindrical magnet. An embodiment of the second magnet (9) is Figure 8 Shown in FIG. 1 is a portion of the second magnet housing.

[0161] The second sensor unit includes a magnetic flux sensor. The magnetic flux sensor is preferably a sensor selected from the group consisting of a Hall effect sensor, a magnetic diode, a magnetic transistor, an AMR magnetometer, a GMR magnetometer, a magnetic tunnel junction magnetometer, a magneto-optical sensor, a MEMS sensor based on Lorentz force, a MEMS sensor based on electron tunneling, a MEMS compass, a nuclear precession magnetic field sensor, an optically pumped magnetic field sensor, a fluxgate magnetometer, a search coil magnetic field sensor, and a SQUID magnetometer. More preferably, the magnetic flux sensor is a Hall effect sensor, a magnetic diode, a magnetic transistor, an AMR magnetometer, or a GMR magnetometer, and the change in magnetic flux density is measured as a change in voltage, current, or resistance, preferably a voltage, which is used to calculate the relative displacement of the magnetic flux sensor relative to the second magnet. In an exemplary preferred embodiment of the present invention, the second sensor unit is an AD22151 linear output magnetic field sensor provided by Analog Devices, Inc.

[0162] The second sensor unit is located at the second end of the second shock absorber, and the second magnet is located at the first end of the second shock absorber, wherein the rotational symmetry axes of the magnetic flux sensor and the second magnet are aligned.

[0163] Therefore, in a preferred embodiment of the bicycle suspension system of the present invention, the front suspension device comprises:

[0164] (a) a second axial compression damper;

[0165] (b) a second sensor unit; and

[0166] (c) a second magnet,

[0167] in

[0168] - the second axial compression damper comprises a first end and a second end;

[0169] - The second magnet is:

[0170] A cylindrical magnet whose axis of rotational symmetry is perpendicular to its parallel faces; or

[0171] A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces;

[0172] wherein a magnetic moment direction of the second magnet is parallel to the rotational symmetry axis, wherein the second magnet is located on the first end of the second shock absorber; and

[0173] - the second sensor unit comprises a magnetic flux sensor located on the second end of the second shock absorber,

[0174] The rotational symmetry axes of the magnetic flux sensor and the second magnet are aligned.

[0175] The present invention also relates to a bicycle comprising the rear suspension device of the present invention as described herein, or the bicycle suspension system of the present invention as described herein. The bicycle can be selected from any of the aforementioned bicycles and is equipped with the rear suspension device or the bicycle suspension system.

[0176] As described herein, when installed in a bicycle, the rear suspension device of the present invention measures the rotation angle of the first sensor unit relative to the magnet when the rear suspension device is subjected to a load. When the bicycle is in use, in particular when a user rides on the bicycle, a load is applied. By measuring the rotation angle in this way, the distance of the path traveled by the rear axle of the rear wheel of the bicycle can be determined very accurately. Due to the diversity of rear suspension types (as described above) and bicycles available on the market, the path traveled by the rear axle of the rear wheel of a bicycle (coupler curve) is generally a complex curve, making it very difficult to accurately measure the distance of the path traveled by the rear axle of the rear wheel of the bicycle. However, the rear suspension device of the present invention allows this distance to be accurately measured. Therefore, the rear suspension device of the present invention can be used to determine whether the suspension of a bicycle is correctly adjusted for the user.

[0177] Therefore, the present invention also relates to a method for classifying a first shock absorber of a rear suspension device according to the present invention in a bicycle as being correctly adjusted or incorrectly adjusted for a user ( Figure 9 ). The method comprises the following steps:

[0178] (a) Determining the offset angle A by measuring the angular displacement of the first sensor unit relative to the first magnet when the first axial compression shock absorber included in the rear suspension is fully compressed off ;

[0179] (b) When the first shock absorber is fully extended, the maximum angular displacement A is determined by measuring the angular displacement of the first sensor unit relative to the first magnet. max ;

[0180] (c) By measuring the maximum angular displacement A from step (b) max Subtract the offset angle A determined in step (a) from off To determine the relative maximum angular displacement A maxrel ;

[0181] (d) The relative maximum angular displacement A maxrel Converted to total travel distance T; and

[0182] (e) measuring an angular displacement A of the first sensor unit relative to the first magnet when the user rides on the bicycle;

[0183] (f) by subtracting the offset angle A determined in step (a) from the angular displacement A measured in step (e) off To determine the relative angular displacement A rel ;

[0184] (g) The relative angular displacement A rel Converted into linear displacement value L;

[0185] (h) Classifying the first shock absorber as:

[0186] - when L is less than the L1 value or greater than the L2 value, an incorrect adjustment is made for the user; or

[0187] - when L is between L1 and L2, correctly adjusted for said user,

[0188] in:

[0189] -L is the linear displacement of the bicycle rear wheel axle L axle ;

[0190] -T is the total distance traveled by the bicycle's rear axle T axle ;

[0191] -L1 is from T axle a value selected between 10% and 50%; and

[0192] -L2 is from T axle Select a value between 20% and 50%,

[0193] or among them

[0194] -L is the linear displacement L of the first shock absorber shock ;

[0195] -T is the total travel distance T of the first shock absorber shock ;

[0196] -L1 is from T shock a value selected between 10% and 50%; and

[0197] -L2 is from T shock Select a value between 20% and 50%,

[0198] And wherein L1 is at least 0.1% less than L2.

[0199] The method can also be used to classify the first shock absorber of the rear suspension device of the present invention in a bicycle as being correctly or incorrectly adjusted for the user and the terrain by repeating steps (e) to (g) w times while moving on the terrain, to obtain w values ​​of L, and to average these values ​​to obtain a new value of L, which is the average linear displacement L of the first shock absorber. axleavOr the linear displacement of the first shock absorber L shockav ,

[0200] When L is between L1 and L2, L is greater than or equal to L1 and less than or equal to L2. Preferably, L1 is at least 0.5% less than L2, more preferably, L1 is at least 1% less than L2, and even more preferably, L1 is at least 2% less than L2. In a preferred embodiment of the method of the present invention:

[0201] -L is the linear displacement of the bicycle rear wheel axle L axle ;

[0202] -T is the total travel distance of the bicycle's rear axle T axle ;

[0203] -L1 is from T axle a value selected between 20% and 34%; and

[0204] -L2 is a value selected between 21% and 35% of Taxle,

[0205] or among them

[0206] -L is the linear displacement L of the first shock absorber shock ;

[0207] -T is the total travel distance T of the first shock absorber shock ;

[0208] -L1 is from T shock a value selected between 20% and 34%; and

[0209] -L2 is from T shock A value selected between 21% and 35%,

[0210] And wherein L1 is at least 1% less than L2.

[0211] Preferably, steps (a) to (d) are performed only once after the rear suspension device of the present invention is installed in a bicycle, as described herein. The information obtained from these steps can be used multiple times, each time steps (e) to (h) are repeated, for example, when the user remounts the bicycle or when a different user mounts the bicycle. More preferably, steps (e) to (h) are repeated every q hours while the user is riding the bicycle, where q is selected from 1 to 240, preferably 2 to 72, and more preferably 3 to 12. Even more preferably, steps (e) to (h) are repeated every p days, where p is selected from 1 to 10, preferably 2 to 5.

[0212] In a preferred embodiment of the method of the invention, the angular displacement is measured as a function of the voltage measured in the first sensor unit.In another more preferred embodiment of the method of the invention, the angular displacement A of the first sensor unit relative to the first magnet is measured when only one brake is applied.

[0213] In a preferred embodiment of the method of the present invention, steps (c), (d), (f), and (g) are performed using electronic circuitry, optionally in conjunction with a network wirelessly connected to the electronic circuitry. As described above, the electronic circuitry is preferably a circuit comprising a processor. More preferably, the changes in magnetic flux density detected by the sensor unit are converted by the processor into a linear output (preferably a change in voltage). The output allows the user to determine whether any given suspension arrangement (front and / or rear) is correctly adjusted.

[0214] The relative maximum angular displacement A maxrel Convert to total travel distance T and relative angular displacement A rel Steps (d) and (g) of converting to a linear displacement value L each include a mathematical calculation. The mathematical calculation may use, for example, trigonometric calculations, geometric calculations, and / or calculus to convert each relative angular displacement into a corresponding distance. The mathematical calculation may take into account the length of the linkage unit and the length of the seatstay and / or chainstay, and, where relevant, the length of the remaining rear triangle closest to the seat tube.

[0215] The processor may be a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine such that instructions executed by the processor of the circuit create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. The instructions may also be stored in a computer-readable storage medium that can direct the processor and / or other device to operate in a particular manner, such that the computer-readable storage medium having the instructions stored therein comprises an article of manufacture comprising instructions for implementing various aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0216] The instructions may also be loaded onto a processor, a computer, other programmable data processing apparatus or other device so that a series of operating steps are respectively executed on the processor, the computer, other programmable apparatus or other device, thereby producing a computer-implemented process, so that the instructions executed on the computer, other programmable apparatus or other device implement the functions / actions specified in one or more boxes of the flowchart and / or block diagram.

[0217] The flowcharts and block diagrams in the accompanying drawings illustrate possible implementations of the devices, systems, and methods according to various embodiments of the present invention, including architectures, functions, and operations. In this regard, each block in a flowchart or block diagram may represent a module, fragment, or portion of an instruction that includes one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions annotated in the blocks may not occur in the order annotated in the figures. For example, two blocks shown in succession may actually be performed substantially simultaneously, or the blocks may sometimes be performed in reverse order, depending on the functions involved. It will also be noted that each block in the block diagram and / or flowchart illustration and the combination of blocks in the block diagram and / or flowchart illustration may be implemented by a dedicated hardware-based system that performs a specified function or action or performs a combination of dedicated hardware and computer instructions.

[0218] In a preferred embodiment of the method of the invention, the method is further configured to classify the second axial compression damper of the front suspension as being correctly or incorrectly adjusted for the user ( Figure 10 ), wherein the method comprises the following steps:

[0219] (a') Determining the offset distance D by measuring the displacement of the second sensor unit relative to the second magnet when the second axial compression shock absorber included in the front suspension device is fully compressed off ;

[0220] (b') When the second shock absorber is fully extended, the maximum displacement D is determined by measuring the displacement of the second sensor unit relative to the second magnet. max ;

[0221] (c') The maximum displacement D measured from step (b') max Subtract the offset distance D determined in step (a') from off , determine the relative maximum displacement D maxrel ;

[0222] (d') measuring a displacement D of the second sensor unit relative to the second magnet when the user rides on the bicycle;

[0223] (e') by subtracting the offset distance D determined in step (a') from the displacement D measured in step (d') off To determine the relative displacement D rel ;

[0224] (f') Classifying the second shock absorber as:

[0225] -When D rel When the value is less than L1' or greater than L2', an incorrect adjustment is made to the user; or

[0226] -When Drel When it is between L1' and L2', it is correctly adjusted for the user.

[0227] in:

[0228] -L1' is selected from D maxrel a value between 10% and 50% of

[0229] -L2' is selected from D maxrel A value between 20% and 50%,

[0230] And wherein L1' is at least 0.1% less than L2'.

[0231] When Drel is between L1' and L2', D rel Greater than or equal to L1' and less than or equal to L2'. Preferably, L1' is at least 0.5% less than L2', more preferably, L1' is at least 1% less than L2', and even more preferably, L1' is at least 2% less than L2'. In a preferred embodiment of the method of the present invention:

[0232] -L1' is selected from D maxrel a value between 20% and 39%; and

[0233] -L2' is from D maxrel Choose a value between 21% and 40%.

[0234] Preferably, after the bicycle suspension system of the present invention is installed in a bicycle, as described herein, steps (a') through (c') are performed only once. More preferably, steps (a') through (c') are performed while steps (a) through (d) are performed. The information obtained from these steps can be used multiple times, each time steps (d') through (f') are repeated. Preferably, steps (d') through (f') are repeated each time steps (e) through (h) are repeated, as described above.

[0235] Preferably, the method notifies the user when the first shock absorber and / or the second shock absorber are correctly or incorrectly adjusted for the user. The user can be notified that the first shock absorber is classified as correctly adjusted for the user, for example, by a light or LED of a given color (e.g., green) or intensity, or by a display on a screen. Similarly, the user can be notified that the first shock absorber is classified as incorrectly adjusted for the user, for example, by a light or LED of a color different from the given color, or by a display on a screen.

[0236] In a preferred embodiment of the method of the present invention, when the first shock absorber and / or the second shock absorber are incorrectly adjusted by the user, the method informs the user how to adjust the first shock absorber and / or the second shock absorber respectively, wherein when:

[0237] -L is less than L1, the user is told to reduce the compressibility of the first shock absorber ( Figure 11 A);

[0238] -L is greater than L2, the user is advised to increase the compressibility of the first shock absorber ( Figure 11 A);

[0239] -D rel is less than L1', the user is advised to reduce the compressibility of the second shock absorber ( Figure 11 B); and / or

[0240] -D rel greater than L2', the user is advised to increase the compressibility of the second shock absorber ( Figure 11 B).

[0241] When a user is told to reduce the compressibility of a given shock absorber, the sag is considered insufficient. Conversely, when a user is told to increase the compressibility of a given shock absorber, the sag is considered excessive. The compressibility of a shock absorber can be reduced or increased according to the instructions associated with the shock absorber.

[0242] The user may be notified to decrease the compressibility of a given shock absorber, for example, by a light or LED of a particular color (e.g., red), or by a display on a screen. Similarly, the user may be notified to increase the compressibility of a given shock absorber, for example, by a light or LED of a color different from the particular color (e.g., yellow), or by a display on a screen. In the following example, a rear suspension that is classified as being correctly adjusted for the user is designated green, while a rear suspension that is classified as being incorrectly adjusted for the user is designated green:

[0243] - notifying the user to reduce the compressibility of the first shock absorber, which is designated red; and

[0244] - Notify the user to increase the compressibility of the first shock absorber, which is designated yellow.

[0245] Example

[0246] Example 1: The rear suspension device of the present invention is located in the original position of the MDFYC (Foxy Carbon Fiber) bicycle frame (see Figure 2 ).

[0247] exist Figure 2 In the embodiment, the front suspension device comprises a second axial compression shock absorber, a magnetic flux sensor AD22151 (803), which is located on one side of the housing of the main board (7) and is aligned with a cylindrical second magnet (9) connected to one end of the second shock absorber, so that when the suspension moves axially, the relative movement between the magnet (9) and the magnetic flux sensor (803) generates a voltage change, which is detected in the sensor.

[0248] exist Figure 2 In the invention, the rear suspension device includes a first axial compression shock absorber (7) which floats in a multi-pivot zero suspension structure and compresses the shock absorber from both ends when the rear wheel axle of the bicycle moves upward relative to the frame. One end of the first shock absorber (7) is connected to a first pivot (1) and the other end is connected to a second pivot (2), each of which has a rotation axis parallel to each other. A connecting rod unit (6) is also attached to the second pivot (2) as well as a third pivot (3) and a fourth pivot (4), the third pivot (3) being attached to the frame of the bicycle and the fourth pivot (4) being attached to the seat stay of the rear triangle of the bicycle. The connecting rod unit (6) rotates about the second, third and fourth rotation axes when a load (force) is applied to the rear wheel of the bicycle, causing the rear wheel axle of the bicycle to move upward or downward relative to the frame. A first sensor unit AS5600 (5) is attached to the surface of the link unit (6), comprising a Bluetooth module, electronics and four Hall effect sensors for detecting the rotational movement of the first sensor unit (5) relative to a radially magnetized cylindrical first magnet (10), the first magnet being embedded in a cylindrical cavity of a hexagonal bushing which is in turn inserted into a hexagonal cavity of a third pivot (3) such that the surface of the magnet closest to the sensor unit is flush with the end face of the third pivot (3), wherein the distance d2 between the first sensor unit and the first magnet is less than 3 mm and the distance d1 of the Hall effect sensors from the third axis of rotation is less than or equal to the radius of the parallel face of the first magnet. The rotational movement of the first sensor unit (5) relative to the first magnet (10) generates a voltage change detected in the sensors.

[0249] The total distance traveled by the bicycle is T axle As shown in Table 1, the rotation angle (relative angular displacement A) of the first sensor unit (5) relative to the first magnet (10) is measured within this range. rel ) (i.e., the angle through which the linkage unit moves relative to the bicycle frame).

[0250] Table 1. Measurements made in an MDFYC (Foxy Carbon) bicycle frame using the in-situ rear suspension of the present invention

[0251]

[0252]

[0253] Entries with gray shading () in Table 1 represent entries for which the first shock absorber is considered correctly adjusted for the user (indicated by a green light on the display). Entries above those with gray shading represent entries for which the compressibility of the first shock absorber should be decreased (indicated by a red light on the display), while entries below those with gray shading represent entries for which the compressibility of the first shock absorber should be increased (indicated by a yellow light on the display).

[0254] Example 2: The rear suspension of the present invention is placed in situ on a sophisticated carbon fiber bicycle frame (see Figure 3 ).

[0255] exist Figure 3 In the front suspension, the Figure 2 Identical second axial compression damper, magnetic flux sensor, AD22151 (803), main board (7) and cylindrical second magnet (9).

[0256] exist Figure 3 In the invention, the rear suspension device includes a first axial compression shock absorber (7) which floats in a multi-pivot zero suspension structure and compresses the shock absorber from both ends when the rear wheel axle of the bicycle moves upward relative to the frame. One end of the first shock absorber (7) is connected to a first pivot (1, hidden) and the other end is connected to a second pivot (2), each of which has a rotation axis parallel to each other. A connecting rod unit (6) is also attached to the second pivot (2) as well as a third pivot (3) and a fourth pivot (4), the third pivot (3) being attached to the frame of the bicycle and the fourth pivot (4) being attached to the seat stay of the rear triangle of the bicycle. The connecting rod unit (6) rotates about the second, third and fourth rotation axes when a load (force) is applied to the rear wheel of the bicycle, causing the rear wheel axle of the bicycle to move upward or downward relative to the frame. A first sensor unit AS5600 (5) is connected to the surface of the link unit (6) and detects the rotational movement of the first sensor unit (5) relative to a radially magnetized cylindrical first magnet (10) inserted into a hexagonal cavity of a third pivot (3) so that the surface of the magnet closest to the sensor unit is flush with the end face of the third pivot (3), wherein the distance d2 between the first sensor unit and the first magnet is less than 3 mm and the distance d1 of the Hall effect sensor of the first sensor unit (5) from the third rotation axis is less than or equal to the radius of the parallel face of the first magnet. The rotational movement of the first sensor unit (5) relative to the first magnet (10) generates a voltage change detected in the sensor.

[0257] The total distance traveled by the bicycle is T axleAs shown in Table 2, the rotation angle (relative angular displacement A) of the first sensor unit (5) relative to the first magnet (10) is measured within this range. rel ) (i.e., the angle through which the linkage unit moves relative to the bicycle frame).

[0258] Entries with gray shading () in Table 2 represent entries for which the first shock absorber is considered correctly adjusted for the user (indicated by a green light on the display). Entries above those with gray shading represent entries for which the compressibility of the first shock absorber should be decreased (indicated by a red light on the display), while entries below those with gray shading represent entries for which the compressibility of the first shock absorber should be increased (indicated by a yellow light on the display).

[0259] In both Examples 1 and 2, the rear axle travel is measured with an accuracy of less than 0.3 mm, which would be significantly reduced if it were estimated based on the travel of the first shock absorber.

[0260] Table 2. Measurements taken using the present invention's rear suspension in a compact carbon fiber bicycle frame.

[0261]

[0262]

Claims

1. A rear suspension device for a bicycle, wherein the device comprises: a first pivot (1) having a first rotation axis, a second pivot (2) having a second rotation axis, and a third pivot (3) having a third rotation axis; a first axial compression shock absorber (7); Connecting rod unit (6); a first sensor unit (5); and First magnet (10) in - the first rotation axis, the second rotation axis and the third rotation axis are parallel; - the first axial compression damper comprises a first end and a second end, wherein the first end is connected to the first pivot and the second end is connected to the second pivot; and - the link unit is connected to the second pivot and the third pivot, and rotates around the second rotation axis and the third rotation axis; It is characterized by - the first sensor unit is located on a surface of the connecting rod unit and comprises at least one Hall effect sensor located in a plane perpendicular to a third rotation axis, wherein each Hall effect sensor is located at a distance d1 from the third rotation axis; - The first magnet is: Cylindrical or cylindrical shell magnets whose rotational symmetry axis is perpendicular to their parallel faces; or A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces; wherein the magnetic moment direction of the first magnet is perpendicular to the rotational symmetry axis, wherein the first magnet is connected to the third pivot axis; wherein there is a distance d2 between the first sensor unit and the first magnet, and wherein: - d1 is between 0.1 mm and 50 mm; and -d2 is between 0.01mm and 50mm Its characteristics are: The third rotation axis is aligned with the rotational symmetry axis of the first magnet; and The first magnet (10) is embedded in the third pivot (3), and the surface of the magnet closest to the first sensor unit (5) is flush with the end surface of the third pivot.

2. The rear suspension device according to claim 1, wherein: The link unit further includes a fourth pivot (4) having a fourth rotation axis parallel to the first rotation axis, the second rotation axis and the third rotation axis, and the link unit is also connected to the fourth pivot and rotates around the fourth pivot.

3. The rear suspension device according to claim 2, wherein: - the first pivot and the third pivot are adapted to be connected directly or indirectly to a frame of the bicycle; as well as - The fourth pivot is adapted to be connected directly or indirectly to the rear wheel of the bicycle.

4. The rear suspension device according to any one of claims 1 to 3, wherein: The distance d1 is smaller than or equal to the longest dimension of the parallel faces of the first magnet, and the distance d2 between the sensor unit and the magnet is smaller than 5 mm.

5. The rear suspension device according to any one of claims 1 to 3, wherein: A first end of the first axial compression shock absorber is connected to the first pivot and rotates about the first rotation axis, and a second end of the first axial compression shock absorber is connected to the second pivot and rotates about the second rotation axis.

6. A bicycle suspension system comprising a rear suspension device according to any one of claims 1 to 5 in combination with a front suspension device for a bicycle and an electronic circuit (80), wherein the electronic circuit monitors the displacements measured by the rear suspension device and the front suspension device.

7. The bicycle suspension system according to claim 6, wherein: The front suspension device comprises: a second axial compression shock absorber; a second sensor unit; and a second magnet (9), in - the second axial compression damper comprises a first end and a second end; - The second magnet is: A cylindrical magnet whose axis of rotational symmetry is perpendicular to its parallel faces; or A prismatic magnet comprising two polygonal parallel faces and an axis of rotational symmetry perpendicular to the parallel faces; wherein a magnetic moment direction of the second magnet is parallel to the rotational symmetry axis, wherein the second magnet is located on the first end of the second shock absorber; and - the second sensor unit comprises a magnetic flux sensor located on the second end of the second shock absorber, The rotational symmetry axes of the magnetic flux sensor and the second magnet are aligned.

8. A bicycle comprising the rear suspension device according to any one of claims 1 to 5 or the bicycle suspension system according to claim 6 or 7.

9. A method for classifying a first shock absorber of a rear suspension device according to any one of claims 1 to 5 in a bicycle as being correctly adjusted or incorrectly adjusted for a user, wherein the method comprises the following steps: (a) Determining the offset angle A by measuring the angular displacement of the first sensor unit relative to the first magnet when the first axial compression shock absorber included in the rear suspension is fully compressed off ; (b) When the first shock absorber is fully extended, the maximum angular displacement A is determined by measuring the angular displacement of the first sensor unit relative to the first magnet. max ; (c) By measuring the maximum angular displacement A from step (b) max Subtract the offset angle A determined in step (a) from off To determine the relative maximum angular displacement A maxrel ; (d) The relative maximum angular displacement A maxrel Converted to total travel distance T; and (e) measuring an angular displacement A of the first sensor unit relative to the first magnet when the user rides on the bicycle; (f) by subtracting the offset angle A determined in step (a) from the angular displacement A measured in step (e) off To determine the relative angular displacement A rel ; (g) The relative angular displacement A rel Converted into linear displacement value L; (h) Classifying the first shock absorber as: - when L is less than the L1 value or greater than the L2 value, an incorrect adjustment is made for the user; or - when L is between L1 and L2, correctly adjusted for said user, in: -L is the linear displacement of the bicycle rear wheel axle L axle ; -T is the total travel distance of the bicycle's rear axle T axle ; -L1 is from T axle a value selected between 10% and 50%; and -L2 is from T axle Select a value between 20% and 50%, or in -L is the linear displacement L of the first shock absorber shock ; -T is the total travel distance T of the first shock absorber shock ; -L1 is from T shock a value selected between 10% and 50%; and -L2 is from T shock Select a value between 20% and 50%, And wherein L1 is at least 0.1% less than L2.

10. The method of claim 9, wherein the angular displacement is measured as a function of a voltage measured in the first sensor unit.

11. The method according to claim 9 or 10, wherein: When only one brake is applied, the angular displacement A of the first sensor unit relative to the first magnet is measured.

12. The method according to claim 9 or 10, wherein: Steps (c), (d), (f) and (g) are performed using electronic circuitry.

13. The method according to claim 9 or 10, wherein: The method is also used to classify a second axial compression shock absorber of the front suspension as being correctly adjusted or incorrectly adjusted for a user, wherein the method comprises the following steps: (a') Determining the offset distance D by measuring the displacement of the second sensor unit relative to the second magnet when the second axial compression shock absorber included in the front suspension is fully compressed off ; (b') When the second shock absorber is fully extended, the maximum displacement D is determined by measuring the displacement of the second sensor unit relative to the second magnet. max ; (c') The maximum displacement D measured from step (b') max Subtract the offset distance D determined in step (a') from off , determine the relative maximum displacement D maxrel ; (d') measuring a displacement D of the second sensor unit relative to the second magnet when the user rides on the bicycle; (e') by subtracting the offset distance D determined in step (a') from the displacement D measured in step (d') off To determine the relative displacement D rel ; (f') Classifying the second shock absorber as: -When D rel When the value is less than L1' or greater than L2', an incorrect adjustment is made to the user; or -When D rel When it is between L1' and L2', it is correctly adjusted for the user. in: -L1' is selected from D maxrel a value between 10% and 50% of -L2' is selected from D maxrel A value between 20% and 50%, And wherein L1' is at least 0.1% less than L2'.

14. The method according to claim 13, wherein When the first shock absorber and / or the second shock absorber are incorrectly adjusted by the user, the user is informed of how to adjust the first shock absorber and / or the second shock absorber respectively, wherein: - L is less than L1, the user is informed to reduce the compressibility of the first shock absorber; -L is greater than L2, the user is advised to increase the compressibility of the first shock absorber; -D rel is less than L1', the user is advised to reduce the compressibility of the second shock absorber; and / or -D rel Greater than L2', the user is advised to increase the compressibility of the second shock absorber.

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