Suspension system and bicycle

Abstract

The invention discloses a suspension system and a bicycle, and belongs to the technical field of bicycles, the suspension system comprises a front frame, a rear frame, a shock absorber and a first connecting rod, the front frame comprises a first connecting node and a second connecting node, the rear frame comprises a third connecting node and a fourth connecting node, a first end of the shock absorber is connected to the first connecting node, and a second end of the shock absorber is connected to the second connecting node; the second end of the shock absorber is connected to the third connecting node, the two ends of the first connecting rod are pivoted to the second connecting node and the fourth connecting node respectively, and the first connecting rod is at least used for providing relative displacement in the front-back direction for the front frame and the rear frame. Relative movement between the front frame and the rear frame can be optimized, the impact absorption capacity of the suspension system is improved, and riding comfort is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of bicycles, and in particular relates to a suspension system and a bicycle. Background Art

[0002] In bicycles such as mountain bikes, the suspension system is an important component that largely determines the comfort of the rider. Generally speaking, the suspension system includes structures such as the front frame, the rear frame, and the shock absorber. When the bicycle is pedaled to accelerate, braked to decelerate, or impacted, the front and rear frames rotate relative to each other and cause the shock absorber to compress or stretch, thereby achieving a dynamic buffering effect. In some implementations of the suspension system, the relative movement between the front frame and the rear frame of some existing designs is limited, and the suspension system is difficult to effectively absorb impacts due to low lever efficiency, resulting in low comfort. In addition, existing existing designs have various problems that deteriorate the riding experience, including pedal rebound, low pedal efficiency, and suspension compression interference during braking. Summary of the invention

[0003] The technical problem to be solved by the present invention is to overcome the disadvantages of the above-mentioned prior art and provide a suspension system and a bicycle.

[0004] The technical solution adopted to solve the above technical problems is:

[0005] In a first aspect, an embodiment of the present application provides a front frame, the front frame comprising a first connection node and a second connection node;

[0006] a rear frame, the rear frame comprising a third connection node and a fourth connection node;

[0007] a shock absorber, wherein a first end of the shock absorber is connected to the first connection node, and a second end of the shock absorber is connected to the third connection node;

[0008] A first connecting rod, two ends of which are respectively pivotally connected to the second connecting node and the fourth connecting node, and the first connecting rod is at least used to provide relative displacement in the front-rear direction for the front frame and the rear frame.

[0009] In a second aspect, an embodiment of the present application provides a bicycle, comprising the suspension system as shown in the first aspect.

[0010] The suspension system provided in the embodiment of the present application includes a front frame, a rear frame, a shock absorber and a first connecting rod. The front frame includes a first connecting node and a second connecting node, the rear frame includes a third connecting node and a fourth connecting node, the first end of the shock absorber is connected to the first connecting node, the second end of the shock absorber is connected to the third connecting node, the two ends of the first connecting rod are respectively pivotally connected to the second connecting node and the fourth connecting node, and the first connecting rod is at least used to provide relative displacement in the front and rear directions for the front frame and the rear frame.

[0011] Through the above technical solution, the beneficial effects of the present invention are as follows:

[0012] (1) The suspension system provided in the embodiment of the present application, based on the relative displacement capability of the front frame and the rear frame in the front-to-back direction provided by the first connecting rod, enables the suspension system to promptly and effectively respond to and absorb impacts in the front-to-back direction, thereby improving riding stability and comfort;

[0013] (2) In some scenarios where the suspension system is impacted, for example, when the rear wheel connected to the rear frame encounters an obstacle, the rear frame is subjected to a backward impact force, and the rear frame tends to move backward relative to the front frame, and the impact force causes the first link to pivot relative to the second connection node to adapt to the movement trend of the rear frame. The linkage between the shock absorber, the rear frame and the first link can cause the shock absorber to move in the shock absorption direction, thereby effectively transmitting the impact force to the shock absorber, allowing the suspension system to effectively absorb the impact and enhance the rider's comfort during riding;

[0014] (3) Compared with the existing structure in which the rear frame and the front frame are directly pivoted, the suspension system provided by the embodiment of the present application can not only retain the ability of the existing structure to absorb impacts in some conventional scenarios, but also effectively absorb the front-to-back impacts in scenarios such as the rear wheel encountering obstacles, thereby greatly improving the riding comfort of the rider. In addition, based on the relative displacement capability of the front frame and the rear frame in the front-to-back direction provided by the first connecting rod, the suspension system can respond to the impact in the front-to-back direction in a timely and effective manner, reduce the power attenuation caused by the impact, and improve riding efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of a suspension system provided in an embodiment of the present application in a released state;

[0016] Figure 2 is a schematic structural diagram of a suspension system in a retracted state provided by an embodiment of the present application;

[0017] Figure 3 is a comparison diagram of the release state and the contraction state of the suspension system provided in the embodiment of the present application;

[0018] Figure 4is a cross-sectional schematic diagram of an idler mechanism and its assembly structure;

[0019] Figure 5 It is an exploded schematic diagram of the idler mechanism and its assembly structure;

[0020] Figure 6a is a schematic diagram of the cross-sectional shape of the first arm segment;

[0021] Figure 6b is a schematic diagram of the cross-sectional shape of the second arm segment;

[0022] Figure 7 It is an exploded schematic diagram of the shock-absorbing connection mechanism and its assembly structure;

[0023] Figure 8 A schematic diagram of the three-dimensional structure of a bicycle provided in an embodiment of the present application;

[0024] Fig. 9 It is an example diagram for determining bicycle performance parameters when the suspension system is released;

[0025] Fig.10 This is an example diagram for determining bicycle performance parameters when the suspension system is in compression;

[0026] Fig.11 This is an example diagram of the simulation effect of the suspension system;

[0027] Fig.12 It is a graph of chain growth versus wheel travel;

[0028] Fig.13 is a graph of the undamped natural frequency versus wheel travel;

[0029] Fig.14 The relationship between the chain measurement line and the instantaneous center offset relative to the wheel travel

[0030] Fig.15 It is a graph of the suspension system’s leverage ratio versus wheel travel;

[0031] Fig.16 is a graph of pedal rebound versus wheel travel;

[0032] Fig.17 is a graph depicting the anti-rise behavior relative to wheel travel;

[0033] Fig.18 is a graph describing the anti-squat behavior relative to wheel travel;

[0034] Fig.19 is a diagram showing the magnified axle path as the rear wheel moves during suspension system travel.

[0035] Figure numerals: 100, front frame; 101, first connection node; 102, second connection node; 103, eighth connection node; 110, additional accessory mounting portion; 120, center tube; 121, mechanical interface; 130, first bracket arm; 131, first arm section; 1311, first web; 1312, first flange plate; 1313, first fillet transition portion; 140, second bracket arm; 141, second arm section; 1411, second web; 1412, second flange plate; 1413, second fillet transition portion; 150, reinforcement rib; 160, recessed platform; 170, crank mounting portion; 200, rear frame; 201, third connection node; 202, fourth connection node; 210, third bracket arm; 220, fourth bracket arm; 230, fifth bracket arm; 240, rear wheel mounting portion ; 250, extension frame; 310, shock absorber; 320, shock absorbing connecting mechanism; 321, connecting plate; 322, first pin; 323, second pin; 324, first screw; 325, second screw; 400, first connecting rod; 410, third arm segment; 420, fourth arm segment; 500, second connecting rod; 501, fifth connecting node; 502, sixth connecting node; 503, seventh connecting node; 600, idler mechanism; 610, idler body; 620, chain stabilizer; 621, limiting space; 630, pin; 640, target pivot axis; 641, second bearing; 651, first bearing; 652, bearing retainer; 811, rear gear set; 812, crank gear set; 821, crank; 822, pedal; 908, rear wheel; 909, front wheel; 913, rear axle. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0037] In the description of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be internal communication between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances. Although a bicycle is taken as an example in the following description of various embodiments of the present application, ordinary technicians in this field can recognize that the various embodiments of the present disclosure can be applied to other vehicles and pedal bicycles, such as unicycles, tricycles, four-wheeled vehicles, etc.

[0038] For example, a bicycle such as a full suspension mountain bike is provided with a suspension system, which generally includes a front frame, a rear frame and a shock absorber, and at the same time, the front frame and the rear frame have corresponding wheel nodes respectively. There are generally two main connection nodes between the front frame and the rear frame, including: a first connection node for pivoting between the front frame and the rear frame, and a second connection node for indirectly connecting through the shock absorber. When the bicycle is pedaled to accelerate, braked to decelerate, or impacted, the front frame and the rear frame rotate relative to each other at the first connection node, and the shock absorber is driven to move in the shock absorption direction at the second connection node, thereby realizing the shock absorption function. In some implementations of the suspension system, the relative movement between the front frame and the rear frame of some existing designs is limited, and the suspension system is difficult to effectively absorb the impact due to the low lever efficiency, resulting in low comfort. In addition, there are various problems with the existing existing designs, which will deteriorate the riding experience, including pedal rebound, low pedal efficiency, and suspension compression interference during braking.

[0039] In the related art, the front frame and the rear frame are usually directly pivotally connected at the first connection node. In scenarios such as pedaling acceleration, braking deceleration, or impact of the bicycle, the front frame and the rear frame drive the shock absorber located at the second connection node through a single rotational motion to achieve shock absorption. In some scenarios, such as when the rear wheel of the bicycle encounters an obstacle, this structure that drives the shock absorber based on a single rotational motion between the frames will cause the suspension system to undergo a large pitch change, affecting the riding comfort of the rider. On the other hand, there is a large angle between the direction of the force of the rear wheel obstacle on the bicycle and the relative rotation direction of the front frame and the rear frame. The impact from the rear wheel obstacle is difficult to effectively act on the shock absorber, which makes it difficult to absorb the impact and causes a large attenuation of the power of the bicycle.

[0040] In order to solve the problems existing in the related art, the present application provides a suspension system. Figures 1 to 3 As shown, the suspension system according to some embodiments of the present application includes a front frame 100 , a rear frame 200 , a shock absorber 310 and a first link 400 .

[0041] The front frame 100 includes a first connection node 101 and a second connection node 102, the rear frame 200 includes a third connection node 201 and a fourth connection node 202, a first end of the shock absorber 310 is connected to the first connection node 101, a second end of the shock absorber 310 is connected to the third connection node 201, two ends of the first connecting rod 400 are respectively pivotally connected to the second connection node 102 and the fourth connection node 202, and the first connecting rod 400 is at least used to provide relative displacement in the front and rear directions for the front frame 100 and the rear frame 200.

[0042] The above descriptions of the first connection node 101, the second connection node 102 and other connection nodes may be structures that can be used for direct connection, such as an opening for pivoting, a rotating shaft or a threaded hole matching the opening, etc. The connection node may include auxiliary structures for connection, such as bearings or pins, etc. Alternatively, the connection node may also be a general term for multiple components that can be used to achieve an indirect connection between two features, such as a lever, a connecting rod or other types of transmission mechanisms. Of course, some connection nodes may also be a reference to the boundary between different components without a specific connector, such as the connection between multiple integrally formed bracket arms.

[0043] The shock absorber 310 can be a spring shock absorber, a gas shock absorber, an oil shock absorber, or a combination of various forms of shock absorbers, etc., and can be selected and set according to actual needs, and the embodiment of the present application is not specifically limited. The shock absorber 310 can provide a suspension stroke for the suspension system. When subjected to external force, the shock absorber 310 can produce a length change in the shock absorption direction. For ease of description, in the embodiment of the present application, the shock absorber 310 is defined to switch between a release state and a compression state. In the release state, the shock absorber 310 is in a natural extension state, and when subjected to external impact, the shock absorber 310 is compressed and enters a compression state. Similarly, the suspension system can be defined to switch between a release state and a compression state, and the state of the suspension system corresponds to the state of the shock absorber 310.

[0044] Of course, in some possible implementations, the shock absorber 310 can also absorb external impact by stretching, which will not be described in detail.

[0045] In the embodiment of the present application, there are two main connection relationships between the front frame 100 and the rear frame 200 of the suspension system, one is connected through the connecting rod 500 and the shock absorber 310, and the other is connected through the first connecting rod 400. In the case where the front frame 100 is used as a static reference object, based on the connection relationship definition of each connection node, the shock absorber 310, the rear frame 200 and the first connecting rod 400 form a sequentially connected structure. When the rear frame 200 moves due to factors such as external impact, the first connecting rod 400 and the shock absorber 310 will be linked. From the perspective of the shock absorber 310, it can respond to the movement of the rear frame 200, generate displacement in the shock absorption direction, and absorb external impact. From the perspective of the first connecting rod 400, during its movement, it will cause the rear frame 200 to generate displacement relative to the front frame 100 in the front-to-back direction.

[0046] Based on the description of the linkage relationship between the above components, in some scenarios where the suspension system is impacted, for example, when the rear wheel connected to the rear frame 200 encounters an obstacle, the rear frame 200 is subjected to a backward impact force.

[0047] The rear frame 200 tends to move backward relative to the front frame 100, and the impact force causes the first link 400 to pivot relative to the second connection node 102 to adapt to the movement trend of the rear frame 200. The linkage between the shock absorber 310, the rear frame 200 and the first link 400 allows the shock absorber 310 to move in the shock absorbing direction, thereby effectively transmitting the impact force to the shock absorber 310, allowing the suspension system to effectively absorb the impact.

[0048] In other scenarios, such as conventional scenarios such as pedaling acceleration, braking deceleration or falling, through the linkage between the rear frame 200 and the first link 400, the rear frame 200 can also produce a movement form similar to pivoting relative to the front frame 100, and this movement form can produce a shock absorption effect similar to that of the existing direct pivoting structure of the rear frame 200 and the front frame 100.

[0049] Compared with the existing structure in which the rear frame 200 and the front frame 100 are directly pivoted, the suspension system provided in the embodiment of the present application can not only retain the ability of the existing structure to absorb impacts in some conventional scenarios, but also effectively absorb the front and rear impacts in scenarios such as the rear wheel encountering obstacles, thereby greatly improving the riding comfort of the rider.

[0050] In addition, based on the relative displacement capability of the front frame 100 and the rear frame 200 in the front-rear direction provided by the first link 400, the suspension system can promptly and effectively respond to the impact in the front-rear direction, reduce the power attenuation caused by the impact, and improve the riding efficiency.

[0051] See also Figure 1 and Figure 2 , Figure 1 The schematic diagram of the structure of the suspension system in the released state is shown as an example. Figure 2 The structural diagram of the suspension system in a compressed state is exemplarily shown. It can be seen that in the process of the suspension system switching from a released state to a compressed state, one end of the first connecting rod 400 pivoted to the fourth connection node 202 produces a large rearward displacement relative to the front frame 100. In scenarios such as the rear wheel encountering an obstacle, the rear frame 200 can produce a relatively obvious backward movement relative to the front frame 100, and effectively transmit the movement and impact to the shock absorber 310, thereby allowing the suspension system to effectively absorb the impact and improve riding stability and comfort.

[0052] Similarly, the front frame 100 is used as a static reference object. Generally speaking, when the rear frame 200 moves to any position due to impact, the rear frame 200, the shock absorber 310 and the first link 400 should have a unique configuration so that the movement of the rear frame 200 follows a predetermined path, ensuring a controlled wheel travel or equivalent component movement, while ensuring the reliability of the overall structure of the suspension system. The following examples illustrate some achievable structures for ensuring the uniqueness of the configuration.

[0053] The rear frame 200 and the first connecting rod 400 are rigid or substantially rigid structures, and the two can form a two-link mechanism. For the shock absorber 310, it has a degree of freedom of movement in the shock absorption direction, that is, the overall length will change due to external force. In one embodiment, the first end of the shock absorber 310 and the first connection node 101 of the front frame 100 can be fixedly connected, and the shock absorber 310 can produce linear motion in the shock absorption direction relative to the front frame 100, but cannot rotate relative to the front frame 100. At this time, the shock absorber 310 can be equivalent to a slider, and when the second end of the shock absorber 310 is pivotally connected to the third connection node 201 of the rear frame 200, the rear frame 200, the first connecting rod 400 and the shock absorber 310 can be equivalent to a crank slider. In this way, when the rear frame 200 moves to any position, the suspension system can basically ensure a unique configuration.

[0054] In another embodiment, an intermediate connecting member may be provided, which is pivotally connected to the front frame 100 and forms a three-link mechanism together with the rear frame 200 and the first connecting rod 400. When both ends of the three-link mechanism are pivotally connected to the front frame 100, the three-link mechanism may have a unique configuration when the rear frame 200 moves. At the same time, the first end and the second end of the shock absorber 310 may be pivotally connected to the first connection node 101 and the intermediate connecting member, respectively, and a triangular layout is formed between the shock absorber 310, the intermediate connecting member and the front frame 100, and a basically unique configuration is generated as the length of the shock absorber 310 changes. It can be seen that when the rear frame 200 moves to any position, the three-link mechanism may have a unique configuration, and the shock absorber 310 may have a unique configuration through the intermediate connecting member, thereby ensuring that the overall suspension system can basically guarantee a unique configuration.

[0055] The above are examples of some feasible implementation methods for ensuring a unique configuration of the suspension system. In practical applications, the structure of the suspension system can also be designed as needed, which will not be explained one by one here.

[0056] like Figures 1 to 3As shown, in some embodiments, the suspension system further includes a second link 500, the second link 500 includes a fifth connection node 501, a sixth connection node 502 and a seventh connection node 503, and the front frame 100 further includes an eighth connection node 103;

[0057] The fifth connection node 501 is pivotally connected to the eighth connection node 103 , the sixth connection node 502 is pivotally connected to the third connection node 201 , and the seventh connection node 503 is pivotally connected to the second end of the shock absorber 310 .

[0058] In this embodiment, the second connecting rod 500 may be the intermediate connecting member corresponding to the above, which includes at least three connecting nodes for pivoting, namely, a fifth connecting node 501, a sixth connecting node 502 and a seventh connecting node 503. In terms of connection relationship, the sixth connecting node 502 is pivoted to the third connecting node 201, and the seventh connecting node 503 is pivoted to the second end of the shock absorber 310, so that the second end of the shock absorber 310 is indirectly connected to the third connecting node 201.

[0059] Combined with the above description of the implementation of the intermediate connecting member, in this embodiment, the first link 400, the rear frame 200 and the second link 500 are pivoted in sequence to form a three-link mechanism, which is pivoted to the front frame 100 at the head and tail. When the rear frame 200 moves to any position, the three-link mechanism has a corresponding unique configuration. At the same time, the second link 500, the shock absorber 310 and the front frame 100 can be pivoted in pairs. Through the change of the length of the shock absorber 310 in the shock absorption direction, when the second link 500 reaches any position based on the linkage of the three-link mechanism, the shock absorber 310 also has a corresponding unique configuration. In this way, in each state, the suspension system of this embodiment has a unique or substantially unique configuration between each component, avoiding uncontrolled relative movement between each component, thereby helping to ensure the working reliability and stability of the suspension system.

[0060] like Figure 1 and Figure 2 As shown, in some embodiments, the fifth connection node 501, the sixth connection node 502, and the seventh connection node 503 are distributed in a triangle.

[0061] In some scenarios, such as when riding in complex terrain, the second link 500 may need to frequently transmit the impact from the rear frame 200. In this embodiment, the three connection nodes in the second link 500 are distributed in a triangular shape, which helps to improve the reliability of the overall structure of the second link 500, better cope with the transmission of impact, and increase the service life.

[0062] In some embodiments, the second connecting rod 500 can be adapted to the triangular distribution of the connection nodes and also designed as a triangular plate structure, for example, an isosceles triangle plate structure. At the same time, the second connecting rod 500 is designed to be hollowed out, which improves the structural reliability of the second connecting rod 500 while avoiding excessive weight increase on the suspension system.

[0063] As some feasible implementations, the fifth connection node 501 , the sixth connection node 502 , and the seventh connection node 503 may also be distributed on the same straight line.

[0064] In some embodiments, the second connecting rod 500 can be used as a lever to amplify or attenuate the force transmitted from the rear frame 200 to the shock absorber 310. The fifth connection node 501 can be considered as the fulcrum of the lever, and the first straight line length from the fifth connection node 501 to the sixth connection node 502 affects the first force arm of the first force from the rear frame 200, and the second straight line length from the fifth connection node 501 to the seventh connection node 503 affects the second force arm of the second force from the shock absorber 310. By properly designing the first straight line length and the second straight line length, the second connecting rod 500 can obtain the desired lever effect.

[0065] In some embodiments, a first straight line length from the fifth connection node 501 to the sixth connection node 502 is smaller than a second straight line length from the fifth connection node 501 to the seventh connection node 503 .

[0066] It is easy to understand that the first lever arm and the second lever arm are not only affected by the first straight length and the second straight length, but also by the directions of the first force and the second force. In the process of the rear frame 200 and the shock absorber 310 pivoting relative to the second connecting rod 500, the directions of the first force and the second force change, which also leads to the first lever arm and the second lever arm constantly changing with the movement of the shock absorber 310 when the first straight length and the second straight length are fixed. Of course, by designing the layout of the rear frame 200, the second connecting rod 500 and the shock absorber 310, the ratio of the first lever arm to the second lever arm can be controlled within a certain range.

[0067] In this embodiment, the first straight line length is designed to be smaller than the second straight line length, which can provide a better structural basis for attenuating the force transmitted from the rear frame 200 to the shock absorber 310, thereby helping to avoid excessive impact force at the shock absorber 310, thereby helping to protect the shock absorber 310 and prolonging the service life of the shock absorber 310.

[0068] In some embodiments, the straight line length between the second connection node 102 and the fourth connection node 202 is greater than or equal to a length threshold, and the fourth straight line length between the fifth connection node 501 and the sixth connection node 502 is less than or equal to a preset percentage of the third straight line length.

[0069] In some examples, the length threshold may be 200 mm or other values ​​to ensure that there is sufficient length between the two end pivot points of the first link 400. The preset percentage is less than 100%, and in one example, the preset percentage is 50%. Through the design of the above-mentioned length dimension relationship, during the compression process of the suspension system, the first link 400 itself has a smaller inclination angle change, and at the same time, the inclination angle change of the second link 500 can be amplified, so as to fully transmit the impact to the shock absorber 310.

[0070] like Figure 1 and Figure 2 As shown, in some embodiments, the suspension system further includes an idler mechanism 600 , and the idler mechanism 600 is connected to the front frame 100 .

[0071] In this embodiment, an idler wheel mechanism 600 is disposed on the front frame 100. Generally speaking, the idler wheel mechanism 600 can be disposed on the transmission path of the bicycle chain. By setting the idler wheel mechanism 600 at a reasonable position, the idler wheel mechanism 600 can achieve corresponding functions.

[0072] In some examples, the idler mechanism 600 can be used to increase the chain transmission distance, which is convenient for optimizing the layout of the bicycle chain transmission system. Alternatively, the idler mechanism 600 can be used to adjust the pressure angle of the chain on the sprocket to improve the transmission performance and efficiency. Alternatively, the idler mechanism 600 can also be used to prevent the chain or equivalent connecting rod length from extending when the suspension system is in a compressed state, so as to maintain consistent tension on the chain and prevent undesired mechanical feedback or crank rotation, thereby improving the efficiency of the transmission system and maintaining smooth power transmission.

[0073] like Figure 1 and Figure 2 As shown, the arrangement and functional implementation of the idler mechanism 600 are described in detail below in combination with some specific embodiments.

[0074] In some embodiments, the front frame 100 further includes a crank mounting portion 170 , the crank mounting portion 170 and the idler mechanism 600 are relatively fixed in position, and the crank mounting portion 170 is located below the idler mechanism 600 .

[0075] The crank mounting portion 170 can be used for installing a bicycle crank. In some examples, the crank mounting portion 170 can be an opening set on the front frame 100. As for other accessories used for crank installation in the crank mounting portion 170, such as bearings, etc., they are not described in detail here.

[0076] The crank mounting portion 170 is located below the idler gear mechanism 600, which mainly refers to the relative relationship between the crank mounting portion 170 and the idler gear mechanism 600 when the suspension system stands on a horizontal plane. In the following embodiments, unless otherwise specified, the up-down and down-down orientation relationships between the components can be considered as the orientation relationships obtained when the suspension system stands on a horizontal plane.

[0077] In this embodiment, the position of the crank mounting portion 170 on the front frame 100 is fixed, and the idler mechanism 600 is mounted on the front frame 100 and its relative position to the front frame 100 can also be fixed. In this way, the relative position of the crank mounting portion 170 and the idler mechanism 600 can also be fixed.

[0078] Generally speaking, the crank and the front sprocket of a bicycle are coaxially connected, and the chain transmission path passes through the front chain link and the idler mechanism 600. When the relative positions of the crank mounting portion 170 and the idler mechanism 600 are fixed, the length of the portion of the chain between the front sprocket and the idler mechanism 600 is also basically fixed. To simplify the description, the portion of the chain between the front sprocket and the idler mechanism 600 can be called the first chain segment, and the portion of the chain between the idler mechanism 600 and the rear chain link can be called the second chain segment. The length of the first chain segment accounts for a relatively small proportion of the entire chain, and because the crank mounting portion 170 and the idler mechanism 600 are arranged up and down, the first chain segment mainly extends in the up and down direction, is less affected by external impact, and has a smaller length change. At the same time, the idler mechanism 600 can decouple the motion of the first chain segment and the second chain segment that is prone to length change to a certain extent. Under the influence of the above factors, when the suspension system is subjected to external impact, the force exerted by the first sprocket on the front sprocket is smaller, which can effectively reduce the reversal of the crank and the rebound of the pedal, thereby improving the efficiency of the chain drive system and maintaining smooth power transmission, thereby improving rider comfort.

[0079] like Figure 1 and Figure 2 As shown, in some embodiments, the rear frame 200 further includes a rear wheel mounting portion 240 . When the shock absorber 310 is in the released state, the rear wheel mounting portion 240 is located below the idler wheel mechanism 600 .

[0080] The rear wheel mounting portion 240 is used to mount the rear wheel of the bicycle. Similar to the crank mounting portion 170 mentioned above, the rear wheel mounting portion 240 can also be an opening disposed on the rear frame 200. As for the detailed assembly method of the rear wheel and the rear sprocket and other structures on the rear wheel mounting portion 240, it will not be described in detail here. In this embodiment, when the suspension system stands on a horizontal plane and is in a released state, the idler wheel mechanism 600 is located above the rear wheel mounting portion 240, that is, the position of the idler wheel mechanism 600 is higher than the axle of the rear wheel or its equivalent rotating component.

[0081] Borrowing the definition of the second chain segment in the previous embodiment, generally speaking, the second chain segment has a relatively long length and mainly extends in the front-rear direction. When the suspension system is impacted, the front frame 100 and the rear frame 200 move relative to each other, so that the distance between the idler mechanism 600 on the front frame 100 and the rear chain link on the rear frame 200 may change greatly, which may also cause the second chain segment to face a large tensile force, which is transmitted to the front sprocket through the chain, and may cause the crank to reverse and the pedal to rebound.

[0082] In this embodiment, the relative heights of the rear wheel mounting portion 240 and the idler wheel mechanism 600 are designed. Figure 1 , when the shock absorber 310 is in the released state, the rear wheel mounting portion 240 is located below the idler wheel mechanism 600; see Figure 2 When the shock absorber 310 switches from the release state to the compression state, the rear wheel mounting portion 240 will move closer to the idler mechanism 600, and the distance between the rear wheel mounting portion 240 and the idler mechanism 600 will be shortened. The effect of this distance shortening will further shorten the upper length of the chain, thereby preventing the crank from reversing and the pedal from rebounding.

[0083] Based on the above embodiments, it can be seen that the configuration of the idler mechanism 600 helps to ensure the performance of the chain transmission system and is also crucial for the suspension system to effectively cope with terrain impact. Specific implementation structures of the idler mechanism 600 are described below.

[0084] like Figure 4 and Figure 5 As shown, in some embodiments, the idler mechanism 600 includes an idler body 610 and a chain stabilizer 620. The idler body 610 is rotatably connected to the front frame 100, and the chain stabilizer 620 is straddled on the idler body 610 and enclosed with the idler body 610 to form a limited space 621.

[0085] Generally speaking, the idler body 610 is on the transmission path of the chain and rotates with the transmission of the chain. Accordingly, the idler body 610 can support the chain in a certain direction. When the chain stabilizer 620 is not configured, when the suspension system enters a compressed state, or when the chain rebounds due to an impact, it may extend in the supporting direction of the idler body 610 or even break away from the idler body 610.

[0086] In this embodiment, the idler mechanism 600 may further include a chain stabilizer 620 straddling the idler body 610, and enclosing the idler body 610 to form a limiting space 621. The limiting space 621 allows the chain to pass in the transmission direction, and forms a limit for the chain in the direction in which the idler body 610 supports the chain, and in the direction perpendicular to the transmission direction and the supporting direction, so that the chain can be effectively prevented from falling off the idler body 610, thereby improving the operational reliability of the chain transmission system.

[0087] In some embodiments, the idler body 610 can be mounted on the front frame 100 via an independent support shaft. Alternatively, it can also be mounted on a pivot shaft at some connection nodes, thereby helping to reduce the difficulty of the layout of the structure on the front frame 100.

[0088] For example, Figure 4 and Figure 5 As shown, in one embodiment, the idler mechanism 600 further includes a pin 630, a first end of the pin 630 is embedded in an axial end opening of a target pivot shaft 640, and the chain stabilizer 620 is limited between a second end of the pin 630 and an axial end of the target pivot shaft 640 in the axial direction of the pin 630;

[0089] The target pivot axis 640 is a pivot axis for pivotally connecting the second connection node 102 and the first link 400 .

[0090] The target pivot shaft 640 can be used to provide a pivotal degree of freedom for the front frame 100 and the first link 400. The target pivot shaft 640 can be fixed to one of the front frame 100 and the first link 400, and rotatably connected to the other of the front frame 100 and the first link 400. Alternatively, the target pivot shaft 640 can also be rotatably connected to both the front frame 100 and the first link 400.

[0091] like Figure 4 As shown, in some examples, the target pivot shaft 640 can be assembled into the opening on the first link 400 by means of threads or interference fit, and can be rotatably connected to the front frame 100 via the second bearing 641 .

[0092] The shaft end of the target pivot shaft 640 may be provided with an opening for embedding the pin 630. In some examples, the pin 630 may include a cylindrical portion with a circular cross section and a relatively small cross section and a tail portion with a relatively large cross section. The first end of the pin 630 may be the end where the cylindrical portion is located, which may be embedded in the shaft end opening of the target pivot shaft 640 by, for example, transition fit, interference fit, snap fit, or threaded connection.

[0093] The pin 630 has a tail portion with a larger cross-section, which is arranged opposite to the axial end of the target pivot shaft 640. The two can form a limiting effect on the chain stabilizer 620 in the axial direction. At the same time, the chain stability and the relative displacement of the pin 630 in the radial direction can also be limited by nesting and other connection methods. In this way, convenient and reliable installation of the chain stabilizer 620 can be achieved.

[0094] like Figure 4 and Figure 5 As shown, in some embodiments, the idler mechanism 600 may further include a first bearing 651 and a bearing retainer 652, wherein the first bearing 651 is used to rotatably connect the idler body 610 to the pin 630, and the bearing retainer 652 is used to axially limit the relative movement between the first bearing 651 and the chain stabilizer 620.

[0095] In some examples, the first bearing 651 may be a ball bearing, a roller bearing, a self-lubricating bearing, etc. The provision of the first bearing 651 allows the idler body 610 to rotate around the pin 630, thereby reducing the resistance to the chain transmission system.

[0096] Meanwhile, in this embodiment, a bearing retainer 652 may be provided between the first bearing 651 and the chain stabilizer 620, so that the first bearing 651 and the chain stabilizer 620 are relatively fixed in the axial direction, and the first bearing 651 and the idler wheel body 610 are prevented from generating undesired movement in the axial direction, thereby helping to provide transmission stability of the chain transmission system. In some examples, the bearing retainer 652 may be an elastic gasket or a similar structure.

[0097] like Figure 1 and Figure 2 As shown, in some embodiments, the front frame 100 includes: an additional accessory mounting portion 110, a first bracket arm 130, a second bracket arm 140, and a central tube 120. The first end of the first bracket arm 130 is fixedly connected to the additional accessory mounting portion 110, the second end of the first bracket arm 130 is fixedly connected to the central tube 120, the second end of the second bracket arm 140 is fixedly connected to the central tube 120, and the second bracket arm 140 is located below the first bracket arm 130.

[0098] In some embodiments, the additional accessory mounting portion 110 can be used to mount a front fork and related structures, such as a front wheel, a handlebar, etc. The center tube 120 can be used to mount a saddle and related structures. For example, the center tube 120 can include a mechanical interface 121 at the upper end for mounting an adjustable saddle, etc.

[0099] The first support arm 130 and the second support arm 140 can have high strength. Combined with the fixed connection with the additional accessory mounting portion 110 and the central tube 120, the front frame 100 as a whole has good structural stability, and provides mounting portions for other necessary parts of the bicycle, facilitating the overall assembly of the bicycle.

[0100] In some examples, any two of the first support arm 130 , the second support arm 140 , the additional accessory mounting portion 110 , and the central tube 120 are in a fixed connection relationship, and the specific connection method may be welding or integral forming, etc.

[0101] In some embodiments, the front frame 100 further includes a reinforcing rib 150 , which is located on a side close to the additional accessory mounting portion 110 , and the reinforcing rib 150 , the first bracket arm 130 , and the second bracket arm 140 enclose at least one hollow area.

[0102] In the front frame 100, the first support arm 130 and the second support arm 140 may be arranged in a vertical relationship, and there may be a gap between them. In this embodiment, a reinforcing rib 150 may be provided between the first support arm 130 and the second support arm 140 to further improve the overall structural reliability and stability of the front frame 100.

[0103] The number of the reinforcing ribs 150 may be one or more, and these reinforcing ribs 150 may be combined with the first support arm 130 and the second support arm 140 to form at least one hollow area, so as to avoid excessive weight increase on the front frame 100.

[0104] The materials of the components of the front frame 100 may be the same or different. In some examples, the front frame 100 may be made of one or more materials selected from aluminum alloy, magnesium alloy, steel alloy, polymer material and carbon fiber composite material.

[0105] Generally speaking, the intermediate tube and the additional accessory mounting portion 110 may be tubular, and the shapes of the first bracket arm 130 and the second bracket arm 140 may be set as required, for example, may be tubular, rod-shaped or profiled.

[0106] In some examples, the cross-sections of the first support arm 130 and the second support arm 140 can be I-shaped, H-shaped, or T-shaped, etc., with symmetrical depressions on the left and right sides, so that during the manufacturing process, the first support arm 130, the second support arm 140, or the entire front frame 100 can be manufactured at two symmetrical positions of the machine tool. At the same time, the structural design of the front frame 100 can ensure that each surface of the first support arm 130 and the second support arm 140 can be approached by the machine tool from different processing angles, and this accessibility supports the efficient manufacturing of the front frame 100.

[0107] In some embodiments, the first support arm 130 and the second support arm 140 are integrally cast.

[0108] In the front frame 100, the first bracket arm 130 and the second bracket portion may be connected directly or indirectly. For example, the first bracket arm 130 and the second bracket arm 140 are connected to each other near the additional accessory mounting portion 110. Alternatively, in combination with the above embodiment, the first bracket arm 130 and the second bracket arm 140 may also be indirectly connected through the reinforcing rib 150. In addition, as shown in the above embodiment, the first bracket arm 130 and the second bracket arm 140 may adopt a cross-sectional shape such as an I-shaped or H-shaped.

[0109] like Figure 6a and Figure 6b As shown, in some examples, the first support arm 130 and the second support arm 140 have an I-shaped cross section, and the two can be collectively referred to as an I-beam, which has strong torsion resistance. The I-beam includes a web and flange plates located on both sides of the web, and there can be a rounded transition portion between the web and the flange plate to further improve the stability of the I-beam. In some application scenarios, the radius of the rounded transition portion can be set to be no less than 7 mm.

[0110] In the cross-sectional view, the thickness and length of the web and flange plates can be specifically designed based on the stress analysis, that is, unlike the traditional tubular structure, the I-beam can be more flexibly designed and modified in size. For example, the I-beam allows the thickness of the web or flange plate to be increased to more than 10 mm to strengthen the concentrated stress area, while the tubular structure of the transmission needs to be strengthened around the entire circumference, which leads to a significant increase in the weight of the entire front frame 100. Therefore, the ability of the I-beam to add material only when necessary allows the front frame 100 to maintain a specific strength-to-weight ratio, thereby providing an advantage in terms of load-bearing capacity.

[0111] Based on the above shape design of the first support arm 130 and the second support arm 140, the casting production of the first support arm 130 and the second support arm 140 can be realized by designing a mold, and the mold design can be modified according to production needs, so that the material of the casting application can be flexibly selected. This method ensures that the overall frame of the first support arm 130 and the second support arm 140 can be accurately produced while maintaining structural integrity.

[0112] It can be seen that the I-beam or its equivalent structural design simplifies the manufacturing process of the front frame 100, enabling it to combine complex geometries and different wall thicknesses to meet the needs of stress-intensive applications. These cross-sectional shapes optimize the material distribution throughout the frame, address high stress areas, and minimize the overall weight of the front frame 100.

[0113] The open-wall design of the I-beam or its equivalent allows for fabrication using three-axis CNC machines with a variety of clamping angle orientations. This configuration supports a variety of manufacturing processes, including die casting, which increases production speed and reduces manufacturing costs. The shape of the I-beam facilitates manipulation during processing, allowing for precise cutting and adjustments that are not possible with traditional closed tubular structures. Compatibility with die casting also allows for efficient mass production, reduces material waste, and simplifies the overall manufacturing workflow.

[0114] In some feasible implementations, the I-beam structure portion of the front frame 100 is provided with a support structure, for example, the support structure may be a reinforcing rib 150. Such a design may be adapted to various manufacturing processes, including die casting.

[0115] In some feasible implementations, the entire front frame 100 may also be integrally cast.

[0116] In some application scenarios, the first support arm 130 or the second support arm 140 may need to provide nodes for mounting other components. For example, the second support arm 140 may need to provide nodes for mounting a crank, which may cause the second support arm 140 to have different cross-sections or thickness requirements at different positions. But in general, at least a portion of the arm segments in the first support arm 130 or the second support arm 140 can be designed to have an I-shaped or H-shaped cross-section. Based on this, in some embodiments, the first support arm 130 includes a first arm segment 131 with an I-shaped cross-section, and the second support arm 140 includes a second arm segment 141 with an I-shaped cross-section.

[0117] like Figure 6a and Figure 6b As shown, in some embodiments, the cross-sectional area of ​​the first arm segment 131 is smaller than the cross-sectional area of ​​the second arm segment 141 .

[0118] The first arm section 131 may be all or part of the first bracket arm 130, and the second arm section 141 may be all or part of the first bracket arm 130 of the second bracket arm 140. The first bracket arm 130 is located above the second bracket arm 140, which also makes the second arm section 141 bear greater stress than the first arm section 131. The second arm section 141 is designed to have a larger cross-sectional area than the first arm section 131, which helps to ensure the reliability of the second arm section 141. At the same time, designing the first arm section 131 with a smaller cross-sectional area can also reduce the overall weight of the front frame 100.

[0119] like Figure 6a and Figure 6b As shown, in some examples, the cross-sections of the first arm section 131 and the second arm section 141 may both be I-shaped, wherein the first arm section 131 includes a first web 1311, a first flange plate 1312, and a first rounded transition portion 1313; the second arm section 141 includes a second web 1411, a second flange plate 1412, and a second rounded transition portion 1413. In the cross-sectional view, by designing different web lengths or widths, or different flange lengths or widths, the cross-sectional areas of the first arm section 131 and the second arm section 141 may be different in size.

[0120] In some embodiments, the target portion of the front frame 100 , the first link 400 , and the rear frame 200 are arranged in layers in the width direction of the suspension system, and the target portion is the first support arm 130 and / or the second support arm 140 .

[0121] As mentioned in the above embodiments, the front frame 100, the first link 400 and the rear frame 200 are pivotally connected, and the three can pivot relative to each other in one plane or multiple parallel planes, and the width direction of the suspension system usually corresponds to the direction perpendicular to these planes. For the convenience of explanation, the width direction of the suspension system can be called the lateral direction.

[0122] In the lateral direction of the suspension system, the target part of the front frame 100, the first link 400 and the rear frame 200 are arranged in layers. When the three rotate relative to each other, one will not be blocked by the surface of the other which is parallel or approximately parallel to the lateral direction, that is, the space is open in the rotation direction, thereby avoiding collision between the three when the suspension system enters a compression state, and effectively improving the service life of the suspension system.

[0123] The front frame 100 is provided with a connection node for installing the shock absorber 310. In some embodiments, the shock absorber 310 may be directly connected to the front frame 100 by, for example, bolts, pins, or snap-fit ​​structures. In other embodiments, in order to facilitate the flexible arrangement of the shock absorber 310 and meet the design requirements of the shock absorption performance parameters of the suspension system, the shock absorber 310 may be indirectly connected to the front frame 100 by using a shock absorption connection mechanism 320.

[0124] For example, in some embodiments, the suspension system further includes a shock absorbing connection mechanism 320 , and the first end of the shock absorber 310 is connected to the first connection node 101 through the shock absorbing connection mechanism 320 .

[0125] The shock-absorbing connection mechanism 320 may be an independent plate or rod, etc., and the two ends may be connected to the front frame 100 and the shock absorber 310 respectively by pivoting or fixed connection. In some examples, the first end of the shock-absorbing connection mechanism 320 may be fixedly connected to the front frame 100, and the second end may be pivotally connected to the shock absorber 310, or the first end of the shock-absorbing connection structure may be rotatably connected to the front frame 100, and the second end may be pivotally connected to the shock absorber 310. Or the two ends of the shock-absorbing connection structure may be fixedly connected to the front frame 100 and the shock absorber 310, etc. The design of the connection relationship in the shock-absorbing connection mechanism 320 is usually adapted to the movement requirements of other structures of the suspension structure to ensure that the relative movement path between the rear frame 200 and the front frame 100 is controllable.

[0126] In addition, by designing parameters such as the length, shape or extension direction of the shock-absorbing connection mechanism 320, the requirements for the orientation arrangement of the shock absorber 310 can be flexibly met.

[0127] like Figure 7 As shown, in some embodiments, the shock absorbing connection mechanism 320 includes: at least one connecting plate 321, a first pin 322 and a second pin 323, the first pin 322 is used to connect the first end of the connecting plate 321 to the first connection node 101, and the second pin 323 is used to pivot the second end of the connecting plate 321 to the first end of the shock absorber 310.

[0128] This embodiment exemplarily provides a specific structure of the shock-absorbing connection mechanism 320 , which can enable the shock-absorbing connection mechanism 320 to be conveniently assembled with the front frame 100 and the shock absorber 310 .

[0129] In some embodiments, the first connection node 101 may be an opening reserved at a position on the front frame 100, and a matching opening is reserved at the first end of the connection plate 321, and the first pin 322 is inserted into these openings to achieve the connection between the front frame 100 and the connection plate 321. A similar connection between the shock absorber 310 and the connection plate 321 can be achieved through the second pin 323.

[0130] The number of the connecting plates 321 may be one or more. For example, when there are two connecting plates 321, the two connecting plates 321 may be arranged on both sides of the first connecting node 101, respectively. The first pin 322 passes through the opening on the first connecting plate 321, the opening corresponding to the first connecting node 101, and the opening on the second connecting plate 321 in sequence, so as to connect the connecting plates 321 and the front frame 100. It is easy to understand that the two connecting plates 321 may also be connected to the shock absorber 310 in a similar manner.

[0131] In some embodiments, the first pin shaft 322 may have a cylindrical section and a tail portion with a cross section larger than the cylindrical section, and a first screw may be used on a side of the cylindrical section away from the tail portion to form a structure with thick ends and a thin middle portion, thereby being fixed axially relative to the front frame 100. Similarly, the second pin shaft 323 may also be used in conjunction with a second screw to achieve relative fixation with the front frame 100 in the axial direction.

[0132] In one embodiment, the front frame 100 includes a first support arm 130, a reinforcement rib 150 and a recessed platform 160. The recessed platform 160 is located at the angle between the first support arm 130 and the reinforcement rib 150. The first connection node 101 is provided on the recessed platform 160. The first end of the connecting plate 321 abuts against the inner wall of the first support arm 130 and the inner wall of the reinforcement rib 150 to limit the rotational freedom between the connecting plate 321 and the front frame 100.

[0133] In this embodiment, the front frame 100 may include a first bracket arm 130 and a reinforcing rib 150 arranged at an angle, and a recessed platform 160 is provided at the angle position. In the thickness direction of the front frame 100, the recessed platform 160 is recessed inward relative to the surfaces of the first bracket arm 130 and the reinforcing rib 150, so that an accommodating space is formed between the surface of the recessed platform 160, the inner wall of the first bracket arm 130 and the inner wall of the reinforcing rib 150, and the first end of the connecting plate 321 can be placed in the accommodating space.

[0134] The shape of the first end of the connecting plate 321 is substantially the same as the shape of the angle between the first bracket arm 130 and the reinforcing rib 150. In this way, when the connecting plate 321 is placed in the accommodation space, it can abut against the inner wall of the first bracket arm 130 and the inner wall of the reinforcing rib 150, and the rotational freedom of the connecting plate 321 relative to the front frame 100 is limited. In conjunction with the radial displacement restriction between the front frame 100 and the connecting plate 321 by the first pin 322, the front frame 100 and the connecting plate 321 may be in a substantially fixed connection relationship. At the same time, the provision of the recessed platform 160 can also prevent the connecting plate 321 from protruding too far outward, thereby improving the smoothness of the overall appearance.

[0135] In some embodiments, the rear frame 200 further includes a rear wheel mounting portion 240 and a third support arm 210, a fourth support arm 220 and a fifth support arm 230 connected in a triangle, the third connection node 201 is located at the connection between the third support arm 210 and the fourth support arm 220, the fourth connection node 202 is located at the connection between the fourth support arm 220 and the fifth support arm 230, and the rear wheel mounting portion 240 is located at the connection between the third support arm 210 and the fifth support arm 230.

[0136] In this embodiment, the rear frame 200 has a triangular or approximately triangular shape, so that the rear frame 200 has a high structural reliability. Based on the triangular design, the rear frame 200 can be divided into a third support arm 210, a fourth support arm 220 and a fifth support arm 230, which correspond to the three sides of the triangle respectively.

[0137] In some examples, the support arms included in the rear frame 200 may be fixed by welding, bolting, etc. For example, each support arm may adopt a tubular structure and form an integral structure by welding, etc. Alternatively, the support arms included in the rear frame 200 may also be integrally connected, for example, the rear frame 200 may also adopt an I-shaped cross section similar to the front frame 100, so that the rear frame 200 can be integrally cast.

[0138] The material of the rear frame 200 may be similar to that of the front frame 100 . For example, in some examples, the rear frame 200 may be made of one or more of aluminum alloy, magnesium alloy, steel alloy, polymer material, and carbon fiber composite material.

[0139] The rear frame 200 includes some nodes or mounting parts for connecting with other components, such as a third connection node 201 for connecting with the shock absorber 310, a fourth connection node 202 for connecting with the first link 400, and a rear wheel mounting part 240 for mounting a rear wheel and related accessories. These connection nodes or mounting parts can be distributed at the position where the two bracket arms are connected, so as to reduce the influence of the opening structure on the overall strength of the rear frame 200.

[0140] In some embodiments, the rear frame 200 may also include a structure for facilitating the assembly of other bicycle components, such as Figure 1 and Figure 2 As shown, the rear frame 200 further includes an extension frame 250 disposed on the third support arm 210 for installing a rear wheel brake mechanism, etc. Of course, the specific structure of the rear frame 200 can be designed according to the assembly requirements of other bicycle functional parts, which will not be described in detail here.

[0141] The absolute length or relative length between the third support arm 210, the fourth support arm 220 and the fifth support arm 230 can be designed according to the performance parameter requirements of the suspension system. In some examples, the lengths of the third support arm 210, the fourth support arm 220 and the fifth support arm 230 can be reduced in sequence. Of course, this relative length relationship can also be adjusted according to design requirements.

[0142] In the embodiment of the present application, the design of the length, shape, etc. of the first link 400 has an important influence on optimizing the stress distribution in the first link 400, the relative motion path between the front frame 100 and the rear frame 200, and the overall performance of the suspension system.

[0143] In one embodiment, the first link 400 includes a third arm segment 410 and a fourth arm segment 420, wherein the third arm segment 410 is pivotally connected to the fourth connection node 202 and extends substantially along the length direction of the fifth bracket arm 230, and the fourth arm segment 420 is connected to the second connection node 102 and arranged at an angle to the third arm segment 410. The straight-line distance between the second connection node 102 and the fourth connection node 202 is greater than the straight-line distance between the rear wheel mounting portion 240 and the fourth connection node 202.

[0144] In combination with the description of the working principle of the suspension system in the above embodiment, when the bicycle using the suspension system is traveling in complex terrain, the rear wheel may encounter an obstacle or similar situation, and the force of the rear wheel is transmitted to the rear frame 200. The rear frame 200 is constrained by the first connecting rod 400 and transmits the force to the shock absorber 310, or indirectly transmits the force to the shock absorber 310 through the second connection, so that the shock absorber 310 is compressed and completes the shock absorption movement. In this process, the constraint ability of the first connecting rod 400 on the rear frame 200 has an important influence on the transmission effect of the external impact force to the shock absorber 310. The force transmission direction of the rear frame 200 to the first link 400 is usually roughly along the direction of the fifth bracket arm 230. In this embodiment, the first link 400 is divided into a third arm segment 410 and a fourth arm segment 420 arranged at an angle, and the length direction of the third arm segment 410 is designed to be roughly the same as the length direction of the fifth bracket arm 230, which can enhance the restraint ability of the first link 400 on the rear frame 200.

[0145] In some examples, a balanced transition may be formed between the third arm segment 410 and the fourth arm segment 420 to optimize the stress distribution in the first connecting rod 400. In some feasible implementations, the first connecting rod 400 may also extend in a straight line as a whole.

[0146] The material and cross-sectional shape of the first connecting rod 400 can be designed according to actual needs, and are not specifically limited in this embodiment of the present application.

[0147] The suspension system provided in the embodiment of the present application includes a first link 400. The design of the size or shape of the first link 400 additionally provides a way to achieve the performance parameters of the suspension system. In some application scenarios, the design of the size, shape and connection relationship of the front frame 100, the rear frame 200, the first link 400 and other components can enable the suspension system or the bicycle including the suspension system to obtain the desired performance parameters.

[0148] An embodiment of the present application also provides a bicycle including the above suspension system.

[0149] For some optional embodiments of the bicycle and corresponding technical effects, reference may be made to the above description of the suspension system and will not be repeated here.

[0150] like Figure 8As shown, in some embodiments, the bicycle may also include other components. For example, a transmission system, which may include a chain or an equivalent connecting rod, a gear set, a derailleur or an equivalent, a crank 821, etc. Among them, the number of gear sets may be multiple, and these gear sets may have the same or different chain ring radius, a support structure compatible with the chain, etc. In some examples, the multiple gear sets may include a rear gear set 811, a crank gear set 812, etc., and the number of gears in each gear set may be one or more. It is worth noting that in some embodiments, the gears in the gear set may be equivalently described as sprockets, etc.

[0151] In addition, a pedal 822 may be provided on the crank 821. A rear axle 913 and a rear wheel 908 may be installed on the rear wheel mounting portion 240 of the rear frame 200. A front fork and related structures may be installed on the additional accessory mounting portion 110 of the front frame 100.

[0152] In the embodiments of the present application, based on the design of the suspension system, transmission system and other structures, the bicycle can obtain the desired performance parameters. Generally speaking, the performance parameters of the bicycle may include chain growth, wheel travel, undamped natural frequency, chainline-IC offset, anti-squat, anti-rise, leverage ratio, pedal rebound, magnified axis path, etc. The following examples are given for the meaning of some performance parameters and the design requirements of the suspension system for these performance parameters.

[0153] Anti-squat is the reaction of the suspension system to the movement of the pedal 822. When pedaling 822, the anti-squat resistance absorbs most of the force of the rear frame 200. A system with 100% anti-squat means that the suspension system does not compress or extend during the application of pedal force. Values ​​exceeding 100% of the target parameter will cause the suspension system to extend, and values ​​below the specified parameter will have a compressive effect.

[0154] A bicycle's anti-squat value is calculated based on the relationship between the bike's suspension geometry, drivetrain forces, and the rider's weight distribution. Engineering the suspension to maintain a consistent anti-squat value throughout the travel range optimizes pedaling efficiency.

[0155] like Figures 9 and 10As shown, in order to evaluate the anti-squat value, the suspension system utilizes two key link auxiliary lines. The lower link auxiliary line 900 is established by connecting the fourth connection node 202 to the second connection node 102 and extending. At the same time, the upper link auxiliary line 901 is established by connecting the third connection node 201 to the first connection node 101 and extending. These lines extend infinitely, and their intersection defines the instantaneous center (IC) 902, which is a key reference point for evaluating the behavior of the suspension system.

[0156] The axle auxiliary line 903 is constructed by connecting the rear axle 913 (corresponding to the rear wheel mounting portion 240) to the IC 902. In addition, including the extension line of the upper chain line 904, the intersection between the axle auxiliary line 903 and the extension line of the upper chain line 904 is recorded as ICas 905. Then, an anti-squat line 907 is drawn from the bottom of the rear wheel to the I Cas 905 and extended to intersect with the vertical projection 910 of the bottom of the front wheel 909. The height of the intersection is designated as H2. The height of the center of gravity of the riding system is represented as H1. The percentage is calculated using the following formula:

[0157] Anti-squat value (%) = (H2 / H1) × 100.

[0158] A horizontal auxiliary line 911 is made through the center of gravity of the riding system, and the intersection with the vertical projection 910 of the bottom of the front wheel 909 is the 100% anti-squat value.

[0159] The anti-rise property is similarly evaluated. An auxiliary line 906 is drawn from the bottom of the rear wheel 908 to the IC 902. The intersection of this auxiliary line 906 with the vertical projection 910 of the bottom of the front wheel 909 defines the height H3. The anti-rise percentage is calculated using the following equation:

[0160] Anti-appreciation value (%) = (H3 / H1) × 100.

[0161] In some embodiments of the present application, by setting a specific ratio between the lengths of the first link 400, the second link 500, and the rear frame 200 segment connecting them, this determines the behavior of the IC 902 along the IC path 912. When the suspension is compressed, the lower link auxiliary line 900 rotates in a clockwise direction, while the second link 500 rotates counterclockwise. This causes the IC 902 to gradually move to the right and downward. When the system is compressed, the upper chain line 904 rotates clockwise, which would normally increase the anti-squat value if the IC 902 remained stationary. The design of the embodiments of the present application ensures that the IC path 912 counteracts this tendency and maintains a stable anti-squat graphic value line throughout the travel. This consistent anti-squat behavior improves pedaling efficiency by minimizing power loss during acceleration and providing better control on different terrains.

[0162] In some specific embodiments, the performance parameters of the bicycle can be configured according to at least one of the following requirements.

[0163] IC maximum offset requirement: By configuring the transmission system, the net maximum difference in offset between the highest IC and the lowest IC of the bicycle is less than a first preset value, which in some examples may be 15 mm.

[0164] Anti-appreciation range requirement: The anti-appreciation requirement of the suspension system is limited to a preset value range. In some examples, the preset value range may be 80% to 135%.

[0165] Anti-squat value tolerance requirement: When the wheel travel is 0, the bicycle has an initial anti-squat value, and the difference between the actual anti-squat value of the bicycle under various state lines and the initial anti-squat value is less than the ratio of the initial anti-squat value to the second preset value. In some examples, the second preset value can be 5%.

[0166] Chain stroke variation requirement: The chain may refer to the upper chain in the chain transmission system, such as the chain between the idler wheel body 610 and the rear gear set. Of course, the chain may also be other equivalent connecting rods. The chain stroke variation requirement may be that the chain or equivalent connecting rod extension is negative in the entire stroke.

[0167] Anti-rebound requirement: Referring to the description of the above embodiment, under the environment of external impact, the upper chain or equivalent connecting rod may generate force on the link, etc., which may cause crank reversal and pedal rebound. The anti-rebound requirement may mean that the angle of crank reversal or pedal rebound is lower than the third preset value. In some examples, the third preset value may be 0.05°.

[0168] Vibration frequency requirement: The initial value of the vibration frequency of the suspension system is lower than the fourth preset value, and the vibration frequency at the maximum wheel travel is lower than the fifth preset value. In some examples, the fourth preset value may be 1.4 Hz, and the fifth preset value may be 1.8 Hz.

[0169] Leverage ratio requirement: The change rate of the leverage ratio of the suspension system in the first half of the wheel travel is lower than the change rate of the leverage ratio in the second half of the wheel travel. In other words, in a curve with wheel travel as the independent variable and leverage ratio as the dependent variable, the slope of the curve increases as the wheel travel increases.

[0170] like Fig.11 As shown, Fig.11 The figure is a schematic diagram of the appearance and stress simulation of the suspension system in a specific application case. Figures 12 to 19 The following is a graph of some performance parameters of the suspension system and the bicycle using the suspension system. It can be seen that based on the structure of the suspension system in this application, the design requirements of bicycle strength and other performance parameters can be basically met.

[0171] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention.

Claims

1. A suspension system, characterized in that: include: A front frame (100), the front frame (100) comprising a first connection node (101), a second connection node (102) and an eighth connection node (103); A rear frame (200), the rear frame (200) comprising a third connection node (201) and a fourth connection node (202); a shock absorber (310), wherein a first end of the shock absorber (310) is connected to the first connection node (101), and a second end of the shock absorber (310) is connected to the third connection node (201); a first connecting rod (400), two ends of the first connecting rod (400) being respectively pivotally connected to the second connecting node (102) and the fourth connecting node (202), and the first connecting rod (400) being at least used for providing relative displacement in a front-rear direction for the front frame (100) and the rear frame (200); A second connecting rod (500), the second connecting rod (500) comprising a fifth connecting node (501), a sixth connecting node (502) and a seventh connecting node (503), the fifth connecting node (501) being pivotally connected to the eighth connecting node (103), the sixth connecting node (502) being pivotally connected to the third connecting node (201), the seventh connecting node (503) being pivotally connected to the second end of the shock absorber (310), and the fifth connecting node (501), the sixth connecting node (502) and the seventh connecting node (503) being distributed in a triangle; The first straight line length from the fifth connection node (501) to the sixth connection node (502) is smaller than the second straight line length from the fifth connection node (501) to the seventh connection node (503), and the third straight line length between the second connection node (102) and the fourth connection node (202) is greater than or equal to 200 mm.

2. The suspension system according to claim 1, characterized in that: The invention also comprises an idler mechanism (600), wherein the idler mechanism (600) is connected to the front frame (100); the front frame (100) further comprises a crank mounting portion (170); the crank mounting portion (170) and the idler mechanism (600) are relatively fixed in position; when the suspension system stands on a horizontal plane, the crank mounting portion (170) is located below the idler mechanism (600); and the rear frame (200) further comprises a rear wheel mounting portion (240); when the shock absorber (310) is in a released state and the suspension system stands on a horizontal plane, the rear wheel mounting portion (240) is located below the idler mechanism (600).

3. The suspension system according to claim 2, characterized in that: The idler wheel mechanism (600) comprises: An idler wheel body (610), the idler wheel body (610) being rotatably connected to the front frame (100); A chain stabilizer (620), the chain stabilizer (620) being straddled on the idler wheel body (610) and enclosing the chain stabilizer (620) and the idler wheel body (610) to form a limiting space (621); A pin (630), wherein the first end of the pin (630) is embedded in an axial end opening of a target pivot shaft (640), and the chain stabilizer (620) is limited in the axial direction of the pin (630) between the second end of the pin (630) and the axial end of the target pivot shaft (640), and the target pivot shaft (640) is a pivot shaft for pivotally connecting the second connection node (102) and the first connecting rod (400); a first bearing (651), the first bearing (651) being used to rotatably connect the idler wheel body (610) to the pin (630); A bearing retainer (652) is used to limit the relative movement between the first bearing (651) and the chain stabilizer (620) in the axial direction.

4. The suspension system according to claim 1, characterized in that: The front frame (100) comprises: Additional accessory mounting portion (110); A central tube (120); A first support arm (130), the first support arm (130) comprising a first arm section (131) having an I-shaped cross section, a first end of the first support arm (130) being fixedly connected to the additional accessory mounting portion (110), and a second end of the first support arm (130) being fixedly connected to the central tube (120); a second support arm (140), the second support arm (140) comprising a second arm section (141) having an I-shaped cross section, a first end of the second support arm (140) being fixedly connected to the additional accessory mounting portion (110), a second end of the second support arm (140) being fixedly connected to the central tube (120), and the second support arm (140) being located below the first support arm (130), and the first support arm (130) and the second support arm (140) being integrally cast; A reinforcing rib (150), wherein the reinforcing rib (150) is located on a side close to the additional accessory mounting portion (110), and the reinforcing rib (150), the first bracket arm (130), and the second bracket arm (140) enclose at least one hollow area; A shock absorbing connection mechanism (320), wherein the first end of the shock absorber (310) is connected to the first connection node (101) via the shock absorbing connection mechanism (320).

5. The suspension system according to claim 4, characterized in that: The target part of the front frame (100), the first connecting rod (400) and the rear frame (200) are arranged in layers in the width direction of the suspension system, and the target part is the first bracket arm (130) and / or the second bracket arm (140).

6. The suspension system according to claim 4, characterized in that: The shock-absorbing connection mechanism (320) comprises: at least one connecting plate (321); a first pin (322), the first pin (322) being configured to connect a first end of the connecting plate (321) to the first connecting node (101); A second pin shaft (323), wherein the second pin shaft (323) is configured to pivotally connect the second end of the connecting plate (321) to the first end of the shock absorber (310).

7. The suspension system according to claim 4, characterized in that: The front frame (100) comprises a first support arm (130), a reinforcing rib (150) and a recessed platform (160), wherein the recessed platform (160) is located at an angle between the first support arm (130) and the reinforcing rib (150), and the first connection node (101) is arranged on the recessed platform (160); The first end of the connecting plate (321) abuts against the inner wall of the first bracket arm (130) and the inner wall of the reinforcing rib (150) to limit the rotational freedom between the connecting plate (321) and the front frame (100).

8. The suspension system according to claim 7, characterized in that The rear frame (200) further comprises a rear wheel mounting portion (240) and a third support arm (210), a fourth support arm (220) and a fifth support arm (230) connected in a triangular shape, wherein the third connection node (201) is located at the connection between the third support arm (210) and the fourth support arm (220), the fourth connection node (202) is located at the connection between the fourth support arm (220) and the fifth support arm (230), and the rear wheel mounting portion (240) is located at the connection between the third support arm (210) and the fifth support arm (230).

9. The suspension system according to claim 8, characterized in that The first connecting rod (400) comprises: A third arm segment (410), the third arm segment (410) being pivotally connected to the fourth connection node (202) and extending substantially along the length direction of the fifth bracket arm (230); a fourth arm segment (420), the fourth arm segment (420) being connected to the second connection node (102) and arranged at an angle to the third arm segment (410); The straight-line distance between the second connection node (102) and the fourth connection node (202) is greater than the straight-line distance between the rear wheel mounting portion (240) and the fourth connection node (202).

10. A bicycle comprising the suspension system according to any one of claims 1 to 9, characterized in that: The bicycle is a mountain bike.

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