Bicycle shock absorber and bicycle

Abstract

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

Description

Technical Field

[0001] This invention relates to a bicycle shock absorber, particularly a bicycle seatpost shock absorber, for reducing the impact of a bicycle seat housing, such as the seatpost, against the bicycle frame; or a bicycle handlebar shock absorber for reducing the impact of a bicycle handlebar housing, such as a schaftvorbau, against the bicycle frame; or a bicycle frame shock absorber for reducing the impact of the bicycle frame against the wheel housing, particularly the front or rear wheel. The invention also relates to a bicycle having such a shock absorber. Background Technology

[0002] Different versions of such bicycle shock absorbers are known. In particular, shock absorbers are known to achieve comfort through spring-loaded and / or particularly flexible materials arranged in the corresponding frame supports, especially the seatpost. This invention also relates to known mechanical damping systems. Such shock absorbers are typically located below the saddle or saddle fixing mechanism, above or within the substantially vertically oriented saddle support tube that supports the saddle and connects to the bicycle frame, or above or within the substantially horizontally oriented handlebar stem that supports the handlebars and connects to the bicycle frame, or on the saddle support (Sitzstrebe) arranged between the saddle and the rear wheel, or on the fork (Gabelstütze) arranged between the handlebars and the front wheel. These shock absorbers are particularly useful for absorbing vibrations transmitted from the front or rear wheel through the frame to the saddle or handlebars, thereby affecting the rider's hips or hands.

[0003] Such a shock absorber typically includes a first frame component (also known as the downtube section) facing the far end of the bicycle frame and a second frame component (also known as the toptube section) facing away from the bicycle frame and towards the housing, particularly depending on the structure, towards the far end of the bicycle seat or handlebars. Here, the first and second frame components may be connected to each other solely by the shock absorber.

[0004] It has been shown that with such shock absorbers, when the damped components, especially those in contact with the rider, such as the saddle or handlebars, are compressed, in addition to shock absorption, the damped components also undergo lateral displacement, particularly forward or backward in the direction of the bicycle's travel. This is often accompanied by a slight torsion of the damped components. However, this can lead to undesirable changes in the distance between the upper body and the handlebars, or undesirable torsion of the hands resting on the handlebars. Furthermore, most known shock absorption systems are relatively bulky and typically come with a considerable weight. Summary of the Invention

[0005] The purpose of this invention is to provide a bicycle shock absorber that improves upon at least one of the aforementioned disadvantages, particularly by achieving safe and comfortable shock absorption with the lowest possible weight and low air resistance, and by providing a visually appealing shock absorber for bicycles.

[0006] The present invention achieves the above-mentioned objectives through a bicycle shock absorber having the features of the independent claim and a bicycle according to claim 15. Advantageous improvements and developments of the invention are disclosed in the dependent claims, the description, and the drawings.

[0007] According to the invention, the shock absorber has two lever arms arranged at an angle to each other, particularly not parallel to each other, preferably constructed with different lengths, and hinged to a first frame member and a second frame member respectively, i.e., rotatably supported lever arms that connect the first frame member and the second frame member. Here, in particular, the first frame member and the second frame member are hinged to each other by two lever arms arranged at an angle to each other, particularly not parallel to each other. The first frame member and the second frame member can be connected to each other solely by the two lever arms. The hinged joints with the frame members can be achieved, in particular, by bolts or screws. For this purpose, each lever arm preferably has four separate sliding bearings. The two lever arms are advantageously constructed with different lengths, particularly the lever arm facing the bicycle frame can have a longer length than the lever arm facing away from the bicycle frame. This structure allows for a particularly linear shock absorption effect between the first frame member and the second frame member, so that the rider does not feel any forward or backward displacement when compressed by the shock absorber, and especially the hands do not twist. In particular, by actively rotating the second frame component, damping can be performed with very small offsets to compensate for the flexible bending or torsion that typically occurs in the direction toward the rear of the bicycle due to the material's flexibility. Furthermore, the rotational movement of the saddle can be compensated for. This makes riding exceptionally comfortable. Optionally, bicycle support components, such as the seatpost, especially in the area of ​​the frame component, can be constructed of flexible materials, thereby enabling an additional spring effect for a particularly high level of comfort.

[0008] In the current context, the housing device should be understood in particular as a component through which another component, such as the seat, handlebars, or wheel, can be fixed or mounted to the frame. This can also be a supporting fixing mechanism, especially for rotatable wheels.

[0009] In the present context, the lever arm should be understood as a beam or column hinged at its two distal ends, currently hinged to the first and second frame members. This non-parallel arrangement allows the first frame member to move relative to the second frame member when the lever arm swings along a substantially linear trajectory, particularly without significant offset in the longitudinal extension direction of the lever arm. The lever arm specifically defines the distance or gap between the two frame members and guides them relative to each other in the event of an impact and the resulting retraction of the shock absorber system.

[0010] Since this invention is applicable to bicycle frames with respect to the suspension seat, and alternatively to bicycle frames with respect to the suspension handlebars, and also alternatively to bicycle frames with respect to the wheel housing, it should be clear that the term "bicycle shock absorber" in this context refers to a shock absorber in a substantially vertically oriented seat support tube supporting the saddle, or a shock absorber in a substantially vertically oriented handlebar support tube supporting the handlebars, or a shock absorber in a frame component, such as a rear fork or front fork. Hereinafter, for clarity, the support component including the first and second frame components, or the support component to which the bicycle shock absorber is addressed, or the support component in which the bicycle shock absorber is mounted, is also simply referred to as a support member. This specifically includes the seat post, handlebar axle, rear fork, and front wheel carrier or front fork.

[0011] In a preferred embodiment of the invention, the shock absorber is constructed without springs. This means that the shock absorber does not include springs for absorbing shocks. Therefore, the shock absorber can be constructed to be particularly lightweight and space-saving, and requires very little installation space. Furthermore, a particularly safe and low-maintenance shock absorber can be achieved. Additionally, the risk of damage is lower compared to conventional shock absorbers with springs.

[0012] In another preferred embodiment of the invention, the damping device extends along the outer contours of the first and second frame components, and in particular, does not protrude from the outer contours of the frame components. This results in exceptionally low flow resistance in the area of ​​the support member. Furthermore, the support member can achieve a particularly aesthetically pleasing appearance, especially without altering the appearance of the damping device. For this purpose, the damping device can be entirely housed internally, particularly in such a manner that it does not protrude from the adjacent longitudinal outer contour of at least one of the first or second frame components, so that the device does not alter the overall external contour of the pipe. At least visually, the damping device thus appears to be fully integrated into the support member. Consequently, the risk of damage is relatively low, and the appearance is aesthetically pleasing.

[0013] Preferably, the first and second frame components are arranged to at least partially overlap each other in their longitudinal extension, particularly in the end sections at their respective distal ends. In particular, the frame components can be arranged to be spaced apart by their respective longitudinal sections, parallel to each other, and especially not in direct contact. Thus, even when the support is compressed, the dimensions and shape of the outer contour can remain at least almost unchanged, particularly without significantly protruding beyond the outer contour of the frame components. This is particularly advantageous in terms of flow resistance. Another advantage is the particularly aesthetically pleasing appearance of the bicycle support.

[0014] In a preferred embodiment of the invention, the shock absorber additionally includes a deformable elastomeric component. The elastomeric component may extend longitudinally along the bicycle support, at least along the section of the shock absorber. In the present context, the elastomeric component should be understood, in particular, as a deformable elastic component. In the present context, the elastomeric component serves as a damping element, particularly for braking, guiding, and limiting the movement of the lever arm relative to the first and / or second frame components. It can be specified that the damping effect can be adjusted by selecting the elastomeric material, particularly a hard or soft elastomeric component.

[0015] The elastomeric component preferably has at least one notch through which at least one of the lever arms extends. Particularly preferably, the elastomeric component has two notches, with a lever arm extending through each notch. The notches are advantageously centrally located within the elastomeric component, particularly in such a manner that the lever arms extending through the notches are circumferentially completely surrounded by the elastomeric component material. Particularly preferably, the lever arms are supported in a guided manner within the notches of the elastomeric component. Thus, on the one hand, this enables particularly safe operation of the damping device, and on the other hand, it enables a particularly space-saving structure, allowing the damping device as a whole to be constructed in a particularly streamlined manner, and therefore enabling a structure with particularly low flow resistance.

[0016] Preferably, the elastomeric component with a notch and the lever arm extending through it are arranged relative to each other in such a way that the lever arm forms a connecting component that connects to the frame component at both distal ends and extends through the notch with its middle portion. This allows the first frame component to be guided particularly effectively relative to the second frame component during damping, thus enabling particularly safe operation of the damping device. The lever arm and the elastomeric component are particularly preferably arranged so as not to contact each other.

[0017] Particularly preferably, the elastomer component is form-locked between the first frame component and the second frame component. Specifically, the elastomer component can be adapted to the closed edge of the corresponding frame component via its distal surrounding closed edge, thereby being configured to correspond to each other and form a form-locked closed edge. This allows for a particularly flush transition between the elastomer component and the frame component, resulting in exceptionally low flow resistance in the damping device. Consequently, the risk of damage is relatively low, and the system is optimally protected against dust accumulation.

[0018] The elastomeric component is preferably S-shaped, with the upper part of the S abutting against the second frame component and the lower part against the first frame component, and the lever arm is guided through the elastomeric component in the middle section. In the middle section, the elastomeric component preferably has an outer surface that is preferably arranged parallel to the longitudinal extension of the bicycle support tube. In this middle region, the two frame components can be arranged spaced apart and parallel to each other. This allows the shock absorber to achieve a particularly compact structural form.

[0019] Preferably, the lever arms and the elastomeric component are arranged such that, under applied load, the elastomeric component is guided to press together, thereby displacing the two frame components substantially only relative to each other in the direction of their longitudinal extension. In addition to compression, in a variation of the invention, torsion can also occur to compensate for, for example, bending due to the flexible seatpost material and the associated rearward torsion. The offset of the saddle in the direction toward the rear of the bicycle can be compensated for or reduced, particularly by the “springing” of the elastomeric component in the direction toward the front of the bicycle, such that the horizontal distance in the vertical gap between the two frame components (perpendicular to the longitudinal extension of the seatpost) can remain almost equal, while the vertical distance between the two frame components (in the longitudinal extension of the seatpost) is reduced. This configuration can be achieved, in particular, by a predetermined angle between the two lever arms. In particular, due to the non-parallel arrangement and preferably unequal lengths of the two lever arms, the two frame components can be guided substantially perpendicularly to each other when absorbing impact, especially in the direction of the longitudinal extension of the seatpost. The term “substantially” as used herein means that the two frame components are only slightly offset and torsional. In particular, it can effectively prevent large lateral offsets, displacements, or torsions of the first frame component relative to the second frame component, especially in the direction toward the front or rear of the bicycle. For example, due to the combination of the saddle material's flexibility and the counter-rotation of the frame components, the rider's position in the direction toward the front or rear of the bicycle remains essentially unchanged when the shock absorber is compressed.

[0020] Preferably, the housing has a fixing mechanism for securing the seat, handlebars, or wheel, which defines an axis in its longitudinal extension, and the lever arm and elastomeric component are arranged such that, in the event of an impact load, the axis shifts only in the direction of the longitudinal extension of the support, particularly the seat post, handlebar tube, or wheel post, and especially not laterally. The fixing mechanism can be, for example, a fastening screw arranged transversely to the straight direction of travel of the bicycle.

[0021] Preferably, the lever arms are constructed and arranged independently such that they can be replaced independently of the installed elastomeric components and the installed frame components. In particular, the lever arms can be disassembled and installed for replacement without removing the elastomeric components and / or the frame components. This removal occurs particularly in the longitudinal direction of the lever arm. This achieves a particularly simple replacement. The lever arms can form part of the externally visible outline of the support member through their two distal ends. This allows for visual inspection of the lever arms without much effort, and especially without disassembling the components.

[0022] Particularly preferred is that the lever arms are arranged longitudinally to be substantially perpendicular to the longitudinal direction of the support, especially the seat post or handlebar tube, and at an angle of 70 to 90 degrees to the longitudinal direction of the support. This effectively minimizes the lateral offset or displacement of the first frame component relative to the second frame component, especially in the direction toward the front or rear region of the bicycle.

[0023] The present invention also relates to a bicycle having a bicycle shock absorber (1) having the features of any one of claims 1 to 13. Attached Figure Description

[0024] Embodiments of the invention will now be explained in more detail with reference to the accompanying drawings. The same reference numerals denote the same components. The drawings schematically illustrate: Figure 1 This is a side view of a bicycle shock absorber according to the present invention; Figure 2 It is based on Figure 1 A perspective view of a bicycle shock absorber; Figure 3 It is based on Figure 1 A side sectional view of a bicycle shock absorber; Figure 4 The basis for not having a seat fixing device Figure 1 A perspective view of a bicycle shock absorber; Figure 5a and 5b They are based on Figure 1 The bicycle shock absorber has no elastomer components in the side view of the undamped and damped states; Figure 6 It is based on Figure 1 Detailed perspective view of the lever arm of a bicycle shock absorber; Figure 7 It is based on Figure 1 Detailed perspective view of the elastomeric components of a bicycle shock absorber; Figure 8a and 8b They are respectively based on Figure 1 A partial side view of a bicycle with a shock absorber; Figure 9a and Figure 9b These are, respectively, partial side views of a bicycle with a bicycle shock absorber according to the present invention; and Figure 10a and Figure 10b These are partial side views of a bicycle with a bicycle shock absorber according to the present invention, taken from a cross section. Detailed Implementation

[0025] exist Figure 1 In the accompanying drawings, reference numeral 1 indicates a bicycle shock absorber according to the invention, particularly a bicycle saddle shock absorber 1'. In the present case, the bicycle saddle shock absorber 1' is used to reduce the impact acting on the saddle (not shown here), and in particular to reduce the impact of the bicycle saddle housing 13 relative to the bicycle frame 10 (not shown in detail here).

[0026] A saddle support tube 16 extends substantially vertically from the bicycle frame 10 (not shown in detail here). The saddle support tube 16 has a conventional mounting device 17 at its upper end for mounting a saddle (not shown). In this case, the saddle support tube 16 is constructed as at least two parts. Specifically, the saddle support tube 16 includes a first frame member 11, also called the downtube section, which faces the bicycle frame 10 (not shown), and a second frame member 12, also called the uptube section, which faces away from the bicycle frame 10 (not shown) and towards the saddle receiving device 13.

[0027] Especially in Figure 1 , Figure 2 and Figure 4 As can be seen, the first frame component 11 and the second frame component 12 are, in the present case, respectively, constructed as elliptical tubes in their longitudinal extension, at least in the main sections. It should be understood that frame components 11 and 12 could, of course, also be constructed as circular tubes. The first frame component 11 is connected to, and particularly detachably connected to, the bicycle frame 10 (not shown in detail). Figure 4As shown, the second frame member 12 has a seat receiving device 13 at its distal end, away from the first frame member 11. A seat, not shown, can be mounted on the seat receiving device 13 by means of a fixing device 17. The seat receiving device 13 and / or the fixing device 17 define an axis A1 in its longitudinal extension, which forms a lateral axis relative to the bicycle 100, and is specifically arranged to be perpendicular to the straight-line travel of the bicycle 100.

[0028] The first frame component 11 and the second frame component 12 have substantially the same outer contour 14 and are arranged parallel to or overlapping each other in a section of their longitudinal extension (axial direction R1), particularly in the respective distal end sections 15, 15'. However, the frame components 11, 12 do not contact each other here, but are arranged spaced apart from each other. The end-to-end distance (in the axial direction) is approximately twice the lateral distance between the two frame components 11 and 12. In the aforementioned region, the two frame components 11, 12 are connected to each other by a damping device 2.

[0029] Especially in Figure 3 The shock absorber 2, as seen in detail, has two lever arms 3a and 3b that connect the first frame member 11 to the second frame member 12. The lever arms 3a and 3b are arranged in their longitudinal extensions substantially perpendicular to the longitudinal direction R1 of the seat tube 16. The lever arms 3a and 3b are arranged in their longitudinal extensions at an angle to each other, particularly not parallel to each other, and particularly at an angle between 70 and 90 degrees to the longitudinal direction R1 of the seat tube 16. Currently, the lever arms 3a and 3b are configured with different lengths, particularly the lever arm 3a facing the bicycle frame 10 or the first frame member 11 has a longer length than the lever arm 3b facing away from the bicycle frame 10 or the second frame member. Furthermore, the lever arms 3a and 3b are rotatably supported on the first frame member 11 and the second frame member 12, respectively. The hinged joints of the lever arms 3a and 3b with the frame members 11 and 12 can be made, in particular, by bolt connection. For this purpose—especially as Figure 6 As shown, a total of four sliding bearings 8, 8', 8" and 8''' are provided for each lever arm 3a and 3b, allowing the lever arms 3a and 3b to swing freely. In addition, the damping device 2 includes a deformable elastomer component 4 that extends at least in the section of the damping device 2 along the longitudinal extension of the seat tube 16 (or along the longitudinal extension of the handlebar tube in the case of handlebar damping), and thus defines that section.

[0030] Especially in Figure 2 , 4As can be seen in 5a and 5b, the separately constructed lever arms 3a and 3b are arranged in such a way that they are independent of each other and can be replaced independently of the installed elastomer component 4 and the installed frame components 11 and 12. For this purpose, recesses are provided in the first frame component 11 and the second frame component 12, through which the lever arms can extend with their end regions, especially when the second frame component 12 is compressed particularly deeply relative to the first frame component 11. This allows the lever arms 3a and 3b to be removed and installed through the recesses in the respective frame components 11 and 12. Furthermore, the lever arms 3a and 3b can be easily visually inspected.

[0031] In the present context, the elastomeric component 4 should be understood as a deformable elastic component, which serves as a damping element, particularly for braking and limiting the movement of lever arms 3a, 3b relative to the first frame component 11 and / or the second frame component 12. Figures 1 to 4 As shown, the elastomer component 4 is arranged in a form-locking manner between the first frame component 11 and the second frame component 12 in the present case, in particular in a manner in which the elastomer component 4 does not protrude from the outer contour 14 of the two frame components 11, 12.

[0032] Especially Figure 7 As shown, the elastomer component 4 is configured in an S-shape in the present case. The upper part 5 of the S-shaped elastomer component 4 abuts against the second frame component 12, and the lower part 6 of the S-shaped elastomer component 4 abuts against the first frame component 11. Two recesses 6a and 6b are constructed in the middle portion of the S-shaped elastomer component 4. The recesses 6a and 6b are for the lever arms 3a and 3b to pass through. An intermediate connecting plate 9 is formed between the recesses 6a and 6b.

[0033] As the lever arms 3a and 3b pass through the recesses 6a and 6b, they are arranged relative to each other in such a way that each lever arm 3a and 3b forms a guide element, which preferably does not rest against the elastomeric component 4. At their distal ends, the lever arms 3a and 3b are connected to the frame components 11 and 12 by a hinge, and in the present case, particularly by a sliding bearing 8, 8', 8" and 8''' respectively. Thus, the lever arms 3a and 3b, which are rotatably supported relative to the frame components 11 and 12, are guided and supported relative to the elastomeric component 4 by the shape and fit of the recesses 6a and 6b.

[0034] When an impact or other load is applied to the seat support tube 16, the two frame components 11, 12 are displaced relative to each other primarily in their longitudinal direction R1, with little lateral displacement. However, it is stipulated that the displacement or torsion occurring between the two frame components compensates for rotation occurring in different directions at other locations, i.e., on the flexible seat tube, so that the rider experiences primarily vertical damping motion overall, rather than in the direction of the front or rear of the bicycle. Therefore, axis A1 here is displaced primarily in the longitudinal direction R1 of the support member 16. To illustrate the movement of lever arms 3a, 3b, Figure 5a and 5b The images show bicycle shock absorbers 1 and 1' without the elastomer component 4, in particular in two different compression states of the frame components 11 and 12.

[0035] Finally, Figure 8a and 8b The image shows the state of the bicycle shock absorbers 1 and 1' installed on the bicycle 100. Figure 8a The seat receiving device 13 shown, which rests against the second frame component 12, is in an uncompressed state, while Figure 8b The image shows the compression state. This can particularly effectively reduce and suppress the impact on the seat.

[0036] Figure 9a and Figure 9b Partial side views of a bicycle 100 having a bicycle frame 10 and a bicycle shock absorber 1 disposed thereon are shown in partial cross-sectional views. The bicycle shock absorber 1 is, in this case, disposed in the rear fork, which connects the rear wheel housing to the rest of the bicycle frame, particularly in the direction toward the seat. This configuration allows for particularly effective suppression of impacts generated on the rear wheel.

[0037] Figure 10a and 10b Partial side views of a bicycle 100 having a bicycle frame 10 and a bicycle shock absorber 1 disposed thereon are also shown in partial cross-sectional views. The bicycle shock absorber 1 is, in its current form, disposed in the front wheel bracket, particularly in the front fork, which connects the front wheel housing to the rest of the bicycle frame, especially in the direction toward the handlebars. This configuration allows for particularly effective suppression of impacts generated on the front wheel.

[0038] Since the above system is applicable not only to the seatpost but also to the handlebar bracket, rear fork, or front fork, it should be understood that the scope of the invention is not limited to the described embodiments. In particular, the structure of the components arranged on the second frame member, whether it be the seat, handlebars, frame, or fork, can certainly be modified without altering the concept of the invention.

[0039] List of reference numerals 1. Bicycle shock absorber 1' Bicycle shock absorber 2. Vibration damping device 3a lever arm 3b lever arm 4 Elastomer Components 5 upper part 6 lower part 6a notch 6b notch 7. Middle section 8 hinges, sliding bearings 8' hinge, sliding bearing 8'' hinge, sliding bearing 8''' hinge, sliding bearing 9 Intermediate Plates 10 bicycle frames 11 First frame component 12 Second frame components 13 containment devices 14 Outer contour 15 End Sections 16 bicycle seatpost 17 Fixed Mechanisms 100 bicycles R1 longitudinal support component A1 axis

Claims

1. A bicycle shock absorber (1), particularly a bicycle seatpost shock absorber (1') for reducing the impact of a bicycle seat housing (13) relative to a bicycle frame (10), or a bicycle handlebar shock absorber for reducing the impact of a bicycle handlebar housing, such as an insert handlebar stem, relative to a bicycle frame (10), having A first frame component (11) facing the bicycle frame (10) and a second frame component (12) facing away from the bicycle frame (10) and towards the housing device (13). The first frame component (11) and the second frame component (12) are connected to each other, particularly by a shape-locking damping device (2). Its features are, The shock-absorbing device (2) has two lever arms (3a, 3b) arranged at an angle to each other, especially not parallel to each other, and preferably constructed to be of different lengths, and each having lever arms (3a, 3b) rotatably supported on the first frame member (11) and the second frame member (12), the lever arms connecting the first frame member (11) and the second frame member (12).

2. The bicycle shock absorber (1, 1') according to claim 1, characterized in that, The shock absorption device (2) is constructed without springs.

3. The bicycle shock absorber (1, 1') according to claim 1 or 2, characterized in that, The shock absorber (2) extends the lateral outer contour (14) of the first frame member (11) and the second frame member (12), and in particular does not protrude from the outer contour (14).

4. The bicycle shock absorber (1, 1') according to any one of the preceding claims, characterized in that, The first frame member (11) and the second frame member (12) are arranged to overlap each other at least partially in their longitudinal extension, particularly in the end sections (15, 15') at the respective distal ends of the frame members (11, 12).

5. The bicycle shock absorber (1, 1') according to any one of the preceding claims, characterized in that, The shock-absorbing device (2) additionally includes a deformable elastomer component (4).

6. The bicycle shock absorber (1, 1') according to claim 5, characterized in that, The elastomeric component (4) has at least one notch (6a, 6b) through which at least one of the lever arms (3a, 3b) extends. Preferably, the elastomeric component (4) has two notches (6a, 6b) through which a lever arm (3a, 3b) extends.

7. The bicycle shock absorber (1, 1') according to claim 5 or 6, characterized in that, The elastomeric component (4), together with the at least one notch (6a, 6b) and the lever arm (3a, 3b) extending therethrough, is arranged such that the lever arm (3a, 3b) forms a guide connection structure, which is connected to the frame component (11, 12) at its distal end by hinges (8, 8', 8", 8''' respectively, and extends through the notch of the elastomeric component (4) in the central region, particularly without contact.

8. The bicycle shock absorber (1, 1') according to any one of claims 5 to 7, characterized in that, The elastomeric component (4) is shape-locked between the first frame component (11) and the second frame component (12).

9. The bicycle shock absorber (1, 1') according to any one of claims 5 to 8, characterized in that, The elastomeric component (4) is configured in an S-shape, wherein the upper part (5) of the S-shaped elastomeric component (4) rests against the second frame component (12), and the lower part (6) of the S-shaped elastomeric component (4) rests against the first frame component (11), and the lever arm (3a, 3b) is guided through the elastomeric component (4) in the middle part (7) of the S-shaped elastomeric component (4).

10. The bicycle shock absorber (1, 1') according to any one of claims 5 to 9, characterized in that, The lever arms (3a, 3b) and the elastomer component (4) are arranged such that, under the applied load, the two frame components (11, 12) are substantially displaced relative to each other in the direction (R1) of their longitudinal extension.

11. The bicycle shock absorber (1, 1') according to any one of the preceding claims, characterized in that, The receiving device (13) has a fixing mechanism (17) for fixing the seat, handlebars or wheels, and the fixing mechanism (17) defines an axis (A1) in its longitudinal extension, and the lever arms (3a, 3b) and the elastomeric component (4) are arranged such that, under impact load, the axis (A1) is displaced mainly along the direction (R1) of the longitudinal extension of the bicycle support (16) having the first frame component (11) and the second frame component (12), especially the seat post, handlebar tube or wheel support.

12. The bicycle shock absorber (1, 1') according to any one of the preceding claims, characterized in that, The lever arms (3a, 3b) are each constructed separately and arranged such that they can be replaced independently of the elastomer component (4) and independently of the frame components (11, 12).

13. The bicycle shock absorber (1) according to any one of the preceding claims, characterized in that, The lever arms (3a, 3b) are respectively arranged in a longitudinal extension to be substantially perpendicular to the longitudinal direction (R1) of the bicycle support (16) having the first frame member (11) and the second frame member (12), especially at an angle between 70 and 90 degrees to the longitudinal direction (R1) of the seat post (16), handlebar tube or wheel support.

14. The bicycle shock absorber (1) according to any one of the preceding claims, characterized in that, The receiving device (13) is configured such that the seat, handlebars, front wheel or rear wheel can be fixed to the bicycle frame (10).

15. A bicycle (100) having a bicycle shock absorber (1) according to any one of the preceding claims.

Images