Two-wheeler with rear suspension

Abstract

Two-wheeler (101, 601) with rear suspension, comprising a) a frame (102, 602, 702) with at least one frame tube (105, 605, 705, 805); b) a swing arm assembly (120, 620, 966, 976, 720) mounted on the frame (102, 602, 702) for suspending a rear wheel; c) a linear spring / damper element (140, 640, 965, 975, 740, 840); d) a transmission mechanism (130, 130', 230, 330, 430, 530, 630, 960a, 960b, 970, 730, 830) which is operatively connected on the one hand to the spring / damper element (140, 640, 965, 975, 740, 840) and on the other hand to the rocker arm assembly (120, 620, 966, 976, 720); wherein e) the spring / damper element (140, 640, 965, 975, 740, 840) is received in a receiving space within the frame tube (105, 605, 705, 805); f) an axial opening (150, 850) in the frame tube (105, 605, 705, 805) forms a bearing in which an axle element is rotatably mounted about an axis of rotation extending through the axial opening (150, 850) in the frame tube (105, 605, 705, 805); and characterized in that g) the swing arm assembly (120, 620, 966, 976, 720) is eccentrically mounted on the axle element with respect to the axis of rotation; and h) the transmission mechanism (130, 130', 230, 330, 430, 530, 630, 960a, 960b, 970, 730, 830) is designed and mounted on the frame (102, 602, 702) in such a way that it transmits a force between spring / damper element (140, 640, 965, 975, 740, 840) and swing arm assembly (120, 620, 966, 976, 720) via the axis of rotation.

Description

Technical field

[0001] The invention relates to a two-wheeled vehicle with rear suspension, comprising a frame with at least one frame tube, a swingarm assembly mounted on the frame for suspending a rear wheel, a linear spring / damper element, and a transmission mechanism that is operatively connected to the spring / damper element on one side and to the swingarm assembly on the other. The spring / damper element is received in a receiving space within the frame tube. An axial opening in the frame tube forms a bearing in which an axle element is rotatably mounted about an axis of rotation extending through the axial opening in the frame tube. State of the art

[0002] Two-wheeled vehicles, especially bicycles, with rear suspension are well-known. Generally, suspension reduces the forces exerted on the rider when encountering uneven road surfaces. It also improves traction. Therefore, especially on bumpy terrain, rear suspension enhances riding comfort and enables higher performance. Touring bikes, marathon and cross-country mountain bikes, and racing bikes manage with relatively short suspension travel, while freeride, downhill, all-mountain, and enduro bikes require longer travel so that the suspension remains effective even during jumps or descents off-road.

[0003] Numerous different designs exist for rear wheel suspension. These differ not only in their travel but also in their spring action, damping, and individual spring characteristics. The simplest solution is the single-pivot suspension, in which the rear wheel is mounted on a swingarm that can move around a pivot point (usually near the bottom bracket). To allow the rear wheel to compress in the direction of the load, i.e., diagonally backward and upward, more complex designs with swingarm assemblies featuring up to four or even more pivots are available. In the following, "swingarm assembly" refers to any rear wheel suspension for a bicycle, regardless of whether it has one, up to four, or even more pivot points or joints. The swingarm can also be designed as a single or double-sided swingarm, as is common in bicycle engineering.

[0004] Bicycle rear suspension systems typically include at least one spring / damper element. This often comprises a linear steel or air spring and oil damping. A suitable mechanism transfers forces from the swingarm assembly to the spring / damper element.

[0005] Linear spring / damper elements are usually attached at one end to a bearing point that is rigidly connected to the main frame, with the spring / damper element located outside the frame tubes. However, this arrangement poses a risk of contamination and can limit frame design. Furthermore, this arrangement can also be disadvantageous in terms of aesthetics and aerodynamics. Therefore, it has been proposed several times to house the spring / damper element inside a frame tube. For example, US Patent 7,104,562 B2 (M. Gingl) shows a rear suspension with a swingarm whose pivot bearing is coaxial with the bottom bracket. The swingarm is rotationally fixed to a pivot lever, the latter of which actuates a linear spring / damper element located inside the frame.The swing arm extends from the bottom bracket area of ​​the frame at the rear in a substantially horizontal direction, i.e., radially with respect to the pivot axis of the swivel bearing. A corresponding radial, sector-shaped slot is formed in the frame for this purpose, the dimensions of which are chosen to allow the swing arm to move within the required angular range relative to the frame.

[0006] Another solution is shown by FR 2 765 854 A1 (Rhône Alpes Soudure Sàrl). The linear spring / damper element is housed in the top tube of the frame. In the area of ​​the moving end of the spring / damper element, the top tube has two slots on either side through which an axle attached to the spring / damper element protrudes. The length of the slots is chosen so that the axle is linearly movable along the required suspension travel. A lever is rotatably mounted at one end of each axle, while the other ends of the levers are rotatably connected to the swingarm of the bicycle.

[0007] Other rear wheel suspensions are shown in US 5 435 584 A and JP H08- 253 188 A.

[0008] The existing solutions are not entirely convincing. Both the lateral slots in the top tube and the sector-shaped opening in the bottom bracket area pose the risk of dirt ingress, negatively impacting the function of the spring / damper element and its axle, which transmits forces from the swingarm to the spring / damper element. Furthermore, actuating the linear spring element through lateral slots prevents the absorption of forces resulting from swingarm flex. Such forces are directly transferred to the spring / damper element. Additionally, the use of an axle guided linearly within a slot can generate unwanted noise. Description of the invention

[0009] The object of the invention is to create a two-wheeler belonging to the aforementioned technical field with a rear wheel suspension in which the risk of contamination of the spring / damper element is reduced.

[0010] The solution to the problem is defined by the features of claim 1. According to the invention, the rocker arm assembly is eccentrically mounted on the axle element with respect to the axis of rotation, and the transmission mechanism is designed and mounted on the frame in such a way that it transmits a force between the spring / damper element and the rocker arm assembly via the axis of rotation.

[0011] Because such a pivot axis can be designed with relatively small dimensions, its impact on frame stability can be minimized. Furthermore, the transmission mechanism according to the invention allows for a flexible arrangement of the pivot axis; it does not necessarily have to be located in the area of ​​the bottom bracket or in the top tube. Accordingly, the spring / damper element can also be housed in different areas of the frame, namely in the seat tube, the down tube, the top tube, or another frame tube of currently available frame designs.

[0012] The linear spring / damper element can consist of standard, commercially available components, such as an air or coil spring and oil damping. However, other solutions are also possible. For example, the linear spring / damper element can be formed by a leaf spring whose length (between its two ends) can change due to deformation. The leaf spring can be equipped with integrated or external damping elements.

[0013] If the spring / damper element has additional space-intensive components besides the actual spring / damper unit, e.g. electrical or electromagnetic elements, possibly with a corresponding power supply, these additional components can also be accommodated within the frame.

[0014] The transmission mechanism is operatively connected to both the spring / damper element and the rocker arm assembly. This means that forces between the rocker arm assembly and the spring / damper element are transmitted exclusively or predominantly through the transmission mechanism.

[0015] The inclusion of the spring / damper element in a mounting space within the frame tube does not necessarily mean that the element must be completely enclosed by the frame tube. Smaller sections of the spring / damper element, particularly those at the end not actively connected to the transmission mechanism, can be located outside the frame tube and, for example, enclosed by a cover attached to the frame. The mounting space can be specifically adapted to the spring / damper element, or it can simply be a sufficiently large area within the frame tube.

[0016] The axis of rotation of the transmission mechanism passes through an axial opening in the frame tube, i.e. the opening is essentially located laterally on the frame tube and the axis of rotation is essentially parallel to the axis of rotation of the rear wheel and to the axis of rotation or axes of rotation of the swingarm assembly.

[0017] The invention is applicable in the context of common double-sided swingarms with wheel suspension on both sides, but also in the context of single-sided swingarms. In the first case, preferably two axial openings are present in the frame tube, arranged on both sides and aligned with each other. In this case, the axis of rotation extends from one side of the frame to the opposite side, through the frame tube. It should be noted that "axis of rotation" here does not describe a physical component, but a functional axis, which can be realized by a single component or by several components that are either rigidly connected or separable from one another.

[0018] According to the invention, the axial opening in the frame tube forms a bearing in which an axle element is rotatably mounted about the axis of rotation. The axle element is thus supported by the axial opening, eliminating the need for additional bearing elements arranged inside and / or outside the frame tube. The frame tube can be provided with an axial flange in the area of ​​the opening, which reinforces the edge of the opening. If the opening is continuous, e.g., if the axle element is intended to actuate a double-arm swingarm, the openings on both sides can even be connected by an axial tube that is only partially perforated to allow direct or indirect contact between the axle element and the spring / damper element.

[0019] A bearing bushing is preferably held in the axial opening, the bearing being designed as a plain bearing in a first preferred embodiment. Plain bearings are particularly well suited for the application according to the invention, especially with comparatively large bearing diameters, as they are relatively inexpensive, require little maintenance, are durable, and lightweight. Corresponding plain bearing bushings can, for example, be pressed into openings with a circular shape.

[0020] In a second preferred embodiment, particularly when using smaller diameter bearings, other bearing types are used, e.g. ball, roller or needle bearings.

[0021] In a preferred embodiment with a double-arm swingarm, the axle element is constructed in at least two parts and has an axial separation point. This facilitates the assembly of the transmission mechanism: The two or more parts of the axle element, to which further elements, e.g., pivot arms located outside or inside the frame tube, can be rigidly connected or integrally formed, can thus be inserted into the frame tube from both sides through the openings and then connected to each other. Connecting elements known per se can be used between the two or more parts, e.g., those known from the field of bicycle cranks. For example, end-face and / or surface-face toothed elements that can be secured against each other in the axial direction by means of a locking mechanism are suitable.

[0022] In a first preferred embodiment, the axle element is constructed in two parts, one of which has both a pivot arm located outside the frame in the assembled state and a transmission arm located inside the frame in the assembled state, with a bearing point eccentric with respect to the axis of rotation of the axle element; that is, both the pivot arm and the transmission arm are formed integrally. This axle element part is designed such that the internal transmission arm can be inserted through the axial opening in the frame tube for mounting the axle element. For this purpose, the part may have tapered sections in a region which, in the assembled state, is received within the bearing in the frame tube, and the clear diameter of the transmission arm is smaller than the inner diameter of the bearing for the axle element.

[0023] Alternatively, the axle element is constructed as a single piece, meaning the same element penetrates the entire axial opening in the frame tube and, if necessary, interacts with a bearing on each side, which is housed in the opening. To enable assembly, an internal transmission arm can be attached to the axle element after it has been inserted, or the pivot point for the spring / damper element is located – as described below – in the area of ​​the mounting space that lies axially behind the axial opening in the frame tube.

[0024] In a preferred embodiment, the axle element includes a quick-release mechanism for separating and fixing the at least two parts of the axle element. This allows the transmission mechanism to be quickly and easily released and fixed, thereby facilitating assembly and repair work.

[0025] Preferably, the spring / damper element is eccentrically mounted to the axle element with respect to the axis of rotation. The linear force acting on the element thus produces a torque about the axis of rotation of the axle element; the linear force is therefore converted into a rotational force.

[0026] The eccentric linkage can be achieved by means of a lever that is rotationally fixed to the axle element or is integrally formed with it, but it is also possible to design the axle element itself in such a way that it has an eccentric pivot point.

[0027] Depending on the geometry of the transmission mechanism, the spring / damper element is mounted on the frame at the end not directly connected to the transmission mechanism in such a way that it can pivot slightly around a pivot axis located there. This allows the spring / damper element to accommodate angular changes resulting from the path of its pivot point on the transmission mechanism.

[0028] Advantageously, the pivot point of the spring / damper element is positioned in an area of ​​the mounting space located axially behind the axial opening in the frame tube. The anchor point can therefore be easily accessed through the axial opening, even with the axle element (partially) removed. This greatly simplifies the assembly and disassembly of the transmission mechanism and the spring / damper element.

[0029] According to the invention, the rocker arm assembly is eccentrically mounted to the axle element with respect to the axis of rotation. A primarily linear force acting on the rocker arm assembly thus causes a torque about the axis of rotation of the axle element; the linear force is therefore converted into a rotational force.

[0030] In a preferred embodiment, a pivot point of the rocker arm assembly is positioned in a spatial region that includes the opening surface as well as the areas located axially behind and in front of this opening surface. The rocker arm assembly is thus coupled to the transmission mechanism in the region of the opening in the frame tube. This enables a simple and aesthetically particularly advantageous design.

[0031] Alternatively, the pivot point is located outside this spatial area, e.g. at the free end of a lever that is non-rotatably connected to the axle element.

[0032] In a transmission mechanism for a two-arm swingarm, the pivot point for the spring / damper element is advantageously located in the axial direction between the two axial openings and the respective bearing rings, while two pivot points for the swingarm assembly are located on both sides, axially outside the axial openings.

[0033] In a preferred embodiment, the axle element is formed by a hollow cylindrical sleeve, with the pivot point of the spring / damper element being arranged in an inwardly directed recess of the sleeve. The pivot point is thus located on the outside of the sleeve – which is advantageously dirt-tight – and is therefore – like the entire spring / damper element – ​​protected by the sleeve from contaminants that could penetrate through the opening in the frame tube.

[0034] Advantageously, at least one ventilation opening is provided in the hollow cylindrical sleeve and / or in a cover of a frame opening that provides access for the spring / damper element. This serves to generate air circulation in the area of ​​the spring / damper element and thus to cool it. Preferably, the ventilation opening is arranged in such a way that it is protected from the elements and the ingress of dirt. Alternatively or additionally, ventilation openings can also be provided in the frame tube in which the spring / damper element is housed.

[0035] Preferably, an angle between a pivot point of the spring / damper element and a pivot point of the swingarm assembly is adjustable. This allows for easy adjustment of the frame geometry. The adjustability can be implemented in various ways; for example, the position of the pivot point of the swingarm assembly and / or the position of the pivot point of the spring / damper element relative to the axle element can be changed, or the pivot point of the swingarm assembly and the pivot point of the spring / damper element are located on two separate parts of the axle element that can be fixed at different angular positions relative to each other.

[0036] Alternatively, the geometry in the area of ​​the transmission element is fixed. Other adjustment options may be available, e.g., in the area of ​​the swing arm assembly.

[0037] Preferably, the two-wheeler according to the invention has an actuating element, operable via a power transmission line, for locking or unlocking and / or adjusting the angle between the pivot point of the spring / damper element and the pivot point of the swingarm assembly. The angle can thus be adjusted by the user without dismounting, using a conventional actuating element. The power transmission line can, in particular, be a hydraulic line or a Bowden cable.

[0038] The actuating element can only release or lock the adjustment of the angle, e.g. by releasing elements that are operatively connected via a toothed mechanism, or its actuation leads directly to the adjustment of the angle, e.g. by two elements interacting with each other via different stop surfaces depending on the position of the actuating element.

[0039] Alternatively, locking or unlocking can be done directly at the transmission element, e.g. using a quick-release fastener.

[0040] Advantageously, at least one frame tube includes a further opening, wherein the spring / damper element, when detached from the transmission mechanism, can be removed from the frame tube through this further opening in a direction perpendicular to the axial direction. The axial openings and the further opening need not be located in the same frame tube or frame section; for example, the axial openings can be located in the seat tube and the further opening in the down tube.

[0041] The wider opening allows for easy installation and removal of the spring / damper element. However, an additional opening is not mandatory – for example, it is conceivable to house the spring / damper element inside the seat tube and access it through the upper opening for inserting the seatpost.

[0042] Advantageously, the bicycle according to the invention further includes a cover for closing the additional opening. This cover can have a load-bearing function for the spring / damper element, or it can serve only to protect the element and the interior of the frame from dirt and other adverse influences. If the cover is located in the area of ​​the downtube, it can simultaneously serve as downtube protection, as is often used with carbon frames.

[0043] The cover can be screwed to the frame, but other fastening methods are also possible. A clip fastening is particularly advantageous, as it allows the cover to be removed and attached without tools. Especially in this case, a storage compartment for additional items, such as a tool or tool set, can be provided behind or on the inside of the cover.

[0044] If the spring / damper element includes an air spring, the cover may include an opening through which a valve of the element can be contacted from the outside by an air pump.

[0045] The suspension / damping element can be operated from the handlebars, for example to activate a lockout or to adjust the spring or damping characteristics in other ways. Operation is achieved, for example, via a hydraulic line or a Bowden cable, but can also be wireless via a signal line or using radio technology.

[0046] Further advantageous embodiments and combinations of features of the invention can be derived from the following detailed description and the entirety of the patent claims. Brief description of the drawings

[0047] The drawings used to illustrate the exemplary embodiment show: Fig. 1A-U possible arrangements of the rear wheel suspension according to the invention; Fig. 2A-E a first embodiment of a two-wheeler according to the invention; Fig. 3A-D a first variant of the transmission mechanism of the first embodiment; Fig. 4A-C a second variant of the transmission mechanism of the first embodiment; Fig. 5A-E a third variant of the transmission mechanism of the first embodiment; Fig. 6A-D a fourth variant of the transmission mechanism of the first embodiment; Fig. 7A-F a fifth variant of a transmission mechanism of the first embodiment; Fig. 8A-G a second embodiment of a two-wheeler according to the invention; Fig. 9A-F Oblique views of different configurations of the transmission mechanism according to the invention; Fig. 10A, B Oblique views of two further configurations of the transmission mechanism according to the invention; Fig. 11 AC views of a third embodiment of a two-wheeler according to the invention; Fig. 12. An oblique view to illustrate the cooling air flow in a two-wheeler according to the invention; and Fig. 13A, B a sixth variant of a transmission mechanism of the first embodiment.

[0048] Basically, identical parts in the figures are marked with the same reference symbols. Ways to implement the invention

[0049] The Fig. Figures 1A-1U show possible arrangements of the rear wheel suspension according to the invention. The bicycle is shown schematically in each case. The design of the swingarm assembly for the rear wheel, as well as the arrangement of the spring / damper element and the transmission mechanism between the spring / damper element and the swingarm assembly, differ from example to example.

[0050] As can be seen from the figures, the spring / damper element can be fixed to the frame at one end and only the other end interacts with the rocker assembly via the transmission mechanism (cf. Fig. 1B - 1S, 1U). The spring / damper element can also interact directly with elements of the swing arm group at both of its ends (see Fig. 1A, Fig. 1T).

[0051] The spring / damper element can be located, among other places, in the top tube (see...). Fig. 1B, Fig. 1L, Fig. 1S, Fig. 1U), in the seat tube (see Fig. 1C, Fig. 1H, Fig. 1Q, Fig. 1R), in the down tube (see Fig. 1K, Fig. 1M, Fig. 1N, Fig. 1P) or in a transition area between the down tube and the seat tube, near the bottom bracket (see below). Fig. 1A, Fig. 1D - G, 1l, 1O, 1T) be accommodated.

[0052] The length of the eccentric, i.e., the distance between the axis of rotation for transmitting force between the spring / damper element and the rocker assembly, and the mounting point on the rocker assembly, can also be selected differently. The same applies to the angle and angular range in which the mounting point is movable around the axis of rotation and to the location of the axis of rotation on the frame. In the case of the Fig. In the version shown in 1N, the axis of rotation even coincides with that of the bottom bracket.

[0053] From the Fig. It is clearly evident from Figures 1A-1U that the inventive transmission of forces between the swingarm assembly and the spring / damper element can be implemented within the framework of most of the rear suspension designs used today.

[0054] The Fig. Figures 2A-2E show a first embodiment of a two-wheeler according to the invention. Fig. 2A shows an oblique view which Fig. 2B a front view and the Fig. 2C a side view. The Fig. 2D shows a section along the [unclear] in the Fig. 2B indicated vertical plane AA. The Fig. 2E shows a section along the line in the Fig. 2C indicated plane BB running obliquely through the transmission mechanism.

[0055] The bicycle 101 according to the first embodiment comprises, as is known per se, a frame 102 with a top tube 103, a down tube 104, and a seat tube 105, which form a frame triangle. The head tube 106 is arranged at the front end of the top tube 103 and the down tube 104, in which the front fork 107 is rotatably mounted about the steering axis. The front fork 107 carries the front wheel 108 and is non-rotatably connected at its upper end to the handlebar 109.

[0056] A seatpost 110 with a saddle 111 is inserted into the seat tube 105 and secured by means of a conventional clamping device. Other components such as brakes, gearing, etc., are also present and designed and arranged in a manner known per se, but have been omitted from the figures for the sake of clarity.

[0057] The pivot axis of the rear wheel 113 is mounted on a swingarm assembly 120. This assembly comprises a lower swingarm 121a, 121b on each side, which are pivotally mounted about an axial pivot axis 122 directly above the bottom bracket 112 and extend rearward, essentially horizontally, from this pivot axis 122. Upper swingarms 123a, 123b are pivotally mounted on the lower swingarms 121a, 121b about an axial pivot axis 124. These upper swingarms comprise a rear leg, which extends rearward, essentially horizontally, from the pivot axis 124 and carries the rear wheel axle at its free end, and a front leg, which extends obliquely forward and upward from the pivot axis 124.

[0058] Near their free ends, the front legs of the upper swing arms 123a, 123b are articulated via a further axial pivot axis 125 by pivot levers 126a, 126b. These pivot levers 126a, 126b are part of a transmission mechanism 130, which is connected to the Fig. 3 is described in more detail, and which couples the pivot levers 126a, 126b to a spring / damper element 140. The spring / damper element 140 is housed in a lower section of the seat tube 105 and, when installed, is located directly in front of the bottom bracket 112. At its lower end, it is screwed to the frame 102 by means of axial screws 141. An opening 142 in the down tube 104 for inserting and removing the spring / damper element is closed by a cover 143, which is also attached to the frame 102 by means of several screws. One of these screws engages with an internal thread of the screw 141, with which the spring / damper element 140 is attached to the frame. A corresponding additional attachment point on the frame is thus unnecessary. The cover 143 also serves as down tube protection.

[0059] The Fig. Figure 3A-D shows a first variant of the transmission mechanism 130 of the first embodiment. The transmission mechanism largely corresponds to the one described in the Fig. Figure 2 is shown. Differences will be discussed below. Fig. 3A is an oblique view which Fig. 3B an exploded view which Fig. 3C a side view, and the Fig. 3D shows a cross-section along the [unclear text]. Fig. 3C indicated level AA.

[0060] The transmission mechanism 130' is - as already mentioned in connection with the Fig. 2 shown - mounted in the seat tube 105. It is coupled to the pivot levers 126a', 126b'. These are hollow-forged from aluminum (versions made of carbon, magnesium, fiber-reinforced plastic, or steel are also possible). The two pivot levers 126a', 126b' are mounted in an axially oriented, double-sided opening 150 in the seat tube 105 and are rotationally fixed to a transmission lever 131'. The transmission lever 131' is also hollow-forged from aluminum (again, versions made of carbon, magnesium, fiber-reinforced plastic, or steel are also possible). In the assembled state, it is rotatably coupled to the free upper end of the spring / damper element 140. In contrast to the illustration according to the Fig. 2 The lower end of the spring / damper element is mechanically connected here to a cover 143', while the cover 143' is screwed to the down tube 104 by means of screws 144. The spring / damper element is thus supported on the frame by the cover 143'.

[0061] As in the Fig. As shown in Figure 3B, cables or hydraulic lines can easily be routed through the transmission mechanism 130, from the frame through the pivot lever axis into one of the pivot levers and onward into the rocker assembly. The cables and lines are thus well protected and subject to minimal mechanical stress, eliminating the need for an additional opening in the frame for cable routing.

[0062] The individual components of the transmission mechanism 130' are described in more detail below. One of the pivot levers 126a', here the left one, comprises at its front end, which engages in the opening 150 when assembled, an axle piece 126a.1, which is cylindrical in a first outer area, then comprises a conically tapered second area and finally an end area with radially circumferential external teeth.

[0063] The second pivot lever 126b', here the right one, also comprises at its front end, which, in the assembled state, engages the opening 150 from the other side, an axle piece 126b.1 with a first outer, cylindrical section and subsequently a conically tapered section. Along the axle follows an end section with radially circumferential internal teeth, the geometry of which is adapted to the external teeth of the other axle piece 126a.1. The transmission lever 131' is then formed integrally with the second pivot lever 126b' following the conically tapered section.

[0064] The transmission lever 131' comprises a first section 131.1 extending radially with respect to the axis of rotation and a section 131.2 bent at an angle of approximately 45° to it. The latter carries a fork with two aligned eyelets at its free end.

[0065] A ball bearing 151a, 151b is pressed into the opening 150 in the frame tube 105 on both sides; such bearings are advantageous in conjunction with carbon frames. If an aluminum frame is used, in addition to pressed-in bearings, conventional screw-in bearings can also be used. Suitable bearings are generally known, e.g., from the area of ​​bottom brackets.

[0066] The axle sections 126a.1, 126b.1 of the two pivot levers 126a', 126b' are now mounted with their cylindrical sections in the ball bearings 151a, 151b. Bearing protection rings 152a, 152b are arranged between the actual pivot levers 126a', 126b' and the end face of the ball bearings 151a, 151b, and clamping rings 153a, 153b are arranged inside the ball bearings 151a, 151b, forming an inner stop for the actual bearing rings.

[0067] The two pivot levers 126a', 126b' are mounted together in a rotationally fixed manner with their end-face teeth; axially, after being inserted into the opening 150, they are secured against each other by a screw 154'.

[0068] The upper end of the spring / damper element is rotatably attached to the bent section 131.2 of the transmission lever 131'. A sliding bearing, enclosed on both sides by aluminum sleeves, is received in an eyelet 140.1 of the spring / damper element for this purpose. After positioning the eyelet 140.1 in the fork formed in the bent section 131.2 of the transmission lever 131', a locking screw 146 is inserted through the two eyelets of the fork and between them through the sliding bearing in the eyelet 140.1 of the spring / damper element. The locking screw 146 has an external thread at its free end, which engages with an internal thread in the corresponding eyelet of the fork of the bent section 131.2 of the transmission lever 131'.

[0069] The spring / damper element 140 is a commercially available component with a linear air spring and oil damping. A Bowden cable 147 is connected to the lower end, which is attached to the cover 143', and the damping characteristics of the spring / damper element 140 can be adjusted via this cable in a manner known per se. Instead of a Bowden cable, the adjustment can also be made via a hydraulic or electrical line or a wireless signal connection.

[0070] The transmission mechanism 130' is mounted on the frame as follows: First, the clamping rings 153a, 153b and then the bearing races of the ball bearings 151a, 151b are inserted or pressed into the opening 150 of the seat tube 150 on both sides. Next, the right pivot lever 126b' with its axle piece 126b.1 and the transmission lever 131' is threaded through the corresponding bearing. This is possible because the clear outer diameter of the transmission lever, in particular the fork in the angled section 131.2, is smaller than the inner diameter of the ball bearing 151b. Threading is also facilitated by the tapered section of the axle piece 126b.1. Finally, the axle piece 126a.1 of the other pivot lever 126a' is inserted axially through the corresponding bearing from the opposite side. The pivot levers 126a', 126b' are also guided by the bearing protection rings 152a, 152b during threading or insertion.The two pivot levers 126a', 126b' contact each other in the area of ​​their end-face teeth; when correctly aligned, they can be coupled together in a rotationally fixed manner, so that the pivot levers 126a', 126b' are connected to each other in a rotationally fixed manner. This connection is axially secured by the screw 154'.

[0071] The spring / damper element 140 is attached to the still unmounted cover 143' and then inserted into the seat tube 105 from below with its free end. The eyelet of the spring / damper element 140 is pushed upwards to the area of ​​a mounting opening 161, and then the pivot levers 126a', 126b' are rotated about their axis of rotation until the fork of the transmission lever 131' receives the eyelet of the spring / damper element 140. This process is facilitated by guides on the inside of the fork of the transmission lever 131'. The screw 146, which connects the spring / damper element and the transmission lever 131', can then be inserted through the mounting opening 161. After connecting the pivot levers 126a', 126b' with the corresponding pivot points of the rocker assembly, forces can now be transmitted from the rocker assembly via the pivot levers 126a', 126b', and the transmission lever 131' to the spring / damper element 140.

[0072] For disassembly, the screw 146 has a clamping mechanism and / or magnetic properties in the area of ​​the screw head, so that the screw head can be gripped by an engaging tool and pulled out through the mounting opening 161. Alternatively, another small maintenance opening can be provided on the opposite side of the mounting opening 161, which allows the screw 146 to be pushed out through the mounting opening 161.

[0073] In the Fig. In the transmission mechanism 130 shown in Figure 2, the two pivot levers 126a, 126b and the transmission lever 131 are primarily designed differently; instead of two, there are three parts. The transmission lever 131, designed as a separate element, has axially inwardly tapered recesses on both sides, which are fitted with axial ribs. The two pivot levers 126a, 126b engage the recesses in the transmission lever 131 from both sides with correspondingly shaped conical outer surfaces with axial grooves (see Figure 2). Fig. 2E). The two pivot levers 126a, 126b are thus rotationally fixed to each other via the transmission lever 131. Axial locking is achieved by means of an axial screw 154 connecting the two pivot levers 126a, 126b.

[0074] The Fig. Figures 4A-C show a second variant of a transmission mechanism 230 of the first embodiment. Fig. 4A is an exploded view which Fig. 4B a side view and the Fig. 4C shows a cross-section along the line in the Fig. 4B indicated level AA.

[0075] The transmission mechanism 230 is - as already mentioned in connection with the Fig. 2 shown - mounted in the seat tube 105. It is coupled to two pivot levers 226a, 226b. These are mounted in an axially oriented and double-sided opening 150 in the seat tube 105 and are rotationally fixed to a transmission lever 231. In the assembled state, the transmission lever 231 is rotatably coupled to the free upper end of the spring / damper element 140. The lower end is again - as in connection with the Fig. 2 or the Fig. 3 described - mechanically connected to the down tube of the bicycle.

[0076] The individual components of the transmission mechanism 230 are described in more detail below. Both pivot levers 226a, 226b comprise a cylindrical axle piece 226a.1, 226b.1 at their front ends, which engage in the opening 150 when assembled. This axle piece includes an end face with toothing (e.g., a so-called Hirth toothing). The end face is additionally provided with a sector-shaped rib.

[0077] The transmission lever 231 also includes a cylindrical axle piece 231.1. At both ends, the end faces are provided with teeth that are adapted to the teeth of the axle pieces 226a.1, 226b.1 of the pivot levers 226a, 226b. The end faces also each include a sector-shaped recess for interaction with the webs of the axle pieces 226a.1, 226b.1, the sector angle being larger than that of the webs. The webs and the recesses thus allow, even in the interacting state, a relative rotation between the axle pieces 226a.1, 226b.1 of the pivot levers 226a, 226b on the one hand and the axle piece 231.1 of the transmission lever 231 on the other. However, due to the geometry of the webs and the recesses, the possible angle of rotation is limited to approximately 4°.

[0078] The transmission lever 231 further comprises a first section 231.2 extending radially with respect to the axis of rotation and a section 231.3 bent at an angle of approximately 45° to it. The latter carries a fork with two aligned eyelets at its free end.

[0079] A ball bearing 251a, 251b is pressed into the opening 150 in the frame tube 105 on both sides; such bearings are advantageous in conjunction with carbon frames. If an aluminum frame is used, in addition to pressed-in bearings, conventional screw-in bearings can also be used. Suitable bearings are generally known, e.g., from the area of ​​bottom brackets.

[0080] The axle sections 226a.1, 226b.1 of the two pivot levers 226a, 226b are now mounted with their cylindrical sections in the ball bearings 251a, 251b. Bearing protection rings 252a, 252b are arranged between the actual pivot levers 226a, 226b and the end face of the ball bearings 251a, 251b, and clamping rings 253a, 253b are arranged inside the ball bearings 251a, 251b, forming an inner stop for the actual bearing rings.

[0081] The two pivot levers 226a, 226b are mounted in a rotationally fixed manner on the respective end face of the axle piece 231.1 of the transmission lever 231 by means of their end-face teeth; the connections are secured axially by a quick-release fastener 254 which interacts with a nut 254.1.

[0082] The upper end of the spring / damper element 140 is rotatably attached to the bent section 231.3 of the transmission lever 131. For this purpose, a locking bolt 246 is guided through the two eyelets of the bent section 231.3 and, between them, through a corresponding eyelet of the spring / damper element, and then secured by known means.

[0083] The spring / damper element 140 is a commercially available component with a linear air spring and oil damping. A Bowden cable 147 is connected to its lower end, allowing the damping characteristics of the spring / damper element 140 to be adjusted in a manner known per se. Instead of a Bowden cable, the adjustment can also be made via a hydraulic or electrical line or a wireless signal connection.

[0084] The transmission mechanism 230 is mounted on the frame as follows: First, the clamping rings 253a, 253b and the bearing races of the ball bearings 251a, 251b are inserted or pressed into the opening 250 of the seat tube 150 on both sides. The spring / damper element 140 with the transmission lever 231 mounted is then inserted into the seat tube 105 from below and held in place.

[0085] The two pivot levers 226a, 226b with their axle pieces 226a.1, 226b.1 are then threaded through the bearings. During this process, the bearing protection rings 252a, 252b are also threaded through. The two pivot levers 226a, 226b contact the axle piece 231.1 of the transmission lever 231 in the area of ​​the respective end-face teeth. When correctly aligned, they can be coupled together in a rotationally fixed manner, and the pivot levers 226a, 226b and the transmission lever are thus connected in a rotationally fixed manner. Alignment of the individual parts can be facilitated by inserting an axle through the two pivot levers 226a, 226b and the eyelet of the spring / damper element 140. The axis can have a chamfer that interacts with a corresponding chamfer in the elements to be fastened together, so that the elements are aligned with each other in the angular relationship required for assembly.The connection between the pivot levers 226a and 226b is axially secured by the quick-release fastener 254. The spring / damper element 140 is then pushed into its operating position and subsequently attached at its lower end directly to the frame, the cover, or using a fastening element. After the pivot levers 226a and 226b are connected to the corresponding pivot points of the rocker assembly, forces can now be transmitted from the rocker assembly via the pivot levers 226a and 226b, and the transmission lever 231, to the spring / damper element 140.

[0086] The quick-release lever 254 allows the two pivot levers 226a and 226b to be temporarily detached from the transmission lever 231. In the detached position, the relative angle between the pivot levers 226a and 226b on the one hand and the transmission lever 231 on the other can be adjusted and then fixed again by tightening the quick-release lever 254. This allows the geometry of the rear suspension to be adjusted. Because the sector-shaped ribs and recesses remain engaged even when the end teeth are detached, the maximum adjustment range is limited to the approximately 4° mentioned above.

[0087] The Fig. Figures 5A-E show a third variant of a transmission mechanism 330 of the first embodiment. Fig. 5A is an exploded view that Fig. 5B a side view, and the Fig. 5C shows a cross-section along the line in the Fig. 5B indicated level AA. The Fig. 5D shows a front view that Fig. 5E a cross-section along the in the Fig. 5D suggested plane BB.

[0088] The transmission mechanism 330 is - as already mentioned in connection with the Fig. 2 shown - mounted in the seat tube 105. It is coupled to two pivot levers 326a, 326b. These are mounted in an axially oriented opening 150 on both sides in the seat tube 105 and, in the assembled state, are rotationally fixed to a bearing 331 positioned eccentrically with respect to a pivot axis of the pivot levers 326a, 326b. In the assembled state, the bearing 331 is rotatably coupled to the free upper end of the spring / damper element 140. The openings on both sides of the axial opening 150 are connected here by a tube-like structure, which has only a cutout for the passage of the spring / damper element 140. This increases the stability of the seat tube 105. The lower end of the spring / damper element 140 is again - as in connection with the Fig. 2 or the Fig. 3 described - mechanically connected to the down tube of the bicycle.

[0089] The individual components of the transmission mechanism 330 are described in more detail below. One of the pivot levers 326b comprises a cylindrical axle piece 326b.1 at its front end, which engages in the opening 150 when assembled. This axle piece includes external teeth with radial ribs adjacent to its end face. An internal thread is formed in the same area. Behind this, a sector-shaped recess is formed. Aligned openings are cut into the radial walls of this recess.

[0090] The other pivot lever 326a includes an opening with internal teeth, the geometry of which is adapted to the external teeth of the axle piece 326b.1 of the other pivot lever 326b.

[0091] A plain bearing 351a, 351b is pressed into the opening 150 in the frame tube 105 on both sides; such pressed-in bearings are advantageous in conjunction with carbon frames. Plain bearings are also a good choice for the relatively large bearing diameter. Suitable bearings are generally known from the field of bottom brackets.

[0092] The axle 326b.1 of one pivot lever 326b is mounted in the plain bearings 351a, 351b in the assembled state. Spacer rings 352a, 352b are arranged between the pivot levers 326a, 326b and the end faces of the plain bearings 351a, 351b. The two pivot levers 326a, 326b are mounted to each other in a rotationally fixed manner by their end-face serrations. A clamping ring 327 with an external thread and a flange is screwed onto the internal thread of the axially opposite pivot lever 326b and bears with its flange against the adjacent pivot lever 326a. Screwing on the clamping ring eliminates the axial play between the two pivot levers 326a, 326b. The connection between the pivot levers 326a, 326b is finally secured by a clamping screw 354.

[0093] The upper end of the spring / damper element 140 is rotatably attached to the eccentric bearing 331 of one pivot lever 326b. For this purpose, a locking bolt 346 is guided through the two openings of the radial walls and between them through a corresponding eyelet of the spring / damper element and then secured by known means.

[0094] The spring / damper element 140 is a commercially available component with a linear air spring and oil damping. A Bowden cable 147 is connected to its lower end, allowing the damping characteristics of the spring / damper element 140 to be adjusted in a manner known per se. Instead of a Bowden cable, the adjustment can also be made via a hydraulic or electrical line or a wireless signal connection.

[0095] The transmission mechanism 330 is mounted on the frame as follows: First, the sliding bearings 351a, 351b are pressed into the opening 150 of the seat tube 105 on both sides.

[0096] The first pivot lever 326b, with its axle 326b.1, is then threaded through the corresponding bearing. During this process, the spacer rings 352a and 352b are also threaded through. These compensate for assembly-related tolerances. Once the axle 326b.1 passes through the corresponding bearing on the opposite side, the other pivot lever 326a is pushed on, the clamping ring 327 is tightened, and the connection between the pivot levers 326a and 326b is finally secured by means of the clamping screw 354.

[0097] The spring / damper element 140 is now inserted into the seat tube 105 from below and held in place. The two pivot levers 326a, 326b are rotated around their axes so that the openings of the eccentric bearing 331 align with the eyelet of the spring / damper element 140. The locking bolt 346 can then be inserted. This is easily possible because the axis of the eccentric bearing 331 is still within the cylindrical space defined by the opening 150; the cross-section of the opening is selected accordingly. Finally, the spring / damper element 140 is attached at its lower end directly to the frame, to the cover, or using a fastening element. After connecting the pivot levers 326a, 326b with the corresponding pivot points of the rocker assembly, forces can now be transmitted from the rocker assembly via the pivot levers 326a, 326b, and the eccentric bearing 331 to the spring / damper element 140.

[0098] Due to the recess in the pivot lever 326b being completely enclosed by walls, the spring / damper element 140 is protected from dirt when installed, which could otherwise penetrate the interior of the pivot lever 326b through the opening 150. The large opening cross-section of, for example, 110 mm allows for easy installation and removal of the spring / damper element, thereby eliminating the need for additional openings in the frame. However, smaller openings, e.g., 50–80 mm, can also be used, which have less impact on the structure of the corresponding frame tube.

[0099] The Fig. Figures 6A-D show a fourth variant of a transmission mechanism 430 of the first embodiment. Fig. 6A is an exploded view which Fig. 6B a side view and the Fig. 6C a front view. Fig. 6D shows a cross-section along the line in the Fig. 6C indicated level AA.

[0100] The transmission mechanism 430 is - as already mentioned in connection with the Fig. 2 shown - mounted in the seat tube 105. It is coupled to two pivot levers 426a, 426b. These are mounted in an axially oriented and double-sided opening 150 in the seat tube 105. A transmission lever 431 is mounted in one of the pivot levers 426b and, in the assembled state, is rotatably coupled to the free upper end of the spring / damper element 140. The lower end of the spring / damper element 140 is again - as in connection with the Fig. 2 or the Fig. 3 described - mechanically connected to the down tube of the bicycle.

[0101] The individual components of the transmission mechanism 430 are described in more detail below. One of the pivot levers 426b comprises a cylindrical axle piece 426b.1 at its front end, which engages in the opening 150 when assembled. This axle piece includes external teeth with radial ribs adjacent to its end face. An internal thread is formed in the same area. Behind this, a sector-shaped recess is formed. Two sets of two pairs of aligned openings are recessed in the radial walls of this recess. When assembled, the recess receives the rear end of the transmission lever 431. A central opening 431.1 in the transmission lever is aligned with one of the openings in the radial walls, which is arranged eccentrically with respect to the axis of rotation of the pivot lever 426b. The transmission lever 431 is connected by a [missing information - likely a specific component or element] in the opening 431.1 inserted locking bolt 448 is rotatably held in the recess, the possible angle of rotation being limited to approximately 4° by the walls of the recess.

[0102] The transmission lever 431 has an elongated slot 431.2 near its rear end, which is opposite the point of application of the spring / damper element 140. The extent of this slot is greater in the direction of the wider opening 431.1 than in a direction perpendicular to it. An actuating element 449 with an eccentric section interacts with the elongated slot 431.2. The actuating element 449 is mounted with a coaxial section in a circular opening in the transmission lever 431. In the assembled state, the eccentric section of the actuating element 449 projects into the elongated slot 431.2 of the transmission lever 431. Depending on the position of the actuating element 449, the transmission lever 431 interacts with a different stop surface of the pivot lever 426b, thus exhibiting a different relative angular position. The geometry of the eccentric section of the adjusting element 449 and the elongated hole 431.2 is chosen such that the actuating element 449 is moved beyond a dead center point when moving into each of the two end positions and is fixed at one end of the elongated hole 431.2 in each end position, so that the end position is automatically locked and can only be changed by a force exerted on the actuating element 449 from the outside. The actuating element 449 has a lever on its outside oriented perpendicular to the axis. This acts both as a control element and indicates the set angular position (lever pointing upwards: uphill travel; lever pointing downwards: downhill travel).

[0103] The other pivot lever 426a includes an opening with internal teeth, the geometry of which is adapted to the external teeth of the axle piece 426b.1 of the other pivot lever 426b.

[0104] A plain bearing 451a, 451b is pressed into the opening 150 in the frame tube 105 on both sides; such pressed-in bearings are advantageous in connection with carbon frames. Suitable bearings are generally known from the field of bottom brackets.

[0105] The axle 426b.1 of one pivot lever 426b is mounted in the plain bearings 451a, 451b in the assembled state. Spacer rings 452a, 452b are arranged between the pivot levers 426a, 426b and the end face of the plain bearings 451a, 451b. A clamping ring 427 with an external thread and a flange is screwed onto the internal thread of the axially opposite pivot lever 426b and bears with its flange on the adjacent pivot lever 426a. Screwing the clamping ring onto the clamping ring eliminates the axial play between the two pivot levers 426.

[0106] The two pivot levers 426a, 426b are mounted together in a rotationally fixed manner with their end-face teeth; the connection is secured by a clamping screw 454.

[0107] The upper end of the spring / damper element 140 is rotatably attached to the free end of the transmission lever 431. For this purpose, a locking bolt 446 is guided through two aligned openings in the transmission lever 431 and between them through a corresponding eyelet of the spring / damper element, and then secured by known means.

[0108] The spring / damper element 140 is a commercially available component with a linear air spring and oil damping. A Bowden cable 147 is connected to its lower end, allowing the damping characteristics of the spring / damper element 140 to be adjusted in a manner known per se. Instead of a Bowden cable, the adjustment can also be made via a hydraulic or electrical line or a wireless signal connection.

[0109] The transmission mechanism 430 is mounted on the frame as follows: First, the sliding bearings 451a, 451b are pressed into the opening 150 of the seat tube 105 on both sides.

[0110] The first pivot lever 426b, with its axle piece 426b.1, is then threaded through the corresponding bearing. The spacer ring is also threaded through during this process. Once the axle piece 426b.1 passes through the corresponding bearing on the opposite side, the other pivot lever 426a is pushed on, the clamping ring 427 is tightened, and finally secured by means of the clamping screw 454.

[0111] The spring / damper element 140, together with the attached transmission lever 431, is inserted into the seat tube 105 from below. The two pivot levers 426a and 426b, which are attached to each other, are rotated approximately 90° about their axes so that the recess in one pivot lever 426b can accommodate the transmission lever 431. The transmission lever 431 is then secured to the pivot lever 426b by inserting the locking bolt 448. This is easily possible because the corresponding axis is still within the cylindrical space defined by the opening 150; the cross-section of the opening is appropriately sized. Subsequently, the main part 449b of the actuating element is inserted into the pivot lever 426b, and the counterpart 449a is connected to the main part 449b from the opposite side. For this purpose, both elements have a toothed face, and the two elements are secured against each other by an axial screw 449c.Finally, the spring / damper element 140 is attached at its lower end directly to the frame, the cover, or with the aid of a fastening element. Forces can now be transmitted from the rocker assembly via the pivot levers 426a, 426b, and the transmission lever 431 to the spring / damper element 140.

[0112] Alternatively, the transmission lever 431 is first inserted through the lower frame opening and the seat tube 105 and attached to the pivot lever 426b, and only then is the spring / damper element 140 connected to the transmission lever 431. For this purpose, the locking bolt 446 can be inserted through a correspondingly positioned opening in the seat tube 105 and tightened. The opening is then sealed weatherproof with a cap.

[0113] Due to the recess in the pivot lever 426b being completely enclosed by walls, the spring / damper element 140 is protected from dirt when installed, which could otherwise penetrate the interior of the pivot lever 426b through the opening 150. The large opening cross-section of, for example, 80 mm allows for easy installation and removal of the spring / damper element, thereby eliminating the need for additional openings in the frame.

[0114] The Fig. Figures 7A-F show a fifth variant of a transmission mechanism 530 of the first embodiment. Fig. 7A and Fig. 7B are oblique images, which Fig. 7C, a front view. Fig. 7D shows a cross-section along the [unclear] in the Fig. 7C indicated level AA. The Fig. 7E is a side view that Fig. 7F shows a cross-section along the line in the Fig. 7E indicated level BB.

[0115] The fourth variant largely corresponds to the one associated with the Fig. The third variant described in section 6, however, allows for remote control of the angle adjustment between pivot levers 526a, 526b and transmission lever 531. The following discussion focuses solely on the differences from the third variant.

[0116] The transmission lever 531 is in turn mounted in a recess of one of the pivot levers 526b. Instead of an eccentric actuating element, a two-sided actuating hydraulic cylinder 549 is now provided. The corresponding piston can be moved to an upper or lower position via two hydraulic lines 549.1, 549.2. In the Fig. In 7D, the lower position is clearly visible. Depending on the piston position, the transmission lever 531 is at a different angular position relative to the pivot levers 526a, 526b; the angular difference is again approximately 4°. To allow unimpeded passage of the hydraulic lines 549.1, 549.2, the transmission lever 531, unlike in the third variant, is secured on both sides by a separate locking bolt 548a, 548b on the pivot lever 526b.

[0117] The Fig. Figures 8A-8G show a second embodiment of a two-wheeler according to the invention. Fig. 8A shows an oblique view which Fig. 8B a front view and the Fig. 8C a side view. The Fig. 8D shows a section along the [unclear] in the Fig. 8B indicated vertical plane AA. The Fig. 8E shows a section along the line in the Fig. 8C indicates the plane BB running obliquely through the transmission mechanism. Fig. 8F, Fig. Figure 8G shows a detailed view of the bearing point for the swing arm assembly with the transmission mechanism according to the invention.

[0118] The bicycle 601 according to the second embodiment comprises, as is known per se, a frame 602 with a top tube 603, a down tube 604, and a seat tube 605, which form a frame triangle. The head tube 606 is arranged at the front end of the top tube 603 and the down tube 604, in which the front fork 607 is rotatably mounted about the steering axis. The front fork 607 carries the front wheel 608 and is non-rotatably connected at its upper end to the handlebar 609.

[0119] A seatpost 610 with a saddle 611 is inserted into the seat tube 605 and secured by means of a conventional clamping device. Other components such as brakes, gearing, etc., are also present and designed and arranged in a manner known per se, but have been omitted from the figures for the sake of clarity.

[0120] The pivot axis of the rear wheel 613 is mounted on a swingarm assembly 620. This assembly comprises a lower swingarm 621a, 621b on each side, which are pivotally mounted about an axial pivot axis 622 directly above the bottom bracket 612 and extend rearward, essentially horizontally, from this pivot axis 622. Upper swingarms 623a, 623b are pivotally mounted on the lower swingarms 621a, 621b about a pivot axis 624. These upper swingarms comprise a rear leg, which extends rearward, essentially horizontally, from the pivot axis 624 and carries the rear wheel axle at its free end, and a front leg, which extends obliquely forward and upward from the pivot axis 624.

[0121] Near their free end, the front legs of the upper swing arms 623a, 623b are articulated via a further pivot axis 625 to a transmission mechanism 630; this is shown in the Fig. Figures 8E-8G are shown in detail. The swing arms 623a, 623b are mounted on the pivot axis 625 via ball bearings; a spacer ring is arranged between the ball bearings and the outer surface of the pivot sleeve 670.

[0122] The transmission mechanism couples the upper swing arms 623a, 623b to a spring / damper element 640. The spring / damper element 640 is housed in a rear section of the top tube 603. An opening 642 in the top tube 603 for inserting and removing the spring / damper element is closed by a cover 643, which is also attached to the frame 602. At its front end, it is screwed to the top tube 603 by means of axial screws 641.

[0123] The transmission mechanism 630 comprises a plain bearing 651 with two bearing rings 651a, 651b. A rotary sleeve 670 is rotatably mounted in the bearing. The rotary sleeve has a flange projecting outwards beyond the bearing on one side and an internal thread on the other side, which can engage with a lock nut 671. The lock nut 671 has radial grooves on its inner surface. After tightening the lock nut 671, the connection with the rotary sleeve 670 is secured by inserting and tightening an adjusting screw 673 (or by means of a spring-loaded pin or a locking pin) which is received in a thread in the rotary sleeve 671. The adjusting screw 673 or the pin engages with the radial grooves and prevents the lock nut 671 from loosening unintentionally.

[0124] The swivel sleeve 670 is essentially in the shape of a hollow cylinder, but features a circumferential indentation extending from its circumference. This indentation reduces the required installation space in the area immediately in front of the receiving space in the seat tube 605, which is occupied by the seatpost 610. The seatpost 610 must therefore be removed before installing or removing the swivel sleeve 670. The swivel sleeve 670 also has an additional indentation 670.1 extending from the aforementioned indentation, which can accommodate the front end of the spring / damper element 640. Furthermore, the swivel sleeve 670 has an axial receptacle 670.2 for the pivot axis 625, which is arranged eccentrically with respect to the pivot axis of the swivel sleeve 670. The pivot axis 625 interacts with the front end of the spring / damper element 640 in its central section. Its eyelet surrounds the pivot axis 625.

[0125] The rotary sleeve 670 has weather-protected slots 672 to generate air circulation. Further openings are provided in the cover 643. This allows the spring element to be cooled efficiently and easily.

[0126] Forces can now be transmitted from the rocker assembly via the pivot axis 625 to the spring / damper element 640, with the pivot sleeve 670 supporting the pivot axis 625 on the frame 601 and defining the path of the pivot axis 625 along a section of the circumference.

[0127] Due to the recess 670.1 and receptacle 670.2 for the pivot axis 625, which are completely enclosed by walls, the spring / damper element 640 is protected from dirt when installed, which could otherwise penetrate the interior of the pivot sleeve 670 through the opening 650. The large opening cross-section of, for example, 110 mm allows for easy installation and removal of the spring / damper element, thereby eliminating the need for additional openings in the frame.

[0128] However, openings with a smaller cross-section of, for example, 50-80 mm can also be used, which have less of an impact on the structure of the corresponding frame tube.

[0129] In one variant to Fig. 8. The opening with the pivot sleeve is located further down in the seat tube, and the spring / damper element is housed above the opening in the seat tube. Instead of the lock nut, a sealing washer with a keyway can be provided, which is attached to the pivot sleeve by means of the pivot shaft 625 and, if necessary, additional fixing screws. The axes between the pivot sleeve and the swingarm assembly, as well as between the pivot sleeve and the spring / damper element, do not have to coincide. Ball bearings can also be used instead of the plain bearings.

[0130] The Fig. Figures 9A-F schematically show oblique views of various configurations of the transmission mechanism according to the invention. Arrows indicate the points of application of the force introduced by the rocker assembly and the point of transmission to the spring / damper element.

[0131] This shows Fig. 9A is a configuration in which the force is transmitted from the swingarm assembly to two pivot levers 901, 902, from these to a pivot axis 903, and via a transmission lever 904 to the spring / damper element. Both the pivot levers 901, 902 and the transmission lever 904 are rotationally fixed to the pivot axis 903 in the assembled state. The angle between the two pivot levers 901, 902 on the one hand and the transmission lever 904 on the other is approximately 150°. The force is essentially redirected downwards, making this configuration particularly suitable for installation in the seat tube 105. Specific designs with this configuration are shown, for example, in the following. Fig. 3 and Fig. 4.

[0132] The Fig. Figure 9B shows another configuration in which the force is transmitted from the swingarm assembly to two pivot levers 911, 912, from these to a pivot axis 913, and via a transmission lever 914 to the spring / damper element. Both the pivot levers 911, 912 and the transmission lever 914 are rotationally fixed to the pivot axis 913 in the assembled state. The two pivot levers 901, 902 and the transmission lever 904 are arranged essentially parallel, and the force is redirected essentially forward, making this configuration particularly suitable for installation in the top tube 103.

[0133] The Fig. 9C shows another configuration, which is largely the same as that of the Fig. 9B corresponds to this. The force from the swingarm assembly is transmitted to two pivot levers 921, 922, from these to a rotary sleeve 923, and via a transmission lever 924 to the spring / damper element. The axis of rotation is thus designed as a rotary sleeve 923, which is mounted in a bearing with a comparatively large diameter. Both the pivot levers 921, 922 and the transmission lever 924 are rotationally fixed to the rotary sleeve 923 in the assembled state. The angle between the two pivot levers 921, 922 on the one hand and the transmission lever 924 on the other is approximately 30°; the force is essentially redirected forward, so this configuration is also particularly suitable for installation in the top tube 103. Specific designs with this configuration are shown, for example, in the following. Fig. 6 and Fig. 7, where the angle between the pivot levers and the transmission lever is adjustable.

[0134] The Fig. 9D shows another configuration. As with the Fig. In 9C, the force is transmitted from the swingarm assembly to two pivot levers 931, 932, and from these to a rotary sleeve 933. Instead of a transmission lever, the rotary sleeve 933 now has an eccentric bearing point 934, which is formed in a recess in the rotary sleeve 933. The recess accommodates the front end of the spring / damper element. In the assembled state, the pivot levers 931, 932 are rotationally fixed to the rotary sleeve 933. The angle between the two pivot levers 931, 932 on the one hand and the eccentric bearing point 934 on the other is approximately 100°. The force is redirected diagonally downwards and forwards, making this configuration particularly suitable for installation in a suitably shaped seat tube 105. A specific embodiment with this configuration is shown, for example, in the Fig. 5.

[0135] The Fig. 9E shows another configuration. Unlike the Fig. In 9D, the force of the swing arm assembly is not transmitted to the rotary sleeve 943 via pivot levers, but via eccentric bearing points 941, 942 arranged on the rotary sleeve 943. As with the Fig. Here too, the rotating sleeve 943 in 9D has a further eccentric bearing point 944, which is also formed in a recess of the rotating sleeve 943. The recess receives the front end of the spring / damper element. The angle between the first eccentric bearing points 941, 942 on the one hand and the eccentric bearing point 944 on the other hand is again approximately 100°, the force is redirected diagonally downwards and forwards, so that this configuration is also particularly suitable for installation in a correspondingly shaped seat tube 105.

[0136] The Fig. Figure 9F shows a configuration in which the eccentric bearing points 951, 952 for the engagement of the swingarm assembly and the bearing point 954 for the spring / damper element coincide. The force is thus transmitted essentially in the same direction, making this configuration particularly suitable for installation in a top tube 103. A specific embodiment with this configuration is shown, for example, in the Fig. 8.

[0137] The Fig. 10A, Fig. Figure 10B schematically shows oblique views of two configurations of the transmission mechanism according to the invention for transmitting the forces of a swing arm group with a fixed rear frame triangle, indicated by arrows, to the spring / damper element.

[0138] The Fig. Figure 10A shows a variant in which the spring / damper element 965 is articulated at both ends to spaced-apart points of application of the swing arm assembly 966 (see configurations according to Fig. 1A, Fig. 1T). At both points, a transmission mechanism according to the invention 960a, 960b is present, in which Fig. 10A the upper transmission mechanism 960a has the configuration according to Fig. 9E, the lower transmission mechanism 960b the configuration according to Fig. 9F. However, other configurations can also be used depending on requirements.

[0139] The Fig. Figure 10B shows another variant in which the spring / damper element 975 is only articulated at its upper end to a first point of application of the swing arm assembly 976. The lower end is fixed to the frame (see configurations according to [reference]). Fig. 1D, Fig. 10, Fig. 1Q, Fig. 1S). The second point of application of the swing arm assembly is articulated to the frame via a lever 977. Accordingly, a transmission mechanism 970 according to the invention is only present at the upper point, again with a configuration according to Fig. 9E. However, other configurations can also be used depending on requirements.

[0140] The Fig. Figure 11A shows an oblique view of a third embodiment of a two-wheeler according to the invention. Only the area of ​​the rear swingarm and its mounting is shown. Fig. 11B, Fig. Figure 11C shows a partial sectional view in fully extended and fully compressed states.

[0141] Bicycle 101 comprises a frame 702 with a top tube 703, a down tube 704, and a seat tube 705, forming a frame triangle. The head tube (not visible) is located at the front end of the top tube 703 and the down tube 704, and the front fork is rotatably mounted in it around the steering axis. The front fork supports the front wheel and is fixedly connected to the handlebars at its upper end.

[0142] A seatpost with a saddle is inserted into the seat tube 705 and secured by means of a standard clamping device (not shown). Other components such as brakes, gearing, etc., are also present and designed and arranged in a known manner, but have been omitted from the figures for the sake of clarity.

[0143] The pivot axis of the rear wheel is mounted on a swingarm assembly 720. This assembly comprises a lower swingarm 721a, 721b on each side, which are pivotally mounted about an axial pivot axis 722 directly above the bottom bracket 712 and extend rearward from this pivot axis 722 essentially in a horizontal direction. The upper swingarms 723a, 723b are formed integrally with the lower swingarms 721a, 721b. These extend obliquely forward and upward from a pivot point of the rear wheel axle.

[0144] Near their free ends, the front legs of the upper swing arms 723a, 723b are articulated to a transmission mechanism 730 via a further pivot axis 725. The swing arms 723a, 723b are mounted on the pivot axis 725 via ball bearings. Analogous to the embodiment described above in connection with the Fig. As shown in Figure 8, the axis of rotation 725 is arranged on a rotary sleeve 770. This is – in contrast to the embodiment of the Fig. 8 - mounted via a ball bearing in the opening in the seat tube 705.

[0145] The transmission mechanism couples the upper swing arms 723a, 723b to a spring / damper element 740. The spring / damper element 740 is housed in the seat tube 705 and extends downwards from the transmission mechanism 730. It is formed by a leaf spring, the upper end of which is rotatably mounted on the pivot sleeve 770. An opening 742 in the seat tube 705 for inserting and removing the spring / damper element 740 is closed by a cover 743, which is also attached to the frame 702. At its lower end, the leaf spring is screwed to the seat tube 705.

[0146] The leaf spring forming the spring / damper element consists of a suitable material (carbon, steel, fiberglass, plastic composite material with natural fibers, etc.) and features integrated damping. This damping is designed as a core that is completely or partially enclosed by the actual leaf spring. Alternatively, the damping can also be located laterally or on the front and / or rear of the leaf spring. The damping material is, in particular, a suitable engineering plastic with elastomeric properties such as butyl rubber (IIR) or other rubber materials.

[0147] In the maximum compressed state, which occurs in the Fig. As shown in Figure 11C, the central section of the leaf spring rests on the inside of the seat tube 705. At the contact point, a damping stop 745 – again made of a suitable damping material – is applied to the inside of the seat tube 705.

[0148] To the in the Fig. Several variations exist in the third embodiment shown in Figure 11. For example, the bump stop need not be designed as shown, but can also act from spring end to spring end, be located between the spring and the transmission mechanism, or be positioned between the transmission mechanism and the respective frame tube. The bump stop can be rigidly connected to both of the aforementioned components, so that damping properties are achieved over the entire spring travel. Instead of bump stop damping, the spring travel can also be defined by limiting the rotational movement of the transmission mechanism. Furthermore, the bearing of the transmission mechanism can also be designed as a rotational damper.Another possibility is to design the rotary sleeve with the eccentrically arranged axes of rotation, namely the axis of rotation 725 for supporting the front legs of the upper swing arms 723a, 723b of the swing arm group 720 and the bearing axis of the spring / damper element 740, in such a way that in a desired end position of the spring / damper element 740 the aforementioned two axes and the axis of rotation of the rotary sleeve lie on a line, so that the force transmission reaches a dead center position.

[0149] The Fig. Figure 12 is an oblique view illustrating the cooling air routing in a two-wheeler according to the invention. Air inlet openings 181 are arranged in the area of ​​the head tube 106. These are exposed to the airflow, so that during riding, air flows through the air inlet openings 181 into the top tube 103 and / or the down tube 104. In the area of ​​the head tube 106, the openings are relatively well protected against dirt and splashes. In addition to the air inlet openings 181, round through-openings 182 for cables (in particular for brakes, gears, for controlling the suspension / damping element, or for a dropper seatpost) can be provided in the same area, so that these cables can be routed inside the frame tubes. Unused through-openings 182 can be used as (additional) air inlet openings or closed with caps.

[0150] Additionally or alternatively, there are 105 further air intake openings 183 on the seat tube (see also Fig. 13A). These are equipped with a cover cap featuring air intake slots. This directs airflow into the seat tube 105 and protects against the ingress of larger dirt particles. The cover cap is made of, for example, a plastic or rubber-like material. The air intake openings can be combined with a maintenance opening, e.g., for installing and removing the spring / damper unit.

[0151] In the downtube, in an area adjacent to the bottom bracket 112, there is an opening as described above, which is closed with a cover 143. The opening serves in the Fig. The design shown in 12 also applies to the outflow of cooling air from the frame (see also Fig. 13A). The cover 143 has corresponding channels 184a, 184b. These form through-openings between the inside and outside of the frame. The channels also serve to route cables 188, 189 for the rear brake and the gearshift. Furthermore, the channels form an opening to the inside of the frame at the lowest point. This allows any water or dirt particles that may have entered to be easily drained away by gravity.

[0152] The airflow generated within the frame primarily serves to cool the spring / damper element housed within the frame.

[0153] The Fig. Figures 13A and 13B show a sixth variant of a transmission mechanism of the first embodiment. Fig. 13B is an enlarged representation of section A of the Fig. 13A. The transmission mechanism corresponds in many respects to the mechanism described above in connection with the Fig. 2 and Fig.3, is described.

[0154] The transmission mechanism 830 is housed in the seat tube 805 within an axially oriented opening 850 on both sides. The transmission mechanism is coupled to two pivot levers 826a and 826b, which are rotationally fixed to a transmission lever 831. In its assembled state, this lever is rotatably coupled to the free upper end of a spring / damper element 840. The spring / damper element 840 is housed in a lower region of the seat tube 805 and, in its installed state, is located directly in front of the bottom bracket 812. The lower end of the spring / damper element 840 is attached to the frame in the bottom bracket area by means of a bolt. The spring / damper element is accessible through an opening 842, which is closed by a cover 843.

[0155] The front legs of the upper swing arms 823a, 823b are rotatably mounted on the pivot levers 826a, 826b via ball bearings 825a, 825b, which define an axial axis of rotation.

[0156] The individual components of the transmission mechanism 830 are described in more detail below. The pivot levers 826a, 826b comprise, at their front end which engages in the opening 850 when assembled, axle sections 826a.1, 826b.1, which are cylindrical in a first outer region and then comprise a conically tapered second region, the outer surface of which is provided with a profile 826b.2. The transmission lever 831 also comprises a cylindrical axle section 831.1 with an axial, continuous opening 831.4. This opening 831.4 has an internal profile which is adapted to the geometry of the profile 826b.2 of the two pivot levers 826a, 826b such that the pivot levers 826a, 826b can only be fixed to the transmission lever 831 in a rotationally fixed manner in a predetermined relative orientation to the transmission lever 831.

[0157] The transmission lever 831 further comprises a first section 831.2 extending radially with respect to the axis of rotation and a section 831.3 bent at an angle of approximately 45° to it. The latter carries a fork with two aligned eyelets at its free end.

[0158] A ball bearing 851a, 851b is pressed into the opening 850 in the frame tube 805 on both sides. Suitable bearings are generally known, e.g., from the area of ​​bottom brackets. The axle pieces 826a.1, 826b.1 of the two pivot levers 826a, 826b are now supported by their cylindrical sections in the ball bearings 851a, 851b. Bearing protection rings 852a, 852b are arranged between the actual pivot levers 826a, 826b and the end face of the ball bearings 851a, 851b.

[0159] The two pivot levers 826a, 826b are mounted to the axle 831.1 of the transmission lever 831 in a rotationally fixed manner by means of their toothed surfaces; the connections are secured axially by a quick-release fastener. In addition to the elements shown, spring washers can be positioned on the axle segments at suitable locations to compensate for tolerances.

[0160] The upper end of the spring / damper element 840 is rotatably attached to the bent section 831.3 of the transmission lever 831. For this purpose, a locking bolt 846 is guided through the two eyelets of the bent section 831.3 and, between them, through a corresponding eyelet of the spring / damper element 840, and then secured by known means.

[0161] The invention is not limited to the illustrated embodiments. Elements from different embodiments can be combined. Furthermore, details of the various elements can differ, particularly the specific geometry and the type of fasteners and mechanisms used, as well as the type of spring / damper element. If a cover is provided for the opening for inserting the spring / damper element, it can have projections to accommodate a valve of the spring / damper element or to guide lines. Preferably, the cover can be removed and reinstalled without tools, for example, by being attached to the frame or a retaining part with a clip mechanism. This allows the cover to be removed and attached quickly and easily. Furthermore, the cover can be designed so that its removal provides access to a receiving space (e.g., for tools).

[0162] The transmission mechanism according to the invention makes it possible to route brake and shift cables, or other lines, through the actual transmission mechanism to the rear swingarm assembly. Additional cables can be routed through an opening between the cover and the frame, or further inside the frame. It is even conceivable to thread entire disc brake calipers through the tube opening or even the transmission mechanism itself. If a similar option exists in the handlebar area, the rear disc brakes can be installed in the bicycle as a complete unit without the need for assembly and subsequent bleeding.

[0163] In principle, the axis of rotation of the transmission mechanism can be designed coaxially with the bottom bracket, similar to what is already known for a swingarm bearing, cf. e.g. US 8,430,417 B1 (Specialized).

[0164] The pivot point of the swingarm assembly on the frame triangle does not necessarily have to be formed by a pivot bearing. It can also be achieved by making the swingarm, or a section of the swingarm, from an elastic material (e.g., carbon fiber).

[0165] In summary, the invention creates a two-wheeler with a rear suspension in which the risk of contamination of the spring / damper element is reduced.

Claims

Two-wheeler (101, 601) with rear suspension, comprising: a) a frame (102, 602, 702) with at least one frame tube (105, 605, 705, 805); b) a swingarm assembly (120, 620, 966, 976, 720) mounted on the frame (102, 602, 702) for suspending a rear wheel; c) a linear spring / damper element (140, 640, 965, 975, 740, 840); d) a transmission mechanism (130, 130', 230, 330, 430, 530, 630, 960a, 960b, 970, 730, 830) which is connected on one side to the spring / damper element (140, 640, 965, 975, 740, 840) and on the other hand is operatively connected to the swing arm group (120, 620, 966, 976, 720); wherein) the spring / damper element (140, 640, 965, 975, 740, 840) is received in a receiving space within the frame tube (105, 605, 705, 805); f) an axial opening (150, 850) in the frame tube (105, 605, 705, 805) forms a bearing in which an axle element is rotatably mounted about an axis of rotation passing through the axial opening (150, 850) in the frame tube (105, 605, 705, 805);and characterized in that g) the rocker arm assembly (120, 620, 966, 976, 720) is eccentrically pivoted on the axle element with respect to the axis of rotation; and h) the transmission mechanism (130, 130', 230, 330, 430, 530, 630, 960a, 960b, 970, 730, 830) is designed and mounted on the frame (102, 602, 702) such that it transmits a force between the spring / damper element (140, 640, 965, 975, 740, 840) and the rocker arm assembly (120, 620, 966, 976, 720) via the axis of rotation. Two-wheeler (101, 601) according to claim 1 , characterized in that the spring / damper element (140, 640, 965, 975, 740, 840) is eccentrically articulated on the axle element with respect to the axis of rotation. Two-wheeler (601) according to claim 2, characterized in that a pivot point of the spring / damper element (640, 965, 975, 740) is positioned in an area of ​​the receiving space located axially behind the axial opening (850) in the frame tube (605, 705, 805). Two-wheeler (601) according to one of claims 1 to 3, characterized in that a pivot point of the swing arm assembly (620, 966, 976, 720) is positioned in a spatial area which includes an opening surface of the opening (850) as well as the areas located axially behind and in front of this opening surface. Two-wheeler (601) according to claim 3 or claim 3 and 4, characterized in that the axle element is formed by a hollow cylindrical sleeve (670, 923, 933, 943), wherein the pivot point of the spring / damper element (640, 965, 975, 740) is arranged in an inwardly directed indentation of the sleeve (670, 923, 933, 943). Two-wheeler (101, 601) according to claim 2, characterized in that an angle between a pivot point of the spring / damper element (140, 640, 965, 975, 740, 840) and a pivot point of the swingarm assembly (120, 620, 966, 976, 720) is adjustable. Two-wheeler (101, 601) according to claim 6 , characterized by an actuating element (449) which can be operated via a power transmission line for locking or unlocking and / or adjusting the angle. Two-wheeler (101, 601) according to one of claims 1 to 7, characterized in that the bearing is designed as a plain bearing. Two-wheeler (101) according to one of claims 1 to 8, characterized in that the frame tube (105) has an axial opening (150) on each side, wherein the two openings (150) are aligned with each other, and that the axle element is constructed in at least two parts and has an axial separation point. Two-wheeler (101) according to claim 9, characterized in that the axle element comprises a quick-release mechanism (254) for separating and fixing the at least two parts of the axle element. Two-wheeler (101, 601) according to one of claims 1 to 10, characterized in that the at least one frame tube (105, 605, 705, 805) comprises a further opening (142, 642, 742, 842), wherein the spring / damper element (640, 965, 975, 740) in a state detached from the transmission mechanism (130, 130', 230, 330, 430, 530, 630, 960a, 960b, 970, 730, 830) can be removed from the frame tube (105, 605, 705, 805) through this further opening in a direction perpendicular to the axial direction. Two-wheeler (101, 601) according to claim 11 , characterized by a cover (143, 143', 643, 743, 843) for closing the further opening (142, 642, 742, 842).

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