Bicycle saddle

Abstract

The invention relates to a bicycle saddle (10), wherein the bicycle saddle has a saddle nose (12), a seat region (14) and a plane of extent, wherein the plane of extent is assigned a saddle longitudinal axis (16) extending between the seat region and the saddle nose, and a saddle transverse axis (18) extending perpendicularly to the saddle longitudinal axis, - having a saddle frame (26) which has a support shell and saddle rails connected to the support shell, and which has, for connecting the support shell and the saddle rails, two connection devices produced separately from the support shell, wherein a front connection device is set back in relation to the saddle nose and a rear connection device is assigned to the seat region, and / or - having a seat shell (28) which has a damping structure and a seat surface (100), wherein the seat shell or at least a partial section of the seat shell assigned to the seat region is produced by a seat-shell 3D printing method and has seat-shell material layers which are parallel to one another and are provided by the seat-shell 3D printing method.

Description

[0001] Applicant:

[0002] Tailorworks Components GmbH

[0003] Fechinger Straße 14 66271 Kleinblittersdorf

[0004] 40880001WC 09.09.2025

[0005] TLG / TLG

[0006] Title: Bicycle Saddle

[0007] Description

[0008] The invention relates to a bicycle saddle, wherein the bicycle saddle has a saddle nose, a seating area and an extension plane, wherein the extension plane is associated with a saddle longitudinal axis extending between the seating area and the saddle nose and a saddle transverse axis extending perpendicular to the saddle longitudinal axis.

[0009] - with a saddle frame which has a support shell and saddle rails connected to the support shell, and / or

[0010] - with a seat shell which incorporates a damping structure and a

[0011] The seat surface is designed as follows: Such a bicycle saddle is known, for example, from EP 3 060 460 Bl and features a lower support shell and an upper seat shell. The shells are detachably connected, making it possible, for example, to replace a worn seat shell with a new one. Manufacturers can stock a wide variety of seat shells in different sizes and shapes, allowing cyclists to select the most suitable shell and connect it to the support shell. However, achieving an optimal fit requires a relatively large stock of seat shells in different sizes and shapes. This complicates manufacturing, warehousing, and distribution.

[0012] There is a need to manufacture bicycle saddles in a simple way, reduce warehousing, and simplify distribution. At the same time, there is a need to be able to adapt bicycle saddles to a wide range of customer-specific parameters.

[0013] Based on this, the invention aims to provide a bicycle saddle that is easy to manufacture and adaptable to as many customer-specific parameters as possible.

[0014] This problem is solved according to the invention in a bicycle saddle of the type mentioned at the outset by the fact that

[0015] - the saddle frame for connecting the support shell and the saddle rails has two connecting devices manufactured separately from the support shell, wherein a front connecting device is arranged set back with respect to the saddle nose and a rear connecting device is assigned to the seat area, and / or

[0016] - the seat shell or at least a subsection of the seat shell associated with the seating area is manufactured by a seat shell 3D printing process and has seat shell material layers provided by the seat shell 3D printing process that are parallel to each other, preferably wherein the seat shell material layers are oriented inclined relative to the plane of extension by a seat shell tilt angle.

[0017] The connection devices, manufactured separately from the support shell, enable a simplified assembly of the support shell. This contributes to simplified manufacturing of the support shell, which is particularly advantageous with regard to support shells whose size and / or shape are specified by the customer.

[0018] The connecting devices can be used for different support shells, so that the connecting devices can be manufactured and provided in comparatively high quantities.

[0019] The connecting elements can be one-piece or multi-piece. For example, the rear connecting element may have two connecting elements, each serving to attach a saddle rail at one end. The front connecting element can also be multi-piece, but is preferably one-piece. The front connecting element is set back from the saddle nose, creating a design space, at least in a front area of ​​the saddle nose, to adapt the geometry of the support shell. This allows the use of a variety of differently shaped support shells without requiring modifications to other components of the saddle frame. Furthermore, the setback of the front connecting element allows the use of relatively simple saddle rail shapes without compromising comfort in the saddle nose area.

[0020] It is preferred that the offset of the front connecting device to the saddle nose is dimensioned such that a distance measured along the longitudinal axis of the saddle between a front tip of the support shell and a boundary of the front connecting device facing the front tip is at least 1 cm, preferably at least 1.5 cm, in particular at least 2 cm.

[0021] It is particularly advantageous if the support shell is manufactured using a support shell 3D printing process and has parallel support shell material layers provided by the support shell 3D printing process. This enables particularly simple production of customized support shells.

[0022] It is particularly preferred if the support shell material layers are oriented parallel to the plane of extension or inclined relative to the plane of extension by a support shell inclination angle of no more than 15°, and in particular no more than 10°. This allows for the provision of a support shell with a structure similar to a leaf spring assembly. This has the advantage that a weight force introduced into the bicycle saddle, and thus also into the support shell, by the weight of a cyclist results in limited bending deformation of the support shell and improves the comfort of the bicycle saddle.

[0023] The support shell tilt angles can be relatively low for particularly comfort-oriented support shells; for more sporty applications (i.e., for cyclists whose upper body is more inclined forwards and downwards), larger support shell tilt angles can be advantageous.

[0024] The support tray 3D printing process is advantageously an extrusion-based process in which a strand of material emerges from a nozzle in the print head. This can be an FFF (Fused Filament Fabrication) process, in which a thermoplastic material is fed to the print head as a filament and extruded through a heated extrusion nozzle in the print head, or an FGF (Fused Granular Fabrication) process, in which a thermoplastic material is fed to the print head in particle form (e.g., as pellets, granules, or powder) and extruded through a heated extrusion nozzle in the print head.The extrusion-based process can also be a DIW (Direct Ink Writing) process, in which a paste-like material is fed to the print head, exits through a nozzle, and is then dried, sintered, and / or otherwise cured, for example, by thermally initiated or photoinitiated polymerization or crosslinking. DIW processes are also referred to as paste extrusion processes or dispenser processes. These extrusion-based 3D printing processes are very cost-effective and allow for easy adaptation of the 3D print to support shells of varying sizes and / or shapes.

[0025] The support shell is preferably made of a thermoplastic material. It is advantageous if the thermoplastic material is fiber-filled, particularly with continuous fibers, long fibers, and / or short fibers. These materials are lightweight, resistant to environmental influences, and stable. Particularly preferred materials are polyamide (preferably polyamide 6 (PA6), polyamide 6.6 (PA6.6), polyamide 11 (PA11), or polyamide 12 (PA12)), polypropylene (PP), acrylonitrile styrene acrylate copolymer (ASA), and acrylonitrile butadiene styrene copolymer (ABS).

[0026] The connecting elements can advantageously be formed by or comprise injection-molded parts. This enables – after investment in a suitable injection mold – the cost-effective production of a large number of connecting elements.

[0027] However, it is also possible that the connecting elements are manufactured using a 3D printing process, particularly an extrusion-based process, especially an FFF (Fused Filament Fabrication) process, an FGF (Fused Granular Fabrication) process, or a DIW (Direct Ink Writing) process, which can be advantageous for smaller production runs. It is particularly preferred that the saddle rails are provided separately. The bicycle saddle thus has two separate and unconnected saddle rails. Preferably, the saddle rails have a straight path or a path curved or angled only in one plane. Such saddle rails can be manufactured in a particularly simple manner. In particular, complex forming processes, which are required for multiply curved saddle rails known from the prior art, can be avoided.

[0028] Preferably, the saddle rails are rod-shaped or tubular. Preferred materials are metal and carbon fiber-reinforced plastics. The saddle rails can be manufactured, in particular, by cutting rod-shaped or tubular blanks to length.

[0029] It is further preferred that the connecting devices each have first connecting sections for connection to the support shell and second connecting sections for connection to the saddle rails. In particular, the first connecting sections and the second connecting sections are spatially separated from each other, so that each of the connecting sections realizes its own connection function independently of the other connecting section of the same connecting device.

[0030] The first connecting sections are advantageously and repeatedly detachably connected to the support shell. This allows for the replacement of a support shell while retaining the connecting elements. Advantageously, the first connecting sections and the support shell are connected to each other via respective screw connections. This allows for easy assembly and disassembly of the saddle frame.

[0031] The second connecting sections are advantageously designed in a sleeve-like shape and serve to receive one free end of a saddle rail each. It is particularly preferred if one free end of a saddle rail is clamped within a sleeve-shaped second connecting section. This contributes to an increase in the torsional rigidity of the saddle frame. If both free ends of a saddle rail are received in two second connecting sections, the saddle rail is connected to the support shell in a particularly secure manner.

[0032] It is further preferred if the first connecting sections and the second connecting sections of the same connecting device are arranged offset from each other with respect to a saddle vertical axis, in particular by at least one centimeter. This allows a distance to be created between a support shell plane and a saddle rail plane. This is particularly advantageous for the front (set back with respect to the saddle nose)

[0033] A connecting device is advantageous in order to create a constructive clearance in the area of ​​the saddle nose.

[0034] The production of the seat shell, or at least one section of the seat shell associated with the seating area, using a 3D printing process with parallel layers of material allows for the simple manufacture of a bicycle saddle seat shell or its corresponding section. Simultaneously, it enables the adaptation of the seat shell or its corresponding section to a multitude of customer-specific parameters. For example, the size and shape of the seat shell can be defined according to customer specifications. However, the ability to customize the properties of the damping structure using the 3D printing process is particularly advantageous.

[0035] The parallel seat shell material layers produced by the seat shell 3D printing process are in contact with each other. Preferably, the seat shell material layers each have a thickness, measured perpendicular to a plane of extension of a respective material layer, of at least 0.05 mm to at most 3.0 mm. More preferably, the material layers have a thickness of at least 0.08 mm to at most 2.0 mm, particularly preferably at least 0.09 mm to at most 1.2 mm, and most preferably at least 0.1 mm to at most 0.6 mm.

[0036] The section of the seat shell associated with the seating area can be provided as an insert that is connected to adjacent sections of the seat shell, for example, a front seat shell section (associated with the saddle nose) and / or a rear seat shell section (which forms the back end of the seat shell). These additional seat shell sections are not produced using a 3D printing process, but rather by a foam molding process or a reaction injection molding process, particularly one based on polyurethane. In this process, the seat shell section associated with the seating area is arranged as a prefabricated insert (or "inlay") in a foam molding tool or a reaction injection molding tool, in order to subsequently mold at least one further seat shell section onto the insert.

[0037] A further section of the aforementioned seat shell is preferably made of an elastomer, preferably an elastomeric foam. These materials are lightweight, elastically flexible, sufficiently stable, and insensitive to the influence of media (such as perspiration). Particularly preferred elastomers are polyurethane-based (PUR), ethylene vinyl acetate-based (EVA), polyamide-based (PA), polyolefin-based, copolyester elastomer, or styrene block copolymer.

[0038] A connection of the seat shell section assigned to the seating area with another seat shell section can be achieved, for example, by forming or material joining (e.g., bonding) of adjacent areas of the sections to be joined, preferably during the process of molding or foaming the further seat shell section onto the section.

[0039] It is possible that the section of the seat shell associated with the seating area forms an outer shell of the seat shell, at least in some parts of that section. However, it is also possible that the section of the seat shell associated with the seating area is provided with an additional layer that envelops at least part of the section. Such an additional layer can, for example, be formed by a preferably foamed overmolding, which is preferably produced simultaneously with at least one other seat shell section in the foam molding tool or the reaction injection molding tool and preferably consists of the same material. Alternatively or additionally, a cover, e.g., made of leather, can be provided.

[0040] It is particularly preferred if the seat shell material layers are oriented inclined relative to the plane of extension of the saddle by a seat shell inclination angle. A seat shell is relatively flat, i.e., it has a relatively small extent along a normal to the plane of extension. This means that manufacturing with seat shell material layers abutting each other in the normal direction (corresponding to a seat shell inclination angle of 0°) would require a comparatively small number of such seat shell material layers. In contrast, according to the invention, a seat shell inclination angle of greater than 0°, in particular greater than 10°, is provided. Thus, a higher number of parallel material layers are required to manufacture a seat shell. In the area of ​​an outer shell of the seat shell, however, the increased seat shell inclination angle results in a significant improvement in surface quality.The mechanical stability of the seat shell is also improved, especially in the area of ​​the outer shell of the seat shell.

[0041] The aforementioned advantages are particularly evident for seat shell inclination angles between 25° and 90°, and especially between 35° and 80°. It is preferred that the seat shell 3D printing process is an extrusion-based process, such as an FFF (Fused Filament Fabrication) process, an FGF (Fused Granular Fabrication) process, or a DIW (Direct Ink Writing) process, particularly a silicone 3D printing process among the DIW processes. These extrusion-based 3D printing processes have already been explained above with reference to the support shell 3D printing process. They are very cost-effective and allow for easy adaptation of the 3D printing to seat shells of different sizes and / or shapes, and to damping structures with different damping properties, which can be specified by the customer.

[0042] The seat shell, or the section of the seat shell associated with the seating area, is preferably made of an elastomer, preferably a thermoplastic elastomer (TPE). These materials are lightweight, elastically flexible, sufficiently stable, and insensitive to the influence of media (such as perspiration). Particularly preferred thermoplastic elastomers are polyurethane-based (TPU), polyamide-based (TPA), polyolefin-based (TPO), thermoplastic copolyester elastomer (TPC), or thermoplastic styrene block copolymer (TPS).

[0043] It is particularly preferred if the damping structure exhibits different deformation resistances against compressive loads along a damping structure longitudinal axis parallel to the saddle longitudinal axis and / or along a damping structure vertical axis parallel to a normal on the extension plane and / or along a damping structure transverse axis parallel to the saddle transverse axis. The deformation resistances can be influenced locally, in particular, by the fact that – in each case within a

[0044] The amount of seat shell material printed varies depending on the layer size, resulting in more or less free space. The direction along which the seat shell material is printed within a single layer also influences its resistance to deformation.

[0045] It is further preferred if the damping structure has structural areas arranged offset from one another, which exhibit different resistances to deformation under compressive load. For example, it is possible that the seating surface has different sections, each of which is supported by structural areas with different resistances to deformation under compressive load.

[0046] It can be advantageous to separate the structural areas from one another by an at least partially closed intermediate layer. Such a separation is particularly advantageous when different structural areas are arranged one above the other along the vertical axis of the damping structure. This makes it possible, for example, to support the buttocks of a cyclist directly adjacent to the seat surface with a comparatively hard damping structure, while supporting such a comparatively hard damping structure downwards with a comparatively soft damping structure.

[0047] It is particularly advantageous if the damping structure is at least partially designed as a hollow structure or includes a hollow structure. This allows for the production of a seat shell with a comparatively small amount of material.

[0048] Preferably, the hollow structure comprises a gyroidal structure, which allows for a particularly stable damping structure to be provided with a particularly low material usage.

[0049] Furthermore, it is particularly advantageous if the damping structure is at least partially limited by the seat surface. This allows the seat shell to be adapted particularly well to the customer's desired level of support.

[0050] Another preferred embodiment of the invention provides that the damping structure incorporates foamed material components. This means that, in the case of an FFF process, an FGF process, or a DIW process, the 3D-printed material initially emerges from a discharge nozzle as a solid strand with a bulk density and then expands and foams up during and / or after discharge from the nozzle. The bulk density is the density of the unfoamed material before processing. Gas bubbles thus form in the discharged material, reducing the effective density of the seat shell material (often referred to as the specific gravity in the field of plastic foams) compared to the bulk density and contributing to the elastic compliance of the seat shell. The foaming of the seat shell material provides an additional parameter with which the damping structure can be manufactured individually for each customer.

[0051] In particular, it can be advantageous to vary the degree of foaming across different areas of the seat shell. The degree of foaming can be expressed quantitatively, for example, as the quotient of the raw density and the effective density; with an exemplary raw density of pp o iymer of 1 g / cm² 3 and an exemplary effective density of P foam of 0.5 g / cm³ 3 This results in a foaming coefficient of 2. Alternatively, the foaming coefficient can also be expressed as a ratio of the volume V. Gas the gas phase (i.e. the total volume of all gas bubbles) to the volume V Polymerof the solid phase (i.e., the plastic material). For an example volume ratio of 1:1, the degree of foaming is then 1. The two examples mentioned above represent the same situation in different ways and result in different (not directly comparable) numerical values ​​for the (volumetric) degree of foaming.

[0052] A simple comparison of foaming rates in different areas of the seat shell can often be achieved by examining cross-sectional areas of the foamed material based on the size and / or number of gas bubbles relative to the area. This method can be further refined using image analysis techniques. A quantitative determination of the volumetric foaming rate can be carried out by density measurements or by three-dimensional imaging techniques, such as computed tomography.

[0053] It is further preferred if adjacent seat shell material layers each have a continuously formed outer material trace, and if the outer material traces of adjacent seat shell material layers adjoin each other and together form a closed enveloping surface of the seat shell. The enveloping surface comprises, in particular, the seat surface and an underside of the seat shell facing away from the seat surface, as well as lateral edge surfaces that connect the underside and the seat surface. At least outer lateral edge surfaces are provided. In the case that the seat shell is open in a central area, inwardly projecting lateral edge surfaces are also provided to connect the seat surface and the underside.

[0054] The closed surface of the shell provides an attractive appearance. Furthermore, it protects against dirt penetrating the shell. Due to these advantages, it is not necessary to cover the shell (or at least the seating surface and side edges) with an additional covering (e.g., leather, overmolded material, or foam). However, this is possible if desired.

[0055] It is further preferred if several seat shell material layers, in particular adjacent seat shell material layers, are each filled with material in a first area portion and are left free of material in a second area portion in order to easily create a hollow structure. It is particularly preferred if each first area portion comprises between 15% and 40% of the sum of the respective first area portion and a respective second area portion. In other words, it is preferred that between 15% and 40% of the total area of ​​a seat shell material layer is filled with material. With such a material proportion, a stable yet comfortable seat shell can be provided.In a particularly preferred embodiment of the invention, several seat shell material layers, especially adjacent seat shell material layers, each have a first material track, which is an outer material track of a respective seat shell material layer and forms a partial line of the seat surface and a lateral edge surface of the seat shell, preferably also of an underside of the seat shell facing away from the seat surface. In this way, a continuous wall layer can be created in the area of ​​a lateral edge surface of the seat shell, which in particular contributes to lateral support of the damping structure and prevents lateral migration of the damping structure.

[0056] It is possible that within the same seat shell material layer, at least one cavity adjoins the first material track, thus providing a particularly soft damping structure. However, it is also possible that within the same seat shell material layer, another material track adjoins the first, with the second material track being positioned further inward relative to the first, and with at least one cavity adjoining the second material track within the same seat shell material layer. This allows for the provision of a more highly stabilized wall layer.

[0057] Instead of a single additional material track, it is also possible to provide a group of up to four additional material tracks arranged directly adjacent to each other, wherein an outer additional material track of the group of additional material tracks adjoins the first material track and wherein an inner additional material track of the group of additional material tracks adjoins the cavity. It is therefore preferred that a wall layer of the seat shell has a maximum of five, in particular three or four, adjacent material tracks. Such a wall layer particularly enables the transfer of compressive forces introduced via the seating surface into the lateral edge surfaces of the seat shell.In other words, pressure on the seat surface does not cause a damping structure located under the seat surface to shift outwards in the area of ​​the lateral edges of the seat shell; rather, the damping structure is prevented from shifting laterally by the wall layer.

[0058] It is possible that the outermost, first material tracks within a given seat shell material layer only have a main direction along which the respective material track is printed. However, it is also possible that a first material track has offset sections oriented perpendicular to a main direction, which are particularly irregularly arranged. Such offset sections can be created, for example, by a vibrating movement of the dispensing nozzle. In this way, a transition between adjacent material tracks of adjacent seat shell material layers can be smoothed out ("fuzz optics").

[0059] Further features and advantages of the invention are the subject of the following description and the graphic representation of preferred embodiments.

[0060] The drawings show: Fig. 1 a perspective view of a design form of a bicycle saddle;

[0061] Fig. 2 is an exploded view of the bicycle saddle according to Fig. 1;

[0062] Fig. 3 shows a top view of the bicycle saddle according to Fig. 1;

[0063] Fig. 4 shows an underside view of the bicycle saddle according to Fig. 1;

[0064] Fig. 5 shows a vertical section along a line in Fig. 3 with

[0065] V - V designated cutting plane;

[0066] Fig. 6 shows a vertical section along a line in Fig. 3 with

[0067] VI - VI designated cutting plane;

[0068] Fig. 7 shows a vertical section along a line in Fig. 3 with

[0069] VII - VII designated cutting plane;

[0070] Fig. 8 shows a side view of a seat shell of the bicycle saddle according to Fig. 1;

[0071] Figs. 9 to 14 each show views of individual seat shell material layers in relation to the parallel section planes designated IX to XIV in Fig. 7, with the views of figures 9 and 10 being shown on a larger scale compared to the views of figures 11 to 14;

[0072] Fig. 15 is a top view of another embodiment of a bicycle saddle; Fig. 16 is a transparent side view of the bicycle saddle according to Fig. 15;

[0073] Fig. 17 shows a side view of a seat shell of the bicycle saddle according to Fig. 15; and

[0074] Figs. 18 to 23 show views of individual seat shell material layers in relation to the parallel section planes designated XVIII to XXIII in Fig. 17.

[0075] One embodiment of a bicycle saddle is designated in the drawing by reference numeral 10. The bicycle saddle 10 has a saddle nose 12 and a seating area 14.

[0076] The bicycle saddle 10 has a longitudinal axis 16 extending between the seat area 14 and the saddle nose 12, and a transverse axis 18 extending perpendicularly to the longitudinal axis 16. The longitudinal axis 16 and the transverse axis 18 are assigned to a plane 20 of the bicycle saddle 10, see Figures 3 and 5.

[0077] In a position of use of the bicycle saddle 10, the plane of extension 20 extends in a horizontal plane or is inclined forwards in relation to a horizontal plane, so that the saddle nose 12 is arranged lower than the seating area 14, see Figure 5.

[0078] The bicycle saddle 10 is further associated with a vertical saddle axis 22, see Figure 5. The bicycle saddle 10 has a multi-part saddle frame 26 and a seat shell 28. The individual parts of the saddle frame 26 are shown in Figure 2.

[0079] The saddle frame 26 comprises a support shell 30, two saddle rails 32 and 34, a front connecting device 36 and a rear connecting device 38.

[0080] The saddle rails 32 and 34 extend in a horizontal saddle rail plane 35 in a usage position of the bicycle saddle 10. The saddle vertical axis 22 runs perpendicular to the saddle rail plane 35, see Figure 5.

[0081] The connecting elements 36 and 38 serve to connect the support shell 30 to the saddle rails 32 and 34. The front connecting element 36 is set back relative to the saddle nose 12 in the direction of the rear connecting element 38, i.e., viewed along the saddle longitudinal axis 16, it is not associated with a front tip 40 of the support shell 30 or a front tip 41 of the seat shell 28, but is set back from them (see Figures 2 and 4). The distance 43 between the front tip 40 of the support shell 30 and a boundary 47 of the front connecting element 36 facing the front tip 40 of the support shell 30 is, in particular, at least 1 cm. The distance 45 between the front tip 41 of the seat shell 28 and the boundary 47 of the front connecting element 36 facing the front tip 41 of the seat shell 28 is, in particular, at least 1.5 cm.The saddle rails 32 and 34 each have a completely straight course and are, in particular, cylindrical (rod-shaped) or hollow cylindrical (tubular). The saddle rails 32 and 34 each have rear ends 42 pointing towards the saddle end and front ends 44 pointing towards the saddle nose 12.

[0082] The front connecting device 36 comprises a single connecting element 46, which has a first connecting section 48 for connection with the support shell 30. The first connecting section 48 is provided, for example, by a flat, groove-shaped recess 49, which is arranged on an upper surface of the connecting element 46 facing the support shell.

[0083] The connecting element 46 further comprises two second connecting sections 50, which are spaced apart from the first connecting section 48, particularly with respect to the vertical axis 22 of the bicycle saddle 10. The two second connecting sections 50 serve to receive the front ends 44 of the two saddle rails 32 and 34. The two second connecting sections 50 are sleeve-shaped and preferably have a diameter that is slightly smaller than the outer diameter of the saddle rails 32 and 34. In this way, the front ends 44 of the saddle rails 32 and 34 can be clamped into the second connecting sections 50; see also Figures 4 and 5.

[0084] The rear connecting device 38 comprises a single connecting element 52 with two first connecting sections 54. The first connecting sections 54 include recesses 55 for receiving fastening webs 56 of the support shell 30, compare Figures 6 and 7.

[0085] The connecting element 52 further comprises two second connecting sections 58 for connection to the rear ends 42 of the saddle rails 32 and 34. The two second connecting sections 58 are sleeve-shaped and serve, in particular, to clamp the rear ends 42 of the saddle rails 32 and 34, see Figures 4 and 5.

[0086] The support shell 30 has a front mounting section 60 and two rear mounting sections 62. The front mounting section 60 serves for the passage of a connecting screw 64, by means of which the connecting element 48 of the front connecting device 36 can be detachably connected to the support shell 30. The mounting sections 62 also each serve for the passage of a connecting screw 66, so that the connecting element 52 of the rear connecting device 38 can be detachably connected to the support shell 30 via two connecting screws 66.

[0087] The connecting elements 48 and 52 are oriented in a V-shape with respect to the vertical axis 22 of the bicycle saddle 10. A principal extension plane associated with connecting element 48 is designated by reference numeral 67 in Figure 5; a principal extension plane associated with connecting element 52 is designated by reference numeral 69. The V-shaped configuration allows, on the one hand, the use of comparatively short saddle rails 32 and 34 and, on the other hand, improved support of the support shell 30 along its length parallel to the longitudinal axis 16 of the saddle.

[0088] The support shell 30 is manufactured using a 3D printing process, in particular an extrusion-based 3D printing process, such as an FFF process, an FGF process, or a DIW process. In Figures 5 to 7, adjacent and parallel support shell material layers are designated by reference numerals 68 and 70. These are inclined to the extension plane 20 by a support shell inclination angle 72, preferably wherein the support shell inclination angle 72 is a maximum of 15°.

[0089] It is possible that at least one of the connecting elements 48, 52 is also manufactured by a 3D printing process, wherein adjacent material layers 74, 76 preferably extend parallel to a principal extension plane 67, 69 of the respective connecting element 48, 52, which is shown in Figure 6 by way of example for the connecting element 52 and the principal extension plane 69.

[0090] The seat shell 28 has a seating surface 100 that is horizontal or inclined forwards / downwards when the bicycle saddle 10 is in use. The seat shell 28 also has outer lateral edge surfaces 102, 104. In a central area 106, the seat shell 28 can be open and have inwardly facing lateral edge surfaces 108, 110, see Figures 3 and 11 to 14. The seat shell 28 also has an underside 112 facing away from the seating surface 100. The seat shell 28 is manufactured by a 3D printing process, in particular by an extrusion-based 3D printing process, such as an FFF process, an FGF process or a DIW process. The seat shell 28 has parallel seat shell material layers 114, 116, compare Figure 5. The seat shell material layers 114, 116 are inclined relative to the extension plane 20 by a seat shell inclination angle 118, compare Figures 5 and 8.The seat shell inclination angle 118 is, for example, approximately 55°.

[0091] The parallel seat shell material layers 114, 116 each have an outer material trace 120, compare Figures 9 and 10. The outer material traces 120 are closed loops and run within a seat shell material layer, thus forming a partial line of a closed surface of the seat shell 28. For example, exactly one further material trace 122 borders the first material trace 120, which also has a closed loop and together with the first material trace 120 forms a closed wall layer, compare Figure 9.

[0092] The material tracks 120 and 122 enclose a hollow structure 124, which is arranged within an area enclosed by the material tracks 120 and 122 and forms a damping structure 126.

[0093] The hollow structure 124 comprises cavities 128 and material sections 130, wherein a surface area fraction of the material sections 130 of a seat shell material layer preferably comprises between 15% and 40% of the total surface area of ​​the

[0094] The seat shell material layer is . It is possible that the damping structure 126 has different structural regions 132, 134 (compare Figure 10). For example, a structural region 132 located at the top of the saddle vertical axis 22 is harder and less compliant than a structural region 134 located at the bottom.

[0095] It is possible that adjacent structural regions 132, 134 are separated from each other by at least one at least partially closed intermediate layer 136.

[0096] Instead of a single additional material track 122, a group 138 of two, three or four additional material tracks may also be provided, compare Figure 10.

[0097] It is particularly preferred if the damping structure 126 is a gyroid structure, compare Figures 11 to 14.

[0098] It is possible and preferred that the seat shell 28 is at least partially positively connected to the support shell 30. For example, the seat shell 28 has edge grooves 128 on its underside 112, which serve to positively receive edge sections 130 of the support shell 30; compare Figure 5 for the saddle nose area 14 and Figure 7 for the seat area 14. Alternatively or additionally, the seat shell 28 is, for example, bonded to the support shell 30.

[0099] Figures 15 to 23 show another embodiment of a bicycle saddle 10. The bicycle saddle 10 according to Figures 15 to 23 has a structure comparable to that of the bicycle saddle 10 according to Figures 1 to 14; therefore, reference is made to the preceding description.

[0100] Unlike the bicycle saddle 10 shown in Figures 1 to 14, the bicycle saddle 10 shown in Figures 15 to 23 does not have a seat shell 28 that is completely or at least almost completely manufactured over its entire volume using a seat shell 3D printing process. The seat shell 28 of the bicycle saddle 10 shown in Figures 15 to 23 has two sections 140 that are associated with the seating area 14 of the bicycle saddle 10 and that are manufactured using a seat shell 3D printing process as described above. The sections 140 are shown with dotted outlines in Figures 15 and 16.

[0101] The two subsections 140 are arranged on opposite sides of the saddle longitudinal axis 18 when viewed along the saddle transverse axis 18 and are separated from each other.

[0102] It is understood that the two subsections 140 in a rear intermediate area 142 (see Figure 15) may be connected to each other in a different way than shown in the drawing and form a single, common subsection 140 (this has a U-shape or a V-shape in a top view towards saddle nose 12).

[0103] It is further understood that the two sections 140 can be connected to each other in a central intermediate area 144 (see Figure 15) in a manner deviating from the drawing and form a single, common section 140 (this has a U-shape or a V-shape in a top view, which is open in a direction away from the saddle nose 12). Such a design is particularly advantageous for a bicycle saddle 10 whose seat shell 28 does not have a central, open area 106.

[0104] It is further understood that the two sections 140 in the rear intermediate section 142 and in the central intermediate section 144 (see Figure 15) – contrary to the drawing – can be connected to each other and form a single, common section 140 (which is particularly advantageous for a bicycle saddle 10 whose seat shell 28 does not have a central, open section 106). If the rear intermediate section 142 and the central intermediate section 144 are spaced apart from each other along the longitudinal axis 18 of the saddle, such a common section 140 has an annular O-shape. If the rear intermediate section 142 and the central intermediate section 144 are adjacent to each other along the longitudinal axis 18 of the saddle and / or form a common intermediate section, such a common section 140 has a closed O-shape.

[0105] With further reference to the embodiment shown in Figures 15 to 23, the sections 140 are arranged along the longitudinal axis 18 of the saddle between a front seat shell section 146 and rear seat shell sections 148. A connection of each section 140 with another seat shell section 146, 148 can be effected, for example, by a form-fit or material connection (e.g., bonding) of adjacent areas of the sections to be joined (140 and 146, 140 and 148). It is further understood that—particularly in the case that a bicycle saddle 10 does not have a central, open area 106—only a single rear seat shell section 148 may be provided.

[0106] It is understood that the rear seat shell sections 148 are optional and can also be omitted without replacement. In this case, the subsections 140 or subsection 140 form the rear end of the bicycle saddle 10.

[0107] The further seat shell sections 146, 148 are not manufactured using a seat shell 3D printing process. Preferably, the further seat shell sections 146, 148 are manufactured using a foaming process or a reaction injection molding process. The further seat shell sections 146, 148 are preferably made of a foamed material 150, in particular of polyurethane (PUR) or polyethylene vinyl acetate (EVA), see Figures 18 and 19.

[0108] It is preferred that the further seat shell sections 146, 148 have a continuous covering 152, e.g. made of natural or synthetic leather. The covering 152 preferably also extends over the subsections 140, compare Figures 20 to 23.

[0109] The subsections 140 preferably have a gyroidal structure, compare Figures 20 to 23. This is particularly similar to or identical to the gyroidal structure according to Figures 11 to 14. Contrary to the drawing, it is possible that a closed, outer material trace 120 of a subsection 140 forms part of a closed enveloping surface of the seat shell 28. This enveloping surface can be exposed to the outside or provided with a covering 152.

[0110] As shown in the drawing, it is possible that a closed, outer material track 120 of a subsection 140 is surrounded by an additional layer 154, either along the entire circumference or along part of the circumference of the material track 120. This additional layer 154 preferably consists of the same material 150 as any further seat shell sections 146, 148.

[0111] The additional layer 154 is preferably provided with a liner 152.

[0112] The additional layer 154 is preferably produced by a foam molding process or by reaction injection molding. It is particularly preferred that the additional layer 154 is formed integrally with at least one further seat shell section 146, 148. For this purpose, it is possible to arrange a partial section 140 produced by a seat shell 3D printing process as an insert (or "inlay") in a foam molding tool or in a reaction injection mold, in order to subsequently mold at least one further seat shell section 146, 148 onto the partial section 140 and simultaneously produce an additional layer 154.

Claims

Patent claims 1. Bicycle saddle (10) , wherein the bicycle saddle (10) has a saddle nose (12) , a seating area (14) and an extension plane (20), wherein the extension plane (20) is associated with a saddle longitudinal axis (16) extending between the seating area (14) and the saddle nose (12) and a saddle transverse axis (18) extending perpendicularly to the saddle longitudinal axis (16), - with a saddle frame (26) which has a support shell (30) and two saddle rails (32, 34) connected to the support shell (30), and / or - with a seat shell (28) which has a damping structure (126) and a seat surface (100), characterized in that: - the saddle frame (26) for connecting the support shell (30) and the saddle rails (32, 34) has two connecting devices (36, 38) manufactured separately from the support shell (30), wherein a front connecting device (36) is arranged set back with respect to the saddle nose (12) and a rear connecting device (38) is assigned to the seat area (14), and / or - the seat shell (28) or at least a subsection (140) of the seat shell (28) associated with the seating area (14) is manufactured by a seat shell 3D printing process and by the seat shell 3D- The printing process has parallel seat shell material layers (114, 116) provided, preferably wherein the seat shell material layers (114, 116) are oriented inclined relative to the extension plane (20) by a seat shell inclination angle (118).

2. Bicycle saddle (10) according to claim 1, characterized in that the support shell (30) is produced by a support shell 3D printing process and has support shell material layers (68, 70) provided by the support shell 3D printing process that are parallel to each other, preferably wherein the support shell material layers (68, 70) are oriented parallel to the extension plane (20) or are inclined relative to the extension plane (20) by a support shell inclination angle (72) of a maximum of 15°, in particular of a maximum of 10°.

3. Bicycle saddle (10) according to one of the preceding claims, characterized in that the seat shell 3D printing method and / or the support shell 3D printing method is or are an extrusion-based method.

4. Bicycle saddle (10) according to one of the preceding claims, characterized in that the seat shell (28) or the at least one subsection (140) associated with the seat area (14) is made of an elastomer, preferably a thermoplastic elastomer (TPE), and / or that the support shell (30) is made of a thermoplastic material, in particular wherein the thermoplastic material is filled with fibers, especially continuous fibers, long fibers and / or short fibers.

5. Bicycle saddle (10) according to one of the preceding claims, characterized in that the connecting devices (36, 38) are formed by injection-molded parts or comprise injection-molded parts.

6. Bicycle saddle (10) according to one of the preceding claims, characterized in that the saddle rails (32, 34) are provided separately from each other, preferably wherein the saddle rails have a straight course or a course curved or angled only in one plane.

7. Bicycle saddle (10) according to one of the preceding claims, characterized in that the connecting devices (36, 38) each have first connecting sections (48, 54) for connection with the support shell (30) and each have second connecting sections (50, 58) for connection with the saddle rails (32, 34).

8. Bicycle saddle (10) according to claim 7, characterized in that the first connecting sections (48, 54) are repeatedly detachable from the support shell (30).

9. Bicycle saddle (10) according to claim 7 or 8, characterized in that the first connecting sections (48, 54) and the support shell (30) are connected to each other via respective screw connections (64, 66).

10. Bicycle saddle (10) according to one of claims 7 to 9, characterized in that the second connecting sections (50, 58) are sleeve-shaped and receive free ends (44, 42) of the saddle rails (32, 34) in a clamping manner.

11. Bicycle saddle (10) according to one of claims 7 to 10, characterized in that the first connecting sections (48, 54) and the second connecting sections (50, 58) of the same connecting device (36, 38) are arranged offset from each other with respect to a saddle vertical axis (22), in particular by at least 1 cm.

12. Bicycle saddle (10) according to one of the preceding claims, characterized in that the seat shell inclination angle (118) is between 25° and 90°, in particular between 35° and 80°.

13. Bicycle saddle (10) according to one of the preceding claims, characterized in that the damping structure (126) has different deformation resistances to compressive loads along a damping structure longitudinal axis parallel to the saddle longitudinal axis (16) and / or along a damping structure vertical axis parallel to a normal on the extension plane (20) and / or along a damping structure transverse axis parallel to the saddle transverse axis (18).

14. Bicycle saddle (10) according to claim 13, characterized in that the damping structure (126) has structural areas (132, 134) arranged offset from one another, which have different exhibit resistance to deformation under compressive stress, in particular wherein the structural regions (132, 134) are separated from each other by at least one at least partially closed intermediate layer (136).

15. Bicycle saddle (10) according to one of the preceding claims, characterized in that the damping structure (126) is designed as a hollow structure (124) or comprises a hollow structure (124).

16. Bicycle saddle (10) according to one of the preceding claims, characterized in that the damping structure (126) is limited at least partially by the seat surface (100).

17. Bicycle saddle (10) according to one of the preceding claims, characterized in that the damping structure (126) comprises foamed material components.

18. Bicycle saddle (10) according to one of the preceding claims, characterized in that adjacent seat shell material layers (114, 116) each have a continuously formed outer material track (120), and that the outer material tracks (120) of adjacent seat shell material layers (114, 116) adjoin each other and together form a closed covering surface of the seat shell (28).

19. Bicycle saddle (10) according to one of the preceding claims, characterized in that several Seat shell material layers (114, 116) , in particular adjacent seat shell material layers (114, 116) , in each a first area share with The material is filled in one area and the material is free in a second area portion, preferably wherein each first area portion is between 15% and 40% of the sum of the respective first area portion and a respective second area portion.

20. Bicycle saddle (10) according to one of the preceding claims, characterized in that several Seat shell material layers (114, 116), in particular adjacent seat shell material layers (114, 116), each have a first material trace (120), which is an outer material trace of a respective seat shell material layer (114, 116) and forms a partial line of the seat surface (100) and a lateral edge surface (102, 104) of the seat shell (28), preferably also an underside (112) of the seat shell (28) facing away from the seat surface (100).

21. Bicycle saddle (10) according to claim 20, characterized in that within the same seat shell material layer (114, 116) the first material track (120) at least one cavity (128) is adjacent.

22. Bicycle saddle (10) according to claim 20 or 21, characterized in that within the same seat shell material layer (114, 116) the first material track (120) a further material track (122) is adjacent, wherein the further material track (122) is arranged further inwards with respect to the first material track (120), and wherein at least one cavity (128) is adjacent to the further material track (122) within the same seat shell material layer (114, 116).

23. Bicycle saddle (10) according to claim 22, characterized in that instead of the further material track (122) a group (138) of a maximum of four additional material tracks arranged directly next to each other is provided, wherein an outer additional Material trace of the group (138) of additional material traces adjoins the first material trace (120) and wherein an inner additional material trace of the group (138) of additional material traces adjoins the cavity (128).

24. Bicycle saddle (10) according to one of claims 20 to 23, characterized in that the first material track (120) within the same seat shell material layer (114, 116) has offset sections oriented transversely to a main direction of travel, which are in particular arranged irregularly.

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