BICYCLE FRAMES AND BICYCLES
Bicycle frames having rear stays that extend past the seat region and connect directly to the top region without being rigidly connected to the seat region. Some bicycle frames according to the present disclosure have a greater vertical compliance than comparably sized standard diamond frames having seat stays that are connected directly and rigidly to a seat tube.
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The present application claims priority under 35 U.S.C. §119(e) to U.S. Provisional Patent Application Ser. No. 61/382,283, which is entitled “BICYCLE FRAMES AND BICYCLES,” which was filed on Sep. 13, 2010, and the disclosure of which is incorporated herein by reference.
FIELDThe present application is directed to velocipedes, and more particularly to bicycles and bicycle frames.
BACKGROUNDBicycles, or bikes, and other velocipedes come in a variety of shapes and sizes and are designed and used for a variety of purposes. For example, velocipedes may be used for leisure activity, for exercise, for touring, for entertainment, for sport, for business, for cargo hauling, for commuting, for general transportation, etc. Typical bicycles are often classified as one or more of BMX, road, cyclocross, racing, track, touring, utility, commuter, mountain, off-road, downhill, time-trial, triathlon, cruiser, etc.; however, such classifications, or types, of bicycles are certainly not exhaustive and a given bicycle may be used for a variety of purposes regardless of a so-called classification or type for which it is designated or designed to be used.
In a traditional diamond frame, such as in the example illustrated, the top tube generally extends at least approximately parallel to the ground surface, when the frame is part of a complete bicycle with front and rear wheels. This frame geometry may be referred to as a traditional geometry. Somewhat recently for road bike frames, a so-called compact geometry has become popular. In a compact geometry bicycle frame, the top tube slopes downward from the head tube to the seat tube, and generally the seat stays connect to the seat tube at approximately the same height as the top tube. Various other non-traditional, or non-standard, frame designs have been used throughout the history of the bicycle.
The aforementioned structural components of bicycle frames are referred to as tubes because historically, these structures were in fact constructed of cylindrical tubes. For example, steel tubing has long been used to construct bicycle frames. More recently aluminum, titanium, and other metal alloys have been used to construct frames, with such materials not necessarily being formed in cylindrical tubes. For example, ovular tubes, or even rectangular tubes are sometimes used. Various other materials also are used to construct frames, such as wood and bamboo.
Somewhat recently, carbon fiber has been used to construct bicycle frames, and in particular high performance road bicycle frames, including frames constructed completely of carbon fiber, as well as composite frames with only portions constructed of carbon fiber. Composite materials that include boron fibers and/or Kevlar fibers also have been used to construct bicycle frames. Such composite materials lend themselves to being formed into a variety of shapes and constructions for bicycle frames. Therefore, frames constructed of such composite materials do not necessarily include linear sections of tubing, and a variety of frame geometries have been employed utilizing composite materials.
Some bicycles may be described as having active suspension systems, such as including pivot points between frame members, shock absorbers, springs, etc. Mountain bikes and downhill bikes are examples of bicycles that may include active suspension systems. When including active suspension systems, such bicycle frames may resemble, or include aspects of, a typical diamond frame with a top tube, a down tube, and a seat tube, while others may not resemble typical diamond frames and may not include one or more of a top tube, a down tube, a seat tube, and seat stays.
Bicycles without active suspension systems may be described as having passive suspension systems, in so far as the various frame members are rigidly (and/or directly or permanently) connected to each other and do not include pivot points, shock absorbers, springs, etc. Performance bicycle frames (e.g., road frames) with passive suspension systems are sometimes described in terms of stiffness to weight (STW) ratios. Various stiffnesses of frames may be measured, including the vertical stiffness, or compliance, of a frame, the lateral (or torsional) stiffness of a frame, as well as the stiffness of individual frame members, such as the bottom bracket of a frame. For performance bicycle frames, manufacturers attempt to optimize these various STW ratios, so that the frame is lightweight, yet highly stiff in certain directions, for example, to ensure that the rider's pedal stroke is efficiently transferring power to the bicycle's wheels and ultimately to the ground.
With reference to
With reference to
Bicycle frames according to the present disclosure are schematically illustrated in
The structural regions of frames 50 may be referred to as tubes, such as frame sections are generally referred to in the bicycle industry, due to the fact that historically bicycle frames were (and continue to be in some examples) constructed of cylindrical or other tubing. The structural regions of frames 50 also may be referred to as members, as opposed to regions or tubes, because it is within the scope of the present disclosure that one or more of such members are not necessarily hollow. That is, it is within the scope of the present disclosure that various structural members of frames 50 may be hollow or may not be hollow. It is also within the scope of the present disclosure that portions of a respective structural member are hollow while other portions of the respective structural member are not hollow.
It is also within the scope of the present disclosure that the various structural members may not be separate and distinct from other of the various structural members. For example, in a typical prior art diamond frame constructed of steel tubing, each of the top tube, the seat tube, and the down tube are constructed of individual steel tubes that are welded together, and a visual inspection of the completed frame clearly shows where each steel tube starts and stops and where each steel tube is connected to an adjacent steel tube. Bicycle frames 50 according to the present disclosure, on the other hand, are not required to be constructed of individual tubes or members coupled together. For example, frames 50 according to the present disclosure may (but are not required to) be constructed of carbon fiber composite material, or other composite material or materials, and molded as a single unit or multiple individual units that are subsequently coupled together. Accordingly, structural members, as used herein with respect to bicycle frames 50 according to the present disclosure, also may be referred to as, or be described as, structural regions of a bicycle frame. As an illustrative, non-exclusive example, a top member, or region, and a seat member, or region, may be constructed of carbon fiber in a single molding process, in which case the top region refers to the region of the frame generally extending forward of the seat member, or region. As used herein, relative directions and terms, such as forward, rearward, left, right, top, bottom, etc. are used with respect to the typical forward direction of a bicycle having a front wheel and a rear wheel contacting a ground surface and in an upright orientation.
Typically, bicycle frames 50 according to the present disclosure will include a down tube, member, or region, 58, a pair of chain stays 60, a bottom bracket 62, a head tube, member, or region, 64, and a pair of rear drop-outs 66. When present, down region 58 together with top region 52, seat region 54, and head region 64 form a front, or main, triangle 68. As similarly discussed in the background of the present disclosure with respect to standard diamond frames, however, the front triangle may not in fact be a triangle, as is the case in the schematic illustration of
Also illustrated in
Various other brake configurations are equally within the scope of the present disclosure, including frames configured for use with disc brakes, and the illustrations of
With reference to FIGS. 5 and 7-8, the rear stays 56 of frames 50 according to the present disclosure may not be fixedly secured to seat region 54, as is the case with a standard diamond frame. Rather, as schematically illustrated, rear stays 56 according to the present disclosure extend past, or bypass, the seat region and are coupled directly to top region 52, forward of the seat region. It is within the scope of the present disclosure (but not required) that the rear stays may engage (i.e., touch) the seat region without being affixed to the seat region. In some embodiments according to the present disclosure, as schematically illustrated in solid lines in
Rear stays 56 according to the present disclosure may connect with, or otherwise be coupled to or transition into, top region 52 at any suitable distance away from, or forward of, seat region 54. As illustrative, non-exclusive examples, rear stays 56 may connect to the top region at approximately 2-20%, 2-17%, 2-14%, 2-11%, 2-8%, 2-5%, 5-20%, 5-17%, 5-14%, 5-11%, 5-8%, 8-20%, 8-17%, 8-14%, 8-11%, 11-20%, 11-17%, 11-14%, 14-20%, 14-17%, or 17-20% of the overall length of the top region away from the seat region, based on a longitudinal axis extending from the center of area of seat region 54 at the rear end of the top region to the center of area of head region 64 at the forward end of the top region. Other percentages and ranges of percentages are also within the scope of the present disclosure, including values and ranges that are less than, greater than, and within the values and ranges enumerated herein. When referring to lengths of members, or regions, herein, such lengths may be defined by the longitudinal, or central, axis of the respective region as measured from where the axis intersects adjacent regions. Additionally or alternatively, such lengths may be defined along an outer surface of a respective region from a point of noticeable transition or intersection with an adjacent region of one end to a point of noticeable transition or intersection with an adjacent region of an opposite end. Additionally or alternatively, such lengths may correspond to a side profile view of frames 50.
Rear stays 56 according to the present disclosure may connect with, or otherwise be coupled to or transition into, top region 52 at any suitable angle relative to the top member. As illustrative, non-exclusive examples, rear stays 56 may connect to the top region at approximately 1-45°, 1-40°, 1-35°, 1-30°, 1-25°, 1-20°, 1-15°, 1-10°, 1-5°, 5-40°, 5-35°, 5-30°, 5-25°, 5-20°, 5-15°, or 5-10° relative to a longitudinal axis of the top member. Other angles and ranges of angles also are within the scope of the present disclosure, including angles and ranges that are less than, greater than, and/or within the values and ranges enumerated herein. It is also within the scope of the present disclosure that the rear stays may connect to the top region in an asymptotic, or at least generally asymptotic, manner, such that an angle of connection between the rear stays and the top region cannot be determined and/or does not in fact exist. Accordingly, the above enumerated suitable ranges of angles between the rear stays and the top region in some embodiments may correspond to an angle between the top region and the rear stays at a distance away from an apex between the top region and the rear stays. For example, the above enumerated ranges of angles may correspond to a distance away from the apex in the range of 5-80, 5-55, 5-30, 30-80, 30-55, or 55-80 mm. Additionally or alternatively, such a distance away from an apex between the top region and the rear stays may be described in terms of a percentage of an overall length of the rear stays, including (but not limited to) distances in the range of 2-20%, 2-17%, 2-14%, 2-11%, 2-8%, or 2-5% of the overall length of the rear stays away from the apex. Other distances and percentages outside of the enumerated ranges also are within the scope of the present disclosure.
Rear stays 56 according to the present disclosure may be generally linear along their entire length (e.g., when viewed from the side), or they may be only predominantly linear across their length. It is also within the scope of the present disclosure that the rear stays of a frame 50 according to the present disclosure are curved, predominantly curved, and/or partially curved along their lengths (e.g., when viewed from the side). In some frames according to the present disclosure, the rear stays may be described as including at least one curved region, with this curved region in some embodiments permitting greater vertical flexing than a corresponding linear stay without at least one curved region. When the stays include a curved region, or are curved along the entire length thereof, the curve may be concave, convex, or concavo-convex (i.e., include concave and convex portions), with concave referring to concave in a forward and downward direction and with convex referring to convex in a rearward and upward direction. It also is within the scope of the present disclosure that the stays may include regions of different (or no) curvature. In some embodiments that include curved rear stays, a predominant portion of the rear stays may have a constant or approximately or nearly constant radius of curvature, for example corresponding to an arc of a circle. The various curved rear stays, or curved rear stay portions, described and/or illustrated herein additionally or alternatively may be referred to as being non-linear and/or arcuate within the scope of the present disclosure.
Additionally or alternatively, some embodiments of frames 50 according to the present disclosure may include rear stays with varying radii of curvature along their lengths, as viewed from the side of the frame. As illustrative, non-exclusive examples, suitable radii of curvature include radii of curvature in the range of 500-1200 mm, including 600-1100 mm, 670-950 mm, etc. In some embodiments, the radii of curvature may be more that 600 mm for a substantial portion of the rear stays, and as illustrative, non-exclusive examples, such a substantial portion may be in the range of 40-100%, 40-80%, 40-60%, 60-100%, 60-80%, or 80-100% of the overall length of the rear stays. Other lengths, including lengths less that 40% of the overall length of the rear stays also are within the scope of the present disclosure for having radii of curvatures greater than 600 mm, as well as for having radii of curvatures less than or equal to 600 mm.
The aforementioned radii of curvature may be appropriate for various suitable sizes of frames, as typically identified in the bicycle industry. For example, road bicycle frames having a compact geometry are often sized as extra small, small, medium, large, and extra-large. Additionally or alternatively, frames having a traditional frame geometry, as well as frames having a compact frame geometry, may be sized generally corresponding to a length from the center of the bottom bracket to the center of the top tube (or member or region) along the seat tube (or member or region), and/or to the center of an imaginary top tube (or member or region), if the top tube (or member or region) were horizontal. For example, typical frames sizes may be in the 50-60 cm range, including sizes of 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, and 60 cm. Frames 50 according to the present disclosure may be sized according to any of the aforementioned frame sizes, as well as other frame sizes and ranges of sizes that are less than, greater than, and within the values and ranges enumerated herein. Furthermore, the aforementioned radii of curvature with respect to the rear stays 56 of frames 50 according to the present disclosure may be suitable for any of the enumerated or other frame sizes discussed herein, and/or may be appropriately increased or decreased to be shaped and sized to a specific frame geometry and/or size.
In
As indicated in
It is within the scope of the present disclosure that perpendicular cross-sectional profiles 74 may change over the length of a rear stay 56. That is, a rear stay 56 may have a plurality of perpendicular cross-sectional profiles 74, with such plurality of profiles having one or more shapes, heights, widths, thicknesses, cross-sectional areas, dimensions, centers of area, symmetries, etc. For example, as a non-limiting example with reference to
Turning now to
Additionally or alternatively, it is within the scope of the present disclosure that one or both of the width and height of the perpendicular cross-sectional profiles of the rear stays remain constant or generally constant over a length, and in some embodiments over a substantial length, of the overall length of the rear stays. As illustrative, non-exclusive examples, such lengths of constant or generally constant widths and/or heights may be in the range of 20-100%, 20-80%, 20-60%, 20-40%, 40-100%, 40-80%, 40-60%, 60-100%, 60-80%, or 80-100% of the overall length of the rear stays. Lengths less than 20% of the overall length of the rear stays also are within the scope of the present disclosure.
Examples of perpendicular cross-sectional profiles 74 in which the width 84 of the profile decreases as it extends by the seat region and toward the top region may be advantageous in some configurations of frames 50, for example, to ensure that the rear stays do not interfere with the legs of a rider of a bicycle having a frame 50. Additionally or alternatively, by having a profile width 84 that decreases and/or a height 86 that increases as the rear stay extends by the seat member and toward the top member may result in a rear stay that is vertically stiffer toward the top region and vertically less stiff away from the top region and toward the rear drop-outs 66. Accordingly, a rear stay profile transition may be selected to optimize, or otherwise select a desired, ride comfort (or vertical compliance) of a frame 50, while also optimizing, or otherwise selecting a desired, lateral stiffness of a frame 50.
Various configurations of perpendicular cross-sectional profiles 74 and profile transitions may be selected for use in an embodiment of a frame 50 to optimize, tune, or otherwise select a ride comfort value, and the present disclosure is not limited to configurations in which the width of a rear stay decreases as it approaches the top member. The perpendicular cross-sectional profiles of the rear stays may directly correlate with, or otherwise contribute to, the stiffness of the frame, and by having the rear stays extend forward of the seat region and not be connected directly to the seat region, a more vertically compliant frame is provided, without necessarily resulting in a decrease in lateral stiffness of the frame.
Accordingly, a frame 50 according to the present disclosure when compared to a traditional diamond frame of similar geometry (e.g., size, weight, etc.) may result in a more comfortable ride (less vertical stiffness, or more vertical compliance) but with an approximately equal lateral stiffness, resulting in a more comfortable, but high performance, bicycle frame. Optimizing the transition of the rear stay profiles as they transition along their length further enables optimization, tuning, and/or selecting of a desired ride comfort and performance.
As illustrative, non-exclusive examples, a frame 50 according to the present disclosure may have a vertical stiffness that is approximately 1-50%, 1-30%, 1-20%, 1-10%, 1-5%, 5-50%, 5-30%, 5-20%, 5-10%, 10-20%, 10-30%, 0.1-1%, 0.1-2%, 1-2%, 1-5%, 1%, 2%, 3%, 5%, 10%, 20%, 25%, or 30% of the vertical stiffness of a corresponding and comparable frame having the rear stays (or seat stays) that are connected directly and rigidly to the seat tube, member, or region. By this it is meant that the frame 50, such as due to the configuration and construction of the frame, including the frame's rear stays 56, may enable a greater degree of vertical movement, or vertical compliance, in response to a predetermined loading, or applied force, than a corresponding conventional, or standard diamond, frame having rear stays (or seat stays) that are connected directly to the seat tube, member, or region, while at the same time having equal or even greater lateral stiffness than the corresponding conventional frame. Additionally or alternatively, a frame 50 may have a vertical compliance that is approximately 1.1-2 times greater than the vertical compliance of a comparably sized frame with a standard diamond configuration having seat stays that connect directly and rigidly to a seat tube. Other ranges and values of vertical stiffness and vertical compliance also are within the scope of the present disclosure, including values and ranges that are less than, greater than, and within the values and ranges enumerated herein. Although not required to all embodiments, a frame 50 according to the present disclosure may (but is not required in all embodiments to) have a vertical stiffness, or vertical compliance, that permits vertical movement of 2-10 mm/1 kN, including such illustrative vertical stiffnesses (or compliances) of at least 2-8, 2-6, 2-4, 4-10, 4-8, 4-6, 6-10, 6-8, 8-10, 2, 3, 4, 5, 5.5, 5.6, 5.7, 5.8, 6.0, at least 5, at least 6, and at least 7, and greater than 10 mm/1 kN, utilizing a typical test for measuring vertical stiffness (e.g., as described in the background of the present disclosure with reference to
Aspects and characteristics of various configurations of rear stay profiles and profile transitions also may be selected for aesthetic purposes, and not solely based on the functional correlation to the stiffness (whether vertical or lateral) or aerodynamics of the frame, and thus the performance, of a bicycle frame 50. Similarly, aspects and characteristics of various configurations of other members, or regions, of frames 50, including respective profiles and profile transitions thereof, may be selected for aesthetic purposes, and not solely based on the functional correlation to the stiffness or aerodynamics, and thus the performance, of a bicycle frame 50.
Frames 50 according to the present disclosure may be constructed of any suitable material, utilizing any suitable process. Illustrative, non-exclusive examples of suitable materials include (but are not limited to) steel, aluminum, titanium, wood, bamboo, carbon fiber composite, and other composite materials. Some frames 50 according to the present disclosure may be constructed of a combination of materials. For example, as an illustrative, non-exclusive example, a frame 50 according to the present disclosure may be constructed with a top region, a head region, a down region, a seat region, and chain stays all constructed of aluminum (or other metal or alloy such as steel or titanium), but with the rear stays constructed of a carbon fiber composite, or at least primarily constructed of carbon fiber composite. Additionally or alternatively, a frame 50 according to the present disclosure may be constructed with a top region, a head region, a down region, and a seat region all constructed of aluminum (or other metal or alloy such as steel or titanium), but with the rear stays and the chain stays constructed of carbon fiber composite, or at least primarily constructed of a carbon fiber composite. Other composite frames and combinations of materials are also within the scope of the present disclosure. As used herein a carbon fiber composite material should be understood to include at least an epoxy or other polymer or binding material together with carbon fibers. Other fibers (e.g., boron, Kevlar) other than carbon fibers are also within the scope of the carbon fiber composites, as used herein.
Frames 50 according to the present disclosure may be constructed utilizing a traditional frame geometry, utilizing a compact frame geometry, or utilizing any other suitable configuration of frame geometry.
Frames 50 may be constructed generally to be categorized as one or more of (but not limited to) BMX, road, cyclocross, racing, track, touring, utility, commuter, mountain, off-road, downhill, time-trial, triathlon, cruiser, performance, etc. Frames 50 may be particularly well suited for performance road bicycles.
Turning now to
Frame 100 is an example of a frame 50 that may be particularly well suited for construction from a carbon fiber composite material; however, other materials also may be used to construct frame 100.
As seen with reference to
From the rear drop-out side of the optional rear brake mounting bridge to where the rear stays bypass the seat region, the perpendicular cross-sectional profiles of the rear stays of frame 100 generally correspond to the schematic illustration of
The perpendicular cross-sectional profiles of the rear stays illustrated in
Also, as perhaps best seen in
In the illustrative, non-exclusive example of frame 100, the rear stays connect to, or transition into, the top region at approximately 8.8% of the length of the top region forward of the seat region, and at an angle of approximately 7°.
The perpendicular cross-sectional profiles of
With reference to
As indicated in
As indicated in
As indicated in
As indicated in
Turning finally to
The following enumerated paragraphs represent illustrative, non-exclusive ways of describing inventions according to the present disclosure.
A A bicycle frame, comprising a top region; a seat region extending downward from the top region and configured to receive a seat post; and a pair of rear stays extending past the seat region and connected to the top region, wherein the rear stays are not connected directly and rigidly to the seat region.
A2 The bicycle frame of paragraph A, wherein the rear stays have perpendicular cross-sectional profiles that vary along a length of the rear stays.
A2.1 The bicycle frame of paragraph A2, wherein the perpendicular cross-sectional profiles of the rear stays are narrower proximal the top region than distal the top region.
A2.2 The bicycle frame of any of paragraphs A2-A2.1, wherein the perpendicular cross-sectional profiles of the rear stays are narrower adjacent to the seat region than distal the top region.
A2.3 The bicycle frame of any of paragraphs A2-A2.2, wherein the perpendicular cross-sectional profiles of the rear stays have widths that decrease from distal the top region to proximal the top region.
A2.4 The bicycle frame of any of paragraphs A2-A2.3, wherein the perpendicular cross-sectional profiles of the rear stays have widths that are generally constant (or that are constant) for a substantial length of the rear stays distal the top region, and wherein the widths decrease from the substantial length to proximal the top region.
A2.4.1 The bicycle frame of paragraph A2.4, wherein the substantial length recited in paragraph A2.4 is within the range of 40-80% of an overall length of the rear stays.
A2.5 The bicycle frame of any of paragraphs A2-A2.4.1, wherein the perpendicular cross-sectional profiles of the rear stays have heights that increase from distal the top region to proximal the top region.
A2.6 The bicycle frame of any of paragraphs A2-A2.5, wherein the perpendicular cross-sectional profiles of the rear stays have heights that are generally constant (or that are constant) for a substantial length of the rear stays distal the top region, and wherein the heights increase from the substantial length toward the top region.
A2.6.1 The bicycle frame of paragraph A2.6, wherein the substantial length recited in paragraph 2.6 is within the range of 40-80% of an overall length of the rear stays.
A2.7 The bicycle frame of any of paragraphs A2-A2.6.1, wherein the perpendicular cross-sectional profiles of the rear stays have a generally rounded rectangular shape over a substantial length of the rear stays.
A2.8 The bicycle frame of any of paragraphs A2-A2.7, wherein the perpendicular cross-sectional profiles of the rear stays have a generally ovular shape over a substantial length of the rear stays.
A2.9 The bicycle frame of any of paragraphs A2-A2.8, wherein the perpendicular cross-section profiles of the rear stays have a generally elliptical shape over a substantial length of the rear stays.
A2.10 The bicycle frame of any of paragraphs A2.7-A2.9, wherein the substantial length recited in paragraph A2.7, A2.8, and/or A2.9 is in the range of 40-100% of an overall length of the rear stays.
A3 The bicycle frame of any of paragraphs A-A2.10, wherein the rear stays are connected to the top region in an asymptotic manner or at least in a generally asymptotic manner.
A4 The bicycle frame of any of paragraphs A-A3, wherein the rear stays are connected to the top region within the range of at 2-20%, 2-17%, 2-14%, 2-11%, 2-8%, 2-5%, 5-20%, 5-17%, 5-14%, 5-11%, 5-8%, 8-20%, 8-17%, 8-14%, 8-11%, 11-20%, 11-17%, 11-14%, 14-20%, 14-17%, or 17-20% of an overall length of the top region forward of the seat region.
A5 The bicycle frame of any of paragraphs A-A4, wherein the rear stays are connected to the top region at 1-45°, 1-40°, 1-35°, 1-30°, 1-25°, 1-20°, 1-15°, 1-10°, 1-5°, 5-40°, 5-35°, 5-30°, 5-25°, 5-20°, 5-15°, or 5-10° relative to a longitudinal axis of the top region.
A5.1 The bicycle frame of paragraph A5, wherein the angles enumerated in paragraph A5 correspond to a distance away from an apex defined between the rear stays and the top region in the range of 5-80, 5-55, 5-30, 30-80, 30-55, or 55-80 mm.
A5.2 The bicycle frame of any of paragraphs A5-A5.1, wherein the angles enumerated in paragraph A5 correspond to a distance away from an apex defined between the rear stays and the top region in the range of 2-20%, 2-17%, 2-14%, 2-11%, 2-8%, or 2-5% of an overall length of the rear stays away from the apex.
A6 The bicycle frame of any of paragraphs A-A5.2, wherein a substantial portion of the rear stays have a radii of curvature of at least 600 mm as viewed from a side of the frame.
A6.1 The bicycle frame of paragraph A6, wherein the substantial portion recited in paragraph A6 is within the range of 40-100%, 40-80%, 40-60%, 60-100%, 60-80%, or 80-100% of an overall length of the rear stays.
A7 The bicycle frame of any of paragraphs A-A6.1, wherein the frame is constructed predominantly of a carbon fiber composite material.
A8 The bicycle frame of any of paragraphs A-A7, wherein the rear stays are constructed predominantly of a carbon fiber composite material.
A9 The bicycle frame of any of paragraphs A-A8, wherein the top region and the seat region are not constructed predominantly of a carbon fiber composite material.
A10 The bicycle frame of any of paragraphs A1-9, wherein the frame has a vertical compliance (and/or is configured to provide for vertical movement) of 2-10 mm/1 kN, and optionally of at least 5 mm/1 kN, and optionally of at least 5.5 mm/1 kN.
A10.1 The bicycle frame of paragraph A10, wherein the frame has a vertical compliance (and/or is configured to provide for vertical movement) in the range of 5.5-6 mm/1 kN.
A11 The bicycle frame of any of paragraphs A-A10.1, wherein the frame has a vertical stiffness of 1-50% of a vertical stiffness of a comparably sized standard diamond frame having seat stays that are connected directly and rigidly to a seat tube.
A12 The bicycle frame of any of paragraphs A-A11, wherein the frame has a vertical compliance that is 1.1-2 times greater than a vertical compliance of a comparably sized standard diamond frame having seat stays that are connected directly and rigidly to a seat tube.
A13 The bicycle frame of any of paragraphs A-A12, further comprising a down region; a head region interconnecting the top region and the down region; a pair of chain stays; a bottom bracket interconnecting the seat region, the down region, and the chain stays; and a pair of rear drop-outs interconnecting the rear stays and the chain stays.
A14 The bicycle frame of any of paragraphs A-A13, wherein the rear stays do not engage the seat region.
A15 The bicycle frame of any of paragraphs A-A14, further comprising: one or more elastomeric connecting members interconnecting the rear stays and the seat region.
A16 A bicycle, comprising: the bicycle frame of any of paragraphs A-A15; a front fork; a drive train; a front wheel; and a rear wheel.
A16.1 The bicycle of paragraph A16, further comprising disc brakes.
B A bicycle frame substantially as disclosed herein.
C A bicycle frame substantially as disclosed herein and illustrated in
D A bicycle comprising a bicycle frame substantially as disclosed herein.
E A bicycle comprising a bicycle frame substantially as disclosed herein and illustrated in
E1 The bicycle of paragraph E, further comprising disc brakes.
As used herein the terms “adapted” and “configured” mean that the element, component, or other subject matter is designed and/or intended to perform a given function. Thus, the use of the terms “adapted” and “configured” should not be construed to mean that a given element, component, or other subject matter is simply “capable of” performing a given function but that the element, component, and/or other subject matter is specifically selected, created, implemented, utilized, and/or designed for the purpose of performing the function. It is also within the scope of the present disclosure that elements, components, and/or other recited subject matter that is recited as being adapted to perform a particular function may additionally or alternatively be described as being configured to perform that function, and vice versa.
The disclosure set forth above encompasses multiple distinct inventions with independent utility. While each of these inventions has been disclosed in its preferred form or method, the specific alternatives, embodiments, and/or methods thereof as disclosed and illustrated herein are not to be considered in a limiting sense, as numerous variations are possible. The present disclosure includes all novel and non-obvious combinations and subcombinations of the various elements, features, functions, properties, methods, and/or steps disclosed herein. Similarly, where any disclosure above or claim below recites “a” or “a first” element, step of a method, or the equivalent thereof, such disclosure or claim should be understood to include incorporation of one or more such elements or steps, neither requiring nor excluding two or more such elements or steps.
It is believed that the following claims particularly point out certain combinations and subcombinations that are directed to one of the disclosed inventions and are novel and non-obvious. Inventions embodied in other combinations and subcombinations of features, functions, elements, properties, methods, and/or steps may be claimed through amendment of the present claims or presentation of new claims in this or a related application. Such amended or new claims, whether they are directed to a different invention or directed to the same invention, whether different, broader, narrower, or equal in scope to the original claims, also are regarded as within the subject matter of the inventions of the present disclosure.
Claims
1. A bicycle frame, comprising:
- a top region;
- a seat region extending downward from the top region and configured to receive a seat post;
- a pair of rear stays extending past the seat region and connected to the top region, wherein the rear stays are not connected directly to and do not engage the seat region, wherein the rear stays have perpendicular cross-sectional profiles that vary along a length of the rear stays, wherein the perpendicular cross-sectional profiles of the rear stays have widths and heights that are generally constant for a substantial length of the rear stays distal the top region, wherein the widths decrease and the heights increase from the substantial length to proximal the top region, wherein the substantial length is within the range of 40-80% of an overall length of the rear stays;
- a down region;
- a head region interconnecting the top region and the down region;
- a pair of chain stays;
- a bottom bracket interconnecting the seat region, the down region, and the chain stays; and
- a pair of rear drop-outs interconnecting the rear stays and the chain stays.
2. A bicycle frame, comprising:
- a top region;
- a seat region extending downward from the top region and configured to receive a seat post;
- a pair of rear stays extending past the seat region and connected to the top region;
- a down region;
- a head region interconnecting the top region and the down region;
- a pair of chain stays;
- a bottom bracket interconnecting the seat region, the down region, and the chain stays;
- a pair of rear drop-outs interconnecting the rear stays and the chain stays;
- and means for having a vertical compliance of the frame of 2-10 mm/1 kN.
3. A bicycle frame, comprising:
- a top region;
- a seat region extending downward from the top region and configured to receive a seat post;
- a pair of rear stays extending past the seat region and connected to the top region, wherein the rear stays are not connected directly and rigidly to the seat region, and wherein the rear stays have perpendicular cross-sectional profiles that vary along a length of the rear stays;
- a down region;
- a head region interconnecting the top region and the down region;
- a pair of chain stays;
- a bottom bracket interconnecting the seat region, the down region, and the chain stays; and
- a pair of rear drop-outs interconnecting the rear stays and the chain stays.
4. The bicycle frame of claim 3, wherein the bicycle frame has a vertical compliance of 2-10 mm/1 kN.
5. The bicycle frame of claim 3, wherein the bicycle frame has a vertical stiffness of 1-50% of a vertical stiffness of a comparably sized standard diamond frame having seat stays that are connected directly and rigidly to a seat tube.
6. The bicycle frame of claim 3, wherein the bicycle frame has a vertical compliance that is 1.1-2 times greater than a vertical compliance of a comparably sized standard diamond frame having seat stays that are connected directly and rigidly to a seat tube.
7. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays are narrower proximal the top region than distal the top region.
8. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays are narrower adjacent to the seat region than distal the top region.
9. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays have widths that decrease from distal the top region to proximal the top region.
10. The bicycle frame of claim 9, wherein the perpendicular cross-sectional profiles of the rear stays have heights that increase from distal the top region to proximal the top region.
11. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays have widths that are generally constant for a substantial length of the rear stays distal the top region, and wherein the widths decrease from the substantial length to proximal the top region.
12. The bicycle frame of claim 11, wherein the substantial length is within the range of 40-80% of an overall length of the rear stays.
13. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays have heights that increase from distal the top region to proximal the top region.
14. The bicycle frame of claim 3, wherein the perpendicular cross-sectional profiles of the rear stays have heights that are generally constant for a substantial length of the rear stays distal the top region, and wherein the heights increase from the substantial length toward the top region.
15. The bicycle frame of claim 14, wherein the substantial length is within the range of 40-80% of an overall length of the rear stays.
16. The bicycle frame of claim 3, wherein the rear stays are connected to the top region in a generally asymptotic manner.
17. The bicycle frame of claim 3, wherein the rear stays are connected to the top region at 2-20% of an overall length of the top region forward of the seat region.
18. The bicycle frame of claim 3, wherein the rear stays are connected to the top region at 1-30° relative to a longitudinal axis of the top region.
19. The bicycle frame of claim 18, wherein the 1-30° corresponds to a distance away from an apex defined between the rear stays and the top region in the range of 5-80 mm.
20. The bicycle frame of claim 18, wherein the 1-30° corresponds to a distance away from an apex defined between the rear stays and the top region in the range of 2-20% of an overall length of the rear stays away from the apex.
21. The bicycle frame of claim 3, wherein a substantial portion of the rear stays have a radii of curvature of at least 600 mm as viewed from a side of the frame.
22. The bicycle frame of claim 21, wherein the substantial portion is within the range of 40-100% of an overall length of the rear stays.
23. The bicycle frame of claim 3, wherein the bicycle frame is constructed predominantly of a carbon fiber composite material.
24. The bicycle frame of claim 3, wherein the rear stays are constructed predominantly of a carbon fiber composite material.
25. The bicycle frame of claim 24, wherein the top region and the seat region are not constructed predominantly of a carbon fiber composite material.
26. The bicycle frame of claim 3, wherein the rear stays do not engage the seat region.
27. The bicycle frame of claim 3, further comprising:
- one or more elastomeric connecting members interconnecting the rear stays and the seat region.
28. A bicycle, comprising:
- the bicycle frame of claim 3;
- a front fork;
- a drive train;
- a front wheel; and
- a rear wheel.
29. The bicycle of claim 28, further comprising:
- disc brakes.
Type: Application
Filed: Sep 12, 2011
Publication Date: Mar 15, 2012
Applicant: Volagi, LLC (Cotati, CA)
Inventors: Robert Choi (Santa Rosa, CA), Barley A. Forsman (Cotati, CA)
Application Number: 13/230,629
International Classification: B62K 3/02 (20060101);