Patent Application
20230400080
Embodiments of the invention generally relate to shock assemblies.
Shock assemblies (e.g., dampers, shock absorbers, etc.) are used in numerous different vehicles and configurations to absorb some or all of a movement that is received at an unsprung portion of a vehicle before it is transmitted to a suspended portion of the vehicle. For example, when a wheel hits a pothole, the encounter will cause an impact force on the wheel. However, by utilizing suspension components including one or more shock assemblies, the impact force can be significantly reduced or even absorbed completely before it is transmitted to a person on a seat of the vehicle.
The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted.
The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure.
In general, a suspension system for a vehicle provides a motion modifiable connection between a portion of the vehicle that is in contact with a surface (e.g., an unsprung portion) and some or all of the rest of the vehicle that is not in contact with the surface (e.g., a suspended portion). For example, the unsprung portion of the vehicle that is in contact with the surface can include one or more wheel(s), skis, tracks, hulls, etc., while some or all of the rest of the vehicle that is not in contact with the surface include suspended portions such as a frame, a seat, handlebars, engines, cranks, etc.
The suspension system will include one or numerous components which are used to couple the unsprung portion of the vehicle (e.g., wheels, skids, wings, etc.) with the suspended portion of the vehicle (e.g., seat, cockpit, passenger area, cargo area, etc.). Often, the suspension system will include one or more shock assemblies which are used to reduce feedback from the unsprung portion of the vehicle before that feedback is transferred to the suspended portion of the vehicle, as the vehicle traverses an environment. However, the language used by those of ordinary skill in the art to identify a shock assembly used by the suspension system can differ while referring to the same (or similar) types of components. For example, some of those of ordinary skill in the art will refer to the shock assembly as a shock absorber, while others of ordinary skill in the art will refer to the shock assembly as a damper (or damper assembly).
The shock assembly often consists of a (damping) piston and piston rod telescopically mounted in a fluid filled cylinder (e.g., a housing). The fluid (e.g., damping fluid, working fluid, etc.) may be, for example, a hydraulic oil, a gas such as nitrogen, air, or the like. In one embodiment, the adjustable shock assembly will include a mechanical spring (e.g., a helically wound spring that surrounds or is mounted in parallel with the body of the adjustable shock assembly). In one embodiment, the adjustable shock assembly will include an air spring. In one embodiment, the adjustable shock assembly will include both a mechanical spring and an air spring.
In its basic form, the suspension is used to increase ride comfort, performance, endurance, component longevity and the like. In general, the force of jarring events, rattles, vibrations, jostles, and the like which are encountered by the portion of the vehicle that is in contact with the surface are reduced or even removed as it transitions through the suspension before reaching suspended portions of the vehicle to include components such as seats, steering wheels/handlebars, pedals/foot pegs, fasteners, drive trains, engines, and the like.
As used herein, the terms “down”, “up”, “downward”, “upward”, “lower”, “upper”, and other directional references are relative and are used for reference and identification purposes.
In its basic form, the suspension is used to increase ride comfort, performance, endurance, component longevity and the like. In general, the force of jarring events, rattles, vibrations, jostles, and the like which are encountered by the portion of the vehicle that is in contact with the surface are reduced or even removed as it transitions through the suspension before reaching suspended portions of the vehicle to include components such as seats, steering wheels/handlebars, pedals/foot pegs, fasteners, drive trains, engines, and the like.
For example, on a wheeled vehicle, a portion of the wheel (or tire) will be in contact with the surface being traversed (e.g., pavement, dirt, gravel, sand, mud, rocks, etc.) while a shock assembly and/or other suspension system components will be coupled between a wheel retaining assembly and the suspended portion of the vehicle (often a portion of the vehicle frame and associated systems, the seat, handlebars, pedals, controls, steering wheel, interior, etc.).
In a snow machine, a portion of the track and/or the skis that will be in contact with the surface being traversed (e.g., snow, ice, etc.) while a shock assembly and/or other suspension components will be coupled between a track retaining assembly (and similarly the skis retaining assembly) and the suspended portion of the vehicle (usually including the engine and associated systems, the seat, handlebars, etc.).
In a boat or PWC vehicle, a portion of the hull will be in contact with the surface of the water while a shock assembly and/or other suspension components will be coupled between the hull and the suspended portion(s) of the vehicle (such as the seat, the handlebars, a portion of the vehicle frame, and/or the like).
In an airplane in flight, it is the airframe that is in contact with the surface being traversed (e.g., the air) while a shock assembly and/or other suspension components will be coupled between the airframe and the suspended portion(s) of the vehicle (such as the seats and the like).
The term ride height refers to a distance between a portion of a vehicle and the surface across which the vehicle is traversing. Often, ride height is based on one or more of a number of different measurements such as, but not limited to, a distance between a part of the vehicle and the ground, a measurement between the top of an unsprung portion of a vehicle and a suspended portion of the vehicle there above, etc. For example, a portion of the wheel(s) (or ski, track, hull, etc.) will be in contact with the surface, while one or more adjustable shock assemblies and/or suspension components maintain the suspended portion of the vehicle a certain height there above.
The term initial sag settings or “sag” refers to a pre-defined vehicle ride height and suspension geometry based on the initial compression of one or more shock assemblies of the suspension system for a given vehicle when it is within its normal load envelope configuration (e.g., with a rider/driver and any initial load weight). Once the sag is established for a vehicle, it will be the designated ride height of the vehicle, until and unless the sag is changed.
The initial sag for a vehicle is usually established by the manufacturer. The vehicle sag can then be modified and/or adjusted by an owner, a mechanic, or the like. For example, an owner can modify the sag to designate a new normal ride height based on a vehicle use purpose, load requirements that are different than the factory load configuration, an adjustment modification and/or replacement of one or more of the suspension components, a change in tire size, a performance adjustment, aesthetics, and the like.
In one embodiment, the initial manufacturer will use sag settings resulting in a pre-established vehicle ride height based on vehicle use, size, passenger capacity, load capacity, and the like. For example, a truck (side-by-side, car, or the like) may have a pre-established sag based on an expected load (e.g., a number of passengers, an expected cargo requirement, etc.).
Regardless of the vehicle type, once the sag is established, in a static situation the ride height of the expectedly loaded vehicle should be at or about the established sag. When in motion, the ride height will change as the vehicle travels over the surface, and while the suspension system is used to reduce the transference of any input forces received from the surface to the rest of the vehicle it is also used to maintain the vehicle's sag.
However, when additional weight is added to the vehicle, the suspension and one or more adjustable shock assemblies will be compressed, and the vehicle ride height will be less than the sag.
Additional information regarding sag and sag setup can be found in U.S. Pat. No. 8,838,335 which is incorporated by reference herein, in its entirety.
As vehicle utilization scenarios change, one or more shock assemblies of the suspension system can be adjusted for different characteristics based on the use type of the vehicle, terrain, purpose (e.g., rock crawl, normal use, race set-up, etc.), and the like. This modification would result in a modified personal sag setting. For example, a downhill mountain bike rider (motocross rider, off-road truck driver, side-by-side rider, snow machine racer, etc.) would want a suspension configuration with a large range of motion and aggressive rebound and compression speeds to maintain as much contact as possible between the tires and the ground by absorbing the terrain events such as bumps, ruts, roots, rocks, dips, etc. while reducing the impacts felt at the suspended portion and also have the suspension return to its personal sag setting as quickly as possible in preparation for the next encounter.
In contrast, a street bike racer (track racing vehicle, boat/PWC racer, etc.) would want a firmer suspension configuration with a very small range of motion to provide feel for the grip of the tire, maintain friction and/or aerodynamic geometries, and the like, in order to obtain the maximum performance from the vehicle.
In one embodiment, there may be times where changes to a suspension component are desired during a given ride/drive. For example, a bike rider in a sprinting scenario would often want to firm up or possibly even lockout the suspension component to remove the opportunity for rider induced pedal bob. Similarly, a ride/drive from a paved road to an off-road environment (or vice-versa) would also be a time when a change to one or more suspension component settings is valuable.
In the following discussion, the term “active”, as used when referring to a valve or shock assembly component, means adjustable, manipulatable, etc., during typical operation of the valve. For example, an active valve can have its operation changed to thereby alter a corresponding shock assembly characteristic damping from a “soft” setting to a “firm” setting (or a stiffness setting somewhere therebetween) by, for example, adjusting a switch in a passenger compartment of a vehicle. Additionally, it will be understood that in some embodiments, an active valve may also be configured to automatically adjust its operation, and corresponding shock assembly damping characteristics, based upon, for example, operational information pertaining to the vehicle and/or the suspension with which the valve is used.
Similarly, it will be understood that in some embodiments, an active valve may be configured to automatically adjust its operation, and corresponding shock assembly damping characteristics, based upon received user input settings (e.g., a user-selected “comfort” setting, a user-selected “sport” setting, and the like). In many instances, an “active” valve is adjusted or manipulated electronically (e.g., using a powered solenoid, or the like) to alter the operation or characteristics of a valve and/or other component. As a result, in the field of suspension components and valves, the terms “active”, “electronic”, “electronically controlled”, and the like, are often used interchangeably.
In the following discussion, the term “manual” as used when referring to a valve or shock assembly component means manually adjustable, physically manipulatable, etc., without requiring disassembly of the valve, damping component, or shock assembly which includes the valve or damping component. In some instances, the manual adjustment or physical manipulation of the valve, damping component, or shock assembly which includes the valve or damping component, occurs when the valve is in use. For example, a manual valve may be adjusted to change its operation to alter a corresponding shock assembly damping characteristic from a “soft” setting to a “firm” setting (or a stiffness setting somewhere therebetween) by, for example, manually rotating a knob, pushing or pulling a lever, physically manipulating an air pressure control feature, manually operating a cable assembly, physically engaging a hydraulic unit, and the like. For purposes of the present discussion, such instances of manual adjustment/physical manipulation of the valve or component can occur before, during, and/or after “typical operation of the vehicle”.
It should further be understood that a vehicle suspension may also be referred to using one or more of the terms “passive”, “active”, “semi-active” or “adaptive”. As is typically used in the suspension art, the term “active suspension” refers to a vehicle suspension which controls the vertical movement of the wheels relative to vehicle. Moreover, “active suspensions” are conventionally defined as either a “pure active suspension” or a “semi-active suspension” (a “semi-active suspension” is also sometimes referred to as an “adaptive suspension”). In a conventional “pure active suspension”, a motive source such as, for example, an actuator, is used to move (e.g. raise or lower) a wheel with respect to the vehicle. In a “semi-active suspension”, no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle.
Rather, in a “semi-active suspension”, the characteristics of the suspension (e.g. the firmness of the suspension) are altered during typical use to accommodate conditions of the terrain and/or the vehicle. Additionally, the term “passive suspension”, refers to a vehicle suspension in which the characteristics of the suspension are not changeable during typical use, and no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle. As such, it will be understood that an “active valve”, as defined above, is well suited for use in a “pure active suspension” or a “semi-active suspension”.
Embodiments provided herein disclose a new and novel integrated bearing hardware for a shock assembly. In one embodiment, the integrated bearing hardware allows the shock assembly to be installed in locations that require a narrow mounting interface and/or require the shock to be installed inside a frame.
For example, some new bikes have one or more shock assemblies inside the frame. This enclosed environment can introduce performance induced issues such as heat and cooling cycles that can deform and/or otherwise deleteriously effect shock assembly components and lead to issues such as premature wear and the like. One solution is a self-lubricating composite (metal-polymer) bushing (e.g., DU ° bushing, or the like) that has a longer fatigue life, but has greatly increased rotational friction compared to standard plastic bushing (e.g., IGUS bushings, or the like). Additionally, some bikes require a narrow (in some examples 17 mm and 20 mm) mounting interface width which is significantly shorter than a FOX standard 30 mm wide bearing hardware solution.
Although narrow mounting interfaces such as 17 mm and 20 mm are discussed in accordance with an embodiment, this is for purposes of clarity. In one embodiment, the design is adapted to many widths, not just the 17 mm and 20 mm widths. Similarly, the diameter of the shock bolt could also be larger or smaller.
However, the new and novel integrated bearing hardware for a shock assembly solution combines the low-friction interface of the standard IGUS bushings with the tight fit and load-carrying capacity of the DU bushing. The disclosed bearings have a much lower friction value than the DU bushing, while pressing the bearings into the damper body give it the rigidity and strength of the DU bushing configuration. Installing the bearings directly into the shock damper body maintains the narrow width requirements.
Referring now to
Thus, in addition to the disclosed examples as provided in view of a bicycle 50, one embodiment can be used on shock assemblies used by vehicles with wheels, skis, tracks, hulls, and the like and/or with suspension inclusive devices such as prosthetic limbs, orthotics, exoskeletons, etc. in both enclosed and unenclosed installations.
In one embodiment, bicycle 50 has a frame 10 with a suspension system comprising a swing arm 16 that, in use, is able to move relative to the rest of frame 10; this movement is permitted by, inter alia, shock assembly 18. The front fork assembly 20 also provide a suspension function via a shock assembly 28 in at least one fork leg; as such the bicycle 50 is a full suspension bicycle (such as an ATB or mountain bike).
However, the embodiments described herein are not limited to use on full suspension bicycles. In particular, the term “suspension system” is intended to include vehicles having front suspension only, rear suspension only, seat suspension only, a combination of two or more different suspension types, and the like.
In one embodiment, swing arm 16 is pivotally attached to the frame 10 at pivot point 12. Although pivot point 12 is shown in a specific location, it should be appreciated that pivot point 12 can be found at a different location. In a hard tail bicycle embodiment, there would be no pivot point 12. In one embodiment of a hardtail bicycle, frame 10 and swing arm 16 would be formed as a fixed frame.
Bicycle 50 includes a front wheel 5 which is coupled with the front fork assembly 20 via a front axle. In one embodiment, a portion of front fork assembly 20 (e.g., a steerer tube) passes through the frame 10 and couples with handlebars 30. In so doing, the front fork assembly and handlebars are rotationally coupled with the frame 10 thereby allowing the rider to steer the bicycle 50.
Bicycle 50 includes a rear wheel 7 which is coupled to the swing arm 16 at the rear axle, and a rear damping assembly (e.g., shock assembly 18) is positioned between the swing arm 16 and the frame 10 to provide resistance to the pivoting motion of the swing arm 16 about pivot point 12. In one embodiment, a saddle 32 is connected to the frame 10 via a seatpost 33. In one embodiment, seatpost 33 is a dropper seatpost. In one embodiment, one or more of shock assembly 28, shock assembly 18, seatpost 33, handlebars 30, and/or the like include one or more active damping components.
In one embodiment, bicycle 50 includes an active suspension system including a controller, one or more sensors, smart components, active valve dampers, power source(s), and the like. Additional information for vehicle suspension systems, sensors, and their components as well as adjustment, modification, and/or replacement aspects including manually, semi-actively, semi-actively, and/or actively controlled aspects and wired or wireless control thereof is provided in U.S. Pat. Nos. 8,838,335; 9,353,818; 9,682,604; 9,797,467; 10,036,443; 10,415,662; the content of which are incorporated by reference herein, in their entirety.
With reference now to
In one embodiment, shock assembly 18 includes a pneumatic valve 128 such as, a Shrader valve, Presta valve, Dunlop valve, or the like.
In one embodiment, shock assembly 18 includes one or more adjustable features 125 such as, but not limited to, an adjustable active valve assembly, a compression adjuster, an adjustable rebound valve assembly, and the like. In one embodiment, shock assembly 18 includes each of the pneumatic valve 230 and the adjustable features 125 (e.g., an adjustable active valve assembly, a compression adjuster, an adjustable rebound valve assembly).
In one embodiment, shock assembly 18 may include fewer and/or different components, e.g., shock assembly 17 may not include (or may have different types, shapes, capabilities, etc.) of most, some, or one of the mounting interface 105, eyelet 110, frame linkage 133, damper body 120, air sleeve 123, pneumatic valve 128, and adjustable features 125 (e.g., an adjustable active valve assembly, a compression adjuster, an adjustable rebound valve assembly).
In general, shock assembly 18 utilizes a working fluid within a main chamber within air sleeve 123 to control the speed of movement of a piston (coupled with a shaft) through the main chamber by metering incompressible fluid from one side of the piston to the other during compression or rebound, and additionally from the main chamber to the reservoir, during a compression stroke) to account for the shaft volume that is added to the main chamber as the piston and shaft move further into the main chamber (and in reverse during the rebound or extension stroke).
Although the discussion utilizes a shock assembly 18 (e.g., a FOX float shock assembly) with integrated bearing hardware, this is for purposes of clarity. In another embodiment, the integrated bearing hardware is incorporated into other shock assemblies and/or components thereof for similar or different applications such as, but not limited to an exoskeleton, a seat frame, a prosthetic, an orthotic, a suspended floor, and the like. Further, in another embodiment, the shock assembly with integrated bearing hardware is incorporated into vehicles such as, but not limited to a road bike, a mountain bike, a gravel bike, an electric bike (e-bike), a hybrid bike, a scooter, a motorcycle, an ATV, a personal water craft (PWC), an aircraft, a single wheeled vehicle, a four-wheeled vehicle, a multi-wheeled vehicle, a snow mobile, a UTV such as a side-by-side, and the like. Examples of different shock assemblies are disclosed in U.S. Pat. Nos. 6,296,092; 7,374,028; 9,033,122; 9,120,362; 9,239,090; 9,353,818; 9,623,716; 10,036,443; 10,427,742; 10,576,803 and 11,091,215 the contents of which are incorporated by reference herein, in their entirety.
In one embodiment, shock assembly 18 with integrated bearing hardware will include an internal reservoir and/or a remote reservoir. Additional descriptions and details of reservoir structure and operation are described in U.S. Pat. No. 7,374,028 the content of which is incorporated by reference herein, in its entirety.
In one embodiment, shock assembly 18 is coupled with the frame 10 via mounting interface 105. The eyelet 110 is rotationally coupled with frame linkage 133. The other end of frame linkage 133 is locationally coupled with frame 10 and fixedly coupled with swing arm 16 at pivot point 12.
In operation, any rotational motion of swing arm 16 about pivot point 12 is translated through frame linkage 133 to shock assembly 18 as a compression or rebound input. As such, the rotational motion of swing arm 16 about pivot point 12 is damped (either in compression or rebound) by the operation of shock assembly 18.
With reference now to
In one embodiment, the bearing bores (e.g., bearing bore 320 and bearing bore 325) are asymmetric in the eyelet 110 of shock assembly 18 to tightly control the load path through the bearings and prevent side-loading and binding. In one embodiment, the bearing bores (e.g., bearing bore 320 and bearing bore 325) are machined and/or milled in eyelet 110. In one embodiment, the bearing bores (e.g., bearing bore 320 and bearing bore 325) are formed during a casting of eyelet 110. In one embodiment, the bearing bore 320 and/or bearing bore 325 are cylindrical recesses. In one embodiment, bearing bore 320 and/or bearing bore 325 are symmetrical.
In one embodiment, bearing bore 320 has a relief 330 (or recess, etc.) behind it to ensure that only the outer race of the bearing contacts the body of eyelet 110, and the inner race is free to float. In contrast, the axial position of the bearing in bearing bore 325 is controlled by the axle 300 (of
Referring now to
Although the integrated bearing hardware is shown as being installed in the eyelet 110 of shock assembly 18, this is for purposes of clarity. In one embodiment, the integrated bearing hardware is installed in mounting interface 105 of shock assembly 18. In one embodiment, the integrated bearing hardware is installed in both eyelet 110 and mounting interface 105 of shock assembly 18.
In general, a bearing (e.g., bearing 420 and/or bearing 425) is used to mechanically couple and reduce friction between a rotating part (e.g., an axle 300) and a casing (e.g., body, housing, damper body, etc.). Most bearing includes an outer race, an inner race, and a rotationally supportive friction reducing feature therebetween. The outer race is a ring with an outer diameter (OD) providing the maximum size of the bearing. The inner race is a ring with a smaller OD than the outer race and an inner diameter (ID) that is similar to the OD of the axle being installed. The rotationally supportive element is located between the outer race and the inner race and allows rotation between the outer race and the inner race by maintaining a stand-off between the two races.
When the bearing is assembled, the inner race is positioned inside the outer race and the rotationally supportive element maintains any offset between the two races while providing a rotationally supportive friction reducing capability. A lubricant is often added to the rotationally supportive element to reduce friction and/or enhance operational smoothness of the assembled bearing.
When the bearing is installed, the outer race is usually pressed into (or otherwise coupled with) the body. A shaft (e.g., axle 300) is inserted through the inner race such that the shaft is coupled with the body at a fixed location while being free to axially rotate with respect to the body.
In one embodiment, the rotationally supportive element of the bearing includes a plurality of rolling elements such as, but not limited to: balls (e.g., single row, double row, angular contact, thrust, self-aligning, deep groove, filling notch, etc.), rollers (e.g., cylindrical, gear, spherical, needle, taper, self-aligning, etc.), etc.
In one embodiment, the rotationally supportive element of the bearing is a fluid. In one embodiment, the rotationally supportive element of the bearing is magnetic.
In one embodiment, one or both of bearing 420 and bearing 425 are full-complement fully sealed bearings having an outer race, an inner race, and a plurality of balls therebetween. In one embodiment, the bearing is a groove type embodiment, the outer race has a groove cut into its inner circumference while the inner race has a groove cut into its outer circumference. When assembled, the inner race is positioned inside the outer race and the plurality of balls (or rollers or the like) are retained within the grooves between the two races.
In one embodiment, instead of (or in addition to) grooves, a cage (or retainer, separator, or the like) is used to retain the components of the rotationally supportive element between the inner and outer races and/or maintain the spacing between the components of the rotationally supportive element.
In one embodiment, different types of bearings could be used for each of bearing 420 and/or bearing 425. In one embodiment, different size bearings could be used for each of bearing 420 and/or bearing 425. In one embodiment, the quantity of bearings could be different in each of bearing 420 and/or bearing 425.
With reference still to
In one embodiment, during assembly of the integrated bearing hardware, bearing 420 is installed (e.g., pressed, etc.) into the eyelet 110 until it bottoms out.
Next, the axle 300 is installed. In one embodiment, axle 300 is a clearance fit to the eyelet 110, a slip fit to the inner diameter of both bearing 420 and bearing 425, and a tight clearance fit to the shock bolt 440 that passes through the axle 300. This helps to transmit loads from the frame linkage 133 through the shock assembly 18 components.
In one embodiment, after the axle 300 is installed, bearing 425 is installed, bottoming out on the axle 300 and not the body of eyelet 110. This helps to ensure even bearing loading and avoids side-loading the bearings when clamped by the shock bolt 440.
In one embodiment, after bearing 425 is installed, the bearing covers (e.g., bearing cover 410 and bearing cover 415) are installed. In one embodiment, bearing cover 410 and bearing cover 415 have a slight interference fit to the bearing 420 and bearing 425 respectively, to prevent bearing 420 and bearing 425 from falling out during installation of the shock assembly 18 into the frame 10.
In one embodiment, bearing cover 410 and bearing cover 415 are a clearance fit with respect to the shock bolt 440 to avoid pushing bearing cover 410 and/or bearing cover 415 out during installation shock assembly 18 into the frame 10.
In one embodiment, bearing cover 410 and/or bearing cover 415 are used in the load path, helping to keep the clamping forces from the shock bolt 440 running through the inner races of the bearing 420 and bearing 425 to avoid side-loading.
With reference now to
In one embodiment, bearing bore 320 has a relief 330 behind it to ensure that only the outer race of the bearing 420 contacts the body of eyelet 110, and the inner race is free to float. However, in
Referring now to
In one embodiment, bearing bore 320 has a relief 330 behind it to ensure that only the outer race of the bearing 420 contacts the body of eyelet 110, and the inner race is free to float. However, in
In one embodiment, bearing 420 and bearing 425 are sized such that the shock bolt 440 matches the ID of the bearings and the width 340 matches the mounting surface. As such, there are no axle and/or bearing covers needed for the integrated bearing hardware.
With reference now to
In one embodiment, unlike
In one embodiment, bearing cover 410 and bearing cover 415 have a slight interference fit to the bearing 420 and bearing 425 respectively, to prevent bearing 420 and bearing 425 from falling out during installation of the shock assembly 18 into the frame 10.
Referring now to
In one embodiment, unlike
In one embodiment, bearing 420 and bearing 425 are sized such that the shock bolt 440 matches the ID of the bearings and the width 340 matches the shock assembly mounting interface on the vehicle (e.g., bicycle 50, etc.). As such, there are no axle and/or bearing covers needed for the integrated bearing hardware.
Referring now to
In one embodiment, instead of building the integrated bearing hardware in the eyelet 110 (and/or mounting interface 105) of shock assembly 18, the integrated bearing hardware is built in a different body (or separate assembly) such as sleeve 920, and then that body (or separate assembly) sleeve 920 is coupled (e.g., attached, fastened, inserted, etc.) with shock assembly 18 (e.g., with the eyelet 110, mounting interface 105, damper body 120, etc.). In so doing, a floating bearing sleeve is used to couple the shock assembly 18 with the underlying component (e.g., frame mount, etc.).
In one embodiment, sleeve 920 is made of a pliable material and allows for some compliance between frame mount and shock assembly 18. In one embodiment, sleeve 920 is made of a softer material than that of the eyelet 110 and allows for some compliance between frame mount and shock assembly 18. In one embodiment, the sleeve is installed in the eyelet 110 first and then the integrated bearing hardware is built in the sleeve.
The foregoing Description of Embodiments is not intended to be exhaustive or to limit the embodiments to the precise form described. Instead, example embodiments in this Description of Embodiments have been presented in order to enable persons of skill in the art to make and use embodiments of the described subject matter. Moreover, various embodiments have been described in various combinations. However, any two or more embodiments could be combined. Although some embodiments have been described in a language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed by way of illustration and as example forms of implementing the claims and their equivalents.
This application claims priority to and benefit of co-pending U.S. Provisional Patent Application No. 63/351,123 filed on Jun. 10, 2022, entitled “INTEGRATED BEARING HARDWARE FOR BICYCLE SHOCK” by Sam Shaffer and assigned to the assignee of the present application, the disclosure of which is hereby incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 63351123 | Jun 2022 | US |
