Abstract:
A means is provided to allow the lockout or replacement of the rear suspension of a mountain bike to increase peddling efficiency while climbing grades or other heavy pedaling conditions.

Description:
FIELD OF THE INVENTION 
       [0001]    This present invention relates to locking out the rear suspension of a mountain bicycle for certain biking conditions where the rear suspension system may have a detrimental affect on biking efficiency. 
       BACKGROUND 
       [0002]    Many bicycles today have a suspension system to let wheels move up and down to absorb bumps while keeping the tires in contact with the ground. This may give better control and also protect the rider from feeling every bump and dip during a ride over rough terrain. Both the front and rear suspension systems contain two essential elements: a spring and a damper. The rear suspension is the topic this invention addresses. As a rider is pedaling the bicycle uphill, some of the force exerted from the pedal sprocket to the rear sprocket, may compress the shock absorber mechanism. This part of the energy is therefore not utilized in actually moving the bicycle up the hill. It therefore may be advantageous to lockout the shock absorber mechanism for uphill climbing or other specified riding conditions. 
         [0003]    There is thus a need for addressing these and/or other issues associated with the prior art. 
       SUMMARY 
       [0004]    A means is provided to allow the lockout or replacement of the rear suspension of a mountain bike to increase peddling efficiency while climbing grades or other heavy pedaling conditions. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0005]      FIG. 1  shows the layout of the a typical bicycle and identifies the main frame and rear frame of the bicycle, the coupling mechanism for mounting the shock absorber, the placement of a shock absorber, and a pivot or movable point between the main and rear frame structures. It also shows a possible lockout mechanism. 
           [0006]      FIG. 2  shows the compression of the shock absorber when the rear wheel hits a bump in the road. It also shows the lockout mechanism stored out of the way. 
           [0007]      FIG. 3  shows an enlargement of the elements described in this invention. The shock absorber is in place at a typical location. 
           [0008]      FIG. 4  shows an embodiment where the shock absorber removed, and a solid bar put in its place. This in effect solidifies the rear frame to the front frame, and therefore there is no movement of the rear frame that can absorb pedaling energy. 
           [0009]      FIG. 5  shows an embodiment where the shock absorber remains in place, but a solid piece is installed separate from the shock absorber. This allows the insertion and removal of the solid piece without disturbing the location of the shock absorber. 
           [0010]      FIG. 6  shows an embodiment where the shock absorber is allowed to operate normally while the lockout mechanism still remains attached to the bicycle, but no longer operates in a lockout mode. 
           [0011]      FIG. 7  shows an embodiment where a damping adjustment  714  is included in the shock absorber  702 . This adjustment allows the damping coefficient to be adjusted to stiffen or lessen the damping effect so as to control the shock absorber movement. 
       
    
    
       [0012]    Because there are many styles and types of rear bicycle suspensions, a lockout mechanism may have to be customized for the said type or model of bicycle. Also, a lockout and suspension package may be designed as an alternative for a particular type or style of suspension. 
         [0013]    The lockout mechanism may take on several forms. One may require getting off the bicycle and bolting the lockout in place. This may require basic tools such as screwdriver, pliers, or wrench. Another approach may include a latch-in mechanism, where the rider may be able to secure the latch while still on the bicycle. Still another approach may include a latching system where the lockout may be completely removed from the bicycle and stored elsewhere, therefore lessening the total weight of the bicycle. In yet another embodiment the shock absorber and its accompanying weight could be completely removed and a lockout or solid bar be put in its place. 
       DETAILED DESCRIPTION 
       [0014]    In a bicycle design with a solid frame, there is no movement of the rear frame and the bicycle becomes a solid unit, moving with each bump or irregularity on the road surface. When a shock absorbing suspension system is introduced to a bicycle, the rear wheel and structure of the bicycle moves in an arc like motion against the suspension system. This allows the wheels to move up and down to absorb bumps while keeping the tires in contact with the ground, giving better control and protecting the rider from feeling every bump and dip during a ride over rough terrain. The arc motion allows the rear wheel and frame to move without affecting the tension and operation of the chain and sprocket. A coil spring gives resistance against the movement, and allows it to be confined to specified limits. However, a spring by itself does not absorb energy and it allows bounce. Therefore an energy absorption and dampening mechanism needs to be added. The shock absorber fills this need. It is typically an oil filled device used to dissipate the kinetic energy that is transferred to the bicycle and rider when a bump or other irregularity in the road surface is encountered. The oil transfers through a precise orifice to control the rate of movement and deceleration. Some shock absorbers utilize a pneumatic or air movement design. 
         [0015]      FIG. 1  represents the layout of a typical bicycle and identifies the main components that will be discussed.  100  contains the frame  106 , the rear frame  104 , a coupling mechanism  110  attached to the bike frame for mounting a shock absorber, the placement of a shock absorber  102 , a lockout mechanism  112 , and a pivot point  108  where the main and rear frame structures can rotate or move. The coupling mechanism  110  may be built into the bike frame, or it may be a separate, add-on piece. If it is separate, it may be bolted, screwed, or latched on to the front and rear frames. It could also be welded on, making it a permanent part of the frame. This coupling mechanism  110  may also be used to mount a lockout mechanism  112 . This may take on several different forms and be mounted in different configurations. 
         [0016]      FIG. 2  illustrates the compression of the shock absorber  202  when the rear wheel hits a bump in the road. The shock absorber and spring  202  compress when a bump in the road is encountered, absorbing the bumps and irregularities on the road. As the spring is compressed, energy is absorbed in the shock absorber, “smoothing” the ride for the rider. The reverse is true when a dip in the road is encountered. This allows the rider to maintain a greater control of the bike over rough surfaces and also allows a more comfortable ride. As the whole rear frame  204  and rear wheel assembly move on the pivot point  208 , an arc like motion is maintained so the tension and operation of the chain and sprocket are not affected. The movement pushes against the suspension system where the spring and shock absorber  202  control the rate, distance and damping of the arc motion. 
         [0017]    In the above case, the lockout mechanism  212  is either not present or is set so that it does not affect the shock absorber  202  operation. The lockout mechanism  212  and the shock absorber  202  are mounted to a coupling mechanism  210 . This mechanism can be bolted to, screwed to, latched to, or welded to the bike frame. Or it could be part of the bike frame design. The subject of this invention will deal with the design and mounting of this lockout device. 
         [0018]      FIG. 3  shows an embodiment giving a more detailed view of the elements described in this invention. In this embodiment the shock absorber  302  is in place in a typical application. It is free to perform its function within the limits of its design without restriction or other outside influences. However, it may also allow the compression and expansion of the shock absorber mechanism  302  during heavy pedaling, where that energy is not utilized in moving the bicycle. In this layout, the shock absorber could be removed and replaced by a solid structure if the mounting of this structure exactly matched the mount points of the shock absorber. In this embodiment, the coupling mechanism  310  and the shock absorber  302  are needed to structurally tie the main frame  306  and rear frame  304  together for proper bike operation. If they were removed, another structural member would have to be added to the bike frame. This invention describes a means of utilizing both a lockout mechanism and a shock absorber in various configurations and means. 
         [0019]      FIG. 4  shows an embodiment  400  where the lockout mechanism  412  is a solid bar which replaces the shock absorber. Thus the energy that would normally be transferred to the shock absorber during heavy pedaling would not be lost. The solid bar  412  can be designed to fit in place of the shock absorber, and use the existing mount points of the shock absorber on the coupling mechanism  410 . Thus no other modifications to the bicycle would be required. The mounting mechanism may be bolted, screwed, latched or otherwise inserted in place, utilizing the mounting arrangement normally occupied by the shock absorber. In another embodiment the solid bar could have its own mounting location, negating the need to remove the shock absorber. 
         [0020]      FIG. 5  shows an embodiment where the shock absorber  502  remains in place, but a lockout mechanism  512  renders the shock absorber inoperative. The coupling mechanism  510  contains a mount for the lockout mechanism  512  that is separate from that of the shock absorber  502 . The mounting of this mechanism is represented by a bolted or pinned mount point on one end and a latch keeper on the other. In another embodiment, both ends of the lockout mechanism  512  could be latched allowing the whole removal of the lockout without tools. When the lockout mechanism is removed, the shock absorber  502  will operate normally. The latch shown is an over center latch and a “keeper” would be placed on the mounting surface. In another embodiment, the lockout mechanism  512  may be bolted or screwed in place, requiring the use of basic tools such as screwdriver, pliers, or wrench. 
         [0021]      FIG. 6  shows an embodiment where the lockout mechanism  612  is disconnected and out of the way, but still coupled to the coupling mechanism  610 . The shock absorber  602  is allowed to operate normally. In this case, the lockout  612  would be positioned out of the way and secured to another latch keeper, requiring no tools. The lockout mechanism  612  can be secured by a variety of ways when it is in non-use. It could be completely removed and stored in a remote location, or it could be secured in an “out of the way” position as shown, allowing a quick reconnect when it is needed. The lockout  612  could be attached and removed in a variety of ways of bolting screwing and latching, some requiring tools and others not requiring tools 
         [0022]      FIG. 7  shows an embodiment where a damping adjustment  714  is included in the shock absorber  702 . This adjustment allows the damping coefficient to be adjusted to stiffen or lessen the damping effect so as to control the shock absorber movement. The damping adjustment may be manual and hand controlled. The shock absorber may contain a dual mechanism with two damping coefficients. It may be electrically or hydraulically controlled where the adjustments are manually selected for a specified road or situation requirement. The adjustment also could be automatically controlled wherein adjustments are made for varying road conditions. A stiffened adjustment could be used to lessen the effect of the shock absorber, thus increasing the pedaling efficiency without the full effect of inserting a lockout mechanism. Also, a softening of the adjustment may allow a smoother ride if that condition is desired.