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Document Index: 478062431

Matched Legal Cases: ['application No. 10', 'application No. 09', 'application No. 08', 'application No. 08', 'application No. 08', 'arts 31', 'arts 16', 'arts 43']

Bicycle with improved frame configuration - PDFKUL.COM
USO0RE40200E
(10) Patent Number: US (45) Date of Reissued Patent:
Fritschen (54)
BICYCLE WITH IMPROVED FRAME
RE40,200 E *Apr. 1, 2008
2,089,889 A 2,378,961 A D231,345 S
8/1937 Giordani 6/1945 Wallace et a1. 4/1974 Gutknecht
Thomas M. Fritschen, PO. Box 145, Fountain, CO (US) 80817
D291,873 S 4,900,048 A
9/1987 Koyama 2/1990 Derujinsky
This patent is subject to a terminal dis claimer.
D313,381 D321,155 5,215,322 5,273,303 D347,603 5,415,423
(21) Appl. No.: 11/491,530 (22) Filed:
S S A A S A
1/1991 10/1991 6/1993 12/1993 6/1994 5/1995
Moeller Tan Enders HornZee-Jones Fritschen Allsop et a1.
Jul. 24, 2006 FOREIGN PATENT DOCUMENTS Related US. Patent Documents DE EP GB JP
(64) Patent No.: Issued:
6,955,372 Oct. 18, 2005
11/021,462
7/1992 10/1986 4/1982 1/1991
Primary ExamineriKevin Hurley
US. Applications:
(74) Attorney, Agent, or FirmiMark G. Pannell; Hanes & SchutZ, LLC
4101998 198284 2085378 03014781
Continuation of application No. 10/ 313,294, ?led on Dec. 6,
2002, now Pat. No. 6,848,700, which is a continuation of
application No. 09/490,371, ?led on Jan. 24, 2000, now Pat. No. 6,503,589, which is a continuation of application No. 08/811,138, ?led on Mar. 3, 1997, now Pat. No. 6,017,048, which is a continuation of application No. 08/687,266, ?led on Jul. 25, 1996, now abandoned, which is a continuation of application No. 08/112,449, ?led on Aug. 27, 1993, now
abandoned, which is a continuation-in-pait of application
Disclosed herein are various embodiments, including but not limited to a bicycle that includes, among other features, an
elongated down tube and a single elongated seat tube, the longitudinal axis of the seat tube intersecting the longitudi nal axis of the down tube at a location substantially inter mediate between the ?rst and second ends of the down tube,
No. 07/894,576, ?led on Jun. 5, 1992, now abandoned.
wherein the distance between the spaced apart side outer
Int. Cl. B62K 19/00
surfaces of each of the down tube and the seat tube are less than the distance between the upper and lower outer surfaces
US. Cl. ................................ .. 280/2811; 280/2883
ing a seat tube, a seat tube sleeve, a crank assembly and a
Field of Classi?cation Search ............ .. 280/281.1,
bottom bracket sleeve for mounting the crank assembly,
280/283, 275, 288.3; D12/111 See application ?le for complete search history.
wherein the seat tube sleeve has an upper end, a lower end, and a longitudinal axis extending from the upper end to the
of each of the down tube and seat tube; additionally includ
lower end; the seat tube being disposed within the seat tube sleeve, the longitudinal axis of the seat tube sleeve inter secting the bottom bracket sleeve.
460,641 A
19 Claims, 10 Drawing Sheets
10/1891 Jeffery 101
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FIG. 1B ( PRIOR ART)
US RE40,200 E
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US RE40,200 E 1
jected to resultant tension forces, while the interconnecting members used to resist compression and sheer forces between the upper and lower booms may employ a combi nation of compression and tension members. FIGS. 1A and 1B illustrate the similarities between the two structures by way of side view diagrams, and the
Matter enclosed in heavy brackets [ ] appears in the original patent but forms no part of this reissue speci? cation; matter printed in italics indicates the additions made by reissue.
directions of operative tension and compressive forces by arrows, with arrows pointing away from each other repre
senting tension, and those point towards each other repre
senting compression.
This application is a continuation of US. patent applica tion Ser. No. 10/313,294, ?led Dec. 6, 2002, now US. Pat. No. 6,848,700 which is a continuation of US. patent appli cation Ser. No. 09/490,371, ?led Jan. 24, 2000, which is now
each end with the axle of the wheels, in a way similar to a
US. Pat. No. 6,503,589, and which is a continuation of
bridge truss abutment; indirectly through the front fork in
application Ser. No. 08/811,138, ?led Mar. 3, 1997, now US. Pat. No. 6,017,048, which application is a continuation of application Ser. No. 08/687,266, ?led Jul. 25, 1996, now
the front end, and directly in the rear. When a rider load is applied to the top of the bicycle it causes the top tube and seat stays to go into compression, and the down tube and rear wheel stays to go into tension, while the seat tube, and seat stays act as inclined compression and shear resistant mem bers.
abandoned, which application is a continuation of applica tion Ser. No. 08/112,449, ?led Aug. 27, 1993, now abandoned, which application is a continuation-in-part of application Ser. No. 07/894,576, ?led Jun. 5, 1992, now abandoned.
The simple open web truss that comprises the bicycle frame structure of the two triangle design is supported at
The compressive and tensile strength characteristics of steel tubes, their availability and cost, and their workability, made them highly suitable for the two triangle design, and conversely made this design a very e?icient and practical
1. Field of the Invention The invention relates, in general, to a bicycle frame that
is aerodynamically shaped, lightweight, and stiif, including a main frame structure and front fork assembly, and in
particular to the integral tension con?guration, integral outer shell, integral tension struts, and integral tension ribs used in
its construction. 2. Description of the Prior Art Known prior art includes both traditional frame design,
using traditional construction techniques and materials, and
con?guration, and most builders still use it with minor
variations in the frame geometry. Round steel tubes also work well to resist lateral and torsional ?exes, and their ability to do so can improve by
such things as adding ?utes, internal ri?ing, double and triple butting, and increasing their diameter. Such increases in strength were sought to improve performance and allow weight reduction. An essential structure feature of this design, however, is that it includes vertical and inclined members, and their
postures limit their ability to receive signi?cant aerodynamic
more recent innovative frame design, using new construc
improvement, even though attempts were made to do so by
tion techniques and materials. Traditional frame design and construction were developed under relatively limited availability of materials. As steel was readily available, cost effective, and relatively easy to form into simple structural shapes, round steel tubes were
reducing frontal area, by using oval and tear drop tube
shapes, reducing front wheel siZe, sloping the top tube, and 40
So, even through the traditional two triangle design has desirable features in stiffness, weight, and vertical load bearing capability, its limitations in aerodynamics, as well as the need for speed in the area of competitive cycling, have
found to be the most e?icient structural element to use in
bicycle frame manufacturing. The construction technique used included the cutting and ?tting of these tubes, and brazing them together at their joints with or without joint
driven on the search for more aerodynamically e?icient
con?gurations. Other materials that have become more available, such as
Since traditional frame design, was developed primarily under the availability of round straight steel tubes, it prima rily employed a two triangle design, with a rear triangle to
aluminum, titanium, and ?ber reinforced composites, have 50
provided builders with the opportunity to attempt new and innovative designs, that reduce frame weight and may offer
carry rider load, and to hold the rear wheel, and a front or
signi?cant improvements in aerodynamic e?iciency.
main triangle that also carried rider load and joined the rear triangle to the head tube and front fork thereof, and a front
While some bicycle frame builders have merely substi tuted tubes made of these materials for steel tubes, and
fork made of steel tubes. This was known as the safety
gluing or welding of the joints in place of brazing in the 55
traditional two triangle design, others have used new
From a structural standpoint the traditional two triangle design is essentially a very simple, short, open web truss.
materials, in particular, ?ber reinforced composites, to pro duce new bicycle frame designs which are aerodynamically
The top tube acts as a top boom, the down tube and rear wheel stays act as a bottom boom, and the seat tube and seat
stays act as inclined interconnecting members between the top boom and the bottom boom, as in a typical open web truss of a bridge, for example. Atypical open truss is comprised of a top boom, a bottom
While some of these new frames have greatly improved 60
con?gurations, they have the reputation of being heavy, ?exible, and/or bouncy, and thus are thought to have greatly reduced rising characteristics compared to traditional steel
boom, and interconnecting vertical and/or inclined members between the two. When a vertical load force is applied to such an open web truss, the top bottom is subjected to
resultant compression forces, and the bottom boom is sub
aerodynamics with their streamlined shapes and e?icient
frames. One reason for this is that some of these frames, are, 65
primarily, variants of the open web truss type construction,
and employ traditional load bearing engineering principles. In addition, some of these innovative designs sometimes
US RE40,200 E 3
require complicated and costly construction techniques, as
inner structural members and said outer aerodynamic shell, preferably, but not necessarily, made of ?ber reinforced composite laminates and arranged for e?icient collaboration
Well as extensive mechanical adjustments. A superior design
should address the aerodynamic e?iciency, sti?‘ness, strength, and Weight requirements, of a bicycle frame simul
to carry rider load and resist ?ex, such as side and torsion
?exes, reduce frame Weight, and increase strength; said main frame structure also including said fork mounting means, preferably consisting of a head tube sleeve and steer tube combination, said crank assembly mounting means that that may be comprised of bottom bracket sleeve, a bicycle saddle
taneously. SUMMARY OF THE INVENTION
Objects of the Invention In vieW of the above it is the aim of the present invention
to achieve singularly and simultaneously:
mounting means such as a seat tube sleeve and binder bolt
the production of a bicycle frame of Which the
combination, at the top of said airfoil seat tube, and rear
con?guration, shape, and arrangement of appropriate parts is inherently suited for aerodynamic e?iciency;
Wheel mounting means, preferably consisting of rear Wheel receptors a?ixed to interior or exterior of said main frame structure at the end of said rear Wheel stays; said fork
the production of a bicycle frame that is extremely strong,
assembly including a fastening means to said main frame, preferably consisting in a steer tube, headset bearing race
stiff and resistant to ?ex or de?ection under applied
vertical, lateral, and torsional loads Without heavy self
support, and may include a fork croWn, tWo front Wheel support structures or blades running from said fork croWn to
Weight, and consequently; the production of a bicycle frame that is very light Weight in proportion to its strength, and ?nally; the production of a bicycle frame that is simple to
construct and easy to assemble. To achieve these ends it Was necessary to invent and develop a neW load
carrying and transferring structural schema, called the
vertical and parallel lineally running integral tension struts
integral tension con?guration. The present invention, therefore, discloses a bicycle frame that makes use of said integral tension con?guration, and discloses said integral tension con?guration itself, and its structural subcomponents, namely an integral tension outer shell, an integral tension strut, and an integral tension rib, Wherein the multidirectional tensile strength of said struc
integrally constructed and form structural frame units that 30
primary structural characteristics used to produce the strength and overall stiffness of the structure under applied
in Which like reference numerals designate the same or 35
traditional tWo triangle design bicycle frame. This vieW 40
arroWs on the outside of the shapes indicate the force and the direction of the force applied, dashed shaft arroWs on the 45
crank assembly mounting means or bottom bracket area to center of rear Wheel, and an airfoil shaped “seat tube”
emanating from said airfoil shaped doWn tube betWeen said
members themselves, With arroWs point toWards each other 50
structure being composed of an aerodynamically shaped outer shell and inner structural members, preferably 55
parallel and lineally running integral tension struts along or
of the said generally parallel and lineally running integral tension struts, and bonding to the upper and loWer inner surfaces of the said aerodynamic outer shell or said integral tension struts; said inner structural members and surfaces of the said aerodynamic outer shell or said integral struts; said
indicating compression, and narroWs pointing aWay from each other indicating tension. FIG. 1B is a side vieW of a typical open Web truss. FIG. 2A is a perspective vieW of a half cylindrical shell. FIG. 2B is the same vieW of the same half cylindrical shell
illustrating Wall de?ection When a torsional load is applied. FIG. 2C is the same vieW of the same half cylindrical shell
near the midsection of said airfoil doWn tube, said rear Wheel
stays, said airfoil seat tube, that a?ix along said integral tension struts entire predetermined circumferential edge to the inner surfaces of the said outer aerodynamic shell, and possibly, but not necessarily a various number of integral tension ribs generally perpendicular to the upper and loWer
outside of the shape indicate the reactionary contra posing motions, or the tendency to reactionary contra posing motions of the entities to the applied force, including pri marily contra posing lineal motions, and solid shaft arroWs on the inside of the structures indicate the load types of the
tube sleeve and said crank assembly mounting means or said
including, but not limited to, a various number of generally
illustrates road style rear Wheel receptors 58 With a derailleur mount. In this ?gure, as Well as the series of
?gures that folloW, up to and including FIG. 6, solid shaft
of a bottom bracket sleeve With tWo streamlined rear Wheel
bottom bracket sleeve at a midWay point, and employing airfoil shaped gussets at their common joint, and including a bicycle saddle mounting means; and said main frame
similar parts. FIG. 1A is a side exterior vieW of a main frame of a
primary load transferring component. The said bicycle
strays running from said airfoil shaped doWn tube at said
are aerodynamically e?icient, lightWeight, and strong. Other advantages, features, characteristics, and details of the present invention Will be apparent from the folloWing
description in conjunction With the accompanying draWings,
tensile strength characteristics of said struts and ribs are the frame includes a main frame structure and fork assembly; said main frame structure including an airfoil shaped “doWn tube” running from a fork mounting means that may be comprised of a head tube sleeve and stere tube combination to a crank assembly mounting means that may be comprised
a?ixed along said integral tension struts entire circumfer ence to the inner surface of the said outer airfoil shell, and said fork blades permanently a?ixed to said steer tube and said possible fork croWn. Both said main frame and fork are
tural subcomponents as Well as their arrangement are the
vertical, lateral, and torsional loads. The coessential struc tural subcomponents de?ned as integral tension struts and integral tension ribs are used, Wherein the multidirectional
the center of front Wheel, and front Wheel mounting means that may be comprised of receptors Which are a?ixed to the interior or exterior of the end of said fork blades opposite said fork croWn, said fork blades being composed of an airfoil shaped outer shell and inner structural members, including, but not limited to a various number of generally
illustrating the application of an integral tension strut to inhibit torsional load de?ection ?ex. FIG. 2D is a split perspective vieW of a thin Wall airfoil tube structure illustrating the application of the solution of the integral tension strut in the upper and loWer halves of said airfoil tube. FIG. 3A is a section vieW of a thin Wall airfoil tube. FIG. 3B is the same section vieW of the same thin Wall
airfoil tube illustrating its vertical torsional de?ection When opposing loads are applied to its upper and loWer ends.
US RE40,200 E 6
ing a possible alternative to the preferred arrangement of
FIG. 3C is the same section vieW of the same thin Wall
airfoil tube illustrating the application of an integral tension
integral frame parts, including internal “h” and “l” integral
strut to inhibit vertical torsional load de?ection. (FIG. 2D
tension struts and ribs and eXternal shells, and a possible alternative to the preferred method of construction and
again shoWs the application of the solution of the integral tension strut principle as used in perpendicular integral tension ribs, and in said “X” section lineally strut to said
assembly thereof. FIG. 15B is a section vieW of the main frame structure
airfoil tube).
along the airfoil seat tube of the present of invention
illustrating a possible and the preferred arrangement of
FIG. 4A is a top vieW of a rectangle. FIG. 4B is the same top vieW of the same rectangle
illustrating its de?ection When side lateral forces are applied
integral frame parts, including a “X” and “1” section internal 10
method thereof. FIG. 16A is a section vieW of a rear Wheel stay of the main
illustrating the application of an integral tension strut to inhibit side lateral load de?ection. FIG. 4D is the same top vieW of the same rectangle illustrating the application of an integral tension strut to inhibit side lateral load de?ection When the load is applied to the midsection of the span. (FIG. 2D again illustrates the
application of the solution to lateral load de?ection by
integral tension struts and ribs and eXternal shells, as Well as
the possible and the preferred construction and assembly
at its ends. FIG. 4C is the same top vieW of the same rectangle
frame structure of the present invention looking forWard and
illustrating a possible and the preferred arrangement of integral frame parts, including internal integral tension struts and eXtemal shells, and a possible and the preferred method of construction and assembly thereof. 20
FIG. 16B is a section vieW of a rear Wheel stay of the main
parallel and lineally running “X” and “1” section integral
frame structure of the present invention illustrating a pos
tension struts to inhibit lateral load de?ection in the airfoil
sible alternative arrangement of integral frame parts, includ ing interior integral tension struts and ribs and eXterior shells
FIG. 5A is a section vieW of a thin Wall airfoil tube
illustrating contra posing side de?ection of its Walls When a
FIG. 16C is a section vieW of a rear Wheel stay of the main
vertical load is applied.
FIG. 5B is the same vieW of the same thin Wall airfoil tube
sible alternative arrangement of integral frame parts includ ing “X” section interior integral tension strut, ribs and
illustrating the application of “X” and “1” section integral tension struts to inhibit said contra posing vertical load
de?ection. (FIG. 2D again shoWs the solution of the integral
FIG. 16D is a section vieW of a rear Wheel stay of the main frame structure of the present invention illustrating a pos sible alternative arrangement of integral shells as Well as an
the midsection “X” con?guration in the structure.) FIG. 6 is an eXterior side vieW of the bicycle frame of the
present invention illustrating the application of the integral 35
FIG. 17 is an interior vieW of a half shell of an alternative
FIG. 7 is an eXterior side vieW of the main frame structure
a central common vertical plane illustrating an alternative
arrangement of integral tension struts and ribs Wherein the 40
and fork assembly of the present invention.
caps illustrated in FIGS. 14, 15A and FIG. 15B are incor
porated into the outer shell halves.
FIG. 9 is a front eXterior vieW of the fork assembly of the
FIG. 18A is a section vieW of the main frame structure
present invention. FIG. 10 is an interior vieW of a half shell of the fork blade
assembly of the present invention along a central common
alternative construction and assembly method thereof. main frame structure schema of the present invention along
and fork assembly of the present invention. FIG. 8 is a top eXterior vieW of the main frame structure
eXterior shells, as Well as an alternative construction and
assembly method thereof.
tension strut in the upper and lower “1” con?guration and in
tension strut principal to shoW the vertical load bearing capabilities of the eXterior shell Walls.
as Well as alternative construction and assembly method thereof.
vertical place illustrating a possible and preferred arrange
along the airfoil seat tube of the present invention illustrat ing a possible alternative arrangement of “h” section interior integral tension struts and outer shells, the use of molded and/or Wet-laminated seam overlays Wherein assembly is along said common vertical plane of the tWo frame halves,
ment of inner struts. FIG. 11 is a side interior vieW of the loWer port9ion of a
and using the possible alternative method of assembly
fork blade of the present invention illustrating a possible alternative rake adjustable front Wheel receptor.
thereof as illustrated and described in FIG. 17. FIG. 18B is a section vieW of the main frame structure
FIG. 12 is a front section vieW of the upper construction
of the fork of the present invention illustrating the arrange ment of the steer tube With bearing race support and/ or fork croWn and the top of the fork blades. FIG. 13 is a section vieW ofa fork blade assembly ofthe
present invention illustrating a possible and preferred arrangement of molded parts including eXterior shells and integral tension struts, and a possible and the preferred method of assembly thereof.
along the airfoil seat tube of the present invention illustrat ing a possible alternative arrangement of interior and eXte rior frame parts employing a “y” and “h” section integral tension strut assembly With outer shells, and the use of molded and/ or Wet-laminated seam overlays Wherein assem
bly is along said common vertical plane of the tWo frame halves and utiliZing the alternative assembly method 60
described in FIG. 17. FIG. 19 is an interior side split vieW of the present
FIG. 14 is a side interior vieW of the main frame structure of the present invention along a central common vertical
invention illustrating a possible and alternative arrangement of interior integral tension struts and ribs and outer shells,
plane illustrating a possible and preferred arrangement and
and a possible alternative method of assembly thereof, along
construction schema of said integral tension inner struts and ribs, seam overlays, outer shells and structural caps. FIG. 15A is a section vieW of the main frame structure
along the airfoil seat tube of the present invention illustrat
a central generally horiZontal common joint With seam 65
overlays. FIG. 20A is a section vieW of the main frame structure of
the present invention along the airfoil seat tube illustrating
US RE40,200 E 7
a possible alternative arrangement of interior and exterior
A third, and closely related load to lateral load is a torsional load that occurs, also during the pedaling cycle, as a result of the doWnWard force applied to the pedal in Which one end of the crank spindle is forced doWn during the application of doWnWard force, and the other end is conse quently forced up. This concomitant torsional force is also a
frame parts including integral tension struts and exterior shells utilizing the alternative assembly method described in FIG. 19. FIG. 20B is a section vieW of the main frame structure of
the present invention along the airfoil seat tube illustrating a possible alternative arrangement of interior and exterior frame parts employing an integral tension “Y” strut assem
determining factor in rating the stiffness of a bicycle frame. The torsional reaction to the application of doWnWard
bly and outer shells and utiliZing the alternative assembly
force travels both in a lineal direction as Wells as in a vertical
method described in FIG. 19. FIG. 20C is a section vieW of the main frame structure of
direction up the frame members, and because of this there is a possibility of de?ection in both directions. In addition, there is also an equal and opposite reaction to the doWnWard force applied to the pedal Which is the de?ection, or the
the present invention along the airfoil seat tube illustrating a possible alternative arrangement of interior and exterior frame parts and the possible alternative use of a foam core
tendency to de?ect of the saddle both in a lateral and in a
material, along With integral tension struts and outer shells and utiliZing the alternative assembly method described in
torsional fashion, When the rider is seated While pedaling, because, as in the case of the bicycle frame of the present invention, the top of the saddle area tends to de?ect more than its bottom.
FIG. 19. FIG. 20D is a section vieW of the main frame structure of
the present invention along the airfoil seat tube illustrating a possible alternative arrangement of interior and exterior frame parts and possible alternative use of honey comb core material, along With integral tension struts and outer shells
Having thus identi?ed the frequently occurring forces 20
proceed to an examination of the effects of these forces on
individual frame parts.
and utiliZing the possible alternative assembly method described in FIG. 19. FIG. 21 is a section vieW of a rear Wheel stay of the
present invention illustrating a possible alternative arrange ment of interior integral tension struts and ribs and exterior
aWay from each other indicate that these frame parts are
described in FIG. 19. 30
In order to more fully understand the nature of the integral 35
and use of parts, it Would be very suitable to begin With a
brief but detailed analysis of effects of the various types of loads that are applied to a bicycle frame. To do this, I Will, ?rstly, identify What I think are the frequently occurring load types during the use of a bicycle frame; secondly, shoWing effects of these loads on simple structural frame shapes;
subjected tension forces, and arroWs that point toWards each other indicate that these frame parts are subjected to com
pression forces dur9ng load transference. As stated in the background of the invention, the traditional tWo triangle bicycle frame is basically a very simple and short open Web
tension con?guration of the present invention, to distinguish it from What is old, and to illustrate its novel arrangement
FIG. 1A is a side exterior vieW of a main frame portion of a bicycle frame to Which a vertical load has been applied. The solid shaft arroWs on the interior of the objects of both FIGS. 1A and 1B indicate hoW the load is transferred
through the structure and to the ground. ArroWs that point
shells, and utiliZing the alternative assembly method DETAILED DESCRIPTION OF THE INVENTION
applied to the bicycle frame during its use We Will, then,
truss, and this similarity, as Well as the similarity in load transferring qualities is seen in a comparison betWeen FIG. 1A and FIG. 1B, in Which the later is a side exterior vieW of a typical open Web truss that is frequently used in bridge construction. In this structural schema, as Was stated in the background, a combination of forces are operative, When a
vertical load is applied, and these include said compression
thirdly, by shoWing the corrective effect of my integral
forces on the top boom of the open Web truss that tend to
tensile strut When applied to the simple frame structure; and
push said upper boom doWn, and said tension forces in the loWer boom that tend to pull in opposite directions along
fourthly, by shoWing the application of the solution to actual
aerodynamically shaped structural body parts of the bicycle frame of the present invention. The ?rst and most obvious load that is applied to a bicycle frame is that of the rider himself. This is a vertical Weight load that is borne by the frame structure and transferred to the hubs of the Wheels, and through the Wheels to the
said boom. In addition, there are shear forces betWeen the tWo that are born by a combination of vertical and/or
inclined compression and tension members. Referring to a bicycle frame, depending on Whether the load is on the seat, the pedals, or on both, the seat tube can 50
be subjected to either compression and/or tension forces.
ground. This load can be ampli?ed to a greater or lesser
The lateral and torsional loads of the traditional tWo
degree When, for example, the rider guides his bicycle over
triangle frame are borne primarily in only the outer Walls of the frame tubes, and the bicycle can be made stilfer in
a speed bump at a faster or sloWer speed. The amount of
ampli?cation of the vertical load Will depend on the height of the speed bump, the angle of its forWard inclined surface,
increasing the thickness of these Walls, by adding ri?ing to their interiors, by ?uting said outer Walls, and by increasing the diameter of said tubes. While these changes offer some improvement to the stiffness of the bicycle, none of them
the Weight of the rider, and the rate of speed at Which he is traveling. It is conceivable that said vertical load can be ampli?ed tWo or more times.
simultaneously address this along With the frame Weight and
A second load force that is applied to a bicycle frame is a lateral load in the loWer part of the frame from right to left and left to right, as the rider pedals the bicycle. Resistance to de?ection to this lateral load is usually the means used to determine hoW “sti?°’ a bicycle frame is, and this stiffness is an important consideration in determining hoW Well the bicycle frame Will perform overall. In addition to this loWer lateral load, there is also an equal opposite counter lateral
aerodynamics. In my opinion, there Was still a substantial need to attempt simultaneous solutions to the problems of
load at the saddle area of the frame as the rider pedals.
strength, Weight, and aerodynamics Without making com promises in any area.
In the development of the bicycle frame of the present invention it Was found that all three areas could be addressed 65
simultaneously by means of the integrated tension con?gu ration and the development and use of a coessential frame
members, namely the integral tension strut and integral
US RE40,200 E 9
tension rib. It Would be appreciated that it be understood that
15B, 19, 20A and 21, and that the cross section of said integral tension struts and said integral struts may likeWise be altered to the demands of a speci?c application as shoWn in the various cross sections of said integral tension struts in FIGS. 15A, and 15B, 16A, and 18B that include but are not limited to cross sections of “H”, “I”, “U”, “X”, and “W”
the terms integrated tension design and integrated tension con?guration, or integral tension con?guration are used synonymously throughout, and that the terms integral ten sion strut and integral tension rib as Well as integral tensile strut and integrated tension strut are also used synonymously throughout, in that their construction is the same or similar, but that they differ in that the integral tension struts Will run
generally parallel to the longitudinal structural span, and that the integral tension rib Will run generally perpendicular to the longitudinal structural span and generally intersect said integral tension struts. The integral tension strut is, preferably, but not necessarily, made of a ?ber reinforced composite laminate in Which a combination of bi-directional reinforcing layers,
The folloWing series of descriptions of the draWings Will break doWn the integral tension con?guration into its sub components, demonstrate its novel load bearing and load transferring characteristics, shoW the arrangement of struc tural sub components, and explain the essential features of the collaboration of said sub components. Referring initially to the sequence of ?gures in series 2, a solution to the problem of horiZontal torsion load de?ection
arranged in a 45 degree bias, a 30/50 degree bias, and in a
can be seen, Wherein:
90 degree lateral and longitudinal con?guration, and forms
FIG. 2A is a perspective vieW of a half section of a
an extremely e?icient and lightWeight means of load trans ference When properly attached to the inner surface of the outer shell of a structure and other frame parts With a
continuous bond along its entire predetermined circumfer
cylindrical tube. FIG. 2B is the same perspective vieW of the same half 20
load, and its subsequent de?ection, in Which loads and subsequent de?ections are indicated by arroWs. During torsion load de?ection for this type of half shell shape, the
ential edge. While there are admittedly some compression bearing
capabilities of this thin and lightWeight laminate, they Were found to be relatively insigni?cant and hardly operative in the application of the said integral tension strut in compari
opposite Walls move in contra posing lineal and rotational 25
shell primarily by its multidirectional tensile strength char 30
strength of other reinforcing ?bers, like graphite, and Which is considered to have poor compressive characteristics, it
strut through the use of contra posing forces. In other Words, the tendency of one shell Wall to move in the opposite 35
and vise-versa, through the tensile strength of said integral to move independently of each other, one is able to con 40
in the series of ?gures FIGS. 2A and 6, Wherein solid shaft arroWs on the outside of the structural shapes represent the
type of force and the direction of the force applied, and dashed shaft arroWs on the outside of said shapes represent the resultant contra posing lineal and torsional movements or the tendency of these movements on the part of said shapes, and arroWs on the inside of said shapes indicate the type of loads that occur in correcting said contra posting movements, With arroWs that point aWay from each other indicating tension. It should be understood that the said integral tension struts and said integral tension ribs are shoWn only With a 45 degree ?ber orientation for the purpose
of simplifying the draWing for illustrative purposes, and that the more complex multiple ply ?ber orientation mentioned above is the preferred laminate schema. It should also be noted that While the description of the functioning of said integral struts in the series of draWings
in strength can be achieved over other systems. For example, the heavy compression oriented members of an open tress
strength members. Both the thickness and the Weight of the outer shell of the said integral tension con?guration, as Well as that of said integral tension struts and said integral tension ribs can be reduced because of their mutual collaboration
and codependence. HoWever, because the independent struc tural integrity of said parts Would likely be reduced by the reduction in Weight and thickness, it is essential that said 60
integral tension struts have a continual line of contact With said outer shell all along said struts outer circumference,
either by structural incorporation or bonding as shoWn in draWing 2C. Should this continual contact be lacking at any point the outer shell may buckle at that point as the contra
the circumferential shape of said integral tension struts and said integral tension ribs may be varied to accommodate the
posing lineal motions and forces are not able to be trans
contours of said integral tension outer shell, or to suit the
strated in the practical application of integral tension ribs adapted circumferential shapes in FIGS. 2D, 3C, 6, 15A,
an extremely e?icient load transferring and stress dispersing system; force and counter force, along With and through very, high tensile strength members, are being use to transfer loads and counteract applied force instead of just the brute compressive strength of heavy vertical and inclined com pression oriented members, such as in an open Web bridge truss. Because of the inherent e?iciency of this structural
design can be replaced With thin light Weight high tension
FIGS. 2A through 2D and 4A through 4D make use of
speci?c demands of a particular application as is demon
comitantly eliminate torsional load de?ection or ?ex. This is
system major reductions in Weight and major improvements
rectangles for the purpose of simplicity of demonstration, and that their shapes are not intended to be limited thereto, and as is shoWn in the remainder of the present speci?cation
direction of the other, and the force by Which it does so, is used to pull or retain the opposite Wall in its proper position
tension strut 26. By eliminating the ability of the shell Walls
tension con?guration and the said integral tension strut to counteract torsional, lateral, and vertical load de?ection Within the con?nes of a thin aerodynamic shell can be seen
acteristics and complex ?ber orientation. The arroWs in said integral tension strut 26 of this ?gure represent the trans
ference of the applied load into the tensile strength of said
produced a stilfer overall structure When installed into the outer shell, then When a reinforcer that is stilfer and has
higher compressive strength but loWer tensile strength Was used, like graphite or ?berglass. A fuller understanding of the application of said integral
directions. This subsequent de?ection to a torsional load can
be inhibited, if not eliminated, by the addition of a lineal integral tension strut 26, as illustrated in FIG. 2C, that is capable of resisting the shear tendencies of the Walls of the
son to the tensile capabilities thereof. This Was borne out by
the fact that, When high tensile strength reinforcer Was used to manufacture said integral tension strut, like Kevlar, Which has about tWice the tensile strength and half the ?exural
section of cylindrical tube When it is subjected to a torsional
ferred and counteracted in the integral tension strut. It should be further noted that the above-mentioned complex laminate schema that includes ?ber orientation of
US RE40,200 E 11
45 degree bias, a 30/60 degree bias, and a 90 degree lateral longitudinal con?guration not only uses motion and counter
FIG. 5A is a section vieW of an airfoil tube With arroWs
to illustrate an application of vertical load, and consequent outWard de?ection of the side Walls thereof;
motion, force and counter force to inhibit load de?ection and carry applied loads, but also transfers said forces to a
FIG. 5B is the same section vieW of the same airfoil seat
multiplicity of points along the entire circumference of said
tube illustrating the application of the solution of combina
integral tension struts and said integral tension ribs, so that lateral loads Will be transferred and dispersed at various
tion of “I” and “X” section lineal integral tension struts to inhibit the outWard de?ection of said side Walls under a vertical load. It should be understood that the integral
degrees of diagonaliZation, and also longitudinally and laterally Which enables said struts to help retain the relative positions of said outer Walls and also to retain the geometric integrity and shape of the structure. FIG. 2D illustrates the application of this tension strut 26 solution into the airfoil shell of the bicycle frame of the present invention by means of parts number 25, 26, and 18a. Referring secondarily to the sequence of ?gures in series 3, a solution to the problem of vertical lateral and vertical
tension ribs number 27, also assist in resisting vertical load
de?ection. Again, the application of this solution of integral tension struts to the airfoil shell structure of the bicycle frame of the present invention is seen in FIG. 2D by means
of parts number 25, 26, and 18a. A close eXamination of FIG. 2D Will make it obvious that said integral tension struts are independently thin and
?eXible, but that, When arranged in the integrated interde pendency of the integrated tension con?guration of the present invention, they form an eXtremely e?icient load
torsional load de?ection can be seen, Wherein: FIG. 3A is a section vieW of an airfoil tube shell; FIG. 3B is the same section vieW of the same airfoil shell
in de?ection under vertical later and/or vertical torsional load application. This type of movement can occur, for example, at the saddle area of the airfoil seat tube of the present invention, When a doWnWard force is applied to a pedal, and the reaction to that applied doWnWard force is the application of a lateral force at the saddle area of the airfoil seat tube. While the Whole airfoil seat tube tends to de?ect
transferring system. It Will also be apparent that the solutions are multi functional and are used to resist multiple and diverse loads and load de?ections. This is elemental to the
integral tension design. 25
laterally, the top portion thereof tends to de?ect laterally more than the bottom. Hence, there is a vertical lateral and a vertical torsional load de?ection tendency. FIG. 3C is the same section vieW of the same airfoil shell
illustrating the application of the solution by installing both a perpendicular integral tension rib 27 and a “X” section lineal integral tension strut 18a to inhibit vertical lateral and torsional load de?ection.
FIG. 2D again illustrates the application of this solution of perpendicular integral tension ribs 27 and “X” section lineal integral tension strut 18a to the airfoil shell of the bicycle frame of the present invention. Referring thirdly to the sequence of ?gures in series 4 a solution, very similar to that of the torsion load de?ection problem of the 2 series, is offered for the problem of lateral
sion shell, said integral tension struts and ribs and increase 35
strength of said components, such changes may not neces 40
performance. FIG. 6 is a side eXterior vieW of the present bicycle frame of the present invention With arroWs to illustrate the overall
structural schema of the outer shells of said bicycle frame of the present invention and to illustrate the application of the 45
integral tensile con?guration and strut principal in the design and construction of the outer vertical load bearing shells, Wherein the arroWs indicate the direction of the applied vertical load as Well as the tendency to contra posing lineal movements of the upper and loWer parts of said frame, as Well as the direction of load transference. The said integral tension outer shell also serves the obvious function of
retaining said integral tension struts and integral tension ribs in their predetermined relative positions. The said integral 55
tension outer shell is constructed of a high multidirectional tensile strength material, such as a ?ber reinforced compos
ite laminae, With the compleX ?ber orientation schema mentioned above, and utiliZes the same basic principles of said integral tension struts.
This solution to midspan lateral load de?ection can be more
clearly understood by thinking of the point of the midspan lateral load application as a common point of lateral load 60
a combination of lineal “I” and “X” section integral tension struts to the airfoil shell structure of the bicycle frame of the
present invention by means of parts number 25, 26, and 18a
respectively. Referring fourthly to the sequence of ?gures in series 5 a solution to the problem of vertical load de?ection is seen, Wherein:
Weight to the entire structure as Well as to the individual
sarily be advantageous from the standpoint of Weight and
illustrating the de?ection thereof under the application of
application on tWo span lengths butted together. FIG. 2D again illustrates the application of this solution of
their independent strength characteristics, but Will also add components. But unless there are increases in the tensile
FIG. 4A is a top vieW of a rectangle, and may be taken to
lateral loads at its ends; FIG. 4C is the same top vieW of the same rectangle illustrating the application of the solution of a lineal integral tension strut 26 to inhibit lateral endspan load de?ection; FIG. 4D is the same top vieW of the same rectangle illustrating the application of the solution of a lineal integral tension strut 26 to inhibit lateral midspan load de?ection.
such as carbon ?ber or ?berglass, and by increasing the quantity of ?ber and matriX. Such changes Will add com
pressive strength and ?eXural strength to said integral ten
endspan and midspan load de?ection, Wherein: represent a top vieW of a half cylindrical shell; FIG. 4B is the same top vieW of the same rectangle
It should be understood, hoWever, that the said integral tension components, i.e., said integral tension outer shell, said integral tension struts, and said integral tension ribs, can also be made of a material of higher compression strength, and With a higher ?eXural strength, for eXample, by adding layers to the laminate; by using a reinforcing ?ber of higher compressive and ?eXural modulus strength characteristics,
Since the novel structural engineering of said integrated tension con?guration, and said integral tension strut and said integral tension rib as employed in solving the problems of load de?ection of the individual parts of said bicycle frame of the present invention, has been shoWn, the integrated
arrangement, construction, and assembly of said integral 65
tension parts thereof Will noW be treated.
Referring, therefore, initially to FIG. 7 the aerodynami cally shaped bicycle ?ame, of the present invention is
US RE40,200 E 13
shown, including a main frame structure 1 and fork assem
changing the position of the axle slots in said front Wheel
bly 2, from an exterior side perspective. FIG. 8 shows the same from an exterior top perspective. The design con?gu
receptors. This speci?cation discloses the possibility of accommodating fork rake by making variable positions in
ration of said main frame structure is comprised of a main drive train structure Which includes an elongated airfoil
the slots of said receptors. FIG. 10 illustrates said fork assembly 2 as shoWn When
shaped doWn tube structure 3 running from front fork
disassembled from said main frame structure 1 from an
mounting means that may be comprised of a head tube
interior side perspective. Said fork blades 14 preferably, but not necessarily employ interior generally vertical and par allel running struts 38, as illustrated, and they may also employ a combination of integral tension struts, ribs, and
sleeve 4 (not visible in the present exterior vieW but the location of Which is indicated), through a crank assembly mounting means that may comprise a bottom bracket sleeve 5 With tWo streamlined rear Wheel stays 6 running from said
other suitable core materials. Both said front Wheel receptors 15 and said fork croWn 13 may employ holes, or some other
bottom bracket sleeve area to center of rear Wheel, and an
elongated airfoil shaped seat tube 7 emanating from said airfoil shaped doWn tube 3 of said main drive train structure, betWeen the head tube 4 and the bottom bracket sleeve 5. Said main frame structure also employs a bicycle saddle
similar feature, to facilitate bonding to said fork blades 14, as illustrated.
FIG. 11 illustrates the loWer portion of said fork assembly 2 of the present invention from an interior side perspective
shoWing a variable front Wheel receptor 15a, Which provides the bicycle With fork rake adjustments for different steering
mounting means that may comprise a seat tube sleeve 9 at the top of said airfoil seat tube 7, or may comprise some other saddle mounting mechanism, and a rear Wheel mount
ing means that may comprise tWo rear Wheel receptors 8, here shoWn in the track con?guration to receive a ?xed gear
geometries. 20
Wheel, but Which can use an alternative road con?guration to receive a road Wheel With a free Wheel gear cluster, and
said steering tube 17 and fork croWn 13 With said fork blades 14, and shoWs in more detail the individual parts thereof,
gear shifting mechanisms (not shoWn), and are employed at the end of the rear Wheel 6. It Would be appreciated that it be understood that While the invention is shoWn in a “track” con?guration, that the same frame can be given a “road” con?guration, Wherein it is adopted to receive a front and rear break, front and rear derailleurs, shifter controls, and
shifting and break cables, and an assembly of multiple crank
chain Wheels, and a rear Wheel free ?oating gear cluster, and that such an adaptation is considered to be Within the scope of the present invention. FIG. 1A shoWs an example of a road style rear Wheel receptor 5B With a derailleur mount. FIG. 7 also illustrates front Wheel mounting means that may
and 11 are also used at the common joint of said airfoil seat
tube 7 and said airfoil shaped doWn tube 3 to increase
strength and stability. 40
FIG. 7 also illustrates an exterior side vieW of said front fork assembly 2 that employs a steer tube sleeve and steer tube combination mounting means When installed in its proper position in said head tube 4 of said main frame structure 1. FIG. 8 identi?es the tWo front Wheel support structures or fork blades 14, front Wheel receptors 15, and steer tube 17 of said front fork assembly 2 When installed in its proper position in said main frame structure 1 from a top
exterior perspective. Also shoWn in FIG. 7 is the longitudi nal axis 100 of the seat tube sleeve, the longitudinal axis 101 of the seat tube and the longitudinal axis 102 of the doWn tube. FIG. 9 is a front exterior vieW of the fork assembly as shoWn When disassembled from said main frame structure 1. This vieW more clearly shoWs the arrangement of the
individual parts thereof, including said steer tube 17, a headset bearing race support 12, and/or fork croWn 13, said fork blades 14, and said front Wheel receptors 15. The amount of rake in said fork blades may be varied to achieve
the present invention is illustrated more clearly in FIG. 13 Wherein said fork blade 14 including said shell moldings 36 and 38, integral tension struts 38, and caps or seam overlays 40 and 41 are shoWn by Way of a section vieW. In the
fork croWn 13, are preferably but not necessarily made of steel and are braZed and/or bonded and/or fastened by other suitable means to said steer tube 17, Which is also made of steel. Said fork blade structures 14 are made, preferably, but
not necessarily, of ?ber reinforced composite laminate materials, including, but not limited to, a suitable plastic resin such as epoxy, and carbon ?ber, and/or kevlar, and/or ?berglass, and may include a suitable core material like
preferred design embodiment, but the scope of the invention is not limited thereto, and other design embodiments may be substituted. In addition, FIG. 8 shoWs a top vieW of the inner rear Wheel stay shell molding 16.
including said steer tube 17, headset bearing race support 12 and/or fork croWn 13, shell molding 36, shell moldings 37, and 37a, and integral tension struts 38. The preferred manner of making said fork assembly 2 of
preferred construction and assembly schema of the front fork assembly 2, said headset race support 12 and/or said
consist of front Wheel receptors 15. Airfoil shaped gussets 10
FIG. 7 and FIG. 8 together shoW the general over all appearance as Well as the aesthetic, aerodynamic, and exte rior structural features of the outer shell of this particular
FIG. 12 is an enlarged front section vieW of the construc
tion of the upper portion of said fork assembly 2 of the present invention that more fully illustrates the junction of
honey comb, and/or foam core, and any variable combina tion of these and/or other ?ber reinforced composite and/or 45
core materials and/ or other plastic systems, and may also be made of metal, or any combination of these and any other
suitable material, and is preferably, but not necessarily, composed of molded parts that are bonded to outside and inside of said steer tube and fork croWn assembly and to one 50
another along a common generally vertical central plane 42 by means of epoxy resin, and/or ?ber reinforced composite lamination, and/or other suitable structural and/or industrial
adhesive, and/or bonding method, and/or any other suitable fastening means, or any combination thereof, With the front 55
Wheel receptors also being bonded and/or fastened in place With the same or similar processes. It should be noted that,
as stated, said steer tube, said fork croWn, and said bearing race support, and said front Wheel receptors may be made of
another suitable material, such as injection molded plastics 60
or ?ber reinforced composites, in Which case said fork blades and ?ber composite fork croWn may be bonded to inside and outside of said steer tube, or may be parts of a continuous molding of the same or similar material With said steer tube, said headset bearing race support, and said fork
65 croWn.
desired geometry and ride characteristics, by either molding
FIG. 14 is an interior vieW of said main frame structure 1
the desired rake into said blades during construction, or by
of the present invention Wherein said main frame structure
US RE40,200 E 15
1 is composed of an integral aerodynamically shaped outer
present invention, but may be taken to represent said airfoil doWn tube 3 also, and illustrates an alternative arrangement to the preferred method of making the invention as described in FIG. 15B and includes outer aerodynamic shell parts 31 and 32, interior integral tension half struts 18, and 182, integral tension mating half struts 25 and 26, seam overlays 33, and caps 28 and 30 With their integral ribs 27.
shell included in shell halves 31 and 32 of FIG. 15 outer rear
Wheel stay shells 35 and 35a of FIGS. 16A and 16B, and inner shell 16, also of FIG. 16A, With their integral tension half struts 24, 25, and 26, and in caps 28, 29, 30 and 30a (said parts 16, 31, 35 and 35a not shoWn or identi?ed in this ?gure), Wherein it Would be appreciated that it be understood that said outer shells also incorporate said integral tension design principle and that the term outer shells is also uses
FIG. 15B is a section vieW of said main frame structure
1 described in FIG. 14 along said airfoil seat tube 7 of the present invention, but may be taken to represent said airfoil
synonymously throughout With the term integral tension outer shell; and inner structural members, preferably
doWn tube 3 also, and illustrates the preferred arrangement
of interior and exterior frame parts, as Well as the preferred manner of making the invention.
parallel and lineally running integral tension struts including said outer integral half struts 24, 25, and 26 and seam overlays 33, as Well as internal integral tension half struts 18, 19, and 20, along or near the midsection of the said airfoil shaped doWn tube 3, said streamline rear Wheel stays 6, and said airfoil seat tube 7, that bond and/or fasten to the inner surfaces of said outer aerodynamic shell, and additional
In this preferred schema the outer shell body and inner structural members are integrally composed of separate molded parts that include upper, loWer, back and head molded caps 28, 29, 30, and 30a, With their integrally molded tension ribs 27, tWo molded outer shell halves 31a
integral tension substruts 21, 22, and 23 joining said struts 20, and 19, 19 and 18, and 18 and 19, near said bottom bracket sleeve 5, rear gusset 11, and top gusset 10 respectively, that also bond to the inner surfaces of the said outer aerodynamic shell, and a possible various number of
integral tension ribs 27 generally perpendicular to the said struts 24, 25, and 26, and bonding to the inner surfaces of said caps 28, 29, 30, and 30a, as Well as to the surfaces of said seam overlays 33. The said inner structural members and said outer aerody namic shell are preferably made of ?ber reinforced com posite laminate materials, including but not limited to a suitable plastic resin such as epoxy, and a ?ber reinforcer
in place. The said separate molded pans are made,
preferably, but not necessarily, of ?ber reinforced composite laminate materials in separate molds, including, but not 25
such as carbon ?ber, and/or kevlar, and/or ?ber glass, and may include a suitable core material like honey comb, and/or foam core, used With said integral tension struts, and any variable combination of these and/or other ?ber reinforced
and 32a With their integral tension telescopic half struts 186,1 and 186,2. Said integral tension struts 186,1 and 186,2 and integral tension ?bs 27 may be premolded, and/or laminated
limited to, a suitable plastic resin such as epoxy, and a ?ber
reinforcer such as carbon ?ber, and/or kevlar, and/or ?ber glass, and may include a suitable core material like honey comb, and/or foam core, and any variable combination of these and/or other ?ber reinforced composites and/or core materials and/or other plastic systems, and may also be made of metal, or any combination of these and any other suitable
material, and are bonded and/or fastened together along With said head tube sleeve, 4, said bottom bracket sleeve 5, said seat tube sleeve 9, and said rear Wheel receptors 8 by means 35
of epoxy resin, and/or ?ber reinforced composite laminate,
composites and/or core materials and/or other plastic systems, and may also be made of metal, and any combi
and/or other suitable structural and/or industrial adhesive, and/or bonding method, and/ or any other suitable fastening
nation of these and any other suitable material, and are
means, and any combination thereof.
bonded and/or fastened together by means of epoxy resin,
and/or industrial adhesive, and/or bonding method, and/or any other suitable fastening means, or any combination thereof. FIG. 14 also shoWs the other frame components including said head tube sleeve 4, said bottom bracket sleeve 5, said seat tube sleeve 9, and said rear Wheel receptors 8, Which,
The preferred construction and assembly schema of said 40
rear Wheel stay 6 of the present invention looking forWard Wherein both right and left Wheel stays 6 are formed from 45
When installed, their arrangements may also serve a struc
turally interdependent role as Well as their speci?c various practical functions, e.g., the said bottom bracket sleeve 5 may be affixed and/or bonded to the inner surface of the loWer part of said outer shell to form a continuous running poWer transferring drive train running from said head tube sleeve 4, to rear Wheel receptors 8, and may be made of materials including but not limited to metal, and/or high
separate molded parts, and made, preferably, but not necessarily, of ?ber reinforced composite laminate materials in separate molds, including, but not limited to, a suitable plastic resin such as epoxy, and carbon ?ber, and/or kevlar,
and/or ?ber glass, and may include a suitable core material like honey comb, and/or foam core, and any variable com bination of these and/or other ?ber reinforced composites and/or core materials and/or other plastic system and may also be made of metal, or any combination of these and any
other suitable materials, and bonded together With epoxy resin, and/or ?ber reinforced composite lamination, and/or
density plastics, and/or ?ber reinforced composite material, and/or any combination of these and other suitable materials, and are preferably, but not necessarily, perma nently af?xed to the interior of said main frame structure 1
rear Wheel stays 6 of said main frame structure 1 is shoWn by means of FIG. 16A, Which is a section vieW of said right
other suitable structural and/or industrial adhesive, and/or bonding method, and/or any other suitable fastening means, and any combination thereof. Said rear Wheel stay outer
at their predetermined respective locations, as Well as to said
means of epoxy resin, and/or ?ber reinforced composite lamination, and/or other suitable structural and/ or industrial
shell 35 is the right side continuation of said shell half 31 of said airfoil doWn tube 3 of said main frame structure 1 and is molded in the same process, Wherein said integral tension telescopic bottom and back half struts 24a and 26a continue to the rear Wheel receptor 8 but transfer to said outer shell
adhesive, and/or bonding method, and/or any other suitable fastening means, structural incorporation, continuous
near the bottom bracket area to form the upper and loWer surfaces of the said outer shells 35 and 16 of said rear Wheel
inner integral tension parts and, if appropriate, may also be af?xed to the exterior of said main frame 1, preferably, by
molding, or any combination thereof. FIG. 15A is a section vieW of said main frame structure 1 described in FIG. 14 along said airfoil seat tube 7 of the
stays. The preferred schema for said rear Wheel stay also
includes tWo generally parallel and lineally running dual integral tension struts 20.
US RE40,200 E 17
FIG. 16B is a section vieW of said right rear Wheel stay 6 of the present invention looking forward that illustrates a variation or modi?cation of FIG. 16A to be utilized,
tinuation of right side shell molding 31a of said main frame
assembly along a central common vertical plane, Wherein said top, back, and bottom caps 28, 29, 30 of FIG. 14, or the preferred method, are integrated into the left and ?ght outer shell moldings 43 and 44, and upper and loWer integral tension struts 24, 25, and 26 of FIG. 14, or the preferred method, are replaced With tWo dual mutual facing and
structure 1 Wherein rear Wheel stay outer shell moldings
mating integral tension half struts 45 and 45a, and employ
include integral tension telescopic upper and loWer strut
either molded and/ or Wet laminated seam overlays 47 and 48 installed over their common seam. (Parts 43, 45a, 47, and 48 are illustrated in FIG. 18A). Also shoWn in FIG. 17 are upper
preferably, With main frame structure schema of FIG. 15B, Wherein rear Wheel stay outer shell molding 35a is a con
halves 26a and 24a that are a continuation of said back and
loWer integral tension telescopic strut halves 26a and 24a of said airfoil doWn tube 3 of the schema of FIG. 15B, and Wherein said bottom and back caps 29 and 30, With their possible integral tension ribs 27 continue from the loWer and back caps of said airfoil doWn tube 3 of said main frame
and loWer elongated doWn tube members 46. Integral ten
structure 1 over the entire length of said rear Wheel stays 6. Said dual inner integral tension struts 20 of said rear Wheel stays 6 are reduced in number, in this schema, from the tWo sets used in FIG. 16A to one set 20a for the present schema, and said shell moldings 16 and 35 are varied slightly to
shapes 16a and 35a. All other construction and assembly
methods remain the same or similar.
FIG. 16C is a section vieW of said right rear Wheel stay 6 of the present invention looking forWard that illustrates a further variation or modi?cation of FIG. 16A to be utiliZed
preferably, With main frame structure schema of FIG. 15A
sion ribs 27 may be reduced in number and varied in arrangement. Head cap 30a of FIG. 14 or of the preferred method, may be either incorporated into said outer shell halves 43 and 44, or be molded and installed separately. All other construction and assembly methods remain the same or similar to the preferred method. FIG. 18A is a section vieW of said main frame structure 1 of the present invention along said airfoil seat tube 7 that further illustrates the arrangement of interior and exterior frame parts of FIG. 17 as Well as the method of construction and assembly thereof, and Which can also be taken to illustrate said airfoil doWn tube 3. A similar arrangement may also be used for said rear Wheel stays 6, as Well as for said fork blades 14. All other construction and assembly methods remain the some or similar to the preferred method. FIG. 18B is a section vieW of said main frame structure
Wherein outer shell 35b is a continuation of said outer shell
31 of said airfoil doWn tube 3, and Wherein said upper and
loWer integral tension strut halves 26 and 24, respectively,
1 of the present invention along said airfoil seat tube 7, that
employ mutual facing or mating bonding and/or fastening surfaces in place of said telescopic bonding and/or fastening
illustrates a further alternative arrangement of interior and 30
exterior frame parts employing an integral “y” integral tension strut assembly 52 and utiliZing the alternative con
surfaces of FIG. 16B, and are continuations of back and
loWer ?ght side mating integral tension half struts 26 and 24
struction and assembly method described in FIG. 17. This
of said airfoil doWn tube 3 of main frame structure 1,
section vieW may also be taken to illustrate said airfoil doWn tube 3. The same or similar arrangement may also be employed in said rear Wheel support structures 6, and said front fork blades 14. In this schema, said upper and loWer
Wherein said shell moldings 16 as Well as 35 are varied
slightly to 16b and 35b to accommodate said upper and loWer caps 29 and 30 With their possible integral tension ribs 27, and Wherein said seam overlays 33 continue from said back and loWer integral tension mating strut halves 26 and
generally parallel lineally running integral tension struts 24, 25, 26, and possibly, but not necessarily 20, all of FIG. 14,
24 of said airfoil doWn tube 3 of said main frame structure
or of the preferred method, are replaced With an integral
1 and fasten and/ or bond over their common seam, Wherein 40
lineally running integral tension “y” shaped strut 52, and one
said caps 29 and 30 are continuations of said loWer and back caps of said airfoil doWn tube 3 of said main frame structure
set of dual parallel integral tension strut halves 45 and 45a. All other construction and assembly methods remain the
1, and Wherein said dual inner integral tension struts 20 of 45
same or similar to those of FIG. 18A, and of the preferred method. FIG. 19 is an interior split side vieW of said main frame structure 1 of the present invention illustrating a further possible alternative arrangement of interior struts and ribs as Well as a possible alternative method of construction and
halves 31 and 32, as Well as said caps 28, 29, 30 and 30a of
FIG. 16A of said rear Wheel stays are reduced in number to
one set and varied to employ mutual facing or mating integral tension half struts 20b1, and 20b2. All other con struction and assembly methods remain the same or similar. FIG. 16D is a section vieW of said right rear Wheel support structure 6 of the present invention looking forWard that illustrates another further variation or modi?cation of FIG. 16A to be utiliZed preferably, With main frame structure schema of FIG. 18A, Wherein said outer shell half 31c is a continuation of said outer shell half 31 of said airfoil doWn
tube 3, and Wherein said integral tension upper and loWer struts and interior integral tension strut con?gurations of
assembly thereof, therein said left and ?ght integral shell the preferred method of construction are incorporated into inner shell half 49 and outer shell half 50, When vieW from a frontal perspective, that are joined along a central gener ally horiZontal common joint With either Wet lamination or 55
FIGS. 16B and 16C are replaced With tWo sets of dual
parallel and lineally running mutually facing or mating
premolded seam overlays 51 (not shoWn in FIG. 19) installed, and Wherein said upper and loWer inner integral tension struts 24, 25, 26, 18, 19, and 20 of the preferred
integral tension struts 2061 and 2062 and Wherein shell
method of construction are replaced With dual generally
moldings 35 and 16 are varied slightly to 31c and 16c and share the same common central plane of assembly as do said dual integral tension struts 206,1 and 2002, and utiliZe seam
horiZontal parallel and lineally running integral tension 60
overlays 47c and 48c over their common seams. All other construction and assembly methods remain the same or
similar. FIG. 17 is a side interior vieW of said main frame structure 1 of the present invention illustrating an alternative arrange ment of struts and ribs, and an alternative method of
struts 55, 56, and 57, and Wherein said integral tension ribs 27 are varied in number and arrangement. All other con struction and assembly methods may remain the same or
similar to those of FIGS. 17 and 18A and/or of the preferred method. 65
FIG. 20A is a section vieW of said main frame structure
1 of the present invention along said airfoil seat tube 7, Wherein the construction and assembly method of FIG. 19 is
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