Bicycle frame with passive seat tube pivot joint

[0001] The present invention relates to bicycles, and more particularly to a bicycle frame assembly, in which the seat tube is connected in an overlapping intersection of the upper tube and the upper tubes of the rear triangle with a passive pin that allows the upper tube of the rear triangle to be deflected from a generally linear resting orientation to improve the compliance of the vertical bicycle frame.

[0002] The basic structural component of a conventional two-wheel bicycle is the frame. In a conventional road bike, the frame is usually built of a set of tubular elements joined together to form a frame. For many bikes, the frame is made up of elements usually referred to as the upper tube, lower tube, seat tube, upper rear triangle tubes and lower rear triangle tubes, with these components connected together at intersections usually referred to as the head tube, bicycle seatpost, bottom bracket shell and rear derailleur. The top tube usually runs from the head tube to the back of the seat tube. The frame head, sometimes referred to as the neck, is a short, tubular structural element in the upper front of the bicycle that supports the handlebar and front rudder, which has a front wheel mounted on it. The bottom tube usually runs down and back from the head tube to the bottom bracket, where the bottom bracket usually includes a cylindrical element for supporting the pedals and a chain drive that drives the bike. The seat tube usually runs from the bottom bracket sleeve up where it is connected to the rear end of the top tube. The seat tube is also typically used to telescopically receive a bicycle seat post to support a saddle or seat designed for a cyclist to sit on it.

[0003] The lower tubes of the rear triangle run perpendicularly backwards from the bottom bracket shell. The upper tubes of the rear triangle run perpendicular to the bottom and back, from the top of the seat tube. The lower rear triangle tubes and the upper rear triangle tubes are connected perpendicularly to each other with the rear derailleur to support the rear axle of the rear wheel. The part of the frame defined by the head of the frame, the bicycle seatpost and the bottom bracket as well as the structural elements that connect these three elements together can be referred to as the main front triangular part of the frame, with the upper rear triangle pipes and the lower rear triangle pipes defining the rear triangular frame part. The above description shows the construction of a conventional bicycle frame, which of course has no suspension having any shock absorbing properties.

[0004] Although the popularity of off-road cycling has increased in recent years, especially in the mountains and cross-country, there has been a need for a vibration absorption system in many bicycle applications. An exemplary rear wheel suspension system is disclosed in US Patent 7,837,213. In general, bicycle suspension systems designed for off-road conditions have a number of links that are connected and movable, or a pin that allows the bicycle frame to absorb some of the energy associated with aggressive riding on uneven terrain. However, such heavy duty suspension systems are not particularly suitable for use on paved terrain. The robust nature of such systems increases the assigned weight of the bicycle assembly. When riding to test the cyclist's strength, strength and fitness, such robust suspension systems will adversely affect the cyclist's time performance.

[0005] The fixed form of the front and rear triangle shape of the frame is generally well accepted as the preferred configuration for many road bikes due to their overall lightness and solid frame. However, even hardened surfaces may have discontinuities on which most cyclists would prefer to have some degree of bicycle suspension to limit or reduce the forces acting on the cyclist caused by discontinuities in hardening. The ever-increasing possibilities of cyclists make it necessary to create a subset of road bikes called endurance bikes. Endurance bikes are generally understood as road bikes used for racing with an added comfort element that allows cyclists to finish their ride with an ever better time and / or distance. Many endurance bikes keep the front and rear triangle of the frame stationary and provide shock absorption thanks to bicycle seatpost suspensions and / or handlebar damping assembly.

[0006] An alternative approach to an endurance bike is disclosed in US Patent 6,932,371. US Patent 6,932,371 discloses a bicycle assembly in which the seat tube forms a passive suspension element by eliminating the upper rear triangle pipes and providing a second set of lower rear triangle pipes, which are closer to the bottom bracket shell than the top tube. The frame assembly of US Patent 6,932,371 has a number of reinforcement elements that are required to provide the desired non-vertical rigid frame assembly. In achieving the desired vertical compliance, the bicycle frame of US Patent 6,932,371 has a number of additional structures that, by improving vertical compliance, adversely affect the overall weight of said bicycle assembly.

[0007] FR 2 704 826 A1 discloses a completely deformable bicycle frame with joints, four suspension elements and four hinges or pins. The frame therefore includes a floating bolt where the bicycle seat post is connected to the rear end of the upper tube and the upper end of the upper tube of the rear triangle. When the force is exerted on the bicycle seatpost, the entire frame structure moves vertically in four hinges and four suspension elements.

[0008] Document FR 356 881 describes a bicycle frame with two suspension elements in the upper pipe and at the upper pipe of the rear triangle, as well as at least four flexible elements in the upper pipe, lower pipe, upper rear triangle pipes and lower rear triangle pipes , respectively. After applying force in the vertical plane of the frame, i.e. on the seat tube, the seat tube will move backwards or forwards relative to the top tubes of the rear triangle and the top tube due to the two hinges at the back and front of the seat tube. However, the bottom bracket shell will move along with the seat tube.

[0009] DE 20 2007 014 551 U1 discloses a bicycle frame structure in which the seat tube has a hinge or pin positioned about half the distance between the top tube and bottom bracket sleeve, so that the top portion of the seat tube having a bicycle seatpost can achieve an angular displacement relative to the bottom part of the seat tube connected to the bottom bracket shell. The upper part of the seat tube is not connected directly to the upper tube and the upper tubes of the rear triangle, but by means of a guide element that allows the bicycle seatpost to move forward and backward.

[0010] FR 1 062 770 describes a bicycle frame structure in which a cyclist can adjust the seat tube angle to the rest of the frame according to his needs for comfort and physical construction. This is achieved by means of a hinge just above the bottom bracket shell and a displacement slot at the rear end of the upper tube, which allows the upper part of the seat tube to be fixed in different angular positions.

[0011] Accordingly, there is a need to develop a bicycle frame assembly that has a passive suspension member but does not significantly adversely affect the weight of the entire bicycle frame assembly.

BRIEF DESCRIPTION OF THE INVENTION [0012] The present invention provides a bicycle frame assembly having the features of claim 1. Preferably, an opening is formed in the upper tube or arm that connects the upper tubes of the rear triangle to the upper tube. The seat tube preferably passes through the hole in the top frame member. Alternatively, the seat tube may be perforated or otherwise profiled to pass substantially around the more horizontal structure of the upper tube and / or upper rear triangle tubes. As another alternative, the seat tube can go backwards relative to the top tube so that it is positioned in a space usually surrounded by the top tubes of the rear triangle.

[0013] The pin allows the seat tube part to be tilted between the bottom bracket pin and socket from the rest position during vertical load of the seat tube.

[0014] Preferably, the bolt connects the seat tube to the upper frame member near the opening so that a larger portion of the seat tube is located between the bottom bracket pin and socket than extends beyond the upper frame member.

[0015] Preferably, the pin is oriented either forward or backward relative to the longitudinal center line of the seat tube.

[0016] The bicycle frame assembly may further include a bridge that extends between the pair of upper rear triangle pipes and defines the rear wall of the opening.

[0017] Preferably, the bicycle frame assembly includes at least one gasket located at least one between the seat tube and the opening or covering of the opposing longitudinal ends of the pin.

[0018] Preferably, the bolt has a first part and a second part whose threads cooperate with each other.

[0019] According to a further advantage, each of the first and second parts of the bolt has a head portion and a shaft portion, where only the shaft portion passes through the upper frame member.

[0020] According to the invention, a method is provided for allowing the seat tube to pivot, which includes the features of claim 7.

[0021] These and various other features and advantages of the present invention will be apparent from the following detailed description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS [0022] The drawings illustrate one, currently considered, preferred embodiment demonstrating the invention.

Fig. 1 is a side view of a bicycle having a bicycle frame assembly according to the present invention;

Fig. 2 is a side perspective view from the right of the bicycle frame assembly shown in Fig. 1 with the wheels, saddle, drive assembly and handlebar removed;

Fig. 3 is a view similar to that of Fig. 2, the intersection of the seat tube with the upper frame member of the bicycle frame assembly shown in Fig. 1;

Fig. 4 is a cross-sectional view of the intersection of the seat tube with the upper frame member taken along the line 4-4 in Fig. 3;

Fig. 5 is an exploded view of the assembly associated with the cut of the seat tube and the upper frame member shown in Fig. 3; and

Fig. 6 shows a side view of the bicycle frame assembly shown in Fig. 2 and shows the load and seat configurations of the saddle tube associated with the use of the bicycle frame assembly.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT [0023] Fig. 1 shows a bicycle 10 having a frame assembly 12 according to the present invention. The bike 10 has a saddle 16 and handlebars 18 that are attached to the frame assembly 12. The seatpost 20 is connected to the saddle 16 and slidably engages the seat tube 22 of the frame assembly 12. The upper tube 24 and lower tube 26 run forward from the seat tube 22 to the head 28 of the frame frame 12. The handlebars 18 are connected to the stem or steerer tube 30 that passes through the head of the frame and is connected or formed integrally with the fork crown 32. It is understood that the handlebar 18 may have a shaft that is constructed to engage slidably with the inner steerer tube recess 30. It should be noted that one or more bicycle 10 and frame assembly 12 may be made of similar materials, a variety of materials. and their various combinations. Preferably, the frame assembly 12 and the seat tube 22 are formed of metal type materials, such as aluminum type materials, carbon fiber materials and / or materials that are plastic enough and strong enough to support the weight of the rider 10.

[0024] The fork assembly 14 has a pair of fork blades or fork teeth 34 that run from generally opposite ends of the fork crown 32 and are constructed to support the front wheel assembly 36 at its end or stop 38. The stops 38 engage substantially opposite axes 40 of the constructed so as to engage the hub 42 of the front wheel assembly 36. A number of spokes run from the hub 42 to the periphery 46 of the front wheel assembly 36. Tire 48 is coupled to the rim 46 so that the rotation of the hub 42 and the rim 46 relative to the teeth 34 of the fork causes the tire 48 to rotate.

[0025] The bike 10 has a front brake assembly 50 having an actuator 52 attached to the handlebars 18 and a pair of brake pads 53 positioned on generally opposite sides of the front wheel assembly 36. The brake pads 53 are constructed to engage with the braking rim 54 of the rim 46, thereby providing a stop or reduction of the force originating from the front wheel assembly 36. The rear wheel assembly 56 has a brake assembly 58, similar to the front wheel brake assembly 50, but it is understood that one or both of the front and rear brake assemblies 50, 58 may be present in other brake configurations such as the disc brake assembly, wherein the disc and jaws are positioned near one or more of the front wheel axle 40 or rear wheel axle 64, respectively. The rear wheel 66 is generally concentric about the rear axle 64.

[0026] The pair of upper rear triangle tubes 62, 68 (Fig. 2) and the pair of lower rear tubes 70, 71 of the rear triangle (Fig. 2) run backwards relative to the seat tube 22 and move the rear axle 64 away from the crank mechanism 72. Mechanism crank 72 has a pedal set 74 that is operatively connected to a flexible drive member, such as a chain 76, via one or more variable-diameter chain gears or a chain ring or chainring tooth 78. The rotary movement of the chain 76 generates a driving force exerted on the coaxial gear assembly 80 positioned near the rear axle 64. The coaxial gear assembly 80 is generally concentrically oriented relative to the rear axle 64 and has a number of variable diameter gears.

[0027] The coaxial gear assembly 80 is operatively connected to the rear wheel hub 82 66. A number of spokes 84 run radially between the hub 82 and the rim 86 of the rear wheel 66 of the rear wheel assembly 56. As it is commonly understood, the pedal 74 driving the cyclist while driving drives the chain 76, thereby driving the rear wheel 66, which in turn drives the bike 10. The fork assembly 14 is designed to hold the front end 88 of the bicycle 10 above the ground surface 90. The handlebar 18 is connected to the frame 12 and the fork assembly 14 so that maneuvering the handlebar 18 is connected to the fork assembly 14 to facilitate rotation of the front wheel assembly 36 relative to the frame assembly 12 along the longitudinal axis of the bicycle 10, indicated by arrow 175. As is generally understood, such maneuvering of the handlebar 18 controls the direction of the bicycle 10 while riding.

[0028] It is understood that the bicycle structure 10 shown in Fig. 1 is only an example among a number of bicycle configurations. That is, if a bike 10 is shown as it is commonly known, i.e. as a city or road bike, then it is understood that the present invention relates to a number of bike configurations involving those bikes that also have more aggressive suspension systems, most commonly found in offroad or mountain bike frame configurations and / or hybrids, cross or multi-functional bicycle frame configurations.

[0029] Referring to Figs. 1 and 2, the upper tube 24 and upper tubes 68 of the rear triangle run rather continuously, forming the upper frame element 100 that runs from the head of the frame to a pair of stops 102, 103 that support the rear axle 64. The upper frame element 100 may be formed as one part and / or may be assembled with a separate upper pipe 24, upper rear pipe 68 and / or an optional arm 104 which is positioned between the upper pipe 24 and upper rear pipe 68. It should be noted that the upper tubes 62, 68 of the rear triangle and the upper tube 24 of the upper frame element 100 can be made as a unified structure, a number of separate elements permanently connected or connected to each other by means of the optional arm 104 associated with the seat 105 overlap seat tube 22 and the top element 100 of the frame. In a similar manner, it should also be noted that the bottom pipe 26, bottom bracket 110, and bottom rear pipes 70, 71, whose assemblies together define the lower frame element that runs from the head 28 of the frame to one or more stops 102, 103, may be formed as a unitary assembly in which the bottom bracket shell 110 is formed with the bottom tube 26 or bottom triangle tubes 70, 71, or the assembly in which the bottom tubes 70, 71 rear triangle and bottom tube 26 can be permanently attached to a separate bottom bracket shell or simply to bottom bracket shell 110. After assembly, as clearly shown in Fig. 1, the bike 10 has a front frame triangle, which is generally defined by a triangular shape of the seat tube extension direction, the top tube and bottom tube of the frame assembly 12 regardless of the methodology or the number of separate elements used to form the frame assembly .

[0030] As shown in Fig. 2, the seat tube 22 has a first end 108, which is attached to the muff 110 of the bicycle frame support 12, and a second end 112, which generally extends upwardly beyond the location of the arm or overlap 105 from top element 100 of the frame. Preferably, the bicycle seatpost 20 (Fig. 1) telescopically cooperates with the seat tube 22 of the frame assembly 12. The passive pin assembly 120 connects the top of the seat tube 22 to the bicycle frame assembly 12 near the overlap area 105 such that a larger portion of the seat tube 22 runs between the pin assembly 120 and the bottom bracket shell 110 than upwards relative to the cut of the seat tube 22 and upper frame element 100.

[0031] The passive pin assembly 120 forms a connection between the upper frame element 100, which has an upper tube 24, and structures associated with the upper triangle tubes 62, 68 of the rear triangle. The lower end of the seat tube 22 is attached to the bottom frame 101, which has a bottom tube 26 and a bottom bracket 110, and preferably one or more of the bottom triangle tubes 70, 71 of the rear triangle. As explained above, the seat tube 22, upper tube 24 and lower tube 25 together generally define the front triangle of the frame assembly 12. The frame assembly 12 is quite strong and stable during use, but is also constructed to provide impact damping in a manner that does not allow changing the relative connection points of any of the respective elements of the front frame triangle. As described below with reference to Fig. 6, not yet rigidly bolted to the seat tube 22 with the top frame element 100, allows the seat tube 22 to be pivoted in a vertical plane and in a direction consistent with the longitudinal length of the seat tube 22 so that it allows the frame assembly 12 to achieve a limited degree of suspension efficiency or vertical compliance without changing the orientation of the connection points of any of the frame elements with respect to each other.

[0032] As shown in Figs. 3-5, the overlap area 105 has a channel 130 that is shaped to allow the seat tube 22 to pass through it. In the seat tube 22, a side hole 132 (Fig. 5) is formed and shaped so as to rotate with the pin assembly 120. As mentioned above, it is envisaged that the seat tube 22 simply has to pass over the axis or longitudinal area associated with one or more of the elements, such as the top tube, the top tubes of the rear triangle and / or the arm fabrication formed therebetween. It is envisaged that the seat tube may be perforated or otherwise profiled to pass substantially around the more horizontal structure of the upper tube and / or upper rear triangle tubes associated with the upper frame element 100. As another alternative, the seat tube can go backwards relative to the closed structure of the upper tube 24 so that it is positioned in space as substantially surrounded by the upper tubes of the rear triangle. Each configuration allows limiting passive rotation between the upper tubes 62, 68 of the rear triangle and the adjacent structure of the upper frame element 100 of the bicycle frame assembly 12.

As shown in Fig. 3, the channel 130 is fixed on the front side 131 by an end wall associated with the upper tube 24 or part of the respective frame arm 104. A first optional seal 134 is located between the front side 131 of the overlap area 105 and the upper tube 24 and generally surrounds the front side 136 and the opposing side sides 138, 140 of the seat tube 22. The optional seal 134 prevents the penetration of moisture and / or dirt and / or contaminants into the region of the pin associated with the channel 130 and passing through the seat tube 22, but in no way affects the bending of the seat tube 22 when using the bicycle 10 as described below in with reference to Fig. 6. The channel 130 is defined on opposite side sides by side walls 142, 144 of the upper frame element 100. The optional rear wall 146 of the bridge completes the designation of the channel 130 so that the upper frame element 100 completely surrounds the seat tube 22 by means of the bridge wall 146 running from the side between the upper tubes 62, 68 of the rear triangle.

[0034] As shown in Figs. 4 and 5, the pin assembly 120 has a first bolt or other fastener 150, a second bolt or other fastener 152, driving sleeve 154, and first and second bearings or sleeve elements 156, 158. Each of the connectors 150, 152 has a portion 160, a shaft portion 162 and a head portion 164. The radial diameter of each fastener 150, 152 gradually increases from the respective threaded portion 160 to the shaft portion 162 to the head portion 164. One or each of the head portions 164 has a guide surface 166 that is shaped to mate with a stapling tool, such as a screwdriver or the like, intended to attach each of the first and second fasteners 150, 152 to the pin assembly 120. Although the connectors 150, 152 are shown formed on the inner radial surface, it should be noted that the guide surface 166 can have any number of shapes and / or can be formed on the outer radial surface of the corresponding connector 150, 152. It is further understood that one of the the fasteners 150, 152 may form an integral whole with the sleeve 154 so that the operation of one suitable fastener secures the pin assembly 120 to the bicycle frame assembly 12.

[0035] Each sleeve element 156, 158 has an outer radial surface 170, an inner radial surface 172, an outer side surface 174 and an inner side surface 176. As used herein, the internal and external lateral direction associated with the surfaces 174, 176 of each sleeve element 156, 158 relates to the orientation of the surfaces 170, 174 relative to the longitudinal vertical plane that houses the longitudinal axis 175 of the bicycle 10 and relative to the position appropriate surfaces and / or structures relative to each other. For example, the surfaces 176 of the sleeve elements 156, 158 are closer to the longitudinal axis, indicated by line 178, of the upper frame element 100. Accordingly, surfaces 174 are more external, and surfaces 176 are more internal to each other and to longitudinal axis 178 of upper frame element 100 along longitudinal axis, designated by line 180, of pin assembly 120. As shown in Fig. 5, the longitudinal axis 180 of the pin assembly 120 is oriented in a transverse direction relative to, and is preferably perpendicular to the longitudinal axis 178 of the upper frame element 100.

[0036] Still referring to Figs. 4 and 5, the first opening 184 and the second opening 186 are formed in each of the respective side walls 142, 144 of the upper frame element 100 and are centered along the axis 180 of the pin assembly 120. The saddle 188 extends circumferentially around at least one of the holes 184, 186 towards the outer side surface of the respective side wall 142, 144. The saddle 188 is defined by the edge 190, which extends circumferentially around the corresponding opening 184, 186 and is adapted to cooperate with the sleeve 154 and the corresponding sleeve element 156, 158.

[0037] The sleeve 154 has a shaft portion 194, a head portion 196 and an opening 198 formed therein. The sleeve 154 is designed for sliding engagement with the holes 184, 186 in a direction aligned with the axis 180. After assembly, the head portion 196 of the sleeve 154 passes through the overlapping area between the hole 184 and the saddle 199, associated with the hole 132 of the seat tube 22, as well as the hole 200 associated with optional gasket 134. The optional seal 134 has a second hole 202, which during assembly is also concentrically oriented relative to the axis 180 of the pin assembly 120, and cooperates with another of the connectors 150, 152. The seat 132 of the seat tube 22 cooperates circumferentially with the shaft portion 194 of the sleeve 154 when the longitudinal axis of the hole 132 is aligned with the axis 180 of the pin assembly 120. As will be explained below with reference to Fig. 6, the axis of the opening 132 of the seat tube 22 is formed along the plane indicated by the line 204 which is shifted in a forward direction relative to the longitudinal axis 175 of the bicycle 10 and relative to the longitudinal axis 206 of the seat tube 22.

[0038] The threaded parts 160 of each fastener 150, 152 cooperate operatively with a threaded surface 210 (Fig. 4) formed on the inner radial surface of the sleeve 154. The sleeve members 156, 158 rotatably cooperate with the shaft portion 162 of each of the fasteners 150, 152 and cooperate with saddles 188 defined by the upper element 100 of the frame. As shown in Fig. 4 and 5, the pin assembly 120 may have another optional seal 214 that cooperates with the transversely directed outer sides of the pin assembly 120. Seal 214 has a first arm 216 and a second arm 218, which generally extends in a vertical direction relative to the bridge wall 220. The transversely facing inner side of each arm 216, 218 has an edge 221 that is shaped to mate well with the radially directed outer surface of the head portion 164 of the respective connector 150, 152. Preferably, the upper frame element 100 has a recess 222 that is shaped to mimic the shape of the seal 214 so that during assembly, the seal 214 has a substantially smooth contour along the outer surface of the upper frame element 100 associated with the pin assembly 120.

[0039] During assembly, the pin assembly 120 provides a secure connection between the upper frame element 100 and the seat tube 22 and does so in a manner that prevents lateral, longitudinal and vertical displacement of the seat tube 22 relative to the upper frame element 100, but allows the seat tube 22 to rotate around axis 180 associated with the hole 132 that is collinear with the pin assembly 120 relative to the upper frame member 100. Such a connection only allows the seat tube 22 to bend or bend relative to other structural components of the bicycle frame assembly 12 when using the bicycle 10.

[0040] As mentioned above, other interactions between seat tube 22 and frame assembly 12 are provided so as to allow similar deviation of seat tube 22. For example, seat tube 22 may have a channel similar to channel 130, or it may be shaped differently that the seat tube passes around the top tube / top tubes of the rear triangle / arm and / or that the top tube / top tubes of the rear triangle / arm passes through the seat tube. Yet another alternative involves connecting the upper rear triangle tubes to the upper frame member or upper tube at the front of the seat tube so that the seat tube will be positioned in an area generally surrounded by the upper rear triangle tubes. Referring to Fig. 6, although the axis indicated by line 180 of the pin assembly 120 is shifted forward relative to the longitudinal axis 206 of the seat tube 22, it is estimated that the axis 180 may be oriented at the intersection with the axis 206 or shifted backwards relative to it at in such a way as to change the degree of seat tube 22 deflection and / or in such a way as to better adapt to the preferences of the individual cyclist or user group.

[0041] Referring to Fig. 6, during normal use of the frame assembly 12, the seat tube 22 generally maintains the "resting" configuration represented by the seat tube 22 shown in Fig. 6. Preferably, the seat tube 22 is fairly linear in its resting orientation. It is understood that during normal use, some initial deviation of the seat tube 22 may occur depending on the weight and favorable orientation of the rider during normal use in relatively smooth terrain. During the impact, indicated by arrow 230, acting downwards and backwards, the bending moment is transmitted to the seat tube 22 as a result of the cyclist acting on the rear of the saddle, which is commonly shifted backward along the longitudinal center line 206 of the seat tube 22. This load on the seat tube allows the seat tube 22 to passively rotate around the pin assembly 120 and causes the upper portion 232 of the seat tube 22 to be positioned above the bolt assembly 120 positioned forward and the lower portion 234 of the seat tube 22 which is located between the assembly 120 the bottom bracket bolt and socket 110 relative to the resting orientation.

[0042] The deflection of the seat tube 22 relative to the top frame element 100 and the bottom frame element 101 is graphically depicted in Fig. 6 by line 236. This configuration allows close to the entire seat tube 22 to deviate from the rest position to the "bent" orientation represented by the line 236, to improve the vertical compliance of the frame assembly 12. Holding the top end of the seat tube 22 near the intersection of the seat tube 22 with the top frame element 100 gives a fairly high feeling of rigidity to the frame assembly 12 during all riding conditions, but limits the effect of undamped surface discontinuities during riding on the cyclist by the interaction of the cyclist with the bicycle saddle. This increases comfort and reduces the cyclist's discomfort, often associated with extended rides. Preferably, the seat tube 22 deviates no more than 15 degrees from its resting orientation, and more preferably the seat tube 22 deviates no more than 7 from its resting position in response to the rider's interaction with the saddle 16. This configuration is shown to provide the desired degree of response to the cyclist interacts with the bicycle frame, and this is done in a way that increases the vertical compliance of the bicycle frame assembly without reducing it unnecessarily. However, it should be noted that any deviation range can be provided. Preferably, the largest deviation value is associated with a deviation that the cyclist will still tolerate and will still feel comfortable on the bike under all riding conditions, almost close to an invisible deviation when riding under all conditions.

[0043] As shown in the experimental data below, the frame assembly 12 has a greater longitudinal deflection of the seat tube compared to lateral stiffness for bicycle frames having similar shapes and with almost negligible effect on the total weight of the bicycle frame assembly. It is further envisaged that the front and / or rear orientation of the pin axis relative to the longitudinal seat tube axis can be changed to meet the various manufacturing preferences the cyclist has and / or to change the amount of seat tube deflection. It is further understood that the seat tube structure can be changed to further change the vertical compliance of the frame assembly while providing a solid bicycle frame assembly.

<td>Description</td><td>Size</td><td>Frame example #</td><td>Weight (grams)</td><td>Whole stiffness torsion frame (inches)</td><td>Frame head stiffness N * m per degree</td><td>Deviation horizontal BB (2) inches</td><td>Susceptibility vertical (all)</td>

<td>6SRS Reference line</td><td>56 H3</td><td> 20115428</td><td> 850</td><td> 0,1885</td><td> 78</td><td> 56</td><td> 0,86</td>

<td>6SRS Turnover</td><td>56 H3</td><td> 20115697</td><td> 898</td><td> 0,186</td><td> 79*</td><td> 54</td><td> 1,38</td>

[0044] As shown in the data above, configuring the bicycle frame with a passive pin connection between the seat tube and the top frame element provides an improved vertical compliance of the seat tube of approximately 60% with an increase in the weight of the frame assembly of approximately 48 grams or only approximately 5 % of total frame assembly mass. Accordingly, the bicycle frame assembly 12 provides a bicycle frame having an acceptable frame response with improved vertical compliance to improve cyclist comfort.

[0045] Furthermore, one embodiment of the invention is a bicycle frame assembly comprising a front frame triangle which has an upper tube and a lower tube. The upper tube has a first end, which is connected to the head of the frame, and a second end. The lower tube has a first end, which is connected to the head of the frame, and a second end. The bottom bracket sleeve is connected to the other end of the bottom tube. The seat tube runs upward from the bottom bracket shell. A pair of upper rear triangle tubes are connected to the upper tube and run backwards past the front triangle of the frame. The pin connects the seat tube to the front frame triangle near the top tube closer to the bicycle saddle than the bottom bracket shell.

[0046] Another embodiment of the invention that has one or more common features with the above embodiment is a bicycle frame assembly having an upper frame member that has an upper pipe and a pair of upper rear triangle pipes. The upper part of the frame runs between the stops associated with the rear wheel and the head of the frame. A hole is formed in the upper frame element. The lower frame element, which has a lower tube, a bottom bracket, and a lower rear triangle tube, runs between the stop and the head tube. The seat tube runs from the bottom of the frame towards the top of the frame and passes through the hole in the top of the frame. The pin connects the seat tube to the upper frame member near the opening so that most of the seat tube lies between the bottom bracket pin and socket than extends beyond the upper frame member. [0047] Another embodiment of the invention that is used with one or more aspects of the above embodiments discloses a method of allowing the seat tube to be pivoted. The seat tube is connected to the bottom bracket shell. The seat tube is connected to the top of the frame by means of a pin that is located in the overlapping intersection of the seat tube and the top of the frame so that the seat tube can deviate from the alignment along the line between the bottom bracket and the pin.

[0048] The present invention has been described with reference to a preferred embodiment and it is believed that its equivalents, alternatives and modifications, in addition to those expressly indicated, are possible and fall within the scope of the appended claims.