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Dimensional Spring System

İt s hardness can be adjusted.
As the strokes are reflected to the suspension directly, it provides comfortable and controlling driving.
It is durable.
It can be regulated up wads and down wards.
When the pedal is pressed, there occurs no deflection.
It is safe with double safety hardware.
Springs which are pulled away from centre of gravity and the extending wheel spaces provide a comfortable drive.
Since there is only spring between the frame and the Wheel, bouncing takes place uninterruptedly and 100

BICYCLE WITH LEAF SPRING

• Leaf spring is a product designed to be used on the front and rear wheels of bicycles, which is located on the frame and the fork and which allows adjustment of wheel height and spring hardness when necessary. The leaf spring may consist of springs which are put inside each other as well as it may be used on its own. However, against the possibility of breaking of a single leaf spring, using more than one spring is considered to be more suitable in terms of safety.

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  The springing in the leaf spring system, based on the stretching of the springs, takes place by the pedestal bearings which are connected to both ends of the springs and which contract the springs, and the springing happens in the downwards – upwards, front – back and right – left directions due to the characteristics of the system.

  The figures of the parts that are used for the invention to achieve its objects are given in the annex and these figures are;
  Figure 1-             Leaf spring,
  Figure 2-             Adaptation method of leaf spring to the bicycle,
  Figure 3-             Adaptation method of leaf spring to the bicycle,
  Figure 4-             Adaptation method of leaf spring to the bicycle,
  Figure 5-             Cross adaptation method of leaf spring to the bicycle,
  Figure 6-             Multiple leaves spring,
  Figure 7-             Adaptation method of multiple leaf springs to the fork,
  Figure 8-             Leaf spring,
  Figure 9-             Adaptation method of leaf spring to the fork,
  Figure 10-           Leaf spring,
  Figure 11-           Adaptation method of leaf spring to the fork,
  Figure 12-           Adaptation method of leaf spring to the fork.
  The parts in the figures are given reference numbers and their equivalents are given below.

  1, 2 -      Leaf spring,
  3, 4, 5, 6 -            Angled leaf spring,
  7, 8, 9, 10, 11, 12, 13, 14 -             Frame,
  15, 16, 17 -          Fork,
  18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28 - Pedestal bearing,
  29-         Screw,
  30-         Screw housing,
  31-         Suspension,
  32-         Fork pipe,
  33, 34, 35 -          Connection element,
  36-         Fork tube pedestal bearing.

  In the bicycle with leaf spring of the invention; (1, 2) the leaf spring and (3, 4, 5, 6) the angled leaf springs (7, 8, 9, 10, 11, 12, 13, 14) consist of a mechanism that is located on the  frame and (15, 16, 17) the fork; that separates the bicycle into parts when disassembled and that is attached to (18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28) pedestal bearings with (29) the screws. The leaf spring provides ease of assembly, packaging, storage, use and transportation as well as low cost in the products that it is used. Also, it can be seen as another advantage of the system that it can be adapted to existing bicycles without requiring a fundamental change.
  

  

   

  The leaf spring has started to be designed for two wheel vehicles since 1921. In the technique dated back to 1921 (US 1 377 948) the leaf spring is connected to wheels without using a frame and used by engaging front and rear wheels at the same time and it also acts as the frame. Even though this situation may seem like advantageous in terms of cost since no frame is used, extending the leaf spring from the front wheel to the rear wheel brings out an extremely heavy structure with itself.  The comfort of the spring is negatively affected because of the weight and the cost of the spring used very much exceeds the cost of the frame. Not using a frame in this technique and the spring’s acting as the frame at the same time cause the forces acting on the spring to also directly act on the seat and handlebars, and therefore it does not provide a safe steering. Such that; when the wheel goes in and out of a pit, the vertical movement of the spring is transferred to the handlebar and the seat which should stay still, therefore in each movement of the spring the handlebar and the seat continuously move back and forth and thus the steering control is disrupted.

  In the technique dated back to 1938 (GB 496 104) the spring mechanism is used with a frame that is not a single piece. However, similarly here the spring mechanism is designed to affect the handlebar and the seat as in the first technique. The handlebar and the seat are not independent and they move simultaneously with the wheels and the oscillation of the spring. The springing does not have direct relation to the springing of front and rear wheels. Here what springing is not the wheels but the multiple-piece frame structure which the wheels are connected to. The springing takes place on a point in front of the center of gravity of the bicycle and by the multiple-piece frame’s being bent and open inwards including the seat and the handlebars. Here, again a lot of springs are used and the spring has a bulky structure.

  The bicycle with leaf spring of the invention is first of all different from the others in terms of structural features and operation when compared to both techniques. This spring mechanism is designed such that the front and rear wheels can move independent from the handlebars and the seat (Figures 2, 3, 4, 5, 7, 9, 11, 12). Here the forces acting on the wheels are directly transferred to the springs, and the motions of the spring do not have any effect on the seat or the handlebars. But in the other techniques, since the distance between the handlebars and the seat constantly change during the springing, the handlebars and the seat go back and forth towards each other at every springing and therefore steering control becomes harder. However, in the bicycle with leaf spring, the distance between the seat and the handlebars is constant all the time and the springing has no effect on changing the position of the seat and the handlebars. Thus, the steering control and comfort of the rider are more perfect in the developed technique when compared to other techniques.

  There are quantitative differences between the springs used in the bicycle with leaf spring of the invention and the springs used in the other techniques. These springs have a very smaller and lighter structure than the springs used in the other techniques and this feature both decreases the production cost of the technique and makes it easier to use.

  The bicycle with leaf spring differs from the both techniques due to the usage method of the spring. In the version of the leaf spring designed for the fork (Figure 9, 11, 12) to be used on the front wheel, (3, 4, 5, 6) the spring is designed not to change the position of the handlebars and the motion of the spring has no effect on the handlebars. When a wheel goes in and out of a pit, the handlebars are in a fixed structure and as it is in the bicycle forks with suspensions the handlebars are only allowed to turn left and right on its own axis. Similarly, in the spring technique designed for the rear wheel (Figures 2, 3, 4, 5); the wheel springs independent from the seat and the handlebars and this springing has no effect on changing the position of the seat and the handlebars. The rear wheel (11, 12, 13, 14) fork (Frame) used here and the configuration and operation of the spring mechanism connecting this fork to the frame has a different property. First of all, in both techniques dated back to 1921 (US 1 377 948) and 1938 (GB 496 104) the spring mechanism is designed not on the rear wheel (11, 12, 13, 14) fork (Frame) and (15, 16, 17) the fork, but directly on the spring and multi – pieced frame in a way including the handlebars and the seat. In these techniques, almost all of the spring motions have a direct effect on the rider and the force acting on the bicycle is not constrained in the limits of front and rear wheels. Whereas, in the bicycle with leaf spring, the spring mechanism is actually configured based on the (15, 16, 17) fork and the rear wheel (11, 12, 13, 14) fork (Frame), and the spring motions are designed to be constrained in the limits of front and rear wheels. In other words, the spring motions are blocked by the fork and the frame and these motions are prevented from reaching to the rider.

  In the bicycle with leaf spring of the invention, the center of gravity is pulled forward of the springs and the rider is located at a more central point. This configuration provides that the rider is less affected from the forces acing on the bicycle and provides for a more comfortable and controlled ride. This feature is probably one of the most important factors of a spring mechanism. For example, the most uncomfortable place in a bus is the seat on the front or rear wheel. Since, these are the points where the impacts are directly taken and traveling on the wheel is always uncomfortable. Whereas, when moved to the center of the bus, we get further from the spring motions and therefore have a more comfortable ride. In the spring techniques dated back to 1921 (US 1 377 948) and 1938 (GB 496 104), it is sure that there is a springing, but direct effect of the spring motions on the rider does not provide very much use in practice.

  In the technique dated back to 1952 (US 2 587 121), the leaf spring is designed to be adapted to a seat. However, in this technique the forces acting on the bicycle are absorbed not at the source but almost at where it ends. In other words the leaf spring; absorbs the impacts not at the point where the front or rear wheel hits a bump or goes in and out of a pit but when it passes the wheels and reaches the seat. Therefore this spring mechanism has a very insufficient structure for absorbing the impacts and it has no relation to the operation and design of the bicycle with leaf spring that we invented. In the bicycle with leaf spring of the invention, the impacts are absorbed at the point where the impact first meets the wheels and the rider is not affected by the forces acting on the bicycle.

  In other techniques a spiral spring is used in the bicycle. These techniques differ from the bicycle with leaf spring both by adaptation method to the bicycle and the spring used. This spring mechanisms are secured to the bicycle with a joint as well as the screws. In time, these joints form a gap on the rear wheel caused by usage. Whereas, no joint is used in the bicycle with leaf spring, the springs are connected to the bicycle directly and only with screws, and no gap is formed on the rear wheel in time caused by the springing no matter how long the bicycle is used, and the spring always keeps its first day performance.

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