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TECHNICAL
Introduction
Although the principles of AD have been around for many years USE has taken it further than any previous designs and patents. The design is specific to a mountain bike however USE’s patents are wider, extending to most linkage systems for cycles and motorcycles. Dive – The Problems
When braking, a dynamic change in weight distribution occurs. These load transfer forces caused by the deceleration of the vehicle compress the front suspension. This problem is severe for mountain bikes due to the rugged terrain requiring good suspension systems and severe gradients, which exaggerate the normal dive characteristics.
Dive is a problem that most riders do not question, they just accept the inherent inefficiency because a solution has never been available, until now. USE has solved a problem that many did not realise existed. Dive is undesirable because:
1. The braking action and suspension performance are linked. Suspension is compressed/ activated by the brakes 2. Change in attitude of the bike- it dives as the brakes are applied and rises as the brakes are released. The bike is unstable. 3. Up to 75% of suspension travel is wasted. 4. Suspension travel is progressive (the suspension becomes harder as it is progressed) so when the travel compresses under braking it is the soft, plush compliant travel that gets wasted first. The remaining travel is at a higher rate and is obviously limited in its effectiveness. 5. The reduction in trail and wheel base adversely affects the handling and stability 6. Additional suspension is required to make up for the wasted travel.
Anti-Dive - The Solution
The essence of AD is the balancing of the braking torque and inertial forces with the dive tendencies of the cycle. The bike does not dive or rise when the brakes are applied, but stays fully active to absorb hits. USE designed a monoblade construction to maximise stiffness and torsional rigidity. The monoblade feature is separate and distinct from the AD feature.
Anti-Dive is desirable because:
1. Braking action and suspension are isolated. The suspension only compresses when hitting an obstacle. 2. The cycle is more stable. Applying the brakes does not pitch the front down- releasing the brake does not have the front coming back up. Result - SUB Stability Under Breaking. 3. All suspension stays available for shock, even with the brakes hard on the unit will absorb irregularities as if the brake were not being applied. 4. The suspension element is able to utilise the supple earlier travel at all times, maintaining plush characteristics. Consequently the suspension can be designed and set up with more supple and linear characteristics. 5. In practice the suspension can be designed and set up with relatively less travel with the advantages of weight, stability, and power output. 6. The compression of the suspension with AD is only momentary as it hits a bump, returning to normal position instantly. Handling is not affected.
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