Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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TITLE OF THE INVENTION
Seating Arrangements for Cycles and Exercise Cycles
Mo-Peds and Boat~ Contrivances
FIE~D OF THE INVENTION
The invention relates to ~eating arrangement~ of cycles
and other pedal-powered contrivances. Including exercise machines
and some motor powered vehicles such as mo-peds and power boats.
BACKGaOVND OF T~B INVENTION
Traditional cycle seating systems such as are used on
touring cycles, are elongate and thin 80 as not to impede the
pedalling action. Because they support only a small area of the
rider's anatomy, and are relatively inflexible, fastened to bike
frame with a rigid seat post, they can be uncomfortable, especially
when the cycle is travelling upon uneven terrain. Even paved
surfaces are not particularly smooth and cyclists who cycle long
distances often complain of numbness. For cycles u~ed on unpaved
surfaces, ~uch a~ so-called all terrain cycles or "mountain bikes",
a greater degree of re~ilience is desirable.
~here are, of course, other sourcee of discomfort. In
partlcular, friction can cauee chafing and soreness. Although some
cyclists often wear special ehorts with crotch areas lined with
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chamois leather or foam rubber in order to reduce ~uch frict10n and
the associated discomfort, it is desirable to addres~ the problem
by improved design of the seating arrangement.
PRIOR ART
Various measures have been taken for cushioning the rider
from vibrations due to poor road surface~, including the
conventional sprung undercarriage which uses coil springs. U.S.
Patent 4,369,998 issued January 25, 1983 Robert C. Golden et al,
discloses an alternative form of undercarriage which comprises two
independent torsionally flexible loop sy~tems each incorporating a
curved wire loop portion which deflects resiliently under load.
The undercarriage is quite complèx and requires a seat to be formed
upon it, 80 it is not particu1arly inexpensive to produce.
Moreover, a padded seat is formed around the wire undercarriage,
the resulting shape being convex. Consequently, lateral forces
will bear against the insides of the rider's thighs and the
sphincter muscles, causing localized pressure and early discomfort.
U.S. Patent 4,063,775 issued December 20, 1977, to Robert
H. Messinger also disclose~s an undercarriage or support unit.
~ 20 Messinger disclosed a unitary, moulded cycle seat support unit
- which is said to be flexible in the seat member area in response to
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the demands of the rider. The support must be used with a padded
seat cover. The f1nished seat has a relatlvely long nose portion
which is undesirable since it is likely to chafe the inside of the
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rider's thigh~. Also, the flexi~illty of the support unit 1B
limited to the frontal parts of the cheek-~upporting portlon~,
which are of reduced thickness. The rear of the seat is supported
by relatively rigid ribs so that it does not flex.
Again, U.S. Patent 4,773,705 is~ued 5eptember 27, 1988,
to Joseph M. Terranova discloses a bicycle seat comprising an
undercarriage formed by frame members in the form of metal rods
supporting a seat which i8 contoured to conform to the buttocks of
the rider. Terranova states that the seat member is formed of
substantially rigid material. He states that his seat provides
greater comfort because it does not concentrate the weight of the
rider in one small area. It does not address the problem of
absorbing ~hocks due to uneven road ~urfaces.
U.S. Patent 4,572,575 issued February 25, 1986, Golden et
al., di~closes a seat that is generally disc shaped and ha~ a
lateral width sufficient to extend beneath, and support, the
ride~'s rump. The seat has peripheral lips and dished cheek-
supporting regions so that it conforms to the anatomy of the rider.
This shape of seat is said to give improved comfort because it
distributes the rider's weight and also makes it ea3ier for a
partially dislodged rider to regain a stable seating po3ition. It
is not entirely satisfactory, however, for absorbing shock~ due to
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uneven road surfaces. The centre of the seat is raised slightly
relative to the cheek-supportlng reglons which could lead to
discomfort due to locallzed pressure. Also, the perlpheral lip
extends completely across the rear of the seat and a sauch acts as
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a stiffener, limiting flexing of the seat.
Shocks caused by uneven road surfaces can, of cour~e, be
absorbed by a shock-absorbing seat post. An example of the many
U.S. Patents which disclose shock-absorbing seat posts is U.S.
Patent 4,182,508 ]~K January 8, 1980, to Charles Kallai et al,
which discloses a spring-loaded telescopic seat post for a bicycle
seat. The seat post resiliently resists downward movement to act
as a cushion for the bicycle seat.
My own U.S. Patent 5,062,617, issued November 5, 1991,
which is incorporated herein by reference, discloses an improved
design of shock-absorbing seat post.
U.S. Patent 3,989,263 issued November 2, 1976, to Gregory
A. Stuck et al discloses a seating arrangement which is intended to
provide shock absorption and reduced chafing. Gregory et al
discloses a telescopic shock-absorbing seat post with a flat spring
attached between the rear of the seat and the top of the seat post.
The flat spring offers little resistance to the up and down
movement of the seat, which is cushioned by a compression spring
within the frame, but resiliently dampens lateral pivoting movement
of the seat. In addition, the bottom of the seat post engages the
compression spring in such a way that rotation of the seat, and
with it the seat post, will apply torsion to the compression
spring. hence, the compre~sion spring also will resist
resillently, lateral pivotlng of the seat. Gregory et al states
that rotation can range up to 40 or 50 degrees either side of the
~traight ahead position, but that it is preferable to limit
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rotat;ion to about midway between tho~e extrame~. I have found that
such a degree of movement, and reeilient resistance to the lateral
movement, are unneceseary and indeed undesirable. Moreover,
Gregory et al's seating arrangement ie mechanically complex and
would be expensive to make, requiring, as it does, ball bearings
and hardened seat post and tubing components.
Thus, although the various seat~, supports and seat posts
discuqsed above seek to improve rider comfort, none of them can be
considered to address satisfactorily all the aforementioned sources
of discomfort, while being relatively economical to manufacture.
One object of the present invention is to provide a seat
for a pedal-powered and some motor powered vehicle~ which overcomes
or at least mitigates the deficiencies of these known seating
arrangements. A second object of the invention is to provide a
seat post which permits lateral pivoting movement if wanted,
without the disadvantages mentioned above, as well as 2 inches of
shock absorbing vertical travel. ---
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SUMMARY OF THE INVENTION ~
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According to one aspect of the present invention, a seat
for a bicycle or other pedal-powered contrivance comprises a
unitary ~addle member generally T-shaped in plan comprising a pair ~
of symmetrical wing portions extending laterally from respective ~-
eidee of a medlal portlon and a pommel portlon extending forwardly
from eaid medial, meane depending from the underside of the seat
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for attaching the seat to a seat post or other ~upport, the wing
portions being supported a~ cantilevers by said medial portion and
curving upwards such that their respective distal ends are
significantly higher than the medial portion, upper faces of the
wing portions and medial portion defining a concave seating
surface, each wing portion being resiliently flexible to such a
degree as to assume a substantially horizontal position under the
weight of the rider.
In preferred embodiments, the medial portion is
substantially thicker than the wing portions and serves as an
anchorage for a mounting bracket. The degree of flexibility of the
wing portions may increase gradually towards the tips of the wing
portions. This may be achieved by reducing the thickness of the
wing portions. i.e., tapering, or by reinforcing ribs, or any other
suitable ~eans.
The leading edge of each wing portion may be swept back;
the leading edge may be rounded.
Because the seating surface is concave, the rider sits
"in" the seat and lateral forces are borne by the wing portions.
Hence, pre~sure is not limited to the inside of the thighs and
sphincter regions, but is di~tributed across the buttocks. Since
lateral support is provided by the upwardly-curved wing portions,
the pommel may be gradually raised to prevent forward slipping.
The flexible wing portions provide for a greater degree
of comfort becau~e they do not concentrate the weight of the rider
in one localized area of the crotch but distribute it across the
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buttocks. At the same time, however, they do not significantly
inhibit movement of the buttocks and upper thighs as the rider
pedals.
The mounting bracket means may comprise a wire support
moulded directly into the medial portion or the medial portion and
the tongue portion, advantageously during manufacture. :
According to a second aspect of the invention, there is
provided a seat assembly for a bicycle of other pedal-powered
contrivance, said assembly comprising
a unitary saddle member comprising a pair of symmetrical
wing portions extending laterally from respective side~ of a medial
portion, and a raised tongue portion extending forwardly from said -:
medial portion; and . ~-
means depending fro the under~ide of said ~addle member
for attaching the seat to a seat post or other support;
said wing portions curving upwards such that their -~
respective distal ends are significantly higher than the medial
portion, each wing portion being resiliently flexible to such a ~ ~-
degree as to flex towards a substantially flat position under the
weight of a rider; and ~-
a shock absorbing support post for ~aid saddle. member, ~- ;
said post comprising;
a tubular member having top and bottom ends; ~:~
~hock abeorbing means within said tubular member;
:~ 25 an elongated cylindrical stem partlally within and in
~ ~liding engagement with ~aid tubular member, a first end of said
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stem engaging said shock ab~orbing mean~ and a ~econd end of ~aid
~tem extending outwardly of eaid tubular member; and
mean~ permitting a predetermined range of free rotation
of said stem in said tubular member.
In a further aspect of the invention, there iB provided
a shock absorbing support post for a cycle member, the support post
comprising:
a tubular member having top and bottom ends:
shock absorbing means within said tubular member;
an elongated cylindrical stem partially within and in
sliding engagement with said tubular member, a first end of said
stem engaging said shock absorbing means and a second end of said
stem extending outwardly of said tubular member; and
means permitting a predetermined range of free rotation
of said stem in said tubular member; and
means permitting a predetermined range of free rotation
of said stem in said tubular member.
In preferred embodiments, the key is configured to permit
rotation movement up to 5 degrees either side of a straight ahead
position.
The keyway may be simply a flat in or on the shaft, and
the key have a pair of mutually sloping surface~, the ridge between
the ~urfaces extending longitudinally of the shaft.
Such a ~eating arrangement, which permits free movement
~5 of the seat by only a few degrees either side of the medial
position, has been found to give sufficient movement to reduce
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chafing. Greater degrees of movement are llkely to add to
instability. It has al~o been found that the movement need not be
against a spring since normal pedalling action is unlikely to
require the seat to move any more than about 5 degrees.
The use of the seat assembly of the invention is
synergistic and advantageous. Where a ~eat according to the
aforementioned first aspect of the invention i~ employed with such
a pivoting seat support, the forward-projecting nose portion of the
saddle member preferably is relatively short as compared with
conventional cycle seats used for touring. The flexing of the wing
portions combines with the swivelling of the seat to provide a
desired freedom of movement of the upper back of thigh while
reducing chafing and assists the swivelling action a~ the
associated leg forces the pedal downwards. The effect may be
enhanced when the leading edges of the wing portions are back~
swept.
~ The high end T-Flex saddle differs in the fact that two
- polymer shock absorbers are incorporated into the design to further
insulate the rider from road vibration. The front of the rails fit
as they would in a conventional ~eat, however, the rear of the
¦~ rails mount over barrel-shaped polymer insulators, secured into the
=~ ~ base of the seat itself us1ng carriage bolts. The bolts extend
upwards into the saddle rear through the centre line of the polymer
~hock mount~. When weight i~ applied to the seat, the polymer
mounts are compressed to absorb some of this movement. the heads
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of the bolts are free to move downward through the end~ of the ~eat
rail~ as the seat mounts compres~.
As the bicycle rider~ weight is applied and removed from
the seat when travelling over rough terrain, the rear of the T-Flex
seat flexes down and the polymer devices compress. The combined
effect of this seat flex and polymer compression lends even more
shock absorbtion to this model. The use of titanium seat rails
will serve to reduce overall unit weight while maintaining
strength.
Both models of T-Flex saddle function most effectively
when used in conjunction with the seat post shock absorber. The
operation of this combination i8 described;
1) As a large bump is encountered by the bicycle, the bike
frame accelerates rapidly upwards, 2) the seat post shock
absorber spring compres~es, absorbing the major pGrtion of
this movement, while the T-Flex seat wings flex downwards to
absorb a portion. 3) As the bike frame gradually loads up as
the weight of the rider i~ re-applied as he de~cends, 4) and
the wing~ of the seat gradually return to their normal
position.
The radical design of the T-Flex seat has been adapted
for com~ercial marketing by designing novelty soft rubber cushions,
~tylised to reflect themes and corporate logos. ExaDples of thi~
marketing treatment include birds, "Batman" and dinosaurs. These
soft rubber covers will be manufactured to slip over the exi~ting
seat.
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The combination of flexing seat and ~eat post shock
ab~orber comprises a new system that directly addre~ses the
concerns of comfort and health, as the compressive trauma to the
riders spine is greatly reduced.
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BRIEF DE~CRIPTION OF DRAWING9
Embodiments of the invention wlll now be de~cribed, by
way of example only, with reference to the accompanying drawing~,
in which~
Figure 2 is a plan view of a ~eat for a pedal-powered
~ device, such as a cycle;
3 Figure 8 is a front elevation of the seat;
Figure 4 and 10 i~ a cross-section on the longitudinal
3 centre line of the ~eat;
3 10 Figure 1 and 11 is a side elevation of the ~eat;
¦~: Figure 12 is a cross-sectional view taken on the
~ longitudinal centre line of a telescopic seat post;
- Figure 13 i8 a cross-section taken in the line A-A of
Figure 12;
Figure 14 is a perspective view of a key having a pair of
mutually inclined surfaces for engaging in a keyway to secure the
seat post;
Figure 15 is a plan view of the key ~howing the
inclination of its inclined surfaces, and
; 20 Figure 16 is an ;alternative key form having a flat
surface. -.
While the invention will be described in conjunction with
lllustrated embodiments, it will be understood that it is not
intended to llmit the invention to such embodlments. On the
contrary, it i~ intended to cover all alternatives, modifications
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and equivalents as may be included wlthin the ~pirlt and ~cope of
the invention as defined by the appended claim~.
DE8CRIPTION OF PREF~RRED EM~ODIMENT8
In the drawings, ~imilar features have been given similar
reference numerals.
\ Referring to Figures 1 to 12, a seat 10 for use with a
pedal-powered contrivance, such as a bicycle, comprises a unitary
saddle member 11, conveniently a moulding of synthetic plastics -
material having characteristics which will be discussed in more
detail later but which, combined with the geometric shaping of the
seat member will provide a prescribed degree of resilient
flexibility #53. The saddle member 11 has a pair of wing portions
12 and 13, respectively, extending laterally one from each side of
a medial region 14. A pommel or tongue porion 15 extends forwardly
form the medial portion 14. The leading edges 16 and 17 of wing
portions 12 and 13, respectively, are ~wept back, i.e. they curve
outward and backwards from their junctions with the pommel or noes
porion 15, i.e. they are swept backwards in a smooth curve. This
downswept leading edge permits relatively unimpeded movement of the
lower buttock~ and upper thighs as the rider pedals. The medial
portion 14 i8 substantially thicker than the wing portions 12 and
13 and supports the seat when mounted onto a seat post.
The trailing edge~ 50 of sald wing portions and 52 of
eaid medial portion~ preferably extend in a ~mooth ehallow arc from
wing tip to wing tip. ~-
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14
The surface of the wlng portlon~ and the medial portlon
forn~a continuou~ smooth seatlng eurface between the dlstal ends of
the wings. The pommel i~ raised gradually from centre of front of
wings with highest point at front top of pommel to keep rlder from
sliding forward. It has been found that depressions often provided
for the cheeks create serious problems in that they cannot
accommodated different sized riders nor changing positions of a
single rider. Where the depressions do not fit properly or where
a person changes position, pressure points are created. Pommel or
tongue 15 is raised 54 relative to the adjacent surface of medial
portion 14 to stop unintentional forward sliding.
A mounting bracket is secured to the underside of the
seat preferably at rear portion 2 and pommel 15. Viewed from the ~;
front, as in Figure 8, the wire support rail 18 is V-shaped (Fig 3)
with side members 19 and 20 depending substantially vertically. As
shown in Figures 3 and 4, each of the side members 19 and 20
~ comprises a substantially horizontal (when in use) rail 18
¦ extending from front to back of the seat 10. At the front, the
ends of the rails 18 are fitted into a hollow section 22 (Fig 7).
~` 20 Likewise, at the rear, the ends of rails 18 are connected by
; respective hollow sections 24. The hollow portions 22 and 24 are -;
aoulded into the ~addle at the tiae of manufacturing. Pressed in
place after moulding rear rail ends are placed into moulded holes ~;
in seat base and front of rail portion is pressed or snapped into
place by applylng pres~ure to rall front while seat 18 lnverted.
Rail front slldes past front rail holder into cavity specifically
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shaped to hold from coming back out. The entlre mounting bracket
18 is made from a single piece of wire stock which ie economical
and simple to make.
The dimensions of the seat and the characteristics of the
material from which it i8 made will determine the flexibility. It
has been found that an injection moulded polymer composite is
particularly suitable. The dimensions of the seat will vary
depending upon the expected user. Thus, men, women and children's
seats will likely differ in "wingspan" and flexibility. the
relationships between these factors in a prototype seat were:
Wingspan 28 cms. (preferred ran~e 28 to 33 cms.); mean width of
wing portions 9 cms.: mean width of tongue or pommel 4.5cm.; height
of wing tip above medial surface 1~5 to 2.5 cms. overall length of
seat at pommel 12.5 cms. (preferred range 10 cm to 15 cm). A point
load of about 64 Kg applied at a distance of about 9 cms. from the
centre of the seat was sufficient to depress the wing portion until
-~ the seating surface was level. The same flexing was achieved with
;~ ~ a point load of aboue 36 Kg applied at a distance of 14 cms. from
the centre. For these tests two thicknesses of KYDEX (prototype
material only) each about 0.5 cms. thick, were used for the wing
portions. The nose and medial porion were about 1 cm. thick.
When an in~ection mouldable material such as LEXAN FL910
is used, the seat may, if d-sired, be used without any covering, a
su1table eurface finleh being provided by finishing the moulding
tool appropriately. Alternatlvely, the moulded saddle member 11
may be covered with a fabric, for example LYCRA (Trade-mark_,
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16
perhaps with an interlining of neoprene rubber or other ~ultable
cushioning material. PU Foam i9 injected into seat ba~e in liquid
form while sitting in a bottom mould. Top mould i8 pree~ed over
foam to form desired shape as foam gels or cures. It would be
possible, of course, to form a suitable cushioning layer during
moulding of the ~addle member 11 by forming a foamed surface layer
integral with the main body of the saddle member 11. ~-
Referring to Figure 11, the seat 10 i~ mounted upon a
shock absorbing seat post 28 in a conventional manner by means of
a clamp 29 which has lugs engaging the horizontal bars 18 and 19
and a cylindrical tube clamp section clamped around a spigot 32 at
the uppermost end of seat post 28. The seat post 28 will be
mounted to the cycle by sliding tube 34 into the usual rear upright
frame member (downtube) of a cycle (not shown~ and securing it in
a conventional manner which need not be described here.
The component parts of the seat post 28 are shown in more
detail in Figures 12 to 16. (The seat post 28 is of the shock
absorbing kind and is in part the subject of my U.S. Patent
5,062,617). The spigot 32 comprises the end of a composite
cylindrical shaft 33 comprising an outer sleeve 33A made,
conveniently, of aluminium alloy, for example. The shaft 33 i8
slidable telescopically within a tube 34. Several inches of the -~
shaft 33 protrude from the uppermost end of the tube 34 and are
surrounded by a corrugated protective sleeve 35 of synthetic
plastics material. The lowermost end of shaft 33 acts against one
end of a compression spring 36 inside the tube 39. The other end
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of compression spring 36 act~ against a polymer dampener 37.
Density of polymer determines amount of spring preflsure required to
start compression of polymer. It i~ designed to compress a~ spring
is almost fully compressed for two rea~ons: 1. to stop rebound of
spring (dampens rebound); 2. fail safe to soften spring bottom out.
The end of tube 34 is peened over as indicated at 38 to retain the
threaded plug 48 sc that downwards forces on the seat post 33 are
resiliently absorbed by compression of the compression spring 36.
The protruding upper porion of shaft 33 has a keyway 39
~ 10 formed by a machined flat. When there is no load upon the shaft
;~ 33, the keyway 39 extends to a position just in~ide the tube 34.
A key 40 is located in the keyway 39 by means of a machine screw 41
which extends through a hole 48 in the tube 34 where it overlaps
the keyway 39. The screw 41 engages in a screw-threaded hole 42 in
; 15 the key 40. As can be seen from Figures 13, 15, and 14, the key 40
comprises a segment of a cylinder of substantially the same
diameter a s shaft 33. The chordal surface of the key 40 comprises
two flats 43 and 44, respectively, preferably inclined at an obtuse
angle of about 170 degrees relative to each other. As shown in
Figure 8, the flats 43 and 44 are symmetrical about the
longitudinal centre line 45 of the key, corresponding to the centre
of screw-threaded hole 42. When the seat 10 is installed, the seat
post 28 is adjusted 90 that, with the seat 10 in the straight ahead
po~ition, the key gO i~ positioned as shown in Figure 13. In this
po~ition, the flats 43 and 44 subtend equal angle~ of 5 degrees
~ with the adjacent surfaces of the juxtaposed flat ~urface of the
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18
keyway 39.
In use, therefore, the ~haft 33, and hence the seat 10,
can pivot freely up to 5 degrees each side of a central, straight-
ahead position. Pivot can also be attained by key being under
sized. Flat of key 47 can have a tolerance ~pace between key and
keyway allowing amount of pivot relevant to tolerance. 1 mm
tolerance creates 5 degrees pivot. Such an arrangement allows the
seat 10 to pivot to and fro as the rider pedals. As the left pedal
descends, and the rider's left leg travels downwards, the force
upon the left wing portion 13 will cause the seat to pivot slightly
to the left. Conversely, when the right pedal descends, the seat
10 will pivot slightly to the right. It ha~ been found that, in
practice the pedalling action usually causes the seat 10 to pivot
less than 5 degrees. The flats 43 and 44 of key 40 serve as end
stops to define the limits of such pivoting movement, but do not
repeatedly strike the keyway, so wear caused by impact i~ not a
- concern.
It is proposed to supply the seat post 28 with an extra
key 46. As shown in Figure 9, the key 46 is similar to key 40 but
differs in that it does not have a pair of flats. Instead, it has
a single flat 47 substantially equal in width to the flat surface
of keyway 39 of the shaft 33. The extra key 46 could be
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ubstituted for the "pivoting" key 40 to facilitate the aligning of
the seat post 28 and seat 10 or, if de~ired, to dispen~Q with the
pivotlng action temporarily.
Keyway, keys and cap screw only keep stem 33 froo exiting
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19
outer tube, allowing 5 degree pivot if de~ired and with flat key
with close tolerance stopping pivot. Preload of spring and tension
adjustment: cap screw threaded into bottom threaded plug with screw
end coming up against a flat washer. Turning ~crew clockwise
pushes flat washer up against polymer and spring increasing preload
for desired spring resistance (soft or firm ride). A 0.5 mm
tolerance is allowed between shaft 33 and inside of tube 34. A
Delrin slider 49 is fitted into bottom end of shaft and top of
spring 36 with a 0 tolerance to inside of tube. This stops shaft
from rubbing metal to metal as shaft moves in and out of tube.
Delrin is an epoxy resin and self lubricating and is commonly used
between two moving metal surfaces. Due to the necessity to build
22 sizes of seat post outside diameters the inside diameter must
change 5 times from 25.4 mm to 31.8 mm. For the convenience of
using same spring for several groupiq of sizes a bottom spring
centre along with top slider and spring centre keep spring from
bowing under pressure and rubbing on tube in~ide diameters.
¦~The combination of a swivelling seat post 28 and a seat
¦10 with flexible wing portions 12 and 13 significantly improves the
¦ 20 comfort for the rider and reduces fatigue and soreness.
~Thus it i9 apparent that there has been provided in
iaccordance with the invention that fully satisfies the objects,
aims and advantages set forth above. While the invention has been
described in con~unction with a ~pecific embodiment/specific
embodiments thereof, it is evident that many alternatives,
modifications and variations will be apparent to those skilled in
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the art in light of the foregoing description. Accordlngly, it is
intended to embrace all such alternatives, modifications and
variations as fall within the spirit and broad scope of the
invention.
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