Background of the invention As already widely known, the use of suspension in bicycles or in motorcycles has the main object of giving more comfort to cyclists by absorbing/buffering shocks caused by irregularities on the ground as well as it confers more safety and a better performance thus maintaining the tire in contact with the ground for a longer time whereby tension and steerability are enhanced. Initially such a function was carried out by tires and by use of arms and legs serving as springs to absorb higher shocks.

As to bicycles, there have been introduced some concepts used in suspen- sions of motorcycles (telescopic buffers, monoshock, etc.), suspension of cars (MacPerson, etc.) and even in suspension of aircraft landing gear. Many models were developed and adapted so to improve this functioning/performance. The main improvements were basically introduced in some combinations of mechanisms which serves as a spring absorbing force of impact,"stocking"its energy of compression and releasing it when returning. Mechanisms for controlling said return are called buffers and are use to render the process uniform.

Among the principal suspension systems presently used the following can be mentioned: front suspension, rear suspension, saddle suspension, bar/saddle suspension, bicycles having total suspension and their combinations.

Among the main Front Suspension systems are: Hydraulic Buffers, where the function of spring is performed by compressed air, and control system is hydraulic (fluid).

Said system is comprised of two telescopic legs joined by a bridge, or only by a buffer dis- posed in the center pressed by a system of links (in parallelogram). This is a complex sys- tem and requires too many parts, higher weight and hard maintenance. It has flexural and side torsion problems in bend and brake situations, mainly in telescopic forks.

Elastomer Buffers, where the spring function is performed by elastopolymers (elastomers), MCU (Microcellular Urethane) and the control, system is obtained by the own material characteristics (Elastopolymers). Said system can be telescopic, similar to hydraulic systems, or a linkage system which employs only one elastomer. To a satisfactory opera- tion, each inch of path requires at least the double of inches of elastomers.

Buffers of Steel Springs and Elastomers, where the spring function is per- formed by elastopolymers and steel helical spring, and the control system is achieved by the material characteristics.

Buffers of Steel Spring/Elastomers having Hydraulic System, where the spring function is performed by steel helical spring and elastomer, and the control system is performed by hydraulic piston (Thru-shaft oil piston"). The system has been developed on the basis of experience achieved in motorcross suspension, where a Mountain Bike fork was developed from a system of links in parallelograms, similar to that used in aircraft land- ing gears. The proposal is not to change the geometry features (angles and intershafts) during braking or in a bend, when the telescopic fork tend to be compressed causes the bicycle steerability characteristics to be altered. In a first stage, impacts are absorbed by the steel spring. In a second stage, the elastomer (disposed in the middle of the spring) absorbs higher impacts. Suspension path is controlled by a small hydraulic piston pivoted on two independent points of the system.

Their drawbacks reside in that they comprise a total number of 8 pistons, 4 in each side which undergo misuses and hole problems and lateral efforts in bends. Within a few months (some times less than that) of intensive use, clearance and looseness appear and an adjustment of the assembly (usually complete change of bushes and locks and sometimes change of piston oil) is required..

In Elastomer Buffers and Hydraulic Control. Both model consist of a set of elastomers disposed in the two legs (telescopic system), as a fork of common elastomers.

The difference is a small sealed oil cartridge (piston) placed in one of the legs. Their draw- backs reside in the forks of pneumatic and hydraulic system which allow less adjustability in the path due to the fact that elastomers are only compressed by screws. To change the spring, it is necessary to change the combination of elastomers in the inner portion, and that cannot be done when pedaling.

Buffers of Steel Helical Spring used in a system of telescopic fork. Their drawbacks reside in that weight is generally high due to the specific gravity of the steel spring, adjustment cannot be made. return of the path and compression cannot be con- trolled, and the fork uncontrollabily ricochets and alters the steerability of the bicycle in speedy slopes.

In Rear Suspensions, loss caused by dissipation of pedaling energy and the place at which the suspension joint pivot should be (the point which joins the suspension leg to the frame), so that the chain does not pulls the wheel by the force exerted on the pedals. The difference between the motorcycle suspension and that ideal for bicycles, mo- torcycles have great power and a mid-cyclist has about half horse of potency (300 to 400 watts) and loss of energy is tiresome. Industries researched the optimum point for the pivot, suitable materials and designs so as to avoid lateral flexibility of the frame and the optimum calibration for a spring-buffer system.

In the end of 94, there has been made a joint system consisting of a rear tri- angle in one sole piece, the central movement, pedalcrank and pedals are attached by one rigid piece isolating the driving suspension. the object of this system is to stop the move- ment induced in the suspension by tension. Design of said suspension requires a precise study of the pivot position as when pedaling in the standing up position, the suspension must lock and the saddle height (distance from the central movement to the saddle top) cannot vary due to the movement between the rear triangle and the frame.

Saddle Suspension System consists of pivots of springs, rubber, leather or spring elements. Not considered nowadays as having high performance in suspensions of two-wheeled vehicles. generally, old designs are too heavy in comparison with the equiva- lent structure of modern bicycles.

In Bar/Handlebar Suspensions for steering bars there exist those made from a material similar to rubber which bend in both wrong and correct directions, as well as aerodynamic designs which pivot along the length of the steering tube allows the bar to pivot forwards and downwards. They use a polymer piece, material as spring or a combina- tion thereof, both load supports and buffers has a mean performance. Said pieces have at least 2 cm of useful displacement and can reach a displacement of 5 cm in a more modern model. The drawback of this system resides in the weight increase.

There are nowadays several models of bicycles having Total Suspension.

Most of them use combinations of the formerly discussed systems and, consequently, pres- ent some problems. Further there are some suspension systems of high performance, light, of low friction for seat, steering bar and front and rear wheels of bicycles and other vehicles having positive control geometry of suspension and having an optimal optimized buffer of rotative or linear low friction with a logical buffering of fluid or a magnetic buffer of low static friction. said suspension system includes very low friction springs and pivots exhibiting a very low friction springs and pivots in low friction hydraulic buffers and can be used to en- hance travel, stability and noise control in all kinds of vehicles. The greatest drawback of said system is that its high efficiency brings up a high complexity.

In the case of motorcycles, most of them dot not include front balance and those having it use telescopic tubes as guide in the forks required by the suspension path are subjected to torsions and flexure, or they rest on the front wheel so as to prejudice the bends.

Objectives of the invention are: -to absorb shocks from interaction of a vehicle with the ground thus mini- mizing loss of power to overcome obstacles and protecting the driver (hands, feet and body) and equipment (wheels, structures and fittings).

-to be sensitive/smooth on slight irregularities or slow speeds and, gradually, more resistant to the increase of irregularities or higher speeds.

-to keep the tire in contact with the ground as long as possible thereby im- proving tension and control/steerability of the vehicle, even under speeding, breaking and bending conditions and on irregular surfaces.

-to be resistant do deflections in any direction which is not the direction de- sired for the suspension path. <BR> <BR> <BR> <BR> <BR> <P> -to have a front and rear path 6 inches higher.<BR> <BR> <BR> <BR> <BR> <BR> <P> -to provide a great range of suspension regulations, such as size/form/elastomer densities/types of combinations (elastomers, helical springs, torsion springs, hydraulic cartridges, etc.), depending upon use or cyclist's characteristics, soil and load carried by the vehicle.

-to allow the suspension to be controlled, set or regulated during the vehi- cle's use.

-to reduce loss (dissipation) of power when pedaling caused by absorption and resonance of the suspension.

-to prevent pedaling power dissipation (bobbing), mainly if the driver is standing up with all the body weight on the pedals, by using a brake/suspension set driven by means of handle disposed at the handlebar.

-to allow a bicycle to be built having a lower gravity center and a better weight distribution. <BR> <BR> <BR> <BR> <BR> <P> -to allow distance variation between the central motion shaft and the saddle.<BR> <BR> <BR> <BR> <BR> <BR> <BR> <P> -to provide distance variation between the central motion shaft and the rear wheel shaft.

-to provide for distance variation of the central motion shaft and the front wheel shaft. <BR> <BR> <BR> <BR> <BR> <P> -to be light.<BR> <BR> <BR> <BR> <BR> <BR> <P> -to be durable.<BR> <BR> <BR> <BR> <BR> <BR> <BR> <P> -to be resistant to weathering.<BR> <BR> <BR> <BR> <BR> <BR> <BR> <P> -to contain a joint pivot free of clearance.

-to be easily maintained, cleaned and adjustment (even under motion).

-to be of easy construction.

Said objectives are reached by a two-wheeled vehicle which comprises three independent assemblies from one another; a front balance assembly having a front wheel, a rear balance assembly having a rear wheel and a seat/handlebar assembly having a seat and a handlebar, wherein each assembly contains a structure with a portion comprising, respectively, a connection device on the edge; said assemblies being movably intercon- nected by means of a tubular member inserted in the connection devices; said tubular member internally having a vehicle shaft; and buffer devices are arranged between the

pairs of connection devices, and a steering system interconnects the handlebar with the front wheel.

Such objectives are also obtained by a two-wheeled vehicle comprising three independent assemblies; a front balance assembly having a front wheel, a rear balance assembly having a rear wheel and a seat/handlebar assembly having a seat and a handle bar, wherein each assembly includes a two piece-structure comprising, respectively, a con- nection device on the edge; said assemblies being movably interconnected by means of two tubular members inserted in each side of the vehicle, at the connection devices and buffer devices are placed between the pairs of the connection devices and a steering sys- tem interconnects the handlebar with the front wheel.

Advantages of the Invention: Therefore, said three balance assemblies designated as"Front Balance As- sembly"comprised of a front wheel support structure, the"Rear Balance Assembly"com- prised of a rear wheel support structure and the"Saddle/Handlebar Assembly"comprised of a support structure for cyclist with saddle and the steering driving system are jointed to- gether by means of a pivot which is a tube surrounding the central moving shaft, where the spring/buffer acts as near as possible the shaft and the front wheel is attached to the han- dlebar through a jointed steering system having two steering cases.

Such a configuration provides a better distribution/utilization of weight-big- ger path of balances in relation to the"springs/buffers"path-due to its"lever"aspect while it acts at the same time as a suspension for the saddle, pedals and for the steering driving system (handlebar), thus absorbing/buffering shocks even under acceleration, braking, bending conditions or on irregular ground.

As the rear balance is jointed exactly at the same point of the central moving shaft which drives tension to the chain practically eliminates power dissipation by means of torque from said chain tension.

In order to prevent (bobbing) pedaling power dissipation, mainly when the driver is standing up with all his body weight on the pedals, a brake/suspension adjustment which is driven by a handle is disposed on the handlebar.

The jointed steering system having two steering cases and stop mechanism which is attached to the handlebar moving shat in one edge thereof and to the fork moving shaft, in the other edge thereof, allows to keep steerability and control of the vehicle even when distance variations and/or angles between the steering cases occur. Said steering system with front balance, due to its characteristics of being fixed immediately above the front wheel implies a lesser lever of the fork where forces are exerted on bend, brakes or on shocks of obstacles, thereby significantly reducing tension which would cause torsion or flexion of the assembly. Furthermore, its lesser weight to be steered implies a lower moment of inertia, which makes lighter and smoother the steering driving movement.

As to the advantages of the system claimed by the present invention, it can be said that said invention is easily built and easily maintained, durable, light, requires a small number of parts and exhibits simple mechanisms when compared to designers al- ready known from the state of the art. Such advantages will be apparent upon the following detailed description of the invention accompanied by the drawings.

Elastomers and/or torsion springs, and/or hydraulic cartridges employed with the function of spring/buffer which are combined in said suspension type and associated with the brake/adjustment mechanism allows a great number of adjustments even during pedaling thus making the vehicle suitable for the intended use and driver's characteristics.

To a better comprehension, a detailed description of the invention and refer- ences to drawings will be given below.

Detailed Description of the Invention: Figure 1 is a side view of a"Bicycle having jointed frame, suspension with front and rear balance and jointed steering including two steering cases".

Figure 2 is a perspective view of a"Bicycle having jointed frame, suspension with front and rear balance and jointed steering including two steering cases".

Figure 3 is a side view of the"Front Balance Assembly".

Figure 4 is a perspective view of the"Front Balance Assembly".

Figure 5 is an exploded view of the"Front balance Assembly".

Figure 6 is a side view of the"Rear Balance Assembly".

Figure 7 is a perspective view of the"Rear Balance Assembly".

Figure 8 is an exploded view of the"rear Balance Assembly".

Figure 9 is side view of the"Saddle/Handlebar Assembly".

Figure 10 is a perspective view o the"Saddle/Handlebar Assembly".

Figure 11 is an exploded view of the"Saddle/Handlebar Assembly".

Figure'11 a'is a side view of the steering System.

Figure 12 is a side view of the jointed Steering Figure 13 is a perspective view of the jointed steering.

Figure 14 is a perspective view of the jointed frame.

Figure 15 is an exploded view of the jointed frame.

Figure 16 is a perspective view of the kit.

Figure 16a and 17 are perspective views with transparency of the kit.

Figure 18 is a perspective view of the suspension adjustment system.

Figure 19 shows a detail of the tube/pivot, washer/stop mechanism and stem of suspension adjustment.

Figure 20 shows a detail of the tube/pivot, washer/stop mechanism and washer/stop mechanism with thread.

Figure 21 is an exploded view of the kit.

Figure 22 is a top view with transparency of the brake/suspension adjustment system.

Figure 23 are examples of elastomer configurations.

Figure 24 is a perspective view of an embodiment of the invention referring to a motorcycle.

The present invention refers to a bicycle comprised of three assemblies con- sisting of independent parts, said parts being jointed between one another by means of a tube/pivot (1) which surrounds the central movement shaft (2) of the bicycle (Figures 1 and 2). Said tube (1) functions as pivot to articulate the"Front Balance Assembly" (Figures 3,4 and 5), the"Rear Balance Assembly" (Figures 6,7 and 8) and the"Saddle/Handlebar As- sembly" (figures 9,10 and 11) thus forming the jointed frame of the bicycle as illustrated in Figures 15 and 16. Due to a characteristic of the jointed frame pivoted on the central movement (2), distance between the central movement shaft (2) and the front wheel shaft in the"Front Balance Assembly"does not vary, which improves the behavior of the vehicle when braking; distance between the central movement shaft (2) and the rear wheel shaft in the"Rear Balance Assembly does not vary which improves its behavior during accelera- tions, and distance between the central movement shaft and the saddle in the "Saddle/Handlebar Assembly"does not vary, which keeps ideal posture for sit pedaling.

The first set of parts designated as"Front Balance Assembly" (Fig. 3.4 and 5) comprises a front balance tube (3) the edge of which receives the tube of the lower steering case (4) attached to the balance tube (3). Said steering case which is part of the jointed steering system (Figures 12 and 13) allows torque to be transmitted even when there is no variation of distance and/or angles between the"steering cases"thus vehicle steerability is maintained and handlebar controls are driven from handlebar (5) to the front wheel mechanism (9) without, however, transmitting to the vehicle driver's hands such vi- brations and shocks suffered from said parts which are in contact with the ground. The tube of the lower steering case (4) has in its inner portion a tube/shaft of the sleeve of the lower crosshead (8) which secures the fork (9) through a nut (10) on its edge, which headcross is connected to the edges of lower stems (11) of the V-joint. Said stems (11) include a struc- tural reinforcement (12) limits the extreme opening of V-joint thus acting as an opening stopping/limiting mechanism. One or more bearings (13) resting on the upper stems (15) of the V-joint are engaged in the edges of stems (11). In its other edge, an U-sleeve formed of parallel plates (16) wherein a hole (17) is made in each of said plates is secured to said tube (3) in order to allow the tube of the central movement (1) to operate as a shaft/pivot of the joint. Said U-sleeve contains two structural reinforcements (18 and 19) serving as sup- port/base for elastomers (20) and for the hydraulic cartridges (21), which are employed having the function of the spring/buffer. Said supports/bases (18 and 19) of elastomers (20) and hydraulic cartridges (21) are attached in a form and at such angles so as to uniformly press elastomers (20) and hydraulic cartridges (21), and distributing forces as near as pos-

sible the shaft of the central movement (2). Said two plates (16) of the U-sleeve in the <BR> <BR> <BR> <BR> "Front Balance Assembly"comprises notches made at an angle 6 to provide a greater opening of the jointed frame, whereby engagement of elastomers (20) and/or hydraulic car- tridges (21) is facilitated.

The second assembly of parts designated as"Rear balance Assembly" (Figs.

6,7 and 8) includes the rear balance tube (22), one edge of which receiving the rear wheel (23). Said wheel (23) is attached to the tube of balance (22) by means of"hooks" (24) so as to maintain the center of gravity as low as possible. A U-sleeve formed of parallel plates 925) wherein a hole (26) is made in each of said plates is fixed to the other edge of tube (22) so as to allow the tube of central movement (1) to act as joint shaft/pivot. Notches at angle 8 are made on plates (25) of the U-sleeves in the"Rear Balance Assembly"so as to provide a greater opening of the jointed frame by means of which engagement of elastom- ers (20) and/or hydraulic cartridges (21) is facilitated. U-sleeve includes two structural rein- forcements (27 and 28) serving as support/base for elastomers (20) and hydraulic car- tridges (21) used to have the function of spring/buffer. Said supports/bases (27 and 28) of elastomers (20) are secured in a form and at such an angle so as to press uniformly press same and thus distributing forces as near as possible the shaft of central movement (2). A brake system for the bicycle rear wheel (23) is further disposed in the rear balance tube (22).

The third assembly of parts designated as"Saddle/handlebar Assembly" (Figs 9,10 and 11) is formed of tubes and has three parts. The first part is comprised of a tube/support (29) for the saddle pillar. The second part includes an U-sleeve formed of par- allel rectangular plates (30) wherein a hole is made on each of said plates (31) so as to al- low the tube of the central movement (1) to operate as shaft/pivot of the joint and comprises two structural reinforcements (32) which serve as support/base for elastomers (20) and for hydraulic cartridges (21) employed to have the function of spring/buffer. Said sup- ports/bases (32) are fitted in a form and at such angles so as to uniformly press elastomers (20) and/or hydraulic cartridges (21) and distributing forces as near as possible the shaft of the central movement (2). The third edge includes a support tube (33), the tube of the upper steering case (34) is secured to said support tube (33) and a tube/shaft (35) which is con- nected by a sleeve (36) with upper crossheads to the upper stems (15) of V-joint with crossheads is disposed in the inner portion of the tube of the upper steering case (34). Said stems comprise a reinforcement (37) at the extended edges (38), an elastomer (39) being fitted to said edges, which serves as a stop mechanism to limit the upper and lower path. It

serves as upper stop mechanism when same limits opening of the V-joint by striking the structural reinforcement (12) of the V-joint lower stems (11), and it serves as lower stop mechanism when it strikes the tube of the lower steering case (4). One or more bearings resting on the V-joint vertex shaft (14), which will be pivoted on the edges of the lower stems (11), are engaged in the edges of the upper stems (15). The forward portion of han- dlebar (40) is fixed to the upper steering case tube/shaft (35), said saddle being made from folded slab at an angle ß which is resistant to undesirable torsion and flexion movements of the driver and is perforated at the points where the tube/shaft (35) of the upper crosshead (36) goes through. Said shaft (35) can be in a rectangular, square, elliptical or hexagonal form, or may have a tear having a lock washer so as to prevent a clearance in the steering driving and it has a thread arranged at the edge opposed to that of the sleeve of the crosshead (36), wherein a nut (41) is placed therein to fit the slab of the forward portion (40) to the upper steering case assembly. Saddle (5) e secured by welding, screwing or pressing it to the slab. Controls (handle (42)/driving system) of the brake/suspension adsjutment (Figures 25,26 and 27) besides driving systems/handles of brake systems and speed gears are attached to the saddle by clamps.

The mechanism which links the"Saddle/handlebar Assembly"to the"Front Balance Assembly"allowing the driver to steer his vehicle through the front wheel/fork movement is a steering system designated as jointed steering having two steering cases (Figures 11 a, 12 and 13) so as to maintain vehicle control/steerability even when distance variation and/or angles between the"steering cases"transmitting handlebar (5) controls without however transmitting to the driver's hands vibrations and shocks suffered by steer- ing mechanism parts which are in contact with the ground. Jointed steering (Figures 12 and 13) drives movements of the handlebar (5) which is secured to the upper"steering case tube/shaft (35) by means of the forward portion of the handlebar (40). The crosshead sleeve (36), or ball joint, is secured to the lower shaft, which is connected to the edges of the V-joint upper stems (15) having extensions (38), and an elastomer (39) is disposed at the extended edges. Said stems (15) comprises a structural reinforcement. Said V-joint upper stems (15) are connected to the V-joint lower stems (11) through holes located at the stem edges wherein one or more bearings resting on the V-joint vertex shaft (14) are fitted to the stem edges. Said V-joint edge (14). Said V's shaft (14) may optionally have a guide tube (44). Further in said jointed steering mechanism crossheads can be replaced by uni- versal joints, or the entire assembly by a cable/stem steering system, or by any other mechanism having the ability of performing the same function. Figure 11 a shows individu-

ally in detail the steering system according the invention, which comprises an upper crosshead (36) having a tube/shaft (35) protruding upward; a lower crosshead (8) having a tube/shaft (7) protruding downward and a V-joint linking two crossheads, said joint com- prising an upper stem (15), a lower stem (11) and a bearing (13) with a shaft (14) articu- lately interconnecting the two stems, and a stop mechanism (39) which limits articulation movement is engaged under an extension (38) of the upper stem (15) and a buffer element (55) is internally disposed between the stems.

Such as in bicycles employing TTU systems or in any other bicycle equipped with rear or total suspension, the basic behavior of a vehicle will depend on the localization of the pivot around which a suspension moves. The selection of the tube (1) surrounding the shaft of the central movement as a joint pivot of the"Front Balance Assembly","Rear Balance Assembly"and"Saddle/handlebar Assembly"allows the three assemblies to be articulated at one sole point, thus forming a jointed frame where the vehicle driver is hang- ing between the front wheel (6) and rear wheel (23) shafts and has all advantages formely mentioned. The central movement tube/pivot can be replaced by a set of six bearings, ex- cepting the same function, resting on the same central movement shaft and each bearing supports each plate of the U-sleeves.

Said joint tube/pivot (1) is a rounded section having an inner diameter higher than the shaft of the central movement (2) having inner threads equal to that central move- ment tubes used in the present bicycles, wherein a washer/stop mechanism (45) is secured to said tube (9) at the edge facing the chain and serves as shelter/stop mechanism for the assemblies jointed articulated therein, locked in the parallel plate (25) of the rear balance U- sleeve by a pin (53), or sprocket (being fixed on teeth provided on the washer/stop mecha- nism), and, its other edge is in the form of an outer thread (46) which receives the driving stem (47) of the brake/suspension hand adjustment (Figures 18 and 22), and/or another washer/stop mechanism (54) provided with inner thread compatible with the function of pressing walls/plates (16,25 and 30) of the U-sleeves of the"Front Balance Assembly" (Figures 3,4 and 5),"Rear Balance Assembly" (Figures 6,7 and 8) and"Saddle/Handlebar Assembly" (Figures 9,10 and 11) and spacing rings (49), which can be built from material similar to that used in clutch discs (as asbestos and their combinations), are positioned be- tween the plates (16,25 and 30) of U-sleeves. Said spacing rings (49) can also be made from nylon, teflon, seleron, etc., and may contain directional grooves which cause a higher friction in one direction so as to act as control/buffer.

Engagement of said assemblies are kept by using the tube/pivot (1) de- scribed above as a pin which passes through the holes (17,26 and 31) located plates (16, 25 and 30) of the U-sleeves, of the spacing rings (49), of the stem (47) of the brake/suspension hand-adjustment and of the tube/central spacer (50). said tube/pivot (1) has an outer diameter slightly lower than the diameters of the holes (17,26 and 31) and holes of parts (45,47,49 and 50) to as to provide a tight engagement to allow said "Assemblies"to move.

As it can be inferred from Figures 14 and 15, assembling sequence of en- gagement of the balances is from inside to outside beginning from U-sleeve of the"Rear Balance Assembly"the inner portion of which has the U-sleeve of the"Front Balance As- sembly". Said U-sleeve of the"Front Balance Assembly"has an outer size slightly lesser than the inner size of the sleeve of the"Rear Balance Assembly". The inner portion of said U-sleeve of the"Front Balance Assembly"receives the U-sleeve of the Saddle/Handlebar.

Said U-sleeve of the"Saddle/handlebar Assembly"has an outer size slightly lesser than the inner size of the U-sleeve of the"Front Balance Assembly". Spacing rings (49) of sufficient thickness to allow a tight engagement of the sleeves and to serve to modify the friction be- tween walls/plates (16,25 and 30) of the U-sleeves upon control of suspension adjustment are placed between said U-sleeve walls/plates (16,25 and 30) of the three assemblies. A tube/spacer (50) is secured to the inner portion of the U-sleeve of the"Saddle/Handlebar Assembly in order avoid deformation caused compression of the sleeves. Said spacing tube is also traversed by the tube/pivot (1) and has a length slightly lesser than the size of the U- sleeve of the Saddle/handlebar Assembly and has a thickness sufficient to support the ex- erted compression. In accordance with the aforesaid, said engagement/joint system of the Assemblies of parts is traversed by the tube/pivot (1) wherein one of its edges receives a washer/stop mechanism (45) which acts as a stop of the assembly locked in the U-sleeve of the rear balance by means of a pin (53), and, the other edge comprises a thread (46) which receives the stem (47) of the suspension adjustment (Figure 18), and serves to in- crease/reduce the compression between the walls (16,25 and 30) of the sleeves and the spacing rings (49) thus modifying the friction and, consequently, the suspension operation.

Alternatively, said edge can be provided with a washer/stop mechanism having a thread (54) wherein diameter, thread and thickness/wall to maintain said assembly posi- tioned/pressed in order not to have an active control of the suspension.

Said stem (47) of the brake driver/suspension adjustment is hand-controlled even when a vehicle is moving, going up/down, braking/accelerating, turning, etc., by

means of a driving handle (42) which will be arranged in the handlebar (5) and is secured to the driving stem (47) through a cable having a conduit (51) and a back spring (52) and this allows to adjust operation of the spring/buffer assembly and even allows to completely lock the suspension, so that a vehicle can behave as a rigid bicycle and, as a result, pedaling power dissipation (under sprint situations) is avoided.

The referred to joint/engagement system pivoting on a sole point the "Assemblies"which form the"jointed frame" (Figures 14 an 15) allows that a bicycle having total suspension (wheels, saddle, handlebar/bar and pedal) (Figures 1 and 2) can be built wherein the spring/suspension function is performed as near as possible the central move- ment shaft (2) and the vehicle's driver is hanging between the front (6) and rear (23) wheels. Due to this arrangement alteration in a vehicle geometry, better weight distribution, larger path of rear and front suspension, lower power dissipation when overcoming obsta- cles can be achieved.

As can be seen from Figures 16,16a, 17 and 21, a suspension function (spring/buffer) is achieved by disposing elastomers (20) and/or hydraulic cartridges (21) between support/bases (18,19,27,28 and 32), as near as possible the central movement shaft, which serve as structural reinforcements of U-sleeves of the"Assemblies" (Figures 3 to 11). Angle (a) of vertex of the support/reinforcement (18,27 and 32) which are equal to angles (8) of inclinations of the notches, where support/reinforcements (19 and 28) of U- sleeves of the assemblies are welded which is measured so that when the balances are moving, compression on elastomers (20) and/or hydraulic cartridges (21) is uniformly ex- erted. Uniform distribution of elastomers, and/or helical springs, and/or torsion springs, and/or hydraulic cartridges provides uniform distribution of stress as well as prevents wear of the tube/pivot (1). If hydraulic cartridges used are of that typo which allows flow control- ling, There can be obtained in addition to buffering function which controls release of accu- mulated power by a"spring function", thus another brake system/suspension adjustment is achieved.

Said elastomers (20) can be secured by engagement using the above men- tioned opening method, or they can be placed in a liquid form in molds or making use of the form to be filled in the piece and then cured in situ. Said elastomers (20) can be replaced by helical springs, and/or torsion springs, and/or hydraulic cartridges, and/or any other mecha- nisms or element serving as spring, and said hydraulic cartridges (21) can also be replaced by any other mechanism having the same function as control/buffer.

In addition to countless variations provided by different possible combinations of elastomers, springs, hydraulic cartridges, the suspension function comprising elastomers can be modified by varying form densities and forms of the elastomers. Among the em- ployed elastomer forms, those elastomers having hour-glass (Figure 23) has an active func- tioning with a gradual increase of elastomer hardness making the suspension sensi- tive/smooth en slight irregularities/speeds as well as gradually more resistant when urged.

Further the four elastomers used in accordance with the present invention can be replaced by two elastomers and the two hydraulic cartridges can be replaced by only one cartridge. The hydraulic cartridge can also be replaced by a stop mechanism adjustable by a fastening screw.

By only using plates of the U-sleeves (16,25 and 30) and their sup- ports/reinforcements (18,19,27,28 and 32) articulated by the tube/pivot (1) surrounding the central movement shaft (2) having their respective elastomers (20), hydraulic cartridges, spacing rings (49), washer/stop mechanism (45), brake stem/adjustment (47) a kit, assem- bly, module (Figures 16,17,18) can be obtained which serve as base for the manufacture of several models of bicycle frames having all the features of the bicycle formerly described (Figures 1 and 2).

Said bicycle (Figures 1 and 2) and said kit (Figures 16,16a, 17 and 21) can be manufactured/built from steel, aluminum, carbon fiber, chromium-molybdenum, high, etc., compacting composites. This provides a great range of designs and weight/resistance in accordance with material characteristics.

Figure 24 is a perspective view of the left side of an embodiment of the in- stant invention showing a motorcycle comprising the engine 54 and the three independent assemblies as already describe in former Figures. Said motorcycle employs two intercon- nection kits of the referred to three independent assemblies, that is, a kit disposed in the right side and the other kit disposed in the left side. Therefore, a right side view of the mo- torcycle is equal to the view shown in this Figure.