Введение
Тип велосипеда
Type of bicycle
Лежачий велосипед – это велосипед, в котором велосипедист располагается в полулежачем, расслабленном положении. Некоторые велосипедисты выбирают этот тип конструкции по эргономическим соображениям: вес тела распределяется более равномерно по большей площади, опираясь на спину и ягодицы. На традиционном вертикальном велосипеде вес тела приходится целиком на небольшую область седалищных костей, стопы и руки. Другие могут предпочесть лежачий велосипед из-за аэродинамических преимуществ некоторых моделей: полулежачее положение тела с вытянутыми вперед ногами создает меньшее сопротивление воздуху. Лежачие велосипеды значительно быстрее вертикальных, однако они были запрещены Международным союзом велосипедистов (UCI) в 1934 году. В настоящее время организацией соревнований на лежачих велосипедах и регистрацией рекордов занимаются Всемирная ассоциация транспортных средств с человеческим приводом (WHPVA) и Международная ассоциация транспортных средств с человеческим приводом (IHPVA). Лежачие велосипеды представлены в широком разнообразии конфигураций, включая: различную длину колесной базы (от длинной до короткой); колеса разных размеров (большие, маленькие или комбинированные); управление сверху, снизу или без использования рук; а также задний или передний привод. Трехколесная версия лежачего велосипеда называется трициклом.
A recumbent bicycle is a bicycle that places the rider in a laid back reclining position. Some recumbent riders may choose this type of design for ergonomic reasons: the rider's weight is distributed comfortably over a larger area, supported by back and buttocks. On a traditional upright bicycle, the body weight rests entirely on a small portion of the sitting bones, the feet, and the hands. Others may choose a recumbent because some models also have an aerodynamic advantage; the reclined, legs forward position of the rider's body presents a smaller frontal profile. Recumbents are much faster than upright bicycles, but they were banned by the Union Cycliste Internationale (UCI) in 1934. Recumbent races and records are now overseen by the World Human Powered Vehicle Association (WHPVA) and International Human Powered Vehicle Association (IHPVA). Recumbents are available in a wide range of configurations, including: long to short wheelbase; large, small, or a mix of wheel sizes; overseat, underseat, or no hands steering; and rear wheel or front wheel drive. A variant with three wheels is a recumbent tricycle.
Описание
Лежачие велосипеды можно классифицировать по длине колесной базы, размеру колес, системе рулевого управления, наличию или отсутствию обтекателя, а также по типу привода – переднего или заднего.
Recumbents can be categorized by their wheelbase, wheel sizes, steering system, faired or unfaired, and front wheel or rear wheel drive.
Колесная база
У моделей с длинной колесной базой (LWB) педали расположены между передним и задним колесами; у моделей с короткой колесной базой (SWB) педали расположены перед передним колесом; у компактных моделей с длинной колесной базой (CLWB) педали расположены либо очень близко к переднему колесу, либо над ним. Внутри этих категорий существуют различные варианты, промежуточные типы и даже конструкции с возможностью трансформации (LWB в CLWB) – не существует "стандартного" веломобиля с горизонтальным положением.
Long wheelbase (LWB) models have the pedals located between the front and rear wheels; short wheelbase (SWB) models have the pedals in front of the front wheel; compact long wheelbase (CLWB) models have the pedals either very close to the front wheel or above it. Within these categories are variations, intermediate types, and even convertible designs (LWB to CLWB) – there is no "standard" recumbent.
Размеры колес
Заднее колесо велосипеда-реклайнера обычно расположено за велосипедистом и может быть любого размера, от примерно 700c (или 27″ на некоторых старых моделях, как на вертикальных дорожных велосипедах того времени) до размера вертикального гоночного велосипеда. Переднее колесо обычно меньше заднего, хотя многие реклайнеры оснащаются двумя колесами размером 26 дюймов (ISO 559), 650c (ISO 571), 700c (ISO 622) или даже 29 × 4″ внедорожными покрышками увеличенного размера. Учитывая более высокое сопротивление качению меньшего переднего колеса, потеря управляемости и контроля несколько более вероятна при попытке резких или быстрых изменений направления при преодолении участков с рыхлой грязью, песком или гравием. Колеса большего диаметра обычно имеют меньшее сопротивление качению, но более высокий профиль, что приводит к большему аэродинамическому сопротивлению. Энтузиасты гонок также утверждают, что они более стабильны, и хотя велосипед с более высоким центром тяжести легче балансировать, широкое разнообразие конструкций реклайнеров делает такие обобщения ненадежными. Еще одно преимущество одинакового размера обоих колес заключается в том, что велосипеду требуется только один размер камер. Распространенной конфигурацией является заднее колесо ISO 559 (26 дюймов) и переднее колесо ISO 406 или ISO 451 (20 дюймов). Комбинация маленького переднего и большого заднего колеса используется для того, чтобы педали и переднее колесо не задевали друг друга, избегая проблемы, известной как "удар пяткой" (когда пятки велосипедиста задевают колесо в крутых поворотах) на реклайнерах с короткой колесной базой. Конструкция с поворотным передним приводом (PBFWD, также известная как реклайнер с подвижной нижней скобкой) также решает проблему удара пяткой, поскольку педали и переднее колесо поворачиваются вместе. Велосипеды PBFWD могут быть оснащены двумя колесами или колесами большего размера.
The rear wheel of a recumbent is usually behind the rider and may be any size, from around to the 700c (or 27″ on some older models, as on upright road bikes of that time) of an upright racing cycle. The front wheel is commonly smaller than the rear, although a number of recumbents feature dual 26 inch (ISO 559), 650c (ISO 571), 700c (ISO 622), or even 29 × 4″ oversize all terrain tires. Given the higher rolling resistance of the smaller front wheel, loss of steering and control are somewhat more likely attempting sharp or quick changes of direction while crossing over patches of loose dirt, sand or pebbles. Larger diameter wheels generally have lower rolling resistance but a higher profile leading to higher air resistance. High racer aficionados also claim that they are more stable, and although it is easier to balance a bicycle with a higher center of mass, the wide variety of recumbent designs makes such generalizations unreliable. Another advantage of both wheels being the same size is that the bike requires only one size of inner tube. One common arrangement is an ISO 559 (26 inch) rear wheel and an ISO 406 or ISO 451 (20 inch) front wheel. The small front wheel and large rear wheel combination is used to keep the pedals and front wheel clear of each other, avoiding the problem on a short wheelbase recumbent called "heel strike" (where the rider's heels catch the wheel in tight turns). A pivoting boom front wheel drive (PBFWD aka moving bottom bracket recumbent) configuration also overcomes heel strike since the pedals and front wheel turn together. PBFWD bikes may have dual wheels or larger.
Движение
Большинство велосипедов-реклайнеров имеют шатуны, прикрепленные к буму, закрепленному на раме, с длинной приводной цепью для заднего привода. Однако, из-за близости шатунов к переднему колесу, передний привод (FWD) может быть альтернативой, позволяющей использовать значительно более короткую цепь. Одна из конструкций требует небольшого скручивания цепи для обеспечения возможности руления. Другая конструкция, FWD с поворотным бумом (PBFWD), имеет шатунную группу, соединенную с передней вилкой и движущуюся вместе с ней. Помимо значительно более короткой цепи, преимущества PBFWD включают возможность использования более крупного переднего колеса для снижения сопротивления качению без задевания пяткой (можно крутить педали во время поворота) и задействование верхней части тела при спринте или подъеме в гору. Основной недостаток всех конструкций FWD – это пробуксовка колеса при подъеме на крутые холмы, покрытые рыхлым гравием, мокрой травой и т.п. Это в основном касается райдеров, катающихся по бездорожью, и может быть уменьшено путем переноса веса вперед, поддержания постоянного давления на педали и использования шин с более агрессивным протектором. Еще одним недостатком PBFWD для некоторых райдеров является немного более длительный период адаптации из-за привыкания к эффекту управления педалями (силы, приложенные к педалям, могут фактически управлять велосипедом). Начинающие райдеры, как правило, отклоняются от прямой траектории, пока не освоят сбалансированное вращение педалей. После адаптации на реклайнере PBFWD можно ехать по прямой, как и на любом другом велосипеде, и даже точно управлять им только ногами. В настоящее время единственным производимым реклайнером PBFWD является Cruzbike, который имеет традиционную ось рулевого управления, аналогичную большинству стандартных и реклайнерных велосипедов. Компания Flevobike ранее выпускала велосипед с центральным рулевым управлением и передним приводом, похожий на Python Lowracer. Еще одна разновидность трансмиссии – гребные велосипеды, где райдер гребет руками и ногами.
Most recumbents have the cranks attached to a boom fixed to the frame, with a long drive chain for rear wheel drive. However, due to the proximity of the crank to the front wheel, front wheel drive (FWD) can be an option, and it allows for a much shorter chain. One style requires the chain to twist slightly to allow for steering. Another style, pivoting boom FWD (PBFWD), has the crankset connected to and moving with the front fork. In addition to the much shorter chain, the advantages to PBFWD are use of a larger front wheel for lower rolling resistance without heel strike (you can pedal while turning) and use of the upper body when sprinting or climbing. The main disadvantage to all FWD designs is "wheelspin" when climbing steep hills covered with loose gravel, wet grass, etc. This mainly affects off road riders, and can be ameliorated by shifting the weight forward, applying steady pressure to the pedals, and using tires with more aggressive tread. Another disadvantage of PBFWD for some riders is a slightly longer "learning curve" due to adaptation to the pedal steer effect (forces applied to the pedal can actually steer the bike). Beginner riders tend to swerve along a serpentine path until they adapt a balanced pedal motion. After adaptation, a PBFWD recumbent can be ridden in as straight a line as any other bike, and can even be steered accurately with the feet only. Cruzbike is the only PBFWD recumbent currently in production, and features a traditional steering axis similar to most standard and recumbent bikes. Flevobike formerly produced a center steered FWD bike similar to the Python Lowracer. Yet another drive train variation is on rowing cycles where the rider rows using arms and legs.
Велосипеды с подвеской
Современные велосипеды с лежачим положением все чаще оснащаются передней и задней системами подвески для повышения комфорта и сцепления с дорогой на неровной местности. На велосипедах с лежачим положением применяются пружинные, эластомерные и пневматические системы подвески, с масляным или воздушным демпфированием в вилках и задних амортизаторах. Развитие полностью подвешенных горных велосипедов способствовало разработке этих конструкций, которые часто используют многие из тех же деталей, адаптированных для использования в лежачем положении.
Modern recumbent bikes are increasingly being fitted with front and rear suspension systems for increased comfort and traction on rough surfaces. Coil, elastomer, and air sprung suspension systems have all been used on recumbent bikes, with oil or air damping in the forks and rear shock absorbers. The maturation of fully suspended conventional mountain bikes has aided the development of these designs, which often use many of the same parts, suitably modified for recumbent use.
Обливки
Некоторые велосипедисты оснащают свои велосипеды аэродинамическими обтекателями. Они могут снизить аэродинамическое сопротивление и помочь райдеру оставаться в тепле и сухости в холодную и влажную погоду. Обтекатели также доступны для велосипедов с прямой посадкой, но встречаются гораздо реже. Полностью закрытые велосипеды и трициклы считаются веломобилями.
Some riders fit their bikes with aerodynamic devices called fairings. These can reduce aerodynamic drag and help keep the rider warmer and drier in cold and wet weather. Fairings are also available for upright bikes, but are much less common. Fully enclosed bikes and trikes are considered velomobiles.
Места
Сами сиденья могут быть выполнены либо из сетки, плотно натянутой на каркас, либо из мягких подушек на жестких основаниях, как, например, на изображении Stinger, которые могут быть отлиты или собраны из листовых материалов. В Европе чаще встречаются сиденья с жестким корпусом, а в США – сетчатые.
The seats themselves are either of mesh stretched tightly over a frame or foam cushions over hard shells like the Stinger pictured, which might be moulded or assembled from sheet materials. Hard shell seats predominate in Europe, mesh seats in the USA.
Лежачие велосипеды
При правильном оборудовании и конструкции лежачие велосипеды можно использовать для езды по грунтовым дорогам и бездорожью, как и обычные горные велосипеды. Из-за более длинной колесной базы и положения велосипедиста, зафиксированного в сиденье, лежачие велосипеды сложнее использовать на узких, извилистых грунтовых трассах. Колеса большого диаметра, горные передачи и конструкции, специально разработанные для бездорожья, применяются с 1999 года. Конструкции с вынесенными вперед шатунами, облегчающие подъемы стоя, такие как RANS Dynamik, также подходят для езды по бездорожью.
With the right equipment and design, recumbent bikes can be used for riding unpaved roads and offroad, just as with conventional mountain bikes. Because of their longer wheelbase and the manner in which the rider is confined to the seat, recumbents are not as easy to use on tight, curving unpaved singletrack. Large diameter wheels, mountain gearing and off road specific design have been used since 1999. Crank forward designs that facilitate climbing out of the saddle, such as the RANS Dynamik, also can be used off road.
Низкоскоростные
Лоу-расеры – это тип велосипеда-реклайнера, более распространенный в Европе среди любителей гонок. Обычно они оснащаются двумя 20-дюймовыми колесами или 26-дюймовым колесом сзади и 20-дюймовым колесом спереди. Сиденье располагается между колесами, а не над ними. Благодаря крайне развальному положению и тому, что велосипедист сидит на одной линии с колесами, а не над ними, этот тип является самым аэродинамичным среди реклайнеров без обтекателя.
Lowracers are a type of recumbent more common in Europe among racing enthusiasts. These typically have two 20″ wheels or a 26″ wheel at the rear and 20″ wheel at the front. The seat is positioned between the wheels rather than above them. The extreme reclined position, and the fact that the rider is sitting in line with the wheels rather than atop them, makes this type the most aerodynamic of unfaired recumbents.
Высокоскоростные гонщики
Высокоскоростные велосипеды (хайрейсеры) отличаются использованием двух больших колес (обычно ISO 559, 650c или 700c). Это требует более высокого расположения каретки, чем у низкоскоростных велосипедов (лоурейсеров), чтобы ноги велосипедиста находились над передним колесом, а это, в свою очередь, обуславливает более высокое сиденье. Посадка может быть аналогичной посадке на лоурейсере, обеспечивая схожую аэродинамику. Слово "racer" в названии указывает на то, что это часто имеет место, поскольку эти велосипеды ориентированы на скорость. Хайрейсеры, как правило, более маневренны, чем лоурейсеры, поскольку их более высокий центр тяжести облегчает сохранение равновесия на низких скоростях. Однако сторонники лоурейсеров утверждают, что их конструкция быстрее благодаря аэродинамике, поскольку тело велосипедиста находится на одной линии с колесами, что снижает сопротивление воздуха. Травмы бедра и локтя встречаются у хайрейсеров чаще, чем у лоурейсеров, из-за большей высоты падения. Однако такие травмы очень редки и редко бывают серьезными.
Highracers are distinguished by using two large wheels (usually ISO 559, 650c or 700c). This necessitates a higher bottom bracket than on a lowracer so that the rider's legs are above the front wheel, and this in turn requires a higher seat. The seating position may be otherwise identical to that on a lowracer allowing similar aerodynamics. "Racer" in the name implies that this will often be the case, since these bikes strive for speed. Highracers are generally more maneuverable than lowracers since their higher center of mass make them easier to balance at lower speeds. However, lowracer proponents reply that their design is faster due to aerodynamics. The reasoning is that the riders body is in line with the wheels, reducing drag. Hip and elbow injuries are more common on highracers than on lowracers due to the greater height from which the rider can fall. However, the injuries are very rare and seldom serious.
Велосипеды с полуподвижным приводом и с ручным приводом
Велосипеды, использующие промежуточные позиции между традиционной вертикальной посадкой и лежачей, называются полулежачими или с выдвинутым кареточным узлом. Как правило, они предназначены для неспешной езды, и комфорт с удобством использования являются их основными задачами, в ущерб аэродинамике.
Bicycles that use positions intermediate between a conventional upright and a recumbent are called semi recumbent or crank forward designs. These generally are intended for casual use and have comfort and ease of use as primary objectives, with aerodynamics sacrificed for this purpose.
Тандемные лежачие
Как и обычные велосипеды, лежачие велосипеды производятся и продаются с несколькими сиденьями, объединяя преимущества лежачего положения с преимуществами тандемов. Чтобы не увеличивать колесную базу сверх необходимого, в тандемных лежачих велосипедах часто размещают шатунную систему второго велосипедиста под сиденьем первого. Распространенной конструкцией для двух едущих в лежачем положении является "социальный тандем", где оба велосипедиста сидят рядом друг с другом. Существуют также гибридные конструкции лежачих велосипедов, такие как Hase Pino Allround, использующие лежачего второго велосипедиста спереди и обычного первого велосипедиста сзади.
Just as with upright bicycles, recumbents are built and marketed with more than one seat, thus combining the advantages of recumbents with those of tandem bicycles. In order to keep the wheelbase from being any longer than absolutely necessary, tandem recumbents often place the stoker's crankset under the captain's seat. A common configuration for two riders in the recumbent position is the sociable tandem, wherein the two riders ride side by side. There are also hybrid recumbent designs such as the Hase Pino Allround that utilize a recumbent stoker in the front, and an upright pilot in the rear.
Лежачие трехколесные велосипеды
Лежачие трехколесные велосипеды (трики) тесно связаны с лежачими велосипедами, но имеют три колеса вместо двух. Три колеса могут быть расположены двумя способами: у дельта-триков одно переднее колесо и два задних, а у тадполь-триков – два передних колеса и одно заднее.
Recumbent tricycles (trikes) are closely related to recumbent bicycles, but have three wheels instead of two. The three wheels can be arranged in two ways: delta trikes have one front wheel and two rear wheels, while tadpole trikes have two front wheels and one rear wheel.
Ручные велосипеды
Чтобы удовлетворить потребности людей с параплегией и другими нарушениями, при которых затруднено или невозможно использование ног, многие производители разработали и выпустили лежачие трехколесные велосипеды с ручным приводом, или хендбайки. Хендбайки – обычное явление на встречах любителей транспортных средств с мускульным приводом (HPV) и все чаще встречаются на улицах. Обычно они имеют дельтавидную конструкцию с передними колесами, приводимыми в движение стандартной перекидной системой передач, работающей от ручных кривошипов. Тормозные рычаги обычно устанавливаются на рукоятках, которые обычно располагаются без смещения, в отличие от 180° у педальных кривошипов. Вся кривошипная система и переднее колесо вращаются вместе, позволяя велосипедисту одновременно управлять и крутить педали. Несмотря на то, что руки слабее ног, многие пользователи хендбайков могут задействовать силу всего верхнего корпуса. Опытный велосипедист на хендбайке способен показывать достойную скорость на соревнованиях. Хендбайки также используются для путешествий, хотя немногие производители оснащают их грязезащитными щитками или багажниками. Кроме того, передаточные числа стандартных хендбайков часто оказываются недостаточно эффективными для длительных и крутых подъемов.
In order to accommodate paraplegics and other individuals with little or no use of their legs, many manufacturers have designed and released hand powered recumbent trikes, or handcycles. Handcycles are a regular sight at human powered vehicle (HPV) meetings and are beginning to be seen on the streets. They usually follow a delta design with front wheels driven by standard dérailleur gearing powered by hand cranks. Brake levers are usually mounted on the hand holds, which are usually set with no offset rather than the 180° of pedal cranks. The entire crank assembly and the front wheel turn together, allowing the rider to steer and crank simultaneously. Although arms are weaker than legs, many hand cyclists are able to make use of the power of the whole upper body. A good hand cyclist can still achieve a respectable pace in competitions. Handcycles have also been used for touring, though few designers incorporate mudguards or luggage racks. Also, the gear ratios of standard handcycles tend to be less useful for long steep climbs.
Триколесные велосипеды с лежащими руками и ногами
Лежачие велосипеды предоставляют возможность комбинированного использования ручной и ножной тяги, и, следовательно, потенциал для тренировки всего тела, а также возможность для людей со слабой или отсутствующей ногой (ногами) приводить велосипед в движение. В одной конструкции трехколесного лежачего велосипеда пользователь управляет направлением двух передних колес, перенося свой центр тяжести, и движется вперед, вращая заднее колесо. Существуют также гибриды между ручным велосипедом, лежачим велосипедом и трехколесным велосипедом; эти велосипеды позволяют ездить, используя ноги, даже при травмах спинного мозга.
Recumbent cycles offer the possibility of combined hand and foot power inputs, and thus the potential for a full body workout, and the option for persons with a weak or missing leg(s) to power a cycle. In one recumbent tricycle design the user makes the two front wheels change direction by shifting his center of weight, and moves forward by rotating the rear wheel. There are also hybrids between a handcycle, a recumbent bike and a tricycle; these bikes enable cycling by use of legs, despite a spinal cord injury
Квадроциклы с лежачим двигателем
Лежачие четырехколесные велосипеды обладают теми же общими преимуществами, что и трехколесные велосипеды. Для квадроциклов с одним местом улучшения устойчивости, обеспечиваемые четвертым колесом, дают лишь незначительное преимущество по сравнению с трехколесным велосипедом-реклайном. Большее количество колес увеличивает вес и сложность конструкции. Четвертое колесо наиболее полезно для одиночного велосипедиста при езде по бездорожью. Когда два или даже четыре человека хотят ездить вместе в комфортной обстановке, четырехколесный лежачий велосипед является подходящим вариантом.
Recumbent four wheel cycles have the same general advantages of tricycles. For quadracycles with only one seat the stability improvements of the fourth wheel offer only a marginal advantage over a tadpole recumbent tricycle. More wheels introduce more weight and more complexity. The fourth wheel is only of the most benefit to the single seat rider when going off road. When two and sometimes four riders want to ride together in a sociable configuration the four wheel recumbent cycle is a viable option.
Домашние
Как и в случае с обычными велосипедами, существует субкультура создателей велосипедов-реклайнов, которые проектируют и собирают их самостоятельно. Зачастую они собираются из деталей других велосипедов, особенно горных. Конструкция рамы может быть столь же простой, как изогнутая в нужную форму длинная стальная труба, или столь же сложной, как рама, изготовленная вручную из карбонового волокна. Для многих создателей, разработка и строительство велосипеда – задача не менее увлекательная, чем езда на нем.
As with upright bikes, there is a subculture of recumbent builders who design and build home built recumbents. Often these are assembled of parts from other bikes, particularly mountain bikes. The frame designs may be as simple as a long steel tube bent into the appropriate shape, or as elaborate as hand built carbon fiber frames. For many builders, the engineering and construction of the bikes is as much of a challenge as riding them.
Складывание
Несколько производителей предлагают складные велосипеды-реклайнеры для удобства упаковки и транспортировки.
Several manufacturers offer folding recumbents to facilitate packing and travelling.
Клещи
Можно добавить соединительные элементы как на этапе производства, так и при модернизации, чтобы раму можно было разобрать на более мелкие части для удобства упаковки и транспортировки.
It is possible to add couplers either during manufacturing or as a retrofit so that the frame can be disassembled into smaller pieces to facilitate packing and travel.
Стационарные лежачие
Помимо дорожных лежачих велосипедов с колесами, существуют и стационарные модели. Их часто можно встретить в спортзалах, но они также доступны для домашнего использования. Как и обычный стационарный велотренажер, они остаются неподвижными, а пользователь крутит педали, преодолевая сопротивление, создаваемое, например, вентилятором или генератором, но в лежачем положении. Они обладают теми же преимуществами в плане комфорта, что и дорожные лежачие велосипеды. Стационарные лежачие велосипеды почти всегда имеют достаточно вертикальное сиденье, а педальный узел расположен ниже уровня сиденья. Сиденье обычно регулируется путем перемещения по направляющей.
As well as road going recumbent bicycles with wheels, stationary versions also exist. These are often found in gyms but are also available for home use. Like a regular stationary exercise bike, these stay in one place and the user pedals against some kind of resistance mechanism such as a fan or alternator but in a recumbent position. These have the same comfort advantages as road going recumbents. Stationary recumbents almost always have a fairly upright seat and the pedal crank is lower than the level of the seat. The seat is normally adjustable and is adjusted by sliding it along a rail.
По сравнению с столбами
Существуют значительные различия между велосипедами-реклайнерами и обычными велосипедами. Поскольку велосипеды-реклайнеры сильно различаются, перечисленные ниже преимущества и недостатки могут относиться к разным типам в разной степени или не относиться вовсе. (Например, баланс не является проблемой для трициклов.) При падении меньшее расстояние от велосипедиста до земли снижает вертикальную составляющую скорости удара. Если не происходит полного переворота или кувырка, удар приходится в основном на нижнюю часть тела, а не на голову, из-за ориентации ногами вперед. Велосипедисты на реклайнерах с обтекателями защищены от прямого контакта с дорогой при скольжении после падения. В скользких дорожных условиях опытный велосипедист на обычном велосипеде может использовать скользящую ногу, чтобы избежать падения – это техника, используемая в спидвее.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Торможение**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Центр тяжести ниже, а в случае велосипедов-реклайнеров с длинной базой – и дальше назад, чем у обычных велосипедов. Теоретически это обеспечивает более короткое тормозное расстояние и возможность резкого торможения без подъема заднего колеса. На трициклах с конфигурацией "лягушка" (tadpole) возможно приподнять заднее колесо при резком торможении.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Боль в спине, шее и суставах**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Многие велосипедисты переходят на велосипеды-реклайнеры, чтобы облегчить хроническую боль в спине или шее, вызванную ездой на обычных велосипедах. На трициклах встроенная стабильность трех колес позволяет использовать очень низкие передачи, что позволяет подниматься на холмы без напряжения суставов. Кроме того, на некоторых велосипедах-реклайнерах ноги велосипедиста находятся почти на уровне сердца. Это снижает гидростатическое давление, облегчая венозный возврат крови к сердцу. Этот физиологический эффект улучшения кровообращения предполагает повышение выносливости велосипедиста и/или увеличение мощности на длительных дистанциях. Велосипедисты на реклайнерах не наклоняются вперед, как на обычных велосипедах, что облегчает дыхание. Положение на велосипеде-реклайнере снижает нагрузку на тело, что делает его особенно подходящим для длительных поездок и велотуризма. В зависимости от угла наклона сиденья, это может быть очень удобно для шеи, запястий; проблемы, характерные для обычных велосипедных сидений, отсутствуют.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Видимость велосипедиста**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
В городском движении многие велосипеды-реклайнеры и трициклы находятся ниже уровня глаз многих водителей автомобилей, хотя сторонники утверждают, что новизна конструкции привлекает больше внимания водителей. Велосипедисты на реклайнерах часто добавляют флаги, освещение и светоотражающие элементы к своим велосипедам и экипировке, чтобы повысить видимость, и многие считают, что возможность смотреть водителям автомобилей в глаза – это преимущество.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Опыт езды**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Угол обзора**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Положение на велосипеде-реклайнере, если оно не слишком сильно отклонено назад, позволяет велосипедисту комфортно смотреть прямо вперед и наслаждаться пейзажем. Многие обычные велосипеды, особенно гоночные, имеют положение езды, при котором естественное положение – смотреть вниз на дорогу; чтобы смотреть прямо вперед, необходимо запрокидывать шею.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Баланс**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
По сравнению с велосипедистами на обычных велосипедах, велосипедисты на двухколесных велосипедах-реклайнерах могут иметь меньше возможностей для перераспределения веса для управления или поддержания равновесия. Следовательно, езда на низкой скорости и выполнение маневров может быть более сложным на велосипеде-реклайнере. По крайней мере, потребуется переобучение. Трехколесные велосипеды-реклайнеры, имеющие три колеса, по своей сути стабильны.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Подъемы**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Широко обсуждаемым недостатком положения на велосипеде-реклайнере является усилие, необходимое для подъема на холмы. Это особенно заметно в начале езды на велосипеде-реклайнере, когда ноги еще не привыкли к другим требованиям к мышцам. На традиционном велосипеде велосипедист может вставать на педали и тянуть руль, в то время как на велосипеде-реклайнере он может толкать сиденье. В любом случае более высокий каденс снижает нагрузку на ноги и усталость при подъеме. Трехколесные велосипеды-реклайнеры – это особый случай, поскольку велосипедисты могут подниматься почти на любой уклон холма (при условии достаточного сцепления шин) с соответствующей передачей, поскольку баланс (и, следовательно, скорость) не имеют значения. Некоторые конструкторы пытались создать велосипеды, которые можно трансформировать из реклайнера в обычный велосипед для подъемов. На практике, наибольшая разница, вероятно, заключается в дополнительном весе конструкции велосипеда-реклайнера в сочетании с трудностями поддержания равновесия велосипеда с низким центром тяжести на скоростях ниже примерно…
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Повороты**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Велосипеды-реклайнеры с длинной базой имеют больший радиус поворота, а в сочетании с трудностями поддержания равновесия выполнение маневров на низкой скорости может быть сложным. Перекрытие пятками переднего колеса при выполнении резких поворотов на некоторых велосипедах-реклайнерах с короткой (SWB) и компактной длинной (CLWB) базой известно как "удар пяткой". Это заметно только при выполнении резких поворотов и может быть предотвращено путем приподнятия пятки или кратковременной остановки педалирования. Это во многом похоже на "удар носком" на обычных велосипедах, который также зависит от конструкции, реализации, размера ног и их положения на педали, а также от наличия или отсутствия крыльев/грязезащитных щитков.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Препятствия**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Трудно резко поднять переднее колесо (колеса) велосипеда-реклайнера на бордюры или другие препятствия. Поскольку переднее колесо велосипеда-реклайнера часто небольшое, заезд на бордюры полной высоты может быть очень рискованным даже при наличии подвески.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Скорость**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
На спусках, на ровной дороге или на пологих склонах более горизонтальные велосипеды-реклайнеры обычно быстрее, чем обычные велосипеды при одинаковом уровне усилий, поскольку аэродинамический профиль велосипедиста снижает сопротивление ветру. Именно эта особенность привела к тому, что Международный союз велосипедистов (UCI) запретил их в 1930-х годах (см. раздел "История"). Мировой рекорд скорости для транспортных средств с человеческим приводом был установлен на полностью обтекаемом велосипеде-реклайнере.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Остановка**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Благодаря тому, что сиденья многих велосипедов-реклайнеров расположены довольно низко, часто легче поставить ногу на землю при остановке, чем на обычном велосипеде с высоким седлом для оптимального педалирования. На трицикле даже не нужно отстегивать педали при остановке.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Практичность**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Цена**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Велосипеды-реклайнеры обычно на 50–100% дороже обычных велосипедов аналогичного качества. Почти все они изготавливаются вручную небольшими сериями независимыми производителями, требуют как минимум нескольких специализированных деталей и продаются в гораздо меньшем количестве, чем обычные велосипеды. В нижнем ценовом диапазоне подавляющее большинство обычных велосипедов продаются по цене ниже, чем самый дешевый новый велосипед-реклайнер.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Длина/ширина рамы**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Некоторые конструкции велосипедов-реклайнеров используют более длинные рамы, чем обычные велосипеды. Обычно это приводит к увеличению веса и большей гибкости рамы, что приводит к потере мощности. Цепь (на моделях с задним приводом) в два-три раза длиннее, чем на обычном велосипеде, и обычно требует одного или нескольких направляющих роликов. В таких роликах есть небольшое трение, которое также немного снижает мощность. Более длинные или широкие конструкции сложнее транспортировать при отправке велосипедов или размещении их на автомобильных багажниках. Трициклы могут быть трудно пронести через дверные проемы. Некоторые производители предлагают складные или разборные конструкции, но они, как правило, дорогие. Большое расстояние от руля до колес может быть проблематичным для спидометров и велокомпьютеров, включая беспроводные и проводные модели. Расстояние от руля до каретки также больше, чем на обычном велосипеде, и может вызывать проблемы с датчиками каденса.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
**Конструкция**
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
Велосипеды-реклайнеры часто имеют радикально отличающуюся форму от велосипедов с ромбовидной рамой, поэтому обычные велосипедные стойки, автомобильные багажники, аксессуары и замки не подходят стандартным способом. Кроме того, их сложно устанавливать в традиционные велосипедные ремонтные стойки и часто требуется второй человек при регулировке переключателей, чтобы вращать шатуны, которые находятся слишком далеко от элементов управления переключением и расположения переключателей. Некоторые велосипедные механики могут неохотно работать с нестандартными конструкциями велосипедов.
There are striking differences between recumbents and upright bikes. Since recumbents vary widely, the advantages and disadvantages listed below may apply to different types to different degrees or not at all. (For example, balance is not a concern with tricycles.) IssueRecumbent BikeRecumbent TrikeUpright BicycleDescription Safety/ComfortFalls In a fall, the rider's shorter distance from the ground reduces the vertical component of the impact velocity. Unless complete somersaulting or rolling occurs, impacts are primarily to the lower body rather than to the head, due to the feet first orientation. Riders in recumbents with fairings are protected from direct road contact when sliding after a fall. In slippery road conditions, a skilled upright rider can use a sliding foot to avoid a fall, a speedway technique. Braking The center of gravity is lower and in the case of long wheelbase recumbents further back than with upright bicycles. This theoretically gives shorter possible stopping distances and the possibility of heavy braking with no rear wheel lift. With tadpole trikes it can be possible to lift the back wheel under heavy braking. Back/neck/joint pain Many riders switch to recumbents to alleviate chronic back or neck pain from riding upright bikes. On tricycles, the inherent stability of three wheels allows very low gearing to be used, so hills can be climbed without strain on joints. Also, on some recumbents, the rider's legs are nearly at the same height as the heart. This reduces the rider's hydrostatic pressure, thus allowing venous blood to more easily return to the heart. This physiological effect of improved circulation suggests an increase in rider endurance and/or increased power output on long rides. Recumbent riders are not bent over as are conventional bike riders, and this makes breathing easier. The recumbent riding position reduces strain on the body, making it particularly suitable for long rides and touring. Depending on the angle of the seat, it can be very easy on the neck, wrists, recumbent seats do not present the same issue. Visibility of the cyclist In urban traffic, many recumbent bikes and trikes are below the eye level of many automobile drivers, although proponents have experienced that the relative novelty of the design helps make drivers more conscious of them. Recumbent commuters often add flags, lighting, and reflective material to their bikes and gear to enhance visibility, and many refer to being able to see eye to eye with the automobile drivers as an advantage. Riding ExperienceView Angles The recumbent riding position, if not too aggressively reclined, can enable the rider to face straight ahead comfortably and view the passing scenery. Many upright bikes, particularly those used in competition, on the other hand, have a riding position in which the natural position is to face more downwards towards the pavement; in order to face straight ahead, the neck must be craned upward. Balance Compared with riders of conventional bikes, two wheeled recumbent riders may have less scope for shifting their weight to steer or help balance the bicycle. As a consequence, riding at low speed and tight maneuvers can be more challenging on a recumbent. At a minimum, it will require some retraining. Recumbent tricycles, having three wheels, are inherently stable. Uphills A much debated disadvantage of the recumbent position is the effort required to ride up hills. This is most noticeable during the initial period of riding a recumbent when the legs are not yet trained for the different muscle requirements. On a traditional bicycle, the rider can stand on the pedals and pull against the handlebars, although on a recumbent the rider can push against the seat. On either style, higher cadence reduces leg strain and fatigue when climbing. Recumbent tricycles are a special case, as riders can climb almost any gradient of hill (subject to tire traction) with appropriate gearing since balance (and hence speed) is not a consideration. A few designers have attempted to build bikes which convert from recumbent to upright for climbs. In practice, the biggest difference is probably the additional weight of the recumbent layout combined with the difficulty of balancing a bike with a low center of mass at speeds below about Turns Long wheelbase recumbents have a larger turning radius and combined with the greater difficulties of balance, tight and low speed maneuvers can be difficult. Overlap of heels with the front wheel during tight turns with some short wheelbase (SWB) and some compact long wheelbase (CLWB) design is known as "heel strike". This is only evident during tight turns and can be avoided by lifting the heel or pausing pedaling. It is similar in many respects to "toe strike" in upright designs, which is similarly dependent upon design, implementation, size of feet and their position on the pedal, and the presence or otherwise of fenders/mudguards. Obstacles It is difficult to jerk the front wheel(s) of recumbents onto curbs or over other obstacles. Since the front wheel of a recumbent bike is often small, driving up onto full height curbs can be very risky even with suspension. Speed On declines, on the flat, or on shallow inclines, the more horizontal recumbent bicycle designs are generally faster than upright bicycles for the same level of effort because the aerodynamic profile of the rider reduces wind resistance. It is this feature which led to the Union Cycliste Internationale (UCI) banning them in the 1930s (see History). The world speed record for human powered vehicles was set in a fully faired recumbent. Stopping With many recumbent seats quite low it is often easier to get a foot down onto the ground on stopping than is the case from a conventional bike with the saddle set high for optimum pedaling. On a trike there is no reason to even unclip the pedals at a stop. PracticalityPrice Recumbents are generally 50–100% more expensive than upright bikes of equivalent quality. Virtually all are hand built in relatively small runs by independent manufacturers, require at least a few specialized parts, and sell in far fewer numbers as compared to regular bicycles. At the low end, the vast majority of upright bikes retail for less than the cost of the cheapest new recumbent. Length/width of frame Some recumbent bicycle designs use longer frames than conventional bicycles. This generally results in a weight penalty and in more flexing of the frame, which causes a loss of power. The chain (on rear wheel drive models) is two to three times as long as an upright and usually requires one or more idler pulleys. There is a small amount of friction in such pulleys, which also reduces power slightly. Longer or wider frame designs are more difficult to transport if the bikes are shipped, or put on racks on automobiles. Trikes may be difficult to fit through doorways. Some manufacturers offer folding or break apart designs, but these tend to be expensive. The longer distance from the handlebars to the wheels can be problematic for speedometers and cyclocomputers, including both wireless and hard wired models. The distance from the handlebars to the crankset is likewise longer than a conventional bike and can give problems for cadence sensors. Design Recumbents often have radically different shapes from diamond frame bikes, so conventional bike racks, automobile carriers, accessories, and locks do not fit in the usual ways. Additionally, the designs are difficult to mount in traditional bicycle work stands and often require a second person during derailleur adjustments to spin cranks that are too far from the shift controls and derailleur locations. Some bicycle mechanics may be reluctant to work on "nonstandard" bicycle designs.
История
Дизайн велосипедов с горизонтальным положением велосипедиста восходит к середине XIX века. Несколько конструкций были запатентованы примерно в 1900 году, но эти первые разработки не имели успеха.
Recumbent bicycle designs date back to the middle of the 19th century. Several designs were patented around 1900, but these early designs were unsuccessful.
Ранние лежачие
Лежачие конструкции как в положении на животе, так и на спине, можно проследить с самых ранних дней существования велосипеда. До того, как форма велосипеда окончательно закрепилась после появления безопасного велосипеда Старли, проводилось множество экспериментов с различными компоновками, включая конструкции, которые можно считать лежачими. Хотя первые образцы датируются 1860-ми годами, первая задокументированная иллюстрация лежачего велосипеда, рассматриваемого как отдельный класс велосипедов, была опубликована в журнале Fliegende Blätter 10 сентября 1893 года. В этом же году появился первый подлинный лежачий велосипед – Fautenil Vélociped. В конце XIX века были поданы патентные заявки на ряд лежачих конструкций, и в велосипедной прессе обсуждались относительные достоинства различных компоновок. Конструкции Challand 1897 года и American Brown 1901 года вполне узнаваемы как предшественники современных лежачих велосипедов.
Recumbent designs of both prone and supine varieties can be traced back to the earliest days of the bicycle. Before the shape of the bicycle settled down following Starley's safety bicycle, there was a good deal of experimentation with various arrangements, and this included designs which might be considered recumbent. Although these dated back to the 1860s the first recorded illustration of a recumbent considered as a separate class of bicycle is considered to be in the magazine Fliegende Blätter of 10 September 1893. This year also saw what is considered the first genuine recumbent, the Fautenil Vélociped. Patent applications for a number of recumbent designs exist in the late years of the 19th century, and there were discussions in the cycling press of the relative merits of different layouts. The Challand designs of 1897 and the American Brown of 1901 are both recognisable as forerunners of today's recumbents.
Моше "Вело-Велокар" и "Велоризонтальный"
Четырехколесный, двухместный автомобиль с педальным приводом под названием «Велокар» был построен в 1930-х годах французским изобретателем и производителем легких автомобилей Шарлем Моше. Велокары хорошо продавались французским покупателям, которые не могли позволить себе автомобиль, возможно, из-за сложной экономической ситуации во время Великой депрессии. Четырехколесные «Велокары» были быстрыми, но плохо управлялись на высоких скоростях в поворотах. Моше затем экспериментировал с трехколесной конструкцией и, наконец, с революционной двухколесной конструкцией, основанной на технологии «Vélocar». Ранние модели «La bicyclette de l'Avenir» (Велосипед будущего) Моше, «Vélo Vélocar» или «V V», как их называли на заводе, использовали стальную трубу диаметром 40 мм, однобалочную раму и колеса 450 x 55 с рулем, расположенным над велосипедистом, и крутящим моментом руля, передаваемым коническими шестернями. Устанавливались различные типы переключателей передач, разработанные Моше, с одной передачей для трековых моделей. Передачи располагались в средней части велосипеда с использованием первичной и вторичной цепей. Спинка была регулируемой на более спортивных моделях. Чтобы продемонстрировать скорость своего велосипеда, Моше добился ратификации конструкции UCI и UVF и привлек велосипедиста Франсиса Фора, гонщика 2-й категории, для участия в гонках. Фор был очень успешен, победив многих ведущих европейских велосипедистов как на треке, так и в шоссейных гонках, и установил новые мировые рекорды на короткие дистанции. Еще один велосипедист, Поль Моран, выиграл гонку Париж — Лимож в 1933 году на одном из лежачих велосипедов Моше. 7 июля 1933 года на парижском велодроме Фор на модифицированном «Vélo Velocar» проехал за час, побив почти 20-летний часовой рекорд Оскара Эгга и привлекая большое внимание. Когда в феврале 1934 года собрался Международный союз велосипедистов (UCI), производители «традиционных» велосипедов добились признания часового рекорда Фора недействительным. 1 апреля 1934 года UCI опубликовало новое определение гоночного велосипеда, в котором указывалась максимально допустимая высота каретки над землей, расстояние от нее до сиденья и расстояние до переднего колеса. Новое определение фактически запретило лежачие велосипеды на мероприятиях UCI по соображениям традиций, безопасности и экономики. Шарль Моше умер вскоре после введения запрета, продолжая протестовать против решения UCI, а фирма продолжала производить лежачие велосипеды под руководством его вдовы, а затем Жоржа Моше, по крайней мере до 1941 года, для ограниченного числа клиентов. Их последними версиями были одноцепочные конструкции под названием «Vélorizontal», а последняя модель использовала четырехскоростную передачу «Cyclo». После решения UCI Фор продолжал участвовать в гонках и постоянно побеждал традиционные велосипеды на «Velocar». В 1938 году Фор и сын Моше, Жорж, начали устанавливать обтекатели на «Velocar» в надежде улучшить мировой часовой рекорд для велосипеда с аэродинамическими компонентами. 5 марта 1938 года Фор на обтекаемом «Velocar» проехал 50,537 километров за час и стал первым велосипедистом, преодолевшим 50 километров за час без помощи пейсмейкера. Запрет UCI на лежачие велосипеды и другие аэродинамические улучшения практически остановил разработку лежачих велосипедов на четыре десятилетия и остается в силе. Хотя конструкции лежачих велосипедов продолжали появляться на протяжении многих лет, они в основном были делом одиночных энтузиастов, и их количество оставалось незначительным до 1970-х годов. Жорж Моше умер в 2008 году.
A four wheeled, two seater, pedal propelled car called the 'Velocar' was built in the 1930s by French inventor and light car builder Charles Mochet. Velocars sold well to French buyers who could not afford a motor car, possibly because of a poor economy during the Great Depression. The four wheeled Velocars were fast but didn't corner well at high speed. Mochet then experimented with a three wheel design and finally a mould breaking two wheel design based on the Vélocar technology. The early models of Mochet's 'La bicyclette de l'Avenir' (The bicycle of the Future), the 'Vélo Vélocar', or 'V V' as the factory referred to them, used a 40mm steel tube, single beam frame and 450 x 55 wheels with handlebars over the rider and steering torque transmitted by bevel gears. Various types of Mochet designed derailleur gears were fitted, with a single gear for the track models. Gears were mid mounted using primary and secondary chains. The back rest was adjustable on more sporting models. To demonstrate the speed of his recumbent bicycle, Mochet had the design ratified by the UCI and UVF and enlisted cyclist Francis Faure, a Category 2 racer, to ride it in races. Faure was highly successful, defeating many of Europe's top cyclists both on the track and in road races, and setting new world records at short distances. Another cyclist, Paul Morand, won the Paris Limoges race in 1933 on one of Mochet's recumbents. On 7 July 1933, at a Paris velodrome, Faure rode a modified Vélo Velocar in one hour, beating an almost 20 year old hour record held by Oscar Egg, and attracting a great deal of attention. When the Union Cycliste Internationale (UCI) met in February 1934, manufacturers of 'upright' bicycles lobbied to have Faure's one hour record declared invalid. On 1 April 1934, the UCI published a new definition of a racing bicycle that specified how high the bottom bracket could be above the ground, how far it could be in front of the seat and how close it could be to the front wheel. The new definition effectively banned recumbents from UCI events for a combination of tradition, safety, and economic reasons. Charles Mochet died a short time after the ban was enacted, still protesting against the UCI decision, and the firm continued to make recumbents under his widow and, later, Georges Mochet until at least 1941 for a limited number of customers. Their final versions were a single chain design named the 'Vélorizontal', the final model using a 'Cyclo' four speed gear. After the UCI decision, Faure continued to race, and consistently beat upright bicycles with the Velocar. In 1938, Faure and Mochet's son, Georges, began adding fairings to the Velocar in hopes of bettering the world record of one hour for a bicycle with aerodynamic components. On 5 March 1938, Faure rode a faired Velocar 50.537 kilometers in an hour and became the first cyclist to travel more than 50 kilometers in an hour without the aid of a pace vehicle. The UCI ban on recumbent bicycles and other aerodynamic improvements virtually stopped development of recumbents for four decades and remains in force. Although recumbent designs continued to crop up over the years they were mainly the work of lone enthusiasts and numbers remained insignificant until the 1970s. Georges Mochet died in 2008.
Возрождение 1970-х годов и IHPVA
В то время как в этот период застоя разработки велись Полом Ринковски и другими, современное движение рекумбентов получило толчок в 1969 году, когда Ground Hugger Роберта Райли был представлен в журнале Popular Mechanics. Также были работы Честера Кайла и особенно Дэвида Гордона Уилсона из MIT, двух американцев, которые выступали против ограничений UCI и продолжали работать над обтекателями и рекумбентами. В 1974 году они также инициировали Международный чемпионат по скоростным гонкам на мускульной тяге в Лонг-Бич, Калифорния, из которого выросла IHPVA. Кайл и его студенты экспериментировали с обтекателями для обычных велосипедов, которые также были запрещены UCI. В 1975 году братья Джон и Рэнди Шлиттер начали производство рекумбентов в своей компании Rans, став первой компанией в США, которая это сделала. На рекумбенте ездил Кристофер Уолкен, и он был описан в популярном справочнике по велосипедам "Книга о велосипедах Ричарда" Ричарда Баллантайна. С 1983 по 1991 год Стивен Робертс совершил тур по США на модифицированном Avatar, буксируя трейлер с солнечными панелями и ноутбуком, получив освещение в прессе и написав книгу "Computing Across America". Официальные скоростные рекорды для рекумбентов регулируются правилами Международной ассоциации транспортных средств с человеческим приводом (IHPVA). Признается ряд рекордов, самым быстрым из которых является "летающий 200 м" – дистанция 200 м на ровной поверхности со старта в движении с максимально допустимым попутным ветром 1,66 м/с. Текущий рекорд установлен Тоддом Райхертом из Канады на полностью обтекаемом переднеприводном рекумбенте-лоурейсере. Официальный рекорд для обычного велосипеда в условиях, соответствующих правилам IHPVA (но на уровне моря, а не в горах) составляет , и был установлен Джимом Гловером в 1986 году на велосипеде Moulton английского производства с американским жестким обтекателем. Часовой рекорд IHPVA установлен Сэмом Уиттингемом 19 июля 2009 года. Последний известный часовой рекорд – 92,432 км (57,434 мили), установленный Франческо Руссо из Швейцарии на велосипеде Metastretto на тестовой овальной трассе DEKRA в Клеттвице, Германия, 26.06.2016. Эквивалентный рекорд для обычного велосипеда – , установленный Виктором Кампенаертсом в 2019 году. UCI больше не считает велосипед, на котором Крис Бордман установил свой рекорд в 1996 году, соответствующим своему определению обычного велосипеда. Монокок Бордмана был разработан Майком Барроузом, чей рекумбентовый трик Windcheetah (см. выше) также является рекордсменом на дистанции от Land's End до John o' Groats – 861 миля (1386 км) за 41 час 4 минуты 22 секунды с Энди Уилкинсоном. В 2003 году Роб Инглиш одержал победу над британскими чемпионами по командной гонке на 4 человека VC St Raphael в гонке на 4000 м в Рединге, опередив их на 4 минуты 55,5 секунды против 5 минут 6,87 секунды и выбив одного из гонщиков St Raphael из гонки. В 2009 году команда RANS выиграла гонку Race Across America (RAAM) на рекумбентах.
While developments had been made in this fallow period by Paul Rinkowski and others, the modern recumbent movement was given a boost in 1969 when the Ground Hugger by Robert Riley was featured in Popular Mechanics. There was also the work of Chester Kyle and particularly David Gordon Wilson of MIT, two Americans who opposed the UCI restrictions and continued to work on fairings and recumbents. In 1974, they also nucleated the International Human Power speed Championship in Long Beach, California, from which the IHPVA grew. Kyle and his students had been experimenting with fairings for upright bicycles, also banned by the UCI. In 1975 the brothers John and Randy Schlitter started producing recumbents at their company, Rans, and became the first U. S. company to do so. ridden by Christopher Walken, and in the popular cycling reference Richard's Bicycle Book by Richard Ballantine. From 1983 to 1991 Steven Roberts toured the U. S. in a modified Avatar, pulling a trailer with solar panels and a laptop, gaining press coverage and writing the book Computing Across America. Official speed records for recumbents are governed by the rules of the International Human Powered Vehicle Association. A number of records are recognised, the fastest of which is the "flying 200 m", a distance of 200 m on level ground from a flying start with a maximum allowable tailwind of 1.66 m/s. The current record is , set by Todd Reichert of Canada in a fully faired front wheel drive recumbent lowracer bicycle. The official record for an upright bicycle under IHPVA legal conditions (but at sea level, not high altitude) is set by Jim Glover in 1986 with an English made Moulton bicycle with a USA made hardshell fairing around him and the bike. The IHPVA hour record is , set by Sam Whittingham on 19 July 2009. The latest known hour record is 92.432 km kilometers (57.434 miles), set by Francesco Russo of Switzerland, using Metastretto on the DEKRA Test Oval track in Klettwitz, Germany, 26.06.2016
The equivalent record for an upright bicycle is , set by Victor Campenaerts in 2019. The UCI no longer considers the bike Chris Boardman rode for his 1996 record to be in compliance with its definition of an upright bicycle. Boardman's Monocoque bike was designed by Mike Burrows, whose Windcheetah recumbent trike (see above) also holds the record from Land's End to John o' Groats, 861 mile (1386 km) in 41 h 4 min 22 s with Andy Wilkinson riding. In 2003, Rob English took on and beat the UK 4 man pursuit champions VC St Raphael in a 4000 m challenge race at Reading, beating them by a margin of 4 min 55.5 s to 5 min 6.87 s – and dropping one of the St Raphael riders along the way. In 2009 Team RANS won the Race Across America (RAAM) on recumbents.
The equivalent record for an upright bicycle is , set by Victor Campenaerts in 2019. The UCI no longer considers the bike Chris Boardman rode for his 1996 record to be in compliance with its definition of an upright bicycle. Boardman's Monocoque bike was designed by Mike Burrows, whose Windcheetah recumbent trike (see above) also holds the record from Land's End to John o' Groats, 861 mile (1386 km) in 41 h 4 min 22 s with Andy Wilkinson riding. In 2003, Rob English took on and beat the UK 4 man pursuit champions VC St Raphael in a 4000 m challenge race at Reading, beating them by a margin of 4 min 55.5 s to 5 min 6.87 s – and dropping one of the St Raphael riders along the way. In 2009 Team RANS won the Race Across America (RAAM) on recumbents.