FRONT SUSPENSION SYSTEM

RELATED APPLICATIONS

[0001] The current application claims priority to US Provisional Patent Application 63/351 ,556 filed June 13, 2022 and entitle “Front Suspension System for Bicycle,” the entire contents of which are incorporated herein by reference in their entirety.

TECHNICAL FIELD

[0002] The present disclosure relates to suspension systems, and in particular to a front suspension system for a bicycle.

BACKGROUND

[0003] Traditional front suspension systems for bicycles use a telescopic shaft and piston design to achieve vertical motion, referred to as travel that is modulated by a coil/air spring and viscous damper. A traditional telescopic suspension incorporates a fork, or inverted “Y” shaped structure, with a single vertical steering tube and two lower legs connected with a lateral bridge. The telescopic shafts are part of the lower legs and acts as a load-bearing member for attaching the front wheel to the main frame and as well as permitting linear motion for absorbing shocks. The telescopic forks are typically arranged in-line with the steering axis, which is usually at about 62-67 degrees from horizontal, although a wide range of angles are possible.

[0004] During a ride, the fork is subject not only to vertical loads, but also lateral, longitudinal, and torsional, about the steering axis, loads. With a telescopic element, the bushings are subject to irregular loading, which adds friction. Ideally, the bushings should be experiencing no load during axial displacement. Instead, the traditional fork designs are subject to unwanted static and sliding friction. A consequence of the static friction, including friction from air spring seals, is that there is a threshold of force below which the fork is not activated, and a consequence of the dynamic sliding friction is that there is a bump frequency threshold above which the fork is insensitive, or unreactive. These consequences mean that large, low-frequency bumps, such as for example a speedbump, rock, or drop, will be absorbed, however small, high- frequency bumps like cobblestone that cause “chatter” will not be absorbed and the vibration will transfer to the rider’s hands resulting in discomfort, pain, and a reduction in control/confidence, as well as reduced tire grip in the terrain.

[0005] Alternative designs for front suspensions have been devised using various arrangements of shocks and arms that attempt to overcome one or more of the downsides of traditional front suspensions. However these designs often have a radically different appearance compared to traditional fork suspensions, or have had other shortcomings resulting in user reluctance to purchase. Additionally, the wheel travel path of these different systems can differ from the in-line linear motion of the traditional fork suspension. Such differences in the wheel travel can be challenging for riders used to the more typical front suspension travel.

[0006] Accordingly, an additional, alternative, and/or improved front suspension system for a bike remains highly desirable.

SUMMARY

[0007] In accordance with the present disclosure there is provided a front suspension for a bike capable of moving between an extended position and a compressed position, comprising: a first main fork support for rotatably coupling the front suspension to a steering tube of the bike, the first main fork support having a longitudinal axis; a first linkage connected to the first main fork support comprising: a wheel arm comprising a support opening for supporting a wheel of the bike; an upper link arm having a first end portion pivotally coupled to the first main fork support at a upper link connection point and a second end portion pivotally coupled to the wheel arm at a connection point arranged at an end of the wheel arm opposite the support opening, an upper link axis defined between the first end portion and the second end portion arranged at an angle within 30° of the longitudinal axis of the first main fork support when the front suspension is in the extended position; and a lower link arm having a first end portion pivotally coupled to the first main fork support at a lower link connection point below the upper link connection point and a second end portion pivotally coupled to the wheel arm between the support opening and the connection point of the upper link arm, wherein ; and a shock absorber configured to dampen vertical movement of the support opening. [0008] In a further embodiment of the front suspension system, the upper link axis is arranged at an angle within 15° of the longitudinal axis of the first main fork support when the front suspension is in the extended position.

[0009] In a further embodiment of the front suspension system, the upper link axis is arranged at an angle within 5° of the longitudinal axis of the first main fork support when the front suspension is in the extended position.

[0010] In a further embodiment of the front suspension system, the lower link arm has a distance between pivot connections of less than % a distance between pivot connections of the upper link arm.

[0011] In a further embodiment of the front suspension system, the lower link arm has a distance between pivot connections of less than 1 a distance between pivot connections of the upper link arm.

[0012] In a further embodiment of the front suspension system, the support opening is offset in front of a center longitudinal axis of the steering tube by between 0cm and 10cm.

[0013] In a further embodiment of the front suspension system, the support opening is offset in front of a center longitudinal axis of the steering tube by between 1cm and 5cm.

[0014] In a further embodiment of the front suspension system, the first main fork support, upper link arm and lower link arm are arranged to be approximately co-linear when viewed from a side to provide a low-profile appearance.

[0015] In a further embodiment of the front suspension system, the upper link arm, lower link arm and wheel arm are arranged to provide movement of the support opening of the wheel arm that is approximately parallel to the longitudinal axis of the first main support fork when the front suspension system moves between the extended position and the compressed position.

[0016] In a further embodiment of the front suspension system, the upper link arm, lower link arm and wheel arm are arranged to provide an arced movement of the support opening of the wheel arm that is non-parallel to the longitudinal axis of the first main support fork when the front suspension system moves between the extended position and the compressed position.

[0017] In a further embodiment of the front suspension system, the non-parallel movement has an arc shape.

[0018] In a further embodiment of the front suspension system, the shock absorber further provides a returning spring force.

[0019] In a further embodiment of the front suspension system, the shock absorber is at least partially housed within the first main fork support.

[0020] In a further embodiment of the front suspension system, the shock absorber comprises: a first end coupled to first main fork support or the upper link arm; and a second end coupled to wheel arm or the lower link arm.

[0021] In a further embodiment of the front suspension system, the shock absorber is connected to the first main fork support at the pivotal connection to the upper link arm and is connected to the wheel arm at a location between the pivotal connections of the upper link arm and lower link arm.

[0022] In a further embodiment of the front suspension system, the front suspension system further comprises: a second main fork support; and a second linkage connected to the second main fork support comprising: a second wheel arm comprising a support opening; a second upper link arm having a first end portion pivotally coupled to the second main fork support at an upper link connection point and a second end portion pivotally coupled to the second wheel arm at a connection point arranged at an end of the second wheel arm opposite the support opening; and a second lower link arm having a first end portion pivotally coupled to the second main fork support at a lower link connection point below the upper link connection point and a second end portion pivotally coupled to the second wheel arm between the support opening and the connection point of the second upper link arm.

[0023] In a further embodiment of the front suspension system, the shock absorber further comprises: a first portion at least partially housed within the first main fork support to dampen the vertical movement of the support opening; a second portion at least partially housed within the second main fork support to provide a returning spring force.

[0024] In a further embodiment of the front suspension system, each of the pivotal connections comprise one or more bushings and ball bearings.

[0025] In a further embodiment of the front suspension system, the first main fork support is coupled to the steering tube of the bike by a steerer tube attached to the first main fork.

[0026] In a further embodiment of the front suspension system, the second main fork support is attached to the steerer tube.

[0027] In a further embodiment of the front suspension system, a location of the pivotal connection between the wheel arm and the lower link arm is adjustable.

[0028] In a further embodiment of the front suspension system, the pivotal connection between the wheel arm and the lower link arm comprises a bushing arranged in one of the wheel arm and the lower link arm, the bushing having an offset hole such that flipping the bushing adjusts the location of the pivotal connection.

[0029] In a further embodiment of the front suspension system, a location of the support opening of the wheel arm is adjustable to vary a distance between the support opening and a centerline of the first main support fork.

[0030] In a further embodiment of the front suspension system, the front suspension system further comprises: a brake arm supporting a brake caliper pivotally connected to the wheel arm; and a brake rod coupled to the brake arm and the upper linkage arm.

[0031] In a further embodiment of the front suspension system, a length of the brake rod is adjustable to change a braking location of the brake caliper in order to provide anti-dive functionality. [0032] In a further embodiment of the front suspension system, the length of the brake rod is dynamically adjustable using one or more of: a servo; an actuator; a damper and spring; and a shock absorber

[0033] In a further embodiment of the front suspension system, a location of the connection of the brake rod to the brake arm is adjustable.

[0034] In a further embodiment of the front suspension system, the connection of the brake rod to the brake arm comprises a bushing arranged in one of the brake rod and the brake arm, the bushing having an offset hole such that flipping the bushing adjusts the location of the connection.

[0035] In accordance with the present disclosure there is further provided a kit for a front suspension of a bike, the front suspension to be used with a shock absorber, the kit comprising: a first main fork support for rotatably coupling the front suspension to a steering tube of the bike, the first main fork support having a longitudinal axis and comprising: an upper connection point; and a lower connection point; a wheel arm comprising: a support opening for supporting a wheel of the bike; an upper connection point arranged at an end of the wheel arm opposite the support opening; and a lower connection point arranged between the support opening and the upper connection point; an upper link arm comprising: an upper connection point for pivotally connecting to the upper connection point of the first main fork; a lower connection point for pivotally connecting to the upper connection point of the wheel arm, wherein an upper link axis defined between the upper connection point and the lower connection point is arranged at an angle within 30° of the longitudinal axis of the first main fork support when the front suspension is in the extended position; and a lower link arm comprising: an upper connection point for pivotally connecting to the lower connection point of the first main fork; and a lower connection point for pivotally connecting the lower link arm to the lower connection point of the wheel arm.

[0036] In a further embodiment of the kit, the kit further comprises: a brake arm supporting a brake caliper, the brake arm comprising a connection point for pivotally connecting to the wheel arm; and a brake rod for connecting to the brake arm and the upper linkage arm. [0037] In a further embodiment of the front suspension system, a length of the brake rod is adjustable to change a braking location of the brake caliper in order to provide anti-dive functionality.

[0038] In accordance with the present disclosure there is further provided a bike comprising a front suspension system of any of claims 1 to 27.

[0039] In accordance with the present disclosure there is further provided a suspension system comprising: a main support; a linkage connected to the main support comprising: a support arm comprising a mounting point for connecting to an element being controlled by the suspension system; an upper link arm having a first end portion pivotally coupled to the main support at a upper link connection point and a second end portion pivotally coupled to the support arm at the mounting point of the support arm arranged at an end of the support arm opposite the mounting point to the support arm; and a lower link arm having a first end portion pivotally coupled to the main support at a lower link connection point below the upper link connection point and a second end portion pivotally coupled to the support arm between the mounting point and the connection point of the upper link arm; and a shock absorber configured to dampen movement of the mounting point, the shock absorber arranged at least partially within the main support and the upper link arm when the suspension system is extended, wherein the front suspension is arranged to provide movement of the mounting point of the support arm in a direction approximately parallel to the main support.

BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Further features and advantages of the present disclosure will become apparent from the following detailed description, taken in combination with the appended drawings, in which:

[0041] FIG. 1 shows a right side view of a mountain bike having a front suspension system in accordance with the present disclosure;

[0042] FIG. 2 shows a right side view of the front suspension system at full extension of the suspension travel; [0043] FIG. 3 shows a left side view of the front suspension system at full extension of the suspension travel;

[0044] FIG. 4 shows a rear view of the front suspension system at full extension of the suspension travel;

[0045] FIG. 5 shows an exploded view of components of the front suspension system;

[0046] FIG. 6 shows a cut away side view of the front suspension system;

[0047] FIGs. 7 A - 7D depict a side view representation of the operation of the suspension system;

[0048] FIGs. 8A - 8C depict side views of a brake mount on the front suspension system;

[0049] FIG. 9 depicts a brake mount with an adjustable rod;

[0050] FIG. 10 depicts a brake mount with an adjustable mounting point;

[0051] FIGs. 11A and 11 B depict portions of the front suspension system with an adjustable linkage mounting point;

[0052] FIG. 12 depicts a right side view of an alternative front suspension system;

[0053] FIG. 13 depicts a front right perspective view of the alternative front suspension system;

[0054] FIGs. 14A - 14C depict the operation of the alternative suspension system;

[0055] FIG. 15 shows a front suspension system having a single-sided fork design;

[0056] FIGs. 16A and 16B depict the relative arrangement and size of components of a suspension system; and

[0057] FIG. 17 depicts a side view of a suspension system.

[0058] It will be noted that throughout the appended drawings, like features are identified by like reference numerals. DETAILED DESCRIPTION

[0059] The present disclosure provides a front suspension system using linkages to provide vertical motion instead of a telescopic/sliding element. Although the front suspension described herein uses linkages, these linkages are arranged to provide a suspension that has an appearance similar to traditional suspension fork designs. Beneficially, in contrast to traditional suspension forks in which telescoping forks provides both the shock absorption and the structural member, the current design relies upon the linkages to provide the structural load-bearing elements while a separate absorber can be provided to absorb the shocks in the movement. While the front suspension system comprises a shock or damper, the shock/damper is not a load-bearing element of the design, apart from its own functional axial travel. With the linkage configuration, rotational bearings or bushings can be used instead of linear sliding element bushings, which reduces friction in the front suspension system. Bushings of the shock/damper of the current design do not bind, or are at least less likely to bind, because they are not load-bearing as in the traditional fork design.

[0060] Further, the current front suspension can provide a motion-amplification-ratio, whereby the shock/damper is actuated by a lever arm, with the wheel traveling at a greater than 1 :1 ratio relative to the shock. This reduces the effect of air spring seal friction as well, which is present in air-spring based telescopic front suspension, and can be difficult to reduce. By using a linkage configuration that reduces the effects of sliding friction, the front suspension system of the present disclosure transfers significantly less vibration including high frequency “chatter”, and in turn, forces and accelerations to the rider’s body, thus improving tire grip, rider comfort, and riding enjoyment.

[0061 ] Moreover, the design of the linkages of the front suspension assembly provides a low-profile arrangement that resembles a straight line and looks similar to a traditional fork. Accordingly, the look of the front suspension assembly arranged on a bike will appear similar to traditional fork designs, thus providing familiarity to users while achieving advantageous performance. This low-profile arrangement has a further advantage of reducing weight, compared to other attempts at linkage forks, which allows for the use of cheaper materials, such as 6000 and/or 7000 series alloy, instead of Carbon, and manufacturing methods such as forging, instead of hollow casting or carbon layup, while maintaining competitive weight

[0062] Further, the linkage design provides for a near-linear wheel path for the suspension travel parallel axis to the steering axis. This movement is similar to the path of a traditional fork and as such can provide a feel similar to traditional fork suspensions that riders are often accustomed to. The wheel path is the line, or possibly shallow arc, that the wheel moves through, in side view, as it goes through the travel of the suspension system. In addition, the linkage positions can be adjusted to provide a different wheel path and even a user customizable wheel path by changing an instant center location of the suspension. The instant center is a virtual pivot of the linkage system, which dictates the center point of the wheel path arc.

[0063] In one broad aspect, a front suspension for a bike in accordance with the present disclosure comprises at least one fork for supporting a wheel of the bike, and each of the at least one fork comprises a moveable suspension linkage assembly that is capable of moving the wheel in a generally linear motion while maintaining a “linear” appearance at the rest, or zero travel position.

[0064] The front suspension system as disclosed herein may be a stand-alone unit that is interchangeable with a traditional fork design for installation on existing bikes. The front suspension system may also be an original component sold with or sold on a complete bike.

[0065] While the present disclosure particularly contemplates the front suspension system for use on bicycles, and more particularly mountain bikes, it will be appreciated that a similar suspension system can be used in various applications including but not limited to motorcycles, snowmobiles, electric scooters, etc.

[0066] Embodiments are described below, by way of example only, with reference to Figs. 1-17.

[0067] FIG. 1 shows a right side view of a mountain bike assembly 100 having a front suspension system in accordance with the present disclosure. The mountain bike 100 has a frame 102 and is depicted as a dual suspension bike. The frame 102 includes a mounting point for a shock absorber 104 for the rear suspension. The frame 102 includes a head tube 106 through which a steerer tube of the front suspension system 108 passes. The steerer tube of the front suspension passes through the head tube and is attached to the handle bars 110 of the bike. A front wheel is attached to the front suspension system and can move in a generally linear path approximately parallel to the steering angle, that is the angle of the steerer tube and head tube.

[0068] As seen in FIG. 1 , and further described below, the front suspension system 108 supports the front wheel 112 of the mountain bike using a forked configuration with each leg of the fork extending on either side of the front wheel 112.

[0069] As can be seen in FIG. 1 the front suspension system 108 has a low-profile aesthetic design, particularly when viewed from the side as depicted in FIG. 1 , that is similar to the look of a traditional front fork suspension. The design can provide a straight line appearance of the linkage components that is substantially in-line with the fork in a closed resting, or full extension, position shown in FIG. 1. It is in the closed resting position of the front suspension system that bikes are commonly displayed, photographed, and sold. The front suspension system 108 disclosed herein thus not only achieves desirable wheel path and rider handling dynamics, but also provides an aesthetic that is similar to a traditional fork design and thus maintains a design that is familiar to, and possibly preferable, riders. While maintaining sufficient familiarity, the aesthetic is also clearly distinguishable from a traditional fork design.

[0070] FIG. 2 shows a right side view of a front suspension system 108 at full extension of the suspension travel. FIG. 3 shows a left side view of the front suspension system at full extension of the suspension travel. FIG. 4 shows a left side view of the front suspension system at full extension of the suspension travel. FIG. 4 shows a rear view of the front suspension system at full extension of the suspension travel. FIG. 5 shows an exploded view of components of the front suspension system. FIG. 6 shows a cut away side view of the front suspension system.

[0071]

[0072] The front suspension system 108 comprises a steerer tube 202, which may be provided as part of the front suspension 108 or may be an OEM or third party supplied part. The steerer tube 202 shown is a 1 .5 inch to 1 1/8 inch tapered steerer tube, with the 1.5 inch diameter at the lower attachment. The steerer tube 202 attaches to the mountain bike frame, via a head tube and headset. The steerer tube 202 may be attached to a crown 204 with a press-fit as depicted, although it may be connected using clamping screws , and/or high strength adhesive, etc. Additionally or alternatively, the crown and steerer tube may be manufactured as a single component. The crown 204 serves the function of a bracket, and supports the fork components while transferring steering inputs. The crown 204 attaches the steerer tube 202 to the main fork elements 206. In this case, the crown 204 and the main fork elements 206 are depicted as a unified single part, but they may be separate. It will be appreciated that the mechanical representation shown in FIGs. 2-6 is just one embodiment, and that other configurations of the crown 204 are possible.

[0073] The main fork elements 206 are parallel to the steering axis, though they can also be on a slight angle. The main fork elements 206 comprise an upper connection point 208 and a lower connection point 210, as most clearly seen in FIG. 5. The lower connection point 210 may be arranged at a lower end of the main fork element 206 that is at the opposite end of the main fork element from the crown. The upper connection point 208 is arranged between the lower connection point 210 and the crown 204. The upper and lower connection points are used to connect upper and lower linkage arms to the main fork elements. It will be appreciated that the fork elements are described with reference to a single side of the fork, however substantially similar components are arranged on the opposite side of the fork.

[0074] The suspension system includes a linkage comprising an upper linkage arm 212, a lower linkage arm 214 and a wheel arm 216. Each of the linkage components comprise at least two pivoting connections. Each of the connections may comprise pins, rods, bolts or other similar components that pass through respective openings, which may include ball bearings in order to reduce friction. The upper linkage arm 212 is pivotally connected to the main fork element 206 at the upper connection point 208 and the lower linkage arm 214 is pivotally connected to the main fork element 206 at the lower linkage arm 214. The bottom ends of the upper linkage arm 212 and the lower linkage arm 214 are both pivotally attached to the wheel arm 216. The wheel arm 216 supports the wheel at a cut out, drop out or other opening 218, which may be supplemented by additional clamping “pinch” bolts for stiffer and more precise supporting of the wheel axle. The upper linkage arm 212 is connected to the wheel arm at an end 220 opposite from the wheel support 218. The lower linkage arm 214 is connected to the wheel arm at a position 222 between the upper linkage arm connection 220 and the wheel support 218.

[0075] A shock absorber 224 is at least partially housed within the main fork element 206. The shock absorber 224 may also be partially housed within the upper linkage arm 212. The shock absorber 224 is most clearly seen in the exploded component view of FIG. 5. The shock absorber 224 may be a piston style absorber and may be mounted at one end to the main fork element 206 and/or the upper linkage arm 212. The shock absorber may be connected to the main fork element and the upper linkage at the same pivotal connection 208 used to connect the upper linkage arm to the main fork element 206. The opposite end of the shock absorber may be connected to the lower linkage arm 214 and/or the wheel arm 216. The lower end of the shock absorber 224 maybe connected to both the lower linkage arm 214 and the wheel arm 216 at the pivotal connection point 222 between the lower linkage arm 214 and the wheel arm 216.

[0076] As depicted in the rear view of FIG. 4, the fork element may provide access to one or more adjustment controls 236 of the shock absorber 224. The adjustment controls may be accessible through one or more openings that allow a user to adjust the one or more controls of the shock absorber to adjust characteristics of the shock absorber such as rebound and/or compression characteristics of the shock. The shock absorber 224 may also be at least partially accessible to perform certain maintenance tasks on the shock absorber without disassembling the front suspension system.

[0077] As can be seen from FIGs. 2 and 3, the right side fork element and the left side fork element comprise the same linkage elements. However, the suspension system may comprise a single shock absorber, which is depicted as being located in the right side fork element. It will be appreciated that the shock absorber could be located in the opposite side of the fork, or shock absorbers could be located in both sides of the fork.

[0078] A shock absorber/damper is generally a unit composed of a fluid damper and a spring. The fluid damper generally comprises a shaft and a piston, with small slits or shims that flex to allow fluid to pass, being activated to varying degrees at different fluid velocities, also depending on external user adjustable tuning presets. The spring is generally either compressed air, which may be atmospheric air or pure nitrogen, or coil. In some cases, an air spring may have a “negative” chamber, with the purpose of canceling out the initial force required to compress (“preload”). This negative chamber may be self-balancing, or user pressure adjustable. The shock absorber may be a standard OEM or 3rd party shock absorber may include an air spring and damper, but other versions are possible including for example coils, also called “coilover”, or a separate damper and spring unit. The damper may make use of an OEM “cartridge” damper I spring of a standard telescopic fork, with appropriate end eyelet pivot attachments added. The damper may also be rotary, alongside a rotary or torsion coil spring or a rotary air spring. The spring may also be a leaf shape, made of a spring steel, titanium, or carbon.

[0079] The upper pivot of the shock absorber can be moved in all directions without affecting function, subject to given length of the shock. The upper pivot can attach to the main fork element, or to the upper linkage arm, possibly at a position near the upper link pivot, with negligible functional difference. The lower pivot point of the shock absorber affects the leverage ratio, or “motion ratio” of the shock, and so can be moved depending on the characteristics of the chosen shock. The lower pivot point connection may be user-adjustable. The pivot connection with the shock absorber can also be shared with the pivotal connection between the lower linkage arm and the wheel arm, which may save weight and cost and reduce fastener counts.

[0080] The upper linkage arm is mostly in-line with the main tubes during full extension. During the initial portion of compression, the upper linkage arm rotates clockwise around its upper pivot. Similarly, the lower linkage arm is mostly in-line with the main fork elements, that is, the lower linkage fits within the envelope of the main fork element while the suspension is fully extended. The lower link 122 rotates clockwise around its upper pivot during compression of the front suspension.

[0081] The upper pivot point 208 of the upper linkage arm 212 can be moved up or down, lengthening or shortening the link, with negligible functional difference. The shock pivot, which may be shared with the upper pivot of the upper linkage arm, can be repositioned to be in different locations (above, below, etc.) with negligible functional difference. The shock pivot can also be attached to the upper linkage arm, rather than to the main fork elements 216, with no or little difference in function. The lower pivot point 220 of the upper linkage arm 212 may be sensitive to relocation, with a few mm movement having a relative large effect on the wheel path and shock actuation ratio.

[0082] The location of the pivot connection between the lower linkage arm and the main fork element can be moved in any directions with minimal functional impact. Changes in the location of the pivot connection may result in a minor change of the wheel path and instant-center location. The location pivot connection between the lower linkage arm and the wheel arm may be more sensitive to positioning, with a few mm of relocation having relatively large effects on the wheel path. If both the upper pivot point and lower pivot points of the lower linkage arm are moved together, for example, moving the entire lower linkage arm in the forwards direction while maintaining its orientation, the wheel path can be largely maintained, but the aesthetic changes.

[0083] The wheel arm 216 provides the wheel travel (i.e. length of the path of motion of the suspension), primarily by way of counter-clockwise rotation, but also translation - upwards and rearwards, relative to the forward direction of bike motion. Since the wheel pivot is below and slightly ahead of the two linkage arms that constrain the wheel arm’s motion, it can be viewed as a “swing arm” or “leading arm”, where the swinging (rotation) is the primary function (as opposed to translation) - but where the fixed pivot of the swing-arm changes location as the swing travels. This combined translation and rotation forms the instant-center of rotation of the wheel arm, as a virtual point in space, forming the instantaneous center point of the wheel path arc. This means that the wheel path can be substantially independent of the length of the upper link and lower link . This also means that various travel and wheel path configurations can be done with very minor changes to the overall linkage, in some instances using the same components with adjustable pivot locations, or a travel limiting spacer in the damper unit.

[0084] As described earlier, the shock absorber lower pivot can be moved, affecting the wheel travel, or the ratio of wheel travel to shock absorber travel The axle pivot can be moved, or made user-adjustable, to change both the wheel path and the “rake”. Here, “rake” is used to denote the offset of the axle from the steering axis or the centerline longitudinal axis of the fork, in side view. For example, the axle being 44-52mm forwards offset from the steering axis is fairly standard for a traditional bike front suspension. On the linkage fork, moving the axle point forwards makes the wheel path curve slightly towards horizontal, rather than being nearly linear and parallel to the steering axis. Moving the axle upwards has the same effect as above. Moving it downwards, or rearwards, makes the wheel path slightly more vertical.

[0085] The front suspension system depicted above has a shock absorber 224 in one side of the fork. The shock absorber may be an off-the-shelf shock, or may be custom- tuned and/or custom-designed for this linkage fork. The shock absorber provides both dampening to the movement as well as a returning spring force. The shock absorber may be provided as a single unit that provides both the dampening and spring or may the dampening and spring may be provided as separate components. The shock absorber unit depicted is “hidden” inside the main fork element 206. This is possible due to both the side view arrangement of linkages, which allow room for the shock to not be obstructed - for example by pivot bearings and bolts, as well as ranges of motion. In some embodiments, the clearance for the shock would only be possible for a narrow range of motion.

[0086] An additional consideration in shock mounting location is “leverage ratio”. Leverage ratio is equal to wheel travel divided by shock absorber travel, and is usually in the 2-3.5: 1 range for a rear suspension, and 1 :1 for a telescopic fork. Each shock absorber unit has a specified range of forces, for example, given in terms of rider weight and velocities to operate within. These are highly dependent on the leverage ratio, as a high ratio can mean too high loads, but too low speeds. In the current arrangement, the leverage ratio falls within typical OEM recommendations for rear suspension OEM shock absorbers, allowing them to be utilized in the current embodiment with no modifications, and only minor tuning possibly by a bicycle mechanic or by the rider. This can reduce R&D overhead that may be necessary for configuring the suspension to have desired characteristics. If desired, a different ratio can be used with minor modifications to the shock mounting points, allowing for a custom unit to be used according to desired size and shaft velocities.

[0087] In this arrangement, the leverage ratio is not constant throughout the travel of the shock - it starts high, then decreases slightly and stays stable to the end. This is done specifically to prevent a so-called “harsh bottom out”, where during a large bump, the fork reaches the bottom out condition abruptly, rather than gradually. This could occur if the leverage ratio rose through the travel instead of decreasing, meaning the suspension becomes easier to compress as it travels closer to bottom out. Another reason is to maintain the balance of the bike, so that the front suspension is not sitting too low in the travel relative to the rear suspension, causing the rider to be tilted forwards. The linkage arrangement may be easily adjusted to provide different leverage ratios gradients, to increase or decrease the bottom out resistance as well as overall ride feel.

[0088] The front suspension system described herein allows for the use of an OEM or existing 3rd party shock absorber easily. The design is flexible enough to accommodate different length shocks without major revisions, for example, simply moving the upper pivot of the upper link or moving the lower pivot of the shock absorber. It can also adapt to different shock strokes, for example, 45, 50 or 57mm, by moving the lower shock pivot point fore/aft or up/down. A different linkage arrangement may not actuate an OEM shock at a suitable leverage ratio, for example, below 2, or above 3.5, and thus be outside of the shock’s recommended range. An extension adapter for one shock eyelet may be added, to fit a shorter shock to a longer overall length. This may allow the use of the same shock unit in several versions of the fork (for example, a 135mm travel and 160mm travel version)

[0089] The front suspension has a “compact” aesthetic, with the shock being hidden by, or partially housed within, a portion of the front fork. Being hidden means it is also fairly well protected from dirt and direct hits, as well as general handling during transport or storage. A small rubber dust/dirt shield may be used for additional protection, wherever there is danger of gravel or dirt contacting the shock shaft and scratching it. In dry riding, the linkage fork, which may include a dust shield for the shock, protects the shock shaft from dirt and dust much better than a telescopic fork, reducing seal deterioration which may increase friction.

[0090] The primary trailside adjustment levers of the shock absorber are easy to reach from the rear of the fork, where there is also access to the air-valve that adjusts the stiffness of the air spring, if one is used. If a lockout, or partial lockout, similar to a “pedaling platform” on rear suspension, lever is used, it may be routed via cable to the handlebar, alongside the brake cable. This lockout lever can be a standard OEM lever that is used for rear suspension lockouts. In some embodiments, the front and rear lockouts may be combined into a single synchronized lever. The cable routing may be external, or may be internal I hidden inside special holes in the fork structure, for improved aesthetics and ease of cleaning.

[0091] Compared to a telescopic fork, where the leverage ratio is 1-1 , in the present front suspension assembly it is adjustable, and is thus able to be tuned to rider preferences and shock constraints. For example, OEM air-spring shocks are non linear in their stiffness throughout the travel. This shortcoming can be accommodated by the leverage ratio of the suspension assembly, where in a telescopic fork it cannot be adjusted. This can also be adjusted internally in the shock, with the use of “volume reducing spacers”, also called “tokens”.

[0092] The shock absorber can be an OEM “coilover” (comprising a coil sprint, and a fluid damper) instead of the current embodiment of air-spring and damper unit. Another option is a leaf spring, and a separate fluid damper. Another option is a rotary damper, with a separate or integrated rotary (torsion) spring. Finally, it is also possible to separate the air-spring unit and the fluid-damper into 2 custom piston-cylinder units, and have one in the right main fork element and the other in the left main fork element. This can balance the forces better, and result in a stiffer chassis. If further balancing is required, an arrangement with 2 matched air springs (one in each fork element) as well as one damper in a single leg, may be used. The spring will be responsible for the majority of the forces, with the damper contributing less.

[0093] FIGs. 7A-7C shows a side view of the front suspension system 110 at three travel states: full extension (FIG. 7A), mid-travel (FIG. 7B), and fully compressed or bottom out (FIG. 7C). FIG. 7D shows these positions with the wheel path during the travel shown. It is noted that only the fork and linkage components are depicted in FIGs. 7A-7D for clarity of the figures.

[0094] Full extension of the suspension corresponds to a resting state of the bike, with no rider, when the shock absorber is not compressed. Once a rider is on the bike, the static load of the rider’s weight (depending on preferred stiffness of the fork shock absorber unit) will bring it to the “mid travel” state, or near it (for example, 20-30% of total wheel travel). The mid-travel state occurs when the shock absorber is at approximately 50% compression. Large bumps or jump landings encountered would bring the fork to the “bottom out” state, corresponding to full compression of the shock absorber, which is governed by the shock absorber built-in travel stopper.

[0095] Through the travel, the upper and lower linkages 212, 214 rotate clockwise, while the wheel arm 216 rotates counter-clockwise.

[0096] The “smooth ride” offered by the fork exists primarily due to the reduction (both in quantity and in effect) of sliding-element bushings - and thus, reducing sliding friction (static and dynamic) in the system. This reduction in friction lowers the force threshold to activate the fork, and as such increases sensitivity to absorbing small, high-frequency bumps - that may be fatiguing and damaging to the rider’s hands (measured in a study to exceed ISO maximum safe vibration frequency) over time as well as compromising tire grip at high speeds, with significant danger of crashing. Improved absorption means that the high frequency bumps/vibrations do not reach the rider’s hands, and that the tire remains in more consistent contact with the bumpy terrain.

[0097] A traditional fork often has two sliding surfaces, each with at least two heavy duty bushings - designed for low-friction axial motion, as well as high radial load capacity, for example, from hitting a root during riding, which will not be axial-only forces on the sliding element. In some forks, this can be 1-5kg of friction, or possibly much more once the fork has ridden several hours past its yearly servicing. The present front suspension assembly improves on this by the following: having one sliding surface instead of two of the traditional fork, in the form of the small shock absorber unit. The shock absorber unit is decoupled from the irregular multidirectional loading (such as rearwards force in traversing a root, or lateral force in cornering) that the fork experiences, and so the bushings of the shock absorber unit do not experience any radial load in comparison to a traditional fork bushing. As such, stiction is reduced, and the bushings do not need to be heavy duty. Therefore, sliding friction is reduced. The shock absorber may be actuated at a leverage ratio in the 2- 3.5:1 range, relative to wheel travel. Any friction in the shock absorber bushings and air spring seals is divided by a factor of 2 - 3.5. When considering this, as well as the reduction from 2 to 1 sliding surface, total system friction is reduced by at least 5:1 relative to a traditional fork.

[0098] The present front suspension assembly uses rotational bearings instead of bushings, and so friction inherent to the system (excluding the shock absorber) is negligible. This is helped by relatively small pivot angular travel - only the lower link travels approximately -90 degrees, while the upper link travels approximately -20 degrees. The use of rotational bushings is also acceptable, as their small size and rotary, as opposed to linear, motion contribute negligibly more friction than the bearings to overall system friction. In some applications, they may be preferable due to reduced cost, size, and weight, at the expense of increased wear, free-play, and friction.

[0099] An additional factor in the smooth ride is the reduced un-sprung mass. Unsprung mass refers to mass that is below the suspension system - such as the wheels, axle, brake caliper. In a traditional fork, the entire lower legs of the fork moves together with the wheel. This may mean an additional 1 kg of mass reacting to the bumps togetherwith the wheel (”un-sprung mass”). In the present front suspension assembly, the only element moving together with the wheel is the axle and brake caliper - the rest of the links contribute only partially (since they rotate as well as translate) - and so, the total un-sprung mass in the current suspension system is <0.5kg. This has a positive influence on the dynamic response of the suspension, especially for high- frequency bumps.

[0100] The near-linear wheel path, parallel to the steerer tube axis can be approximately seen in FIG. 7D. This is achieved by a particular arrangement of a 4- bar mechanism - where the upper and lower linkages are of substantially different lengths, causing the wheel arm to tend to counter-rotate (relative to the links rotation) as it travels. This rotation of the wheel arm around the instant-center formed at the intersection point of the lines drawn by the upper and lower linkages balances with rearwards motion of the instant-center, to generate near-linear travel for the desired travel range.

[0101] The specific distances between pivots can be fine tuned to move the wheel path - more vertical, more angled rearwards, more curved vs more linear, or even somewhat S-shaped. However, this particular kinematic arrangement is special in its ability to balance out the wheel path into a near linear curve. To achieve a similar wheel path (at the desired wheel travel of 100+mm) with a different 4 bar arrangement would require 2 fairly long parallel links, at near-perpendicular to the steering axis. This would not be an aesthetically compact arrangement. Shortening the above mentioned parallel links would cause the wheel path to be arc-shaped (vs linear), or to not be able to surpass the 80-100mm of wheel travel desired for a mountain bike fork.

[0102] In the current suspension system, by having the wheel pivot below the two links, and having one link be approximately 1 to % the length of the other, the counterrotating motion of the wheel arm is able to function correctly - providing a near-linear wheel path alongside a “compact” linkage. If the wheel pivot were above, or located within the two links, the wheel path would not be linear, nor be in the desired general upwards direction - while maintaining a compact aesthetic.

[0103] A design consideration of this layout is that it benefits from a floater brake linkage to maintain desirable brake behavior, such as 0% - 40% anti-dive in the present embodiment. While it can result in additional weight and complexity, a benefit is that it allows an additional parameter for tuning - changing the anti-dive percentage to suit different riders as well as maintaining the “compact” aesthetic of the fork. Previous linkage fork designs did not use a floater brake linkage, and may have had compromised their design elsewhere to accommodate acceptable braking characteristics, while also not allowing user adjustment. The desired anti-dive characteristics of a fork may be rider dependent and some riders do not like the ride feel of near-100% anti-dive that is present in some other linkage forks. The anti-dive characteristics of the current fork can be readily adjusted, and may include functionality for providing user-adjustability to the anti-dive characteristics.

[0104] The suspension fork may further include a brake assembly. The brake assembly may be located on an opposite side of the fork as the shock absorber, or on the same side as the shock absorber. The brake assembly may comprise floater brake linkage having a brake mount 226 for a brake caliper 228. The brake mount may be a floater brake linkage comprising the brake mount 226 that is pivotally connected, possibly at the wheel axle point or another connection point on the wheel arm. Although depicted as separate components, the brake mount 226 and the caliper 228 may be provided as single component. Additionally or alternatively, one or more adapter plates may be provided between the brake mount 226 and the caliper in order to mount different calipers or rotor diameters. The brake mount 226 is also pivotally connected to a brake rod 230. The opposite end of the brake rod is pivotally connected to a brake pivot 232 that is either part of the upper linkage arm, or is rigidly attached to the upper linkage arm 212.

[0105] The floater brake pivot 226 can be moved by changing the connection points of the brake linkages. The movement can change the location that the brake caliper clamps on the disc, which may or may not affect the anti-dive characteristics of the fork, depending on specific parameters changed. Anti-dive counteracts the force that tends to cause the front suspension to compress (‘dive’) under braking, felt as a “pitching forward” of the rider and bike. 0% anti-dive is a state where applying the brakes will not influence the fork diving behaviour under braking, meaning that the bike will dive under braking, in a similar manner to a standard mountain bike with a telescopic fork. 100% anti-dive means that applying the brakes causes a moment counteracting the deceleration-induced moment, resulting in the fork not diving under braking. Generally speaking, 0% (or near it, for example 10-20%) anti-dive is beneficial for responsiveness of the front suspension to the terrain. However, the antidive characteristics of the brake mounting of the current fork design can be adjusted to provide between 0% and 100% anti-dive characteristics, or to vary the anti-dive at different positions in the wheel travel. The anti-dive characteristics may be user adjustable as described further with reference to FIGs. 9 and 10. Moving the floater brake pivot may require moving of other pivot locations in the floater brake linkage, to achieve a desired anti-dive percentage. The floater brake pivot can also be attached to the main fork elements, or to the lower linkage arms, with appropriate changes to the other pivots in the floater brake linkage.

[0106] The brake rod 230 is a link attaching to the upper linkage arm 206 through the floater brake pivot 232, and the brake arm 226, which holds the brake caliper 228. Similar to the floater brake pivot 232, the brake rod 230 can be relocated substantially, and there are several linkage combinations that will achieve desired “anti-dive”, generally selected to be 0% - 40% in the current embodiment.

[0107] The brake arm 226 is a bracket that attaches to various elements, namely the brake rod 230 at a pivot; the wheel arm 216, at a pivot that may be shared with the wheel axle 234; and the brake caliper 228. The attachment to the wheel arm 124 may be at the axle 234 to allow the brake arm 226 to swivel concentrically to the wheel and brake rotor, allowing relative rotation but not translation. The brake caliper 228 may be an OEM or 3rd party brake caliper with standard mounting screws. The brake rotor may also a standard OEM or 3rd party unit that is part of the wheel assembly of the bike. Various rotor sizes, generally between 160mm to 220mm, can be accommodated with the use of standard OEM brake mount adapters, as is the case for telescopic forks. It is expected that 180-200mm will be the most common rotor size.

[0108] The pivot attachment of the brake arm 226 to the brake rod 230 can be moved substantially, as mentioned above. The brake caliper 228 mounts can be moved, as discussed further herein, as well as shifted radially to accommodate a large diameter brake rotor , although, alternatively, an OEM brake mount adapter can be used . The pivot at the axle should preferably not be moved, to ensure the brake rotates about the center of the wheel and so the brake rotor. If necessary it may be moved slightly, while not affecting the anti-dive significantly. The mechanical arrangement can change, for example, having a separate mechanical “shoulder” concentric to the axle on the wheel arm that serves at the pivot, instead of the axle 234 itself.

[0109] The brake caliper 22 8 may be an OEM or 3rd party part, shown in basic form in the drawing, with a portion of the hydraulic brake line shown. The brake caliper 228 attaches to the brake arm 226 with, for example, two screws. The brake caliper 228 can be located at any point around the circumference of the brake rotor, limited only by practical considerations such as component clearances, and rotor size.

[0110] FIGs. 8A-8C shows a side view of an isolated floater brake linkage at the three travel states shown in FIG. 6. As seen in the FIG. 7, as the fork moves from “full extension” state, to “mid travel” state, to “bottom out” (full compression) state, the brake caliper 228 maintains (nearly) it’s angle relative to the ground, even while the wheel arm (as seen in FIG. 6) changes angle dramatically. This means that applying the front brake will not influence the fork behavior, due to near 0% anti-dive. Note that the anti-dive is traditionally calculated in reference to rider height and weight (rider center of gravity on the bike), and in the current embodiment anti-dive percentage is approximate for an average rider height and weight. Different riders may be accommodated, with slight adjustments suited to riders of, for example, 5 broad categories of height and weight, or for different bike geometries with varying centers of gravity.

[0111] The front suspension assembly in the present embodiment provides very minimal anti-dive behavior, such as about 10-40% anti-dive which is negligible to most riders. This is because it was not a design objective to provide anti-dive. This is done to provide a riding characteristic that is similar to traditional fork designs and familiar to riders, and to maximize sensitivity of the suspension to the ground. However, small changes in the brake linkage can allow for fine-tuning of the anti-dive behavior for riders (for examples riders of different height and weight), independently of other parameters (such as wheel path). This can be in the form of a rider adjustable knob to move the pivot positions - for example, to make the brake rod longer or shorter. It can also be in the form of a replacement part. [0112] FIGs. 9 and 10 show adjustable brake linkages that can be used to adjust the brake anti-dive behaviour. The brake rod 230a of FIG. 9 may replace the brake rod 230 described above. The brake rod 230a has a turnbuckle mechanism provided by a rod with a LH thread on one end, and RH thread on the other end, with a hex shape in the middle for a wrench to grip. In this way, loosening the locking nuts (at each end) and rotating the turnbuckle changes the effective length of the brake rod 230a, therefore adjusting the anti-dive percentage. This adjustment would affect both the average anti-dive percentage, as well as the shape of the anti-dive graph anti-dive % plotted against wheel travel - anti-dive does not always remain constant through the wheel travel.

[0113] The adjustment is shown to be manual, but can be servo-actuated - providing a particularly advantageous feature for a mountain bike fork - automatic (“active”) adjustment of anti-dive. For example, there could be different anti-dive percentages depending on gyroscope input - riding on flat ground vs riding down a hill, riding at different speeds, and even real time responsiveness to bumps (possibly aided by a spring and damper element as mentioned above). In this way, the main shortcoming of near-100% anti-dive can be mitigated - maintaining high-frequency bump responsiveness while reducing dive (which is considered low-frequency, in terms of telescopic fork damping adjustments). This could allow the fork to be tuned independently for bump absorption from braking behavior. This may be coupled with current existing electronically adjustable OEM suspensions, which already include the required gyroscopes and other sensors, for real-time automatic tuning of the suspension based on the terrain. This system can include the brake anti-dive adjustment, as an optional feature.

[0114] FIG. 10 shows a second adjustable brake linkage for adjusting brake anti-dive behaviour. The brake linkage depicted in FIG. 10 adjusts the linkage positions. The brake rod upper pivot (also called the brake floater pivot, which is part of the upper linkage arm 230b is reconfigured to have a removable insert 1002, which is commonly referred to as a ’’flip chip” with an offset hole 1004. This provides two positions that are user selectable, by simply loosening the mounting screw and rotating the “chip” 180 degrees. Note that other forms of adjustment are also possible, by moving any of the pivot points of the floater brake linkage - for example, the pivot attaching to the brake arm or the brake floater pivot.

[0115] A length of the brake rod may be adjusted as described above. Additionally or alternatively, the length may be adjusted using a servo or other actuator, possibly by a controller that can adjust the length based on inputs such as braking force, front and/or rear wheel speed, suspension travel, user preferences, as well as other parameters. The use of an actuator may provide dynamic adjustment to the brake rod length. Additionally or alternatively, the length of the brake rod may be dynamically adjusted using an axially compliant brake rod. The axially compliant brake rod has a spring and damper element, possibly provided as a small shock unit, or a servo. This may allow not only adjustable anti-dive as described above, but also anti-lock behavior, or dampening of sudden brake application and sudden changes in terrain grip, which may otherwise result in loss of control. For inexperienced riders, improving front brake control may boost confidence significantly. The brake rod may also easily be replaced by and/or integrated with a force measuring sensor, where telescopic fork implementations require a complex and expensive strain gauges mounted on a custom adapter.

[0116] FIGs. 11 A and 11 B show a sample “flip chip” removable pivot insert assembly that may be used to change the wheel path. FIG. 11 A shows an isometric view of a wheel arm flip chip assembly for adjusting a wheel path. FIG. 11 B shows an exploded view of the wheel arm flip chip assembly. By detaching and rotating the insert 1102, the mounting point location is changed. In this case, the flip-chip is modifying the lower linkage 214 lower pivot mounting position of the wheel arm 216 in the fore-aft direction. In the exploded view shown in FIG. 11 B, the “flip chips” are shown removed. They would then be rotated and reattached in the reverse offset position. In this embodiment, the offset is 3mm, which is enough for a significant wheel path change.

[0117] FIG. 12 shows a side view of an alternate front suspension system 1200 in accordance with the present disclosure. FIG. 13 shows a front isometric view of the alternate front suspension system. FIGs. 14A - 14C depict the travel of the front suspension system 1200. There are three main differences between the alternate front suspension system 1200 and the front suspension system described above: [0118] The front suspension 1200 has slightly different arrangement of linkages in side view. The upper linkage 1202 and lower linkage 1204 are angled further rearwards. The lower linkage 1204 is shorter, and attaches at a lower position to the wheel arm 1206. The upper mounting point 1208 of the lower linkage 1204 is further forwards relative to the main fork elements, clearing the shock absorber completely. The wheel arm 1206 is closer to horizontal, and is shorter. While the suspension 1200 is less compact aesthetically compared to the suspension described above, as the links protrude from the linear envelope of the main fork elements, the front suspension 1200 still has a compact aesthetic that is similar to more traditional fork suspensions.

[0119] The suspension 1200 has a different lower shock absorber pivot attachment. In this embodiment, it is shared with the lower link bottom pivot 1210, in contrast to the original embodiment where the shock mounting position is separate.

[0120] The suspension 1200 has a different mechanical configuration in front view. For example, the wheel arm is “O” shaped, being hollow if viewed from the top. This allows the lower linkage to pass through it, and for it to pass around the main fork elements. The lower linkage is mechanically different as well - the upper pivot allows for a single bolt, while in the original embodiment a “clevis” connection is required to pass around the shock absorber shaft.

[0121] The main advantage of the second alternate front suspension system 310 is that it is lighter weight since the linkages are shorter, as well as one less pivot, since the shock lower pivot is now shared with the lower linkage. There may also be a stiffness benefit due to the lower linkage being more robust. The linkage may be wider in order to clear the wheel spokes, and as such the crown may also be wider.

[0122] FIGs. 14A-14C show a side view of the alternate front suspension system 1200 at three travel states: full extension, mid-travel, and bottom out. In terms of wheel path, the second alternate front suspension system 1200 is very similar to the front suspension systems described above. However, the alternate front suspension system 1200 is more limited in total feasible wheel travel. For example, with this embodiment 138mm of wheel travel is near the mechanical feasibility limit, while the other designs allow for up to 200mm with no component clearance issues. As described previously, the upper and lower mounting points of the shock absorber in the front suspension system can be moved to different locations.

[0123] The above has described designs of a fork suspension, with particular consideration to a front suspension for a bicycle. The design provides numerous benefits including in the appearance of the fork, the performance characteristics, the adjustability and the manufacturability. The fork provides flexibility in the bike design and can be readily adapted to match a design language of a bicycle manufacturer such as by modifying the appearance of the upper tubes, or support forks. Additionally, the linkage design can allow the routing of brake hoses, cables, electrical wires to be internally mounted, which can be desirable not only for aesthetics but also for providing protection to the components. Although the overall part count may be higher compared to a more traditional telescoping fork design, the design can use fewer high precision parts, allowing for improved manufacturing costs and a simplified assembly process. Additionally, components such as the supports and linkages arms can be manufactured using forged aluminum and/or welded and/or hydro formed parts. Additionally, the design allows the shock to be at least partially housed within a portion of the fork providing improved protection from dirt and debris which can result in less maintenance and reduce or eliminate the need for expensive "dust wiper" seals used with telescoping fork designs. This may result in a competitive or substantially superior bill of materials (BOM) and final assembled product cost, vs current telescopic forks, when mass manufacturing methods and vertically integrated manufacturing business practices are used by companies that do not possess engineering and manufacturing capabilities that are required to make telescopic forks.

[0124] FIG. 15 shows a front suspension system having a single-sided fork design. In this embodiment, a “single sided” version of the fork is shown. 1500 This can have the benefit of reduced weight and bill of material cost, for a lighter duty version of the fork. Forthe design to accommodate the single sided version, the floater brake linkage (which is omitted from FIG. 15) is modified to fit within the more constrained space of the single main tube - which also houses the shock absorber. The modification may be for component clearances only. A special axle and wheel hub may be used to withstand the increased loading. [0125] FIG. 16A depicts certain angles and distances of the fork suspension. The fork suspension described above provides a compact linkage that allows the upper and lower linkage arms to be substantially in line with the main fork support in the extended position. It will be appreciated that the linkages do not need to be precisely in line to provide the compact aesthetic. For example, the main fork tube may have a longitudinal axis 1602 which may be parallel to the steering axis. The longitudinal axis 1602 may be at some angle 1604 relative to the vertical 1606. For example, the angle 1604 may be approximately 25 °. An axis of the upper linkage arm 1608, which may be defined between the two pivot points, can be arranged at an angle 1610 relative to vertical that is approximately the same as the angle 1604 of the longitudinal axis of the main fork support. For example, the angle 1610 may be within 30° of the angle 1604 of the longitudinal axis, more particularly the angles may be within 15° of each other, or more particularly within 5° of each other. It will be appreciated that the closer the angles are to each other, the more compact the fork design may appear. A location 1612 of the support opening of the wheel arm may be adjusted to vary an offset distance 1614 between the support opening location and the main fork support, or the centerline longitudinal axis 1602 of the main fork support.

[0126] FIG. 16B depicts relative sizes of the linkage arms. While the upper and lower linkage arms may have varying dimensions depending upon the particular application, the lower linkage arm 216 is smaller than the upper linkage arm 214, or more particularly a distance between the pivot point connections of the lower linkage arm is less than a distance between pivot point connections of the upper linkage arm. The lower linkage arm may be approximately % the size of the upper linkage arm, or more particularly the lower arm may be less than 1 the size of the upper linkage arm.

[0127] The angles and sizes of the components described above with reference to FIG. 16A and 16B provide for a compact linkage suspension.

[0128] It will be appreciated that other factors may contribute to the compact appearance of the fork, including for example the size of the linkage arms, and coloring/decals/engravings [0129] The above has described a front suspension for a bike. It will be appreciated that the fork can be applied to similar devices such as motorcycles, unicycles, scooters, snowmobiles, e-moto, etc. In addition to providing a suspension fork for a vehicle, the suspension mechanics can be used for other applications in which a suspension or remote actuation for an element is provided. A suspension is depicted in FIG. 17. The suspension 1700 could be used to provide shock absorption in various applications, such as a seat suspension, prosthetics, mounts, etc. The suspension has a main member 1702 with one end that can be mounted or fixed to an object. The suspension comprises a linkage similar to that described above comprising an upper linkage arm 1704, a lower linkage arm 1706 and a support arm 1708 instead of the wheel arm described above. A shock 1710 is mounted between the upper linkage and the lower linkage in order to dampen movement (or serve as an actuator) of an element mounted to a mounting point on the support arm. The linkage allows the approximate vertical movement of the element mounted to the mounting point, where for example there is no room to have a linear rail element, or where a leverage ratio is required between the shock/linear actuator and the wheel arm.

[0130] It is contemplated that any part of any aspect or embodiment discussed in this specification can be implemented or combined with any part of any other aspect or embodiment discussed in this specification.

[0131] It will be appreciated by one of ordinary skill in the art that the system and components shown in the figures may include components not shown in the drawings. For simplicity and clarity of the illustration, elements in the figures are not necessarily to scale, are only schematic and are non-limiting of the elements structures. It will be apparent to persons skilled in the art that a number of variations and modifications can be made without departing from the scope of the invention as described herein.