Patent Publication Number: US-2021162829-A1

Title: Off-road vehicle suspension monitoring and adjustment system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     Not Applicable 
     STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT 
     Not Applicable 
     BACKGROUND 
     Technical Field 
     The present disclosure relates generally to off-road vehicles, and more specifically to adjusting off-road vehicle suspensions. 
     2. DESCRIPTION OF THE RELATED ART 
     Off-road vehicles such as dirt bikes, mountain bikes, and ATVs have numerous adjustable suspension settings that affect the ride and performance of the vehicle. Because the effects of these settings are interrelated, it is often difficult for a rider to determine exactly which suspension setting to adjust when experiencing a problem with the vehicle. The difficulty is compounded by the fact that the appropriate suspension settings for a vehicle depend not just on the particular rider but on the particular terrain and even the particular course. As a result, many riders are intimidated by suspension settings and never try to adjust them. These riders miss out on the full potential of their vehicle. Even in the case of experienced riders who have put in the time to learn how to tune their suspensions, the process of adjusting suspension settings is conventionally a trial-and-error process requiring a great amount of experimentation. 
     Accordingly, there is a need in the art for systems and methods of adjusting off-road vehicle suspension settings that overcome the above drawbacks accompanying the related art. Various aspects of the present disclosure address these particular needs, as will be discussed in more detail below. 
     BRIEF SUMMARY 
     In accordance with one or more aspects of the present disclosure, there is provided a suspension monitoring and adjustment system for an off-road vehicle. A distance sensor is provided on the vehicle to measure shock displacement of the suspension while the vehicle traverses a course. Based on the accumulated shock displacement data, an external device may produce a graph of the shock displacement data (e.g. shock displacement as a function of time), providing the rider with the entire shock displacement history for the course. By observing various features of the graph (e.g. bottom-outs, repeated shock compressions resulting in packing, average/maximum displacement, etc.), the rider may then efficiently tune the suspension settings of the vehicle. Alternatively, or additionally, an on-vehicle processor may apply various rules and thresholds to automatically generate one or more suspension adjustment signals as the rider traverses the course. Actuators arranged to adjust the suspension settings may receive the suspension adjustment signal(s) and make appropriate suspension setting adjustments on the fly. 
     One aspect of the embodiments of the present disclosure is a suspension monitoring and adjustment system for an off-road vehicle. The system includes a distance sensor arranged to measure shock displacement of a suspension of the vehicle, an output device communicatively coupled to the distance sensor and configured to output shock displacement data generated by the distance sensor, and a non-transitory program storage medium on which are stored instructions. The instructions are executable by a processor or programmable circuit to produce a visual representation of the shock displacement data output by the output device. 
     The distance sensor may include a frame-side part disposed at a location on the vehicle that is stationary relative to a frame of the vehicle and a wheel-side part disposed in optical communication with the frame-side part at a location on the vehicle that is stationary relative to a wheel or a suspension linkage of the vehicle. 
     The non-transitory program storage medium may be included in a mobile device including a processor or programmable circuit for executing the instructions. The instructions may be executable by the processor or programmable circuit to display the visual representation of the shock displacement data on a display of the mobile device. 
     The visual representation of the shock displacement data may include a graph of shock displacement over time. 
     The output device may be communicatively coupled to a speedometer of the vehicle and configured to output speed data generated by the speedometer. The instructions may be executable by the processor or programmable circuit to further produce a visual representation of the speed data output by the output device. 
     The output device may include a data port and may be configured to output the shock displacement data to removable media or an external device via the data port. 
     The output device may include a wireless transmitter and may be configured to output the shock displacement data wirelessly via the wireless transmitter. 
     Another aspect of the embodiments of the present disclosure is a suspension monitoring and adjustment system for an off-road vehicle. The system includes a distance sensor arranged to measure shock displacement of a suspension of the vehicle, a non-transitory program storage medium on which are stored instructions, and a processor or programmable circuit communicatively coupled to the distance sensor and operable to receive shock displacement data generated by the distance sensor and perform the instructions stored on the non-transitory program storage medium. The instructions are executable by the processor or programmable circuit to generate an adjustment signal based on the shock displacement data generated by the distance sensor. The system further includes a suspension adjuster communicatively coupled to the processor or programmable circuit and arranged to adjust the suspension of the vehicle in response to the adjustment signal. 
     The distance sensor may include a frame-side part disposed at a location on the vehicle that is stationary relative to a frame of the vehicle and a wheel-side part disposed in optical communication with the frame-side part at a location on the vehicle that is stationary relative to a wheel or a suspension linkage of the vehicle. 
     The processor or programmable circuit may be communicatively coupled to a speedometer of the vehicle and operable to receive the speed data generated by the speedometer. The instructions may be executable by the processor or programmable circuit to generate the adjustment signal further based on the speed data. 
     The suspension adjuster may include a shock pump arranged to increase or decrease air pressure in a fork or shock of the suspension in response to the adjustment signal. 
     The suspension adjuster may include an actuator arranged to turn a compression adjuster or a rebound adjuster of the suspension in response to the adjustment signal. 
     Another aspect of the embodiments of the present disclosure is a method of monitoring and adjusting a suspension of an off-road vehicle. The method includes providing a distance sensor arranged to measure shock displacement of the suspension of the vehicle and adjusting the suspension of the vehicle based on shock displacement data generated by the distance sensor. 
     The method may include producing a visual representation of the shock displacement data generated by the distance sensor. The adjusting may include adjusting the suspension of the vehicle based on the visual representation. The method may include recording the shock displacement data generated by the distance sensor on removable media or an external device. The method may include wirelessly transmitting the shock displacement data generated by the distance sensor to a mobile device. 
     The method may include generating an adjustment signal based on the shock displacement data generated by the distance sensor. The adjusting may include adjusting the suspension of the vehicle in response to the adjustment signal. The adjusting may include increasing or decreasing air pressure in a fork or shock of the suspension or turning a displacement adjuster or a rebound adjuster of the suspension in response to the adjustment signal. 
     The present disclosure will be best understood by reference to the following detailed description when read in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These and other features and advantages of the various embodiments disclosed herein will be better understood with respect to the following description and drawings, in which: 
         FIG. 1  shows a suspension monitoring and adjustment system according to an embodiment of the present disclosure, together with an off-road vehicle and a mobile device; 
         FIG. 2A  is a graphical representation of an example of shock displacement data; 
         FIG. 2B  is a graphical representation of another example of shock displacement data; 
         FIG. 2C  is a graphical representation of another example of shock displacement data; 
         FIG. 3  is a schematic depiction of a mobile device including a program storage medium of the suspension monitoring and adjustment system; 
         FIG. 4  is a schematic depiction of a data processing apparatus including one or more features of the suspension monitoring and adjustment system; 
         FIG. 5  shows an example operational flow in relation to a suspension monitoring and adjustment system according to an embodiment of the present disclosure; 
         FIG. 6  shows an example operational flow of step  530  in  FIG. 5 ; and 
         FIG. 7  shows another example operational flow of step  530  in  FIG. 5 . 
     
    
    
     Common reference numerals are used throughout the drawings and the detailed description to indicate the same elements. 
     DETAILED DESCRIPTION 
     The detailed description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a suspension monitoring and adjustment system for an off-road vehicle and method of monitoring and adjusting a suspension of an off-road vehicle. The described embodiments are not intended to represent the only forms that may be developed or utilized. The description sets forth the various structure and/or functions in connection with the illustrated embodiments, but it is to be understood, however, that the same or equivalent structure and/or functions may be accomplished by different embodiments that are also intended to be encompassed within the scope of the present disclosure. It is further understood that the use of relational terms such as first and second, and the like are used solely to distinguish one entity from another without necessarily requiring or implying any actual such relationship or order between such entities. 
     Various aspects of the present disclosure pertain to suspension monitoring and adjustment system specifically configured and adapted for use with an off-road vehicle having a suspension. Along these lines, it is understood that an off-road vehicle suspension may include, in the case of a two-wheeled vehicle, a pair of fork tubes (also referred to as forks) connected between the handlebars and the front wheel. Each of the fork tubes has a telescoping structure allowing for compression in the longitudinal direction according to the characteristics of an interior shock absorber or shock, which typically is hydraulic in the case of a dirt bike and pneumatic in the case of a mountain bike. Compressing the fork tubes (i.e. pushing down on the handlebars) decreases the distance between the frame of the vehicle and the front wheel. An off-road vehicle suspension may further include, again in the case of a two-wheeled vehicle, a rear shock connected between the body of the vehicle and the rear wheel or between the body of the vehicle and a suspension linkage that connects to a swingarm connected to the rear wheel. Compressing the rear shock (i.e. pushing down on the vehicle) decreases the distance between the frame of the vehicle and the rear wheel or suspension linkage. Off-road vehicles having more than two wheels (e.g. ATVs) may similarly include shocks whose compression decreases the distance between the frame of the vehicle and one or more wheels or suspension linkages. 
     As used herein, shock displacement may generally refer to the distance that a shock is compressed from a fully extended position, the distance that a shock is extended from a fully compressed position, the distance that a frame/wheel or frame/linkage system is compressed from a fully extended position due to the compression of an associated shock, or the distance that a frame/wheel or frame/linkage system is extended from a fully compressed position due to the extension of an associated shock. Depending on how shock displacement is measured (e.g. which points on the vehicle are used to measure the relevant distance), a maximum shock displacement may or may not equate to a shock stroke or suspension travel as customarily defined. 
     It is further understood that off-road vehicle suspension settings are adjustable by means of various manual adjusters (e.g. knobs rotabable by a flathead screwdriver) as well as in some cases by means of increasing or decreasing air pressure in a shock, for example, using a shock pump, the latter means more typical in the case of a mountain bike. Such suspension settings may include, for example, fork compression, fork rebound, rear shock compression, and rear shock rebound. Fork compression and fork rebound may be separately adjustable for each fork tube. Rear shock compression may include separately adjustable high-speed and low-speed compression adjusters. In accordance with the various embodiments of the innovations described herein, such suspension settings may be efficiently adjusted, either manually or automatically, based on shock displacement data generated by one or more distance sensors disposed on the vehicle. 
     Referring now to the drawings,  FIG. 1  depicts an exemplary embodiment of a suspension monitoring and adjustment system  100  together with an off-road vehicle  200 . The system  100  includes one or more distance sensors  110 A,  120  and a data processing apparatus  130 . A distance sensor  110 A is arranged to measure shock displacement of a right fork tube  210 A of the vehicle  200 , while a distance sensor  120  is arranged to measure shock displacement of a rear shock  220  of the vehicle  200 . An additional distance sensor  110 B (not pictured) may be arranged to measure shock displacement of a left fork tube  210 B (not pictured) of the vehicle  200 . In this regard, the distance sensor  110 B may be arranged similarly to the distance sensor  110 A, except on the left side of the vehicle  200 . The system may further include a non-transitory program storage medium  140 . In the example shown in  FIG. 1 , the non-transitory program storage medium  140  is included in a mobile device  300 , which includes a processor or programmable circuit for executing instructions (e.g. a mobile app) stored on the non-transitory program storage medium  140 . 
     As shown in  FIG. 1  by way of example, the distance sensor  110 A may include a frame-side part  110 A- 1  disposed at a location on the vehicle  200  that is stationary relative to a frame  230  of the vehicle  200  and a wheel-side part  110 A- 2  disposed in optical communication with the frame-side part  110 A- 1  at a location on the vehicle  200  that is stationary relative to a front wheel  240  of the vehicle  200 . In the example shown, the frame-side part  110 A- 1  of the distance sensor  110 A is disposed on a clamp  250 A that holds an upper portion of the right fork tube  210 A, while the wheel-side part  110 A- 2  is disposed on a right fork guard  260 A. Similarly, the distance sensor  110 B may include a frame-side part  110 B- 1  disposed on a clamp  250 B (not pictured) that holds an upper portion of the left fork tube  210 B (not pictured), while the wheel-side part  110 B- 2  may be disposed on a left fork guard  260 B (not pictured). Along the same lines, the distance sensor  120  may include a frame-side part  120 - 1  disposed at a location on the vehicle  200  that is stationary relative to a frame  230  of the vehicle  200  and a wheel-side part  120 - 2  disposed in optical communication with the frame-side part  120 - 1  at a location on the vehicle  200  that is stationary relative to a rear wheel  270  or a suspension linkage  280  of the vehicle  200 . In the example shown, the frame-side part  120 - 1  of the distance sensor  120  is disposed near the top of the rear shock  220  where the rear shock  220  connects to the frame  230  of the vehicle  200 , while the wheel-side part  120 - 2  of the distance sensor  120  is disposed near the bottom of the rear shock  220  where the rear shock  220  connects to the suspension linkage  280 . 
     Each pair of distance sensor parts  110 A- 1  and  110 A- 2 ,  110 B- 1  and  110 B- 2 ,  120 - 1  and  120 - 2  may define an optical receiver (e.g.  110 A- 1 ) and an optical transmitter (e.g.  110 A- 2 ), with shock displacement being measured on the basis of detected intensity or power of light (e.g. infrared) transmitted by the optical transmitter and received by the optical receiver. Other known optical distance measurement techniques, such as interferometry, are also contemplated. In some cases, distance sensors  110 A,  110 B, and  120  may include only a single part (e.g.  110 A- 1 ,  110 B- 1 ,  120 - 1 ) including both an optical transmitter and an optical receiver. For example, optical distance measurement of shock displacement may be achieved by known triangulation techniques in which a beam of light (e.g. a laser) is transmitted by a transmitter, undergoes diffuse reflection at an opposing surface (e.g. right fork guard  260 A, left fork guard  260 B, suspension linkage  280 ), and is received by a receiver laterally offset from the transmitter. In this way, shock displacement can be measured on the basis of the angle of reception by the receiver. One benefit of this technique in the context of off-road riding is that the critical optics can be confined to the upper part of the shock where they are less likely to become caked in mud and ineffective. Diffuse reflection at the lower part of the shock will still occur even if mud covers the designated surface, with only minimally reduced measurement accuracy. As another example, a single part (e.g.  110 A- 1 ,  110 B- 1 ,  120 - 1 ) of a distance sensor  110 A,  110 B,  120  may include an optical reader disposed on an outer telescoping portion of a fork tube  210 A,  210 B or rear shock  220  and arranged to observe a corresponding inner telescoping portion as the telescoping portions telescope relative to each other. A series of reference marks printed on the inner telescoping portion can be optically observed by the optical reader (e.g.  110 A- 1 ,  110 B- 1 ,  120 - 1 ) to determine shock displacement based on the relative positions of the telescoping portions. 
     Non-optical distance measurement techniques are also contemplated. For example, each pair of distance sensor parts  110 A- 1  and  110 A- 2 ,  110 B- 1  and  110 B- 2 ,  120 - 1  and  120 - 2  may define a pair of accelerometers (i.e. one in each part), with shock displacement being measured on the basis of a difference between the accelerometer data generated by the pair of accelerometers. Other contemplated distance measurement techniques for measuring shock displacement include ultrasonic, magnetic, inductive, and linear encoder means, any of which may be utilized by distance sensors  110 A,  110 B,  120 . 
     In the example shown in  FIG. 1 , wires  160  are illustrated connecting the data processing apparatus  130  to the distance sensors  110 A,  120 , and it is understood that corresponding wires  160  may connect the data processing apparatus  130  to a distance sensor  110 B (not shown) on the left side of the bike. Wires  160  may be conveniently secured to the vehicle  200  along the vehicle  200  (e.g. by clips) so as to be generally out of the way and unobtrusive. For example, wires  160  may run primarily along the frame  230  of the vehicle to the upper parts  110 A- 1 ,  110 B- 1 ,  120 - 1  of the distance sensors  110 A,  110 B,  120 . In the case of wired connection to lower parts  110 A- 2 ,  110 B- 2 ,  120 - 2  and/or lower suspension adjusters  150  (described below) that are disposed on or near the wheels of the vehicle  200 , wires  160  may additionally run longitudinally down the length of fork tubes  210 A,  210 B or rear shock  220 , in which case the wire  160  may be secured above and below the shock with enough slack to accommodate the displacement of the shock. Such loosely disposed portion of a wire  160  may be provided with a hard case, cover, or shield to prevent it from coming into contact with an obstacle on the course or the rider&#39;s body. As an alternative, wireless transmission is contemplated, particularly for wheel-side (lower) sensor parts and/or suspension adjusters  150 . 
     The data processing apparatus  130  may function as an output device communicatively coupled to the distance sensor(s)  110 A,  110 B,  120  and configured to output shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120 . In this regard, the data processing apparatus  130  may include, for example, a wireless transmitter or data port as described in more detail below. At the end of a ride, day, etc., a rider of the vehicle  200  may operate the data processing apparatus  130  (e.g. by pressing a “send” button to initiate a wireless transfer, by removing a flash drive or other removable medium, by plugging in a cable connected to an external device, etc.) to output the accumulated shock displacement data to an external device such as the mobile device  300 . Alternatively, in the case of a wireless transmitter, the data processing apparatus  130  may output shock displacement data to the external device as it is generated, i.e. during the ride. 
     The non-transitory program storage medium  140  included in the mobile device  300  stores instructions to produce a visual representation of the shock displacement data output by the data processing apparatus  130 . In this regard, as noted above, the mobile device  300  may include a processor or programmable circuit for executing the instructions stored on the non-transitory program storage medium  140 . Upon receiving the shock displacement data output by the data processing apparatus  130 , a processor or programmable circuit of the mobile device  300  may execute the instructions stored on the program storage medium  140  to produce a visual representation of the shock displacement data. The visual representation may include, for example, a graph of shock displacement over time. As a specific example, the visual representation may include separate line graphs corresponding to each shock (e.g. right fork tube  210 A, left fork tube  210 B, rear shock  220 ) vertically aligned to share a single time axis. By viewing the visual representation, the rider may easily make appropriate adjustments to the suspension of the vehicle  200  as described in more detail below. 
     The suspension monitoring and adjustment system  100  may further include one or more suspension adjusters  150 . Depending on the mechanism by which suspension settings are adjusted on the vehicle  200 , the suspension adjusters  150  may take various forms. In the case of a dirt bike such as the vehicle  200  shown in  FIG. 1 , suspension settings may typically be adjusted by means of compression and rebound adjusters  215  located on the tops and bottoms of the fork tubes  210 A,  210 B and rear shock  220 . Such compression and rebound adjusters  215  typically include a rotatable knob or screw that can be turned by hand or by a flathead screwdriver or other tool. In the case of such compression and rebound adjusters  215 , a suspension adjuster  150  may include an actuator arranged to turn a compression or rebound adjuster  215  in response to an adjustment signal (as described in more detail later). For example, adjacent to each such compression or rebound adjuster  215  may be a dedicated suspension adjuster  150  for that compression or rebound adjuster  215 , coupled to the data processing apparatus  130  by wires  160  or a wireless connection. In other cases, as in some mountain bikes, suspension settings (e.g. compression settings) may be adjustable by increasing or decreasing air pressure using a shock pump. In such cases, the suspension adjuster  150  may include a shock pump arranged to increase or decrease air pressure in a fork or shock of the suspension in response to the adjustment signal. 
     In a case where the vehicle  200  includes a speedometer  290 , the data processing apparatus  130  may further be communicatively coupled to the speedometer  290 , e.g. wirelessly or via wires  160 . Thus, the data processing apparatus may additionally output speed data generated by the speedometer, and the instructions stored on the program storage medium  140  may be executable by the processor or programmable circuit of the external device (e.g. the mobile device  300 ) to produce a visual representation of the speed data output by the output device. Alternatively, or additionally, the data processing apparatus  130  may generate the adjustment signal further based on the speed data. 
       FIG. 2A  is a graphical representation of an example of shock displacement data. The graphical representation shown in  FIG. 2A  may be an example of a visual representation (or a portion thereof) produced in accordance with instructions stored on the program storage medium  140  of an external device such as the mobile device  300 . As the vehicle  200  traverses the course, a distance sensor  110 A,  110 B,  120  measures shock displacement of a corresponding shock and generates shock displacement data representing the shock displacement. As noted above, the exact placement of the distance sensor  110 A,  110 B,  120  determines the relationship between shock displacement and shock stroke or suspension travel as customarily defined. In this regard, the instructions to produce the visual representation may include instructions to appropriately convert the shock displacement data using conversion factors taking sensor placement and vehicle construction into account. In this way, the visual representation may present useful information about the ride and performance of the vehicle  200 . Appropriately converted shock displacement data generated with respect to a rear shock  220  may represent, for example, the distance between the frame  230  and rear wheel  270  of the vehicle  200 , after factoring in the relationship between the rear shock  220 , rear wheel  270 , suspension linkage  280 , and swingarm. 
     In the example of  FIG. 2A , displacement in millimeters (on the y-axis) is plotted versus time in seconds (on the x-axis), based on shock displacement data generated by a single distance sensor  110 A,  110 B,  120  with respect to a single shock. As noted above, similar graphs may be produced based on other sensors and presented in a vertically aligned manner. If separate graphs are produced for distance sensors  110 A and  110 B, a greater-than-expected difference between the two graphs may indicate that the suspension settings of the fork tubes  210 A,  210 B are not the same (as is typically desired). As can be seen in  FIG. 2A , the displacement in millimeters increases and decreases as a function of time, due to the displacement of the shock as the vehicle  200  traverses the terrain of a course. The visual representation may further include various threshold markings as shown, which may be selected by a user of the mobile device  300  by means of a user interface generated in accordance with the stored instructions. For example, the stored instructions may be a mobile app including an appropriate settings menu for customizing the visual representation. In the example of  FIG. 2A , maximum and minimum shock displacement thresholds are shown along with intermediate thresholds at specific displacement amounts in millimeters. By observing the relationship between the graph and the thresholds, the rider or other user of the mobile device  300  may observe, for example, that the shock bottomed out once (circled region of graph) and that an appropriate percentage of suspension travel was used based on the number of times the graph crossed the intermediate thresholds. For example, if it is desired to use at least 50% of suspension travel, the rider may set intermediate thresholds at levels of shock displacement representing 50% of suspension travel. The rider may then check whether the graph crossed the thresholds a minimum number of times (e.g. three) and conclude that an appropriate percentage of suspension travel was used. As a specific example, a rider may conclude that a compression setting of the shock does not need to be reduced because enough suspension travel was used, but that the compression setting should be slightly increased (e.g. one click of a compression adjuster) because of the single bottom-out. 
       FIG. 2B  is a graphical representation of another example of shock displacement data. In the example of  FIG. 2B , intermediate thresholds have been set as in  FIG. 2A . However, in the example of  FIG. 2B , the graph never crosses the intermediate thresholds. On the basis of the graph of  FIG. 2B , a rider may conclude that a compression setting of the shock needs to be reduced in order to allow the vehicle  200  to use more of the suspension travel. The rider may adjust the compression setting accordingly. 
       FIG. 2C  is a graphical representation of another example of shock displacement data. In the example of  FIG. 2C , at two points in the graph, repeated compressions of the shock result in rapidly increasing shock displacement. On the basis of the graph of  FIG. 2C , a rider may conclude that the suspension of the vehicle  200  is packing due to insufficient rebound speed. To address this issue, the rider may adjust the rebound setting of the shock in order to allow the shock to rebound more quickly. If the rider is familiar with the course (e.g. if the rider just finished the course and is viewing the graph), it may be especially easy for the rider to diagnose the issue as the rider might recognize (by looking at the x-axis) that the repeated compressions correspond to a sequence of bumps on the course. 
     The above represents only a few specific examples of the information observable from a visual representation of the shock displacement data. The visual representation might further show, for example, an average ride height (sag) of the vehicle  200  while underway as well as speed of compression and rebound (e.g. the slope of the distance vs. time graph). In some cases, the visual representation may inform the rider that a replacement part is needed (e.g. in the case of an inappropriate sag indicating the need for a larger spring). In a case where the output shock displacement data is accompanied by output speed data generated by a speedometer  290  of the vehicle  200 , the speed data may be included in the visual representation, e.g. displayed as an additional line graph on the same time axis indicating the vehicle speed corresponding to each data point of shock dispalcement. The speed data may further inform the rider as to what suspension adjustments should be made. For example, a reduced compression setting (a softer setting) may be appropriate when the vehicle  200  is moving at a lower speed. The visual representation may highlight, expand, zoom, drill down, or otherwise graphically or numerically present any such relevant information and/or suggested diagnoses and remedial measures according to preferences, settings, and selections of a user. 
       FIG. 3  is a schematic depiction of a mobile device  300  including a memory  310 , which is an example of the non-transitory program storage medium  140  of the suspension monitoring and adjustment system  100  shown in  FIG. 1 . The mobile device  300  may function as an external device that receives shock displacement data output by the data processing apparatus  130  and produces a visual representation thereof. The mobile device  300  may be, for example, a smartphone, tablet, or laptop computer, with the instructions stored in the memory  310  being a mobile app or other software program. The exemplary mobile device  300  shown in  FIG. 3  is schematically depicted as including, in addition to the memory  310 , a processor  320  for executing the instructions (e.g. mobile app) stored on the memory  310 , a user input interface  330  for navigating the app (e.g. navigating a settings menu to customize the visual representation of the shock displacement data), a wireless transceiver  340  for receiving shock displacement data and optionally speed data transmitted by a wireless transmitter of the data processing apparatus  130  (e.g. via Bluetooth™, Wi-Fi, GSM, UMTS), a data port  350  for receiving shock displacement data and optionally speed data transferred by removable media (e.g. USB flash drive) or a direct data line (e.g. USB cable), and a display  360  for displaying the visual representation and other aspects of the app (settings menu, etc.). Depending on the particular output device of the data processing apparatus  130 , only one of the wireless transceiver  340  and the data port  350  may be used in connection with the functionality of the suspension monitoring and adjustment system  100 , with the other being omitted. 
       FIG. 4  is a schematic diagram of a data processing apparatus  400 , which may be an example of the data processing apparatus  130  shown in  FIG. 1 . The data processing apparatus  400  receives shock displacement data generated by one or more distance sensors  110 A,  110 B,  120  arranged on the vehicle  200  and outputs the shock displacement data for use by an external device in producing a visual display. Based on the visual display, a rider can make appropriate adjustments to the suspension of the vehicle  200 . Alternatively, or additionally, the data processing apparatus  400  receives the shock displacement data, compares the shock displacement data to one or more thresholds, and generates an adjustment signal used by a suspension adjuster  150  to adjust the suspension of the vehicle  200  on the fly. The data processing apparatus  400  includes a data input interface  410 , a shock displacement data storage  420 , a data output interface  430 , a wireless transmitter  440 , a data port  450 , an adjustment threshold evaluator  460 , an adjustment threshold storage  470 , and an adjustment signal generator  480 . 
     The data input interface  410  receives shock displacement data generated by one or more distance sensors  110 A,  110 B,  110 C arranged to measure shock displacement of a suspension of the vehicle  200 . For example, the data input interface  410  may receive shock displacement data of a right fork tube  210 A, a left fork tube  210 B, and/or a rear shock  220  generated by a distance sensor  110 A, a distance sensor  110 B, and/or a distance sensor  120 , respectively. The shock displacement data may be a representation of shock displacement as a function of time and may be in the form of, for example, displacement in millimeters versus time in seconds. Thus, in a case where the distance sensor(s)  110 A,  110 B,  120  generate shock displacement data with a sampling frequency of 20 Hz, the shock displacement data may include a series of shock displacement samples at 50 millisecond intervals. The data input interface  410  may receive the shock displacement data from the distance sensor(s)  110 A,  110 B,  120  by wired or wireless connection. In this regard, the data input interface  410  may include one or more data ports for connection of the wires  160  and/or a wireless receiver. 
     Upon receiving the shock displacement data, the data input interface  410  may store the received shock displacement data in the shock displacement data storage  420 . For example, the data input interface  410  may receive the shock displacement data in real time as it is generated by the distance sensor(s)  110 A,  110 B,  120  and record the data in the shock displacement data  420  in an accumulating manner such that the shock displacement data storage  420  stores all of the shock displacement data generated over an extended period of time, e.g. one hour, one race or course, one run of the vehicle  200  from engine on to engine off, etc. 
     The data output interface  430  outputs the accumulated shock displacement data stored in the shock displacement data storage  420 . For example, upon the completion of a relevant period of time or event (e.g. engine off), and/or in response to an output command initiated by the rider (e.g. pressing a “send” button on the exterior of the data processing apparatus  130 , inserting a USB flash drive into the data processing apparatus  130 , plugging a USB cable into the data processing apparatus  130 ), the data output interface  430  may obtain the stored shock displacement data from the shock displacement data storage  420  and output the shock displacement data, e.g. to an external device such as the mobile device  300 . More specifically, the data output interface  430  may output the shock displacement data via the wireless transmitter  440  (e.g. via Bluetooth™, Wi-Fi, GSM, UMTS) or via the data port  450  to a removable medium such as an inserted USB flash drive or directly to the external device by a USB cable or other data line. In this way, the data processing apparatus  130 ,  400  may function as an output device communicatively coupled to one or more distance sensors  110 A,  110 B,  120  and configured to output shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120 . An external device such as the mobile device  300  may receive the output shock displacement data and generate a visual representation thereof, which the rider may refer to when making suspension adjustments as described above in relation to  FIGS. 2A-2C and 3 . 
     As noted above, the data processing apparatus  400  may alternatively or additionally support automatic adjustment of the suspension of the vehicle  200  during the ride. In this regard, the adjustment threshold evaluator  460  of the data processing apparatus  400  may compare the shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120  to one or more thresholds stored in the adjustment threshold storage  470  according to one or more rules and issue a command to the adjustment signal generator  480  accordingly. Many different rules and thresholds are possible, and the present disclosure is not intended to be limited in this regard. As a simple example, the adjustment threshold evaluator  460  may receive each data point (e.g. displacement in millimeters or ordered pair of displacement as a function of time) from the data input interface  410  one by one and compare it to a threshold representing a bottoming out of the shock (e.g. 95% or 100% of shock stroke or suspension travel). If any single data point exceeds (or reaches) the threshold, the adjustment threshold evaluator  460  may evaluate that an increase in a compression setting of the shock is necessary (e.g. one click of a compression adjuster) and issue a command to the adjustment signal generator  480  accordingly. 
     As a more complicated example, the adjustment threshold evaluator  460  may buffer a plurality of data points from the data input interface  410  and maintain a moving average or an average for the entire run. The adjustment threshold evaluator  460  may then continually compare the buffered data set to a plurality of thresholds stored in the adjustment threshold storage  470  as each new data point comes in or after every predetermined number of data points. In this way, the adjustment threshold evaluator  460  may implement any of the rules described in relation to  FIGS. 2A-2C , such as checking whether an intermediate threshold has been crossed a minimum number of times relative to the total amount of time represented by the data or checking whether a series of compressions in a given time window exhibit increasing displacement characteristic of suspension packing. The adjustment threshold evaluator  460  can then evaluate whether an appropriate percentage of suspension travel is being used, whether a rebound setting is appropriate, etc. on the fly and issue a command to the adjustment signal generator  480  accordingly. 
     Upon receiving a command from the adjustment threshold evaluator  460 , the adjustment signal generator  480  issues an adjustment signal to one or more of the suspension adjuster(s)  150  by wired or wireless connection. In this regard, the adjustment signal generator  480  may include one or more data ports for connection of the wires  160  and/or a wireless transmitter (or may transmit the adjustment signal via the wireless transmitter  440 ). The suspension adjuster(s)  150  may adjust the suspension of the vehicle  200  in response to the adjustment signal. 
     As noted above, the data processing apparatus  130  may further be communicatively coupled to a speedometer  290  of the vehicle  200 . In such case, the data input interface  410  may additionally receive speed data from the speedometer  290  and store the speed data as part of the shock displacement data (in corresponding fashion, e.g. as an ordered triplet specifying shock displacement, time, and vehicle speed) and the data output interface  430  may further output the speed data via the wireless transmitter  440  or removable media port  450 . Similarly, the adjustment threshold evaluator  460  may further evaluate the shock displacement data in relation to the corresponding speed data or average speed of the vehicle  200 , issuing a command to the adjustment signal generator  480  accordingly. In this way, the data processing apparatus  400  may take into account the speed of the vehicle  200  when evaluating whether and which suspension adjustments are appropriate. 
     The various components of the data processing apparatus  400  (interfaces, storages, etc.) may be wholly or partly embodied in an on-board computer including one or more processors and one or more memories and/or programmable circuitry such as a field-programmable gate array (FPGA) or programmable logic array (PLA). In this regard, the data processing apparatus  130  may be regarded as including a non-transitory program storage medium on which are stored instructions executable by a processor or programmable circuitry to generate an adjustment signal based on shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120 , as well as a processor or programmable circuit communicatively coupled to the distance sensor(s)  110 A,  110 B,  120  and operable to receive the shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120  and perform the instructions stored on the non-transitory program storage medium. For example, the adjustment threshold evaluator  460  may be an example of such a program storage medium with coupled processor or programmable circuit. The instructions stored on the program storage medium may include code executable by a processor or state information for execution by programmable circuitry. 
     As noted above, the structure and functionality described with respect to the data processing apparatus  400  may reside in the data processing apparatus  130  of  FIG. 1 . More specifically, all or a portion of the data processing apparatus  400  may be included in the data processing apparatus  130 . For example, in a case where automatic suspension adjustment is not supported, the adjustment threshold evaluator  460 , adjustment threshold storage  470 , and adjustment signal generator  480  can be omitted. As another example, in a case where visual representation on an external device is not supported, the shock displacement data storage  420 , data output interface  430 , wireless transmitter  440 , and data port  450  can be omitted. 
       FIG. 5  shows an example operational flow in relation to a suspension monitoring and adjustment system  100  according to an embodiment of the present disclosure. First, one or more distance sensors  110 A,  110 B,  120  arranged to measure shock displacement of the suspension of the vehicle  200  are provided (step  510 ). Providing the distance sensor(s)  110 A,  110 B,  120  may include, for example, installing the sensors on the vehicle  200  or providing the vehicle  200  with pre-installed sensors, and/or arranging or calibrating each of the sensor(s) to measure shock displacement of a given part of the suspension (e.g. right fork tube  210 A, left fork tube  210 B, rear shock  220 ). In addition to the distance sensor(s)  110 A,  110 B,  120 , a data processing apparatus  130 , one or more suspension adjusters  150 , and/or providing wires  160  may be provided on the vehicle  200 . A program storage medium  140  storing instructions as described above may further be provided, e.g. by downloading a mobile app to a mobile device  300 . With the distance sensor(s)  110 A,  110 B,  120  and/or other components provided, shock displacement data is generated with the distance sensor(s)  110 A,  110 B,  120  (step  520 ). The generated shock displacement data may be received by the data processing apparatus  130 , e.g. via wires  160 . Lastly, the suspension of the vehicle  200  is adjusted based on the shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120  (step  530 ). 
       FIG. 6  shows an example operational flow of step  530  in  FIG. 5 . The shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120  may be output to an external device (step  610 ). For example, as described above in relation to the exemplary data processing apparatus  400 , the data processing apparatus  130  may accumulate the generated shock displacement data and record the accumulated shock displacement data on removable media or wirelessly transmit (or transmit using a cable) the accumulated shock displacement data to an external device such as the mobile device  300 . An external device such as the mobile device  300  described above in relation to  FIG. 3  may thus receive the output shock displacement data via the removable media or wired or wireless transmission. Having received the shock displacement data, an external device such as the mobile device  300  may produce a visual representation of the shock displacement data (step  620 ). The visual representation may include, for example, a graph of shock displacement over time as described in relation to  FIGS. 2A-2C . The rider may adjust the suspension of the vehicle  200  based on the visual representation (step  630 ). 
       FIG. 7  shows another example operational flow of step  530  in  FIG. 5 . The shock displacement data generated by the distance sensor(s)  110 A,  110 B,  120  may be compared to one or more thresholds (step  710 ). For example, as described above in relation to the exemplary data processing apparatus  400 , the data processing apparatus  130  may apply various rules and thresholds to evaluate whether any of the suspension settings of the vehicle  200  should be adjusted on the fly. If it is evaluated that one or more suspension settings should be adjusted, the data processing apparatus  130  may generate an adjustment signal accordingly (step  720 ), which may be transmitted by wired or wireless connection to one or more suspension adjusters  150  on the vehicle  200 . The suspension adjusters  150  may adjust the suspension of the vehicle in response to the adjustment signal (step  730 ), e.g. by increasing or decreasing air pressure in a fork or shock or turning a compression adjuster or a rebound adjuster in response to the adjustment signal. 
     While the vehicle  200  has been illustrated as a two-wheeled vehicle by way of example, including right and left fork tubes  210 A,  210 B and a rear shock  220 , the disclosed embodiments are not intended to be so limited. Other off-road vehicles, including four-wheeled vehicles, are also contemplated, in which case the various compression, rebound, and other suspension setting adjusters may be located in different places and/or adjustable by different means than the specific examples described. Such embodiments and modifications are intended to be included in the scope of this disclosure. Furthermore, the various wireless transmitters and receivers described herein are not intended to be limited to devices with exclusive transmission or reception functionality and may also refer to transceivers. 
     The particulars shown herein are by way of example only for purposes of illustrative discussion, and are not presented in the cause of providing what is believed to be most useful and readily understood description of the principles and conceptual aspects of the various embodiments of the present disclosure. In this regard, no attempt is made to show any more detail than is necessary for a fundamental understanding of the different features of the various embodiments, the description taken with the drawings making apparent to those skilled in the art how these may be implemented in practice.