Patent Publication Number: US-10766563-B2

Title: Rail suspension with integral shock and dampening mechanism

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claim priority to U.S. Provisional Patent Application No. 61/753,421 entitled “Rail Suspension System with Integral Shock and Dampening Mechanism” and filed on Jan. 16, 2013. This application incorporates by reference U.S. Provisional Patent Application No. 61/753,421 entitled “Rail Suspension System with Integral Shock and Dampening Mechanism” and filed on Jan. 16, 2013, U.S. Provisional Patent Application No. 61/563,292, entitled “Reciprocating Rail Movement Suspension System” and filed on Nov. 23, 2011, U.S. Provisional Patent Application No. 61/609,927, entitled “Reciprocating Rail Movement Suspension System” and filed on Mar. 12, 2012, U.S. Provisional Patent Application No. 61/635,800, entitled “Reciprocating Rail Movement Suspension System” and filed on Apr. 19, 2012, U.S. patent application Ser. No. 13/215,170, entitled “Link Suspension System” and filed on Aug. 22, 2011 now U.S. Pat. No. 9,102,378 issued Aug. 11, 2015, U.S. Provisional Application No. 61/375,278, entitled “Link Suspension System” and filed on Aug. 20, 2010, U.S. patent application Ser. No. 11/229,270, entitled “Rear Suspension System,” now issued as U.S. Pat. No. 7,722,072, and PCT Application No. PCT/US2012/066427, filed on Nov. 21, 2012, all in their entireties. 
    
    
     TECHNICAL FIELD 
     Examples disclosed herein relate generally to bicycles, and more particularly, to suspension systems for rear wheels of bicycles. 
     BACKGROUND 
     Many bicycles, particularly mountain bicycles, include rear suspension systems. The rear suspension system allows the rear wheel to be displaced relative to the bicycle frame when impact forces are imparted on the rear wheel and, in turn, acts to absorb the impact forces. As such, suspension systems may improve rider comfort, as well as protect the rider and all or part of the bicycle from the roughness of the terrain when traveling or jumping the bicycle by keeping one or both wheels in contact with the ground and allowing the rider&#39;s mass to move over the ground in a flatter trajectory. 
     Many rear suspension systems available on the market allow the rear wheel of the bicycle to travel in a particular path that is dictated by the physical construction of the suspension system. Generally, the rear wheel path is fixed by the rear suspension design, with different rear wheel paths causing different reactions in the way that the bicycle handles forces impacting on the rear wheel. The rear suspension systems of different bicycles may have different shock-absorbing properties, so as to provide the dampening effect that is best suited to the terrain most often traversed by the bicycle. A mountain bicycle intended for traversing steep downhill grades may benefit from a shock assembly that causes the rear wheel to travel in a substantially vertical direction, while a trail bicycle intended for traversing small bumps and gradual downhill grades may benefit from a shock that travels in a curved travel path. 
     SUMMARY 
     One aspect of the present disclosure relates to a rear suspension system for a bicycle. The rear suspension system acts to absorb forces impacting on the bicycle by allowing a rear wheel of the bicycle to be displaced relative to the rest of the bicycle. The disclosed rear suspension system utilizes a sliding body that is pivotally coupled to the rear frame and engages a linear rail. The rear frame is further pivotally coupled to a rocker link, which causes at least a portion of the rear frame to travel along an arcuate path. The overall structural configuration of the rear suspension system results in a wheel travel path that is curved. 
     Generally, examples described herein may take the form of a bicycle including a front frame, a rear frame operably associated with the front frame and configured for coupling to a rear wheel, and a suspension system operably associated with the front frame and the rear frame. The suspension system includes a first connection structure operably coupling the front frame to the rear frame and a first sliding body pivotally coupled to the rear frame and configured to travel in a first direction along a substantially linear travel path and in a second direction opposite the first direction along the substantially linear travel path as the suspension system is compressed. 
     Various examples may take the form of a bicycle frame including a front frame and a rear frame operably associated with the front frame. The rear frame may be configured for coupling to a rear wheel. The rear frame may be connected to the front frame through a suspension system at a first pivot and a second pivot. The suspension system may include a first sliding assembly having a sliding body pivotally coupled to the rear frame at the first pivot. The first sliding body moves along a first substantially linear travel path having a first direction in response to movement of the rear frame. The suspension system may also include a second sliding assembly having a sliding body pivotally coupled to the rear frame at the second pivot. The second sliding body moves along a second substantially linear travel path having a second direction in response to movement of the rear frame. 
     In various examples, the first sliding body may engage a first rail. The second sliding body may engage a second rail. The first rail may be coupled on each end to the front frame. The second rail may be coupled on each end to the front frame. The first sliding body may engage a substantially parallel rail to the first rail. The second sliding body engages a substantially parallel rail to the second rail. The first and second rails together define a plane that is substantially parallel to a plane defined by the front frame. At least one of the first sliding assembly and the second sliding assembly may also include at least one of a spring mechanism and a dampening mechanism which resists movement of the first sliding body or the second sliding body along their respective substantially linear travel paths. In some examples, the first direction is different than the second direction. The first direction may be more horizontal than the second direction. In some examples, the first direction is the same as the second direction. The first rail and the second rail may be the same rail having the same substantially linear travel path in the same direction. 
     Various examples may take the form of a bicycle frame including a front frame and a rear frame operably associated with the front frame and configured for coupling to a rear wheel. The rear frame may be connected to the front frame through a suspension system at a lower pivot and an upper pivot. The suspension system may include a linkage coupled to the rear frame at the upper pivot and coupled to the front frame along a top tube of the front frame. The linkage moves along an arcuate travel path in response to movement of the rear frame. The suspension system may also include a sliding assembly having a sliding body pivotally coupled to the rear frame at the lower pivot. The sliding body moves along a first substantially linear travel path having a first direction in response to movement of the rear frame. The first sliding body may be configured to engage a first rail and the substantially linear path may be defined by the first rail. The first rail is coupled on each end to the front frame. The sliding assembly may also include at least one of a spring mechanism and a dampening mechanism which resists movement of the sliding body along the first substantially linear travel path. 
     Various examples may take the form of a bicycle frame including a front frame and a rear frame operably associated with the front frame and configured for coupling to a rear wheel. The rear frame may be connected to the front frame through a suspension system at a first pivot and a second pivot. The suspension system may include a sliding assembly having a sliding body, a first rail, and at least one of a spring mechanism and a dampening mechanism. The sliding body may engage the first rail and may also be pivotally coupled to the rear frame at the first pivot. The sliding body moves along a first substantially linear travel path having a first direction defined by the first rail. The at least one of the spring mechanism and the dampening mechanism may resist movement of the sliding body along the first substantially linear travel path. The sliding assembly may include both the spring mechanism and the dampening mechanism. The spring mechanism may include at least one spring engaging the first sliding body and the dampening mechanism may include at least one cylinder body and a piston shaft located inside of the first rail. 
     In some examples, first sliding body may be configured to engage a first rail and the substantially linear path is defined by the first rail. In other examples, the first connection structure may include a link. In another example, the first connection structure may include a second sliding body configured to engage a second rail. 
     Other examples may take the form of a bicycle including a rear frame operably associated with a front frame, a first sliding body configured to engage one or more rails and operably associated with a spring mechanism, and a second sliding body configured to engage one or more rails and operably associated with a dampening mechanism. In some examples, the spring mechanism includes at least one spring engaging the first sliding body and the dampening mechanism includes at least one cylinder body and a piston shaft. 
     Other examples may take the form of a bicycle including a rear frame operably associated with a front frame, a first sliding body operably associated with a spring mechanism, and a second sliding body operably associated with a dampening mechanism. The first sliding body and the second sliding body may each be configured to engage one or more rails. In some examples, the first sliding body and the second sliding body are configured to travel in the same direction. 
     Other examples may take the form of a bicycle including a rear frame operably associated with a front frame, a sliding body configured to engage one or more rails and operably associated with a spring mechanism and a dampening mechanism, and a link pivotally coupled to the front frame and to the rear frame. In some examples, the dampening mechanism may be housed within the one or more rails. 
     The features, utilities, and advantages of the various disclosed examples will be apparent from the following more particular description of the examples as illustrated in the accompanying drawings and defined in the appended claims. 
     This summary of the disclosure is given to aid understanding, and one of skill in the art will understand that each of the various aspects and features of the disclosure may advantageously be used separately in some instances, or in combination with other aspects and features of the disclosure in other instances. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         FIG. 1  is a right side view of a bicycle incorporating a rear suspension system according to one example. 
         FIG. 2  is a right-front isometric view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 3  is a right-rear isometric view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 4  is a top view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 5  is a bottom view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 6  is a right side view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 7  is a front view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1  with the down tube removed. 
         FIG. 8  is a right side view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1  with the rear frame removed. 
         FIG. 9  is an isometric view of the sliding body and rail of the rear suspension system of the bicycle depicted in  FIG. 1 . 
         FIG. 10A  is a right side view of the front frame and rear suspension system of the bicycle depicted in  FIG. 1 , with the rear frame shown in dashed lines. 
         FIG. 10B  is a right side view of the front frame and rear suspension system depicted in  FIG. 1  in a partially compressed stage, with the rear frame shown in dashed lines. 
         FIG. 10C  is a right side view of the front frame and rear suspension system depicted in  FIG. 1  in a fully compressed stage, with the rear frame shown in dashed lines. 
         FIG. 10D  is a right side view of the front frame and rear suspension system depicted in  FIG. 1  in an uncompressed stage shown in solid lines, in a partially compressed stage shown in dashed lines, and in a fully compressed stage shown in dashed lines. 
         FIG. 10E  illustrates a right side view of a portion of an end cap of the sliding body in an uncompressed stage shown in solid lines, in a partially compressed stage shown in dashed lines, and in a fully compressed stage shown in dashed lines. 
         FIG. 10F  is a right side view of the front frame depicted in  FIG. 1  in an uncompressed stage. 
         FIG. 10G  is a right side view of the front frame depicted in  FIG. 1  in a partially compressed stage. 
         FIG. 10H  is a right side view of the front frame depicted in  FIG. 1  in a fully compressed stage. 
         FIG. 10I  is a right side view of the sliding body and rail in various stages of compression. 
         FIG. 11  illustrates a right side view of another example of a front frame and rear suspension system of a bicycle. 
         FIG. 12  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 11 . 
         FIG. 13  illustrates a rear view of the front frame and rear suspension system shown in  FIG. 11 . 
         FIG. 14  illustrates a front view of the front frame and rear suspension system shown in  FIG. 11 , with the seat tube removed. 
         FIG. 15  illustrates a rear left perspective view of the front frame and rear suspension system shown in  FIG. 11 . 
         FIG. 16  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 11 , with the rear frame removed. 
         FIG. 17  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 11 , with the rear frame and sliding body housing removed. 
         FIG. 18  illustrates a cross-sectional view of the front frame and rear suspension system shown in  FIG. 11 , with the rear frame removed, as taken along line  18 - 18  of  FIG. 16 . 
         FIG. 19  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 11 , with the rear frame shown in dashed lines. 
         FIG. 20  illustrates a right perspective view of the sliding body assembly shown in  FIG. 11 . 
         FIG. 21  illustrates a left perspective view of the sliding body assembly shown in  FIG. 11 . 
         FIG. 22  illustrates a right perspective view of the rails and crowns of the sliding body assembly shown in  FIG. 11 . 
         FIG. 23A  is a right side view of the front frame and rear suspension system of the bicycle depicted in  FIG. 11 , with the rear frame shown in dashed lines. 
         FIG. 23B  is a right side view of the front frame and rear suspension system depicted in  FIG. 11  in a partially compressed stage, with the rear frame shown in dashed lines. 
         FIG. 23C  is a right side view of the front frame and rear suspension system depicted in  FIG. 11  in a fully compressed stage, with the rear frame shown in dashed lines. 
         FIG. 24  illustrates a shock rate curve that is achieved in connection with the embodiment of the rear suspension system shown in  FIGS. 11-21 . 
         FIG. 25  illustrates the derivative of chain stay length that is achieved in connection with the embodiment of the rear suspension system shown in  FIGS. 11-21 . 
         FIG. 26  illustrates a right side view of another example of a front frame and rear suspension system. 
         FIG. 27  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 26 . 
         FIG. 28  illustrates a front view of the front frame and rear suspension system shown in  FIG. 26 . 
         FIG. 29  illustrates a rear left perspective view of the front frame and rear suspension system shown in  FIG. 26 . 
         FIG. 30  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 26 , with the rear frame removed. 
         FIG. 31  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 26 , with the rear frame and sliding body housing removed. 
         FIG. 32  illustrates a cross-sectional view of the front frame and rear suspension system shown in  FIG. 26 , with the rear frame removed, as taken along like  32 - 32  of  FIG. 30 . 
         FIG. 33  illustrates a left side view of the front frame and rear suspension system shown in  FIG. 26 , with the rear frame shown in dashed lines. 
         FIG. 34  illustrates a left perspective view of the sliding body mount shown in  FIG. 26 . 
         FIG. 35  illustrates a right perspective view of the sliding body mount shown in  FIG. 26 . 
         FIG. 36  illustrates a right side perspective view of the sliding body and rails shown in  FIG. 26 . 
         FIG. 37  illustrates a right side perspective view of the rails shown in  FIG. 26 . 
         FIG. 38A  is a right side view of the front frame depicted in  FIG. 26  in an uncompressed stage. 
         FIG. 38B  is a right side view of the front frame depicted in  FIG. 26  in a partially compressed stage. 
         FIG. 38C  is a right side view of the front frame depicted in  FIG. 26  in a fully compressed stage. 
         FIG. 38D  illustrates a right side view of the sliding body and axle extending through the sliding body in an uncompressed stage shown in solid lines, in a partially compressed stage shown in dashed lines, and in a fully compressed stage shown in dashed lines. 
         FIG. 39A  illustrates a right side view of another example of a front frame and rear suspension system, when fully extended. 
         FIG. 39B  illustrates a right side view of another example of a front frame and rear suspension system, when fully compressed 
         FIG. 40  illustrates a right side view of another example of a front frame and rear suspension system. 
         FIG. 41  illustrates a right side view of another example of a front frame and rear suspension system. 
         FIG. 42  illustrates a right side view of another example of a front frame and rear suspension system. 
         FIG. 43A  is a right side view showing another example of a front frame, rear suspension system, and rear frame of a bicycle. 
         FIG. 43B  is a right side view of the front frame, rear suspension system, and rear frame shown in  FIG. 43A , with the sliding bodies removed. 
         FIG. 43C  is a right front perspective view the front frame, rear suspension system, and rear frame shown in  FIG. 43A . 
         FIG. 44  is a right side view showing another example of a front frame, rear suspension system, and rear frame of a bicycle. 
         FIG. 45A  is a right side view showing another example of a front frame, rear suspension system, and rear frame of a bicycle. 
         FIG. 45B  is a right side view of the internal dampening mechanism of the rear suspension system shown in  FIG. 45A . 
     
    
    
     DETAILED DESCRIPTION 
     Generally, examples described herein take the form of a rear suspension system for a bicycle. The rear suspension system acts to absorb forces impacting on the bicycle by allowing a rear wheel of the bicycle to be displaced relative to the rest of the bicycle. Such forces may be caused from riding over rough terrain (such as rocks, holes in the ground, and the like). Upon displacement of the rear wheel, the rear suspension system can allow the rear wheel to move from a general first position to a second position. The rear suspension system may then act to return the rear wheel to the general first position. The structural and geometrical configurations of the rear suspension system provide a travel path in which the rear wheel moves when acted upon by various forces. 
     As is known in the art, the leverage ratio of a rear suspension system also can also affect the “feel” of the rear suspension system as sensed by the rider when the rear wheel is displaced. The leverage ratio can be defined as the total rear wheel travel divided by the total shock stroke length, and changes instantaneously throughout the travel path of the rear wheel. The instantaneous leverage ratios at different points along the travel path can be plotted to derive a leverage ratio curve. Generally, a suspension system having higher instantaneous leverage ratios results in an increased mechanical advantage at the rear wheel, allowing for a “softer” suspension, while a system having lower instantaneous leverage ratios results in a decreased mechanical advantage at the rear wheel, allowing for a “firmer” suspension. Different types of leverage ratio curves may be better suited for use with different types of shock assemblies (e.g., an air or liquid shock vs. a spring shock), and with different types of bicycles (e.g., dirt bikes, mountain bikes, road bikes, downhill hikes, cross-country bikes, and so on), to provide a more comfortable riding experience. 
     As discussed below, one example of a rear suspension system can include a rocker link that is pivotally coupled to the rear frame of a bicycle, the seat tube of the front frame of the bicycle, and the shock assembly. The rear suspension system may further include a sliding body that is pivotally coupled to the rear frame and configured to slidingly engage a linear (or nonlinear) guide rail, such that the sliding body may move back and forth along the rail during a single compression of the shock assembly. Such a rear suspension system design may result in curved or other particular wheel path, or a “softer” suspension, which can be desirable for traversing some types of terrain. 
     In another embodiment, the sliding body may be configured to slide along a pair of parallel rails. In a further embodiment, the sliding body may be configured to switch directions during a single compression of the shock assembly. Additionally, the sliding body may be configured to travel in an upwards direction and in a downwards direction during a single compression of the shock assembly. In some embodiments, the sliding body may be configured to switch directions at an inflection point of a path traveled by the rear wheel. 
     Although the rear suspension system is described below with reference to a typical bicycle depicted in the figures, it should be understood the rear suspension system may be used with bicycles having different frame styles than that which is depicted and described herein. Further, although the systems and methods are described below mainly with reference to bicycles, the present invention can be applied to other 2 and 4-wheel human or motor powered vehicles, such as cars, trucks, scooters, and motorcycles. 
       FIG. 1  shows a bicycle  100  including a rear suspension system  102  according to a first example. The bicycle  100  is rollingly supported by a front wheel  104  and a rear wheel  106 . A rider can steer the bicycle  100  by turning the front wheel  104  toward a desired direction of travel with a steering system  108 . The bicycle  100  also includes a seat  110  connected with a front frame  112  which can be used to support the rider. As discussed in more detail below, the rear suspension system includes a rear frame  114  coupled with the front frame  112  through a suspension system  115  including a rail  113 , a sliding body  622 , and a shock assembly  120  (or some other assembly or mechanism which allows for compression of the rear suspension system  115 ), which may be operably connected between the front frame  112  and the rear frame  114 . The rear frame  114  may be fabricated from various members connected together, or as a single piece or member. 
     As shown in  FIGS. 1-5 , the front frame  112  can include a head tube  122 , a top tube  124 , a down tube  126 , a bottom bracket  128 , and a seat tube  130 . The top tube  124  extends rearwardly from the head tube  122  to connect with an upper portion of the seat tube  130 , and the down tube  126  extends rearwardly and downwardly from the head tube  122  to connect with the bottom bracket  128 . The front frame  112  described herein utilizes a continuous seat tube design where the seat tube  130  extends from the top tube  124  all the way to the down tube  126 . It is to be appreciated that in other frame configurations, the seat tube  130  may include an interrupted design in which the seat tube does not fully extend from the top tube  124  to connect with the down tube  126 . Referring to  FIG. 1 , the seat or saddle  110 , which is used to support the rider, is connected with a seat post  132  that may be inserted into the seat tube  130 . In some configurations, the seat post  132  can be adjustably or releasably received within the seat tube  130 , for example, so the height of the seat relative to the front frame  112  can be adjusted. 
     As illustrated in  FIG. 1 , the steering system  108  includes a handle bar  134  connected with an upper portion of a front fork member  136 . Both the handle bar  134  and the front fork member  136  are rotatably connected with the head tube  122 . The front wheel  104  is rotatably connected with a lower portion of the front fork member  136 , as is known in the art. Turning the handle bar  134  in a particular direction causes the front wheel  104  to turn in the same direction. As such, a user can steer the bicycle  100  by turning the handle bar  134  in a desired direction of travel. 
     As described in more detail below, the rear wheel  106  may be rotatably connected with the rear frame  114  through a rear axle  138 . It is to be appreciated that the rear axle  138  may be connected to the rear frame  114  in many ways, such as by use of drop-out structures or the like, as are known. 
     As shown in  FIGS. 1-3 , the bottom bracket  128  is connected with a lower end portion of the down tube  126 . The bottom bracket  128  rotatably supports a crank shaft  140  having crank arms  142  extending radially therefrom in opposite directions. Foot pedals  144  are rotatably connected with the crank arms. A drive sprocket  146 , which is connected with the crank shaft  140 , is typically connected through a chain  148  with a rear sprocket assembly  150  coupled with the rear wheel  106 . When the rider applies forces to the pedals  144 , the forces may be translated through the drive sprocket  146  and chain  148  to the rear sprocket assembly  150 , causing the rear wheel  106  to rotate. Rotation of the rear wheel  106  may translate into forward motion of the bicycle  100 . 
     As shown in  FIGS. 2-5 and 8 , the rear frame  114  includes right and left triangles  152 ,  154 . Generally, each of the right and left triangles  152 ,  154  includes a forward member  157  connected to a chain stay  159  that extends from the bottom end of the forward member  157  to a rear end portion  156 , and to a seat stay  158  that extends diagonally from the rear end portion  156  of the chain stay  159  to the top end of the forward member  157 . The rear end portions  156  of the right and left rear triangles  152 ,  154  may be connected, or, in other examples, the rear end portions  156  of the right and left rear triangles  152 ,  154  may be unconnected. In the illustrated embodiment, the rear end portions  156  of the right and left triangles  152 ,  154  are each connected to a respective rear joint member  168 ,  170 . Right and left rear joint members  168 ,  170  include rear axle apertures  172  adapted to receive and rotatably support the rear axle  138  of the rear wheel  106 . As is known, some examples may further include dropouts to allow for detaching the axle  138  of the wheel  106  from the rear frame  114 . It is to be appreciated that the rear frame  114  can be constructed from various types of material, such as aluminum, carbon, titanium, and so on. The members used to construct the rear frame may also define a hollow tubular structure, or may have a solid construction. The rear frame  114  may be constructed to facilitate the use of disc brakes, and/or a derailleur structure. 
     As best shown in  FIGS. 2 and 7 , the forward members  157  of the right and left triangles  152 ,  154  are connected by two axles  153 ,  155  that extend between the two triangles  152 ,  154 . As will be further discussed below, the first axle  153  is located at the top end of the forward members  157 , and extends between the two triangles  152 ,  154  and through, near, or adjacent to an upper end portion of a rocker link  119  that is positioned between the forward members  157  of the triangles  152 ,  154 , i.e., such that the rocker link  119  is sandwiched between the two triangles  152 ,  154 . The second axle  155  is located at, near, or adjacent to the bottom end of the forward members  157 , and extends through a sliding body  622  that is positioned between the forward members  157 , i.e., such that the sliding body  622  is sandwiched between the two triangles  152 ,  154 . As is shown, each axle  153 ,  155  may extend between the triangles  152 ,  154  a direction that is substantially perpendicular to the right and left triangles  152 ,  154 . The axles  153 ,  155  may be integrally formed with the triangles  152 ,  154  or may be separate components attachable to the triangles. It is contemplated that the left and right triangles of the rear suspension may not have a triangular form, but instead may have more or fewer than three sides. Additionally, the intersections of the sides or lengths of the triangles may not form defined apexes, but instead may define rounded, curved, or other-shaped intersections. The attachment of a portion of this rear frame structures or rear triangles to the front triangle in the manners (including obvious and equivalent variations thereof) described herein is contemplated. 
     As discussed above, the upper end portion of the rocker link  119  may be pivotally connected to the rear frame  114  via an axle  153  that extends between the triangles  152 ,  154 . As shown in  FIG. 8 , which illustrates the front frame  112  with the rear frame  114  removed, the rocker link  119  may be bent such that it defines a boomerang-like shape, with a longer bottom section and a shorter top section. In other examples, the rocker link  119  may have other configurations. For example, the rocker link  119  may be completely straight or linear, circular, triangular, polygonal, and so on and so forth. In one example, the rocker link  119  may have a dog bone-type structure, in which two parallel linkages  780 ,  781 , are connected by one or more horizontal components  782  that extend between the linkages  780 ,  781 . 
     As best shown in  FIG. 8 , the top end of the rocker link  119  may be pivotally connected to a rear end of the shock assembly  120  and the bottom end of the rocker link  119  may be pivotally connected to a protruded portion  785  that protrudes forwardly from the seat tube  130  towards the front end of the bicycle, i.e., towards the head tube  122 . As previously discussed, the middle portion of the rocker link  119  may be pivotally coupled to the top ends of the forward members  157  of the right and left triangles  152 ,  154  via an axle  153  that extends through each of the rocker link  119  and the forward members  157 . Accordingly, the rocker link  119  may define three pivot axes  182 ,  185 , and  187 , with the first pivot axis  182  (located at the top of the rocker link  119 ) being the axis around which the shock  120  rotates around the rocker link  119 , the second pivot axis (located in the middle of the rocker link  119 ) being the axis around which the right and left triangles  152 ,  154  rotate around the rocker link  119 , and the third pivot axis  187  (located at the bottom of the rocker link  119 ) being the fixed pivot axis around which the rocker link  119  rotates relative to the seat tube  130 . 
     As best shown in  FIGS. 2, 3, 6, and 8 , the forward end of the shock  120  may be pivotally connected to the down tube  126  via an axle  300  mounted on the forward end of the shock  120  and corresponding receiving apertures defined by the down tube  126 . The shock  120  may thus rotate relative to the front frame  112  around a fixed pivot axis  177 . As discussed, the bottom end of the shock  120  may be connected to the top end of the rocker link  119  via an axle  783  that extends through the linkages  780 ,  781  and through an aperture defined at the rear end of the shock  120 . In one example, the shock  120  may be positioned in a substantially horizontal orientation. In other words, the shock  120  may be substantially parallel to the x-axis, or may define an angle that is between 0 and 45 degrees with respect to the x-axis. In other examples, the shock  120  may be oriented substantially vertically, i.e., such that it is substantially parallel to the y-axis when mounted to the down tube  126  and to the rocker link  119 , or defines an angle that is between 45 and 90 degrees with respect to the y-axis. 
     In one example, the shock assembly  120  may include a piston shaft  306  and a cylinder body  314 . Generally, compression of the shock assembly  120  causes the piston shaft  306  to be pushed in a forward direction into the cylinder body  314 , for example, as the rear wheel  106  is displaced relative to the front frame  112 . Fluid contained within the cylinder body  306  acts to dampen the movement of the piston shaft  306  within the cylinder body  314 . As such, the shock  120  dampens the tensile and/or compressive forces exerted on the piston shaft  306 . The shock assembly  120  may be placed in various stages of compression relative to the amount of forward force applied to an end of the shock assembly  120 . For example, a larger forward force applied to the end of the shock assembly  120  may cause a longer length of the piston shaft  306  to be inserted into the cylinder body  314  than a smaller upward force. It is to be appreciated that shock assemblies are known in the art and that various types of shock assemblies and orientation can be utilized with the present disclosure. Some examples of shock assemblies include oil shocks, air shocks, spring return shocks, gas charged shocks, and so on. 
     In the suspension system shown in  FIGS. 1-10I , the shock  120  is compressed through the rotation of the rocker link  119 , which pushes the piston shaft  306  into the cylinder body  314  as it is rotated in a clockwise direction, i.e., towards the forward end of the bicycle, as oriented in the accompanying drawings. Notably, the structural configurations of the rear suspension system can be changed such that the link is rotated in a counter-clockwise direction (i.e., towards the rear end of the bicycle), rather than a clockwise direction. As one non-limiting example, the link may be attached to the top tube of the bicycle such that it extends downwardly, rather than upwardly. As the shock is returned to its uncompressed state, the piston shaft  306  is pushed rearwardly out of the cylinder body  314 , which, in turn, causes rotation of the connected rocker link  119  in a counter-clockwise direction, i.e., towards the rear end of the bicycle. As will further be discussed below, the rear end of the shock  120  travels along an arcuate travel path that is defined by the length of the rocker link  119 , which rotates around a fixed pivot axis  187 . 
     As best shown in  FIGS. 2, 4 and 6-9 , the suspension system further includes a guide rail  113  mounted on the front frame, and in this example extends between the down tube  126  and the seat tube  130  of the front frame. The guide rail  113  may be substantially linear, as is shown, or nonlinear, as may be the case in other examples. For example, the guide rail  113  may be bent along its length or may be curved. Other configurations of guide rails  113  are also possible. The guide rail  113  includes substantially flat top and bottom sides  624 ,  626  which are connected with and separated by right and left sides  628 ,  630 . The right side  628  of the guide rail  113  includes a right groove  632 , and the left side  630  of the guide rail  113  includes a left groove  634 . As further discussed below, the grooves  632 ,  634  are adapted to receive one or more bearings (not shown) of a sliding body  622 , which are configured to roll along the grooves  632 ,  634  on the sides of the guide rail  113 , thereby allowing the sliding body  622  to slide back and forth along the guide rail  113 . The guide rail  113  is joined to a guide rail support member  636  (shown in  FIG. 8 ), which in this example is integrally formed with the front frame  112 . In one example, the bottom surface of the rail  113  may be joined to the guide rail support member  636 , such that the guide rail  113  does not move relative to the front frame  112  when joined to the guide rail support member  636 . While the illustrated example includes a guide rail support member  636  that is integral to the frame  112 , other examples may utilize a guide rail support member that is a separate part that is attachable to the front frame  112 , e.g., to the down and seat tubes  126 ,  130 . 
     As best shown in  FIG. 9 , one example of the sliding body  622  includes a main body  638  having, in this example, an elongated block shape with a generally flat bottom side  641  and a curved top side  643 . As discussed above, a slot  648  in the bottom side  641  of the slider main body  638  extends from a front side  650  to a rear side  652 , and is adapted to receive a portion of the guide rail  113 . The guide rail  113  may also include one or more brackets  199  mounted at the front and rear ends of the rail  113  that prevent the sliding body  622  from moving past the ends of the guide rail  113  and separating from the guide rail  113 . For example, the brackets  199  may be configured such they that do not fit within the slot  648  defined in the sliding body  622 , and instead make contact with the rear  652  and/or front  650  faces of the sliding body  622  as it approaches the ends of the rail  113 . 
     As shown in  FIG. 8 , the guide rail  113  (and the guide rail support member  636 ) may extend at an angle A relative to the y-axis of  FIG. 8 . The angle may be, for example, an acute angle or an obtuse angle. Alternatively, the guide rail  113  may be oriented such that it is substantially parallel to the x-axis. In other examples, the guide rail  113  may be oriented substantially vertically, i.e., such that it is substantially parallel to the y-axis. As discussed above, the orientation of the guide rail  113  serves to define the travel path of the sliding body  622 , which moves along the rail  113 , as the shock  120  is compressed. The rail  113  may be straight, as shown, or may be curved in one or more directions. 
     As shown, the rail  113  and guide rail support member  636  may extend diagonally between the down and seat tubes  126 ,  130 , such that the rear end of the rail  113  (the end closest to the seat tube  130 ) is positioned such that it is higher than the forward end of the rail  113  (the end closest to the down tube  126 ). Accordingly, the rail  113  may be oriented such that it is slanted or sloped downwardly towards the front end of the bicycle. When the rail is positioned such that it slopes down, the sliding body  622  may naturally gravitate towards the forward or front end of the bicycle due to gravitational forces. In other examples, the rail  113  may be otherwise positioned. For example, the rear end of the rail  113  (the end closest to the seat tube  130 ) may be positioned such that it is lower than the front end of the rail  113  (the end closest to the down tube  126 ), such that the rail  113  is slanted or sloped upwardly towards the front end of the bicycle. When the rail  113  is positioned such that it slopes up, the sliding body  622  may naturally gravitate towards the rear or back end of the bicycle due to gravitational forces. In further examples, the rail  113  may be relatively level, such that it is not slanted or sloped relative to the x- or y-axes. In such examples, the sliding body would not be inclined to move towards either the front or rear end of the bicycle without the assistance of additional forces imparted by the rear frame  114 . 
     As previously discussed, the sliding body  622  may be coupled with the rail  113  through bearings supported in the groove  648  of the main body  638 . In such embodiments, the sliding body  622  can include seals and/or wipers to help prevent dust and dirt from reaching the bearings inside the main body  638 . It is to be appreciated that various types of seal assemblies can be used with the sliding body  622  to provide various degrees of protection to the bearings. For example, in one embodiment, the seal assemblies include a metal scraper for removing large particles from the guide rail and a laminated contact scraper for removing fine dust and fluids. Other embodiments include lubricators to lubricate the bearings and guide rail. It is also to be appreciated that the guide rail and sliding body can be made from various types of materials. For example, in one embodiment, the guide rail is made from carbon steel. In another embodiment, the sliding body is made from carbon steel and includes a black chrome coating. As such, various combinations of sliding bodies and rails can be used with the rear suspension system and is not limited that which is depicted and described herein. For example, the sliding body may be a slider link, as shown, or may be some other type of sliding body. 
     As previously discussed, the sliding body  622  may be pivotally connected to the bottom end portions of the forward members  157  of the right and left triangles  152 ,  154  via an axle  155  that runs between the forward members  157 . In some examples, the ends of the axle  155  may be capped by two end caps  159 , which are joined to each of the forward members  157  and allow for rotation of the caps  159  around the axle  155 . The end caps  159  may be joined to the forward members  157  such that they do not move relative to the forward members  157  as the right and left triangles  152 ,  154  are deflected via forces impacting on the rear wheel  106 , and instead rotate with the forward members  157 . The end caps  159 , along with the forward members  157 , may be configured to rotate around a common pivot axis  179 . 
     As the rear suspension system is displaced along with the rear wheel  106 , the sliding body  622  may move back and forth along a portion of the length of the guide rail  113 .  FIG. 10D , which illustrates a comparison of  FIGS. 10A-10C , shows how the sliding body  622  can move along the length of the guide rail  113 . More particularly,  FIG. 10A  shows the rear suspension system in an uncompressed stage,  FIG. 10B  shows the rear suspension system in a partially compressed stage, and  FIG. 10C  shows the rear suspension system in a fully compressed stage. As will be further discussed below, partial compression of the shock  120  first causes the sliding body  622  to move rearwardly along the rail. As such, the sliding body  622  is shown in  FIG. 10B  as positioned closer to the rear end portion of the guide rail  113  than in  FIG. 10A . Further compression of the shock (i.e., from partial to full compression), causes the sliding body  622  to switch directions along the rail, such that it begins to move forwardly, rather than rearwardly. As such,  FIG. 10C  shows the sliding body  622  positioned closer to a front end portion of the guide rail  113  than in  FIG. 10B . Through this compression of the suspension between relatively uncompressed to compressed positions, the rocker link rotates in one direction (clockwise, relative to  FIG. 10A  et seq.). As the sliding body  622  moves back and forth along the guide rail  113 , the ball bearings in the slider main body  638  roll back and forth along the grooves  632 ,  634  in the sides  628 ,  630  of the guide rail  113 . It is to be appreciated that various types of bearings (including friction slider bearings, or none at all) may be used to movably couple the sliding body  622  with the guide rail  113 . 
     Although the bearings in the sliding body  622  are free to roll back-and-forth along the right and left sides  628 ,  630  of the guide rail, forces acting on the rear suspension system  540  can result in forces that act on the sliding body  622  in upward, downward, and lateral directions. Should the sliding body  622  be subjected to forces in a lateral direction, either right or left with respect to the guide rail  113 , the bearings and the inner surfaces along the slot  648  of the main body  638  will engage respective right and left sides  628 ,  630  of the guide rail  113 , which will act to prohibit the sliding body from disengaging the guide rail. Further, in response to upward and downward forces exerted on the sliding body  622 , the bearings and the inner surfaces along the slot  648  of the main body  638  will engage the upper and lower edges of the grooves  632 ,  634  on the sides  628 ,  630  of the guide rail  113 . In this manner, the sliding body  622  is prevented from disengaging the guide rail. 
     As shown in  FIGS. 10A-10D , the rocker link  119  may be pivotally coupled to each of the rear end of the shock assembly  120 , forward members  157  of the rear frame  114 , and the protruded portion  785  of the seat tube  130 . As the shock  120  is compressed, the rocker link  119  pivots relative to the seat tube  130  around fixed pivot axis  187 , such that the top ends of the forward members  157  of the rear frame  114  travel forwardly along an arcuate path defined by the upper end portion of the link  119 . Similarly, the bottom end of the shock assembly  120  travels forwardly along a second arcuate path that may be parallel to the arcuate path traveled by the top ends of the forward members  157 . 
       FIGS. 10A-10C and 10E-10H  illustrate the relative motion of the shock  120 , link  119 , sliding body  622 , and rear frame  114  relative to the front frame  212  as the shock  120  is compressed. Specifically,  FIGS. 10A and 10F  illustrate the rear suspension system  102  when the shock  120  in an uncompressed state,  FIGS. 10B and 10G  illustrate the rear suspension system  102  when the shock  120  is in a partially compressed state, and  FIGS. 10C and 10H  illustrate the rear suspension system  102  when the shock  120  is in a fully compressed state.  FIG. 10D  illustrates a comparison of the three states shown in  FIGS. 10A-10C , with the shock  120  shown in the uncompressed state in solid lines, as well as in the partially and fully compressed states in dashed lines. A comparison of  FIGS. 10A and 10F  with  FIGS. 10B and 10G  illustrates that partial compression of the shock  120  causes the rocker link  119  to pivot in a clockwise direction around fixed pivot axis  187 . The pivot axis  182  located at the top end of the link  119 , and the pivot axis  185  located along the length of the link  119  are configured to move along arcuate paths defined by the rotation of the link  119  around the fixed pivot axis  187 . The rear end of the shock  120  and the top end of the rear triangle  114 , which are coupled to the rocker link  119  at the pivot axes  182 ,  185 , are also configured to move along the arcuate paths defined by the pivot axes  182 ,  185 . At the same time, the sliding body  622  is configured to travel in a rearward direction, such that the pivot axis  179  defined between the sliding body  622  and the rear frame  114  travels backwardly along the linear path defined by the rail  113 . 
     A comparison of  FIGS. 10B and 10G  with  FIGS. 10C and 10H  illustrates that further compression of the shock  120  due to impaction forces on the bicycle causes the rocker link  119  to rotate further in a clockwise direction around the fixed pivot axis  187 , such that the shock  120  is also rotated in a counterclockwise direction around fixed pivot axis  177 . Additionally, the sliding body  622  is configured to switch directions, such that the pivot axis  179  defined between the sliding body  622  and the rear frame  114  travels forwardly along the linear path defined by the rail  113 . 
     Extension of the shock assembly  120  would result in the reverse motion of the components of the system  102 . Decompression or extension of the shock assembly  120  from a fully compressed to a partially compressed state causes the rocker link  119  to rotate in a counter-clockwise direction around the fixed pivot axis  187 . Additionally, the sliding body  622  would travel rearwardly along the linear path defined by the rail  133 . Further decompression or extension further causes the rocker link  119  to rotate further in a counter-clockwise direction around the fixed pivot axis  187 . Additionally, the sliding body  622  is configured to switch directions, such that it travels forwardly along the linear path defined by the rail  133 . 
       FIG. 10E  illustrates a magnified view of the end cap  159 , as well as pivot axis  179  of the cap  159  around the sliding body  622 . As discussed above, the sliding body  622  may be configured to travel in both backwards and forwards directions along the substantially linear path (in this example) defined by the rail  113  as the shock  120  transforms between the uncompressed and fully compressed states. In other words, the sliding body  622  and the attached portion of the rear frame  114  are configured to move both backwards and forwards along the linear path as the rear wheel travels along the full wheel path during one of compression or extension of the shock  120 . The back and forth motion of the sliding body  622  and rear frame  114  are best shown in  FIGS. 10E and 10I . In  FIG. 10E , the position of the pivot axis  179  of the cap  159  around the sliding body  622  as the shock is being compressed is represented by numerals  178 ( 1 ),  178 ( 2 ),  178 ( 3 ). Prior to compression of the shock, the pivot axis  179  of the cap  150  is located at a first position  178 ( 1 ) along the guide rail  113 . As the rear wheel moves upwardly along the wheel path, which is illustrated in  FIG. 10D , the sliding body  622  initially moves rearwardly and upwardly along the linear path defined by the rail  113 . At the same time, the top end of the rear frame  114  travels forwardly along the arcuate path defined by the link  119 . The radius of curvature of the wheel path continually decreases as the rear wheel travels upwardly, resulting in a wheel path that is increasingly curved or concave. Once the sliding body  622  reaches a transition position  178 ( 2 ), the link  622  switches directions along the rail  113  such that it begins to travel in the opposite direction (in this case, downwardly and forwardly) along the linear path defined by the rail  113 . 
     It should be noted that the transition position  178 ( 2 ), or the point at which the sliding body  622  switches directions and re-traces its path on the rail  113  in the opposite direction, is created by the structural and dimensional configuration of the components of the rear suspension system, and may be designed to occur at a desired or select position along the reciprocating motion of the sliding body along the rail to obtain the resulting suspension performance. In other words, the sliding body  622 , which initially moves in a rearward and upward direction, and continues to be subjected to forces in the rearward direction, but is pulled forwardly and downwardly by the compression of the shock to a third position  178 ( 3 ), which is the position  178 ( 3 ) of the pivot axis  179  of the end cap  159  when the shock is fully compressed. Accordingly, the sliding body  622  and the attached portion of the rear frame  114  are configured to initially move (1) rearwardly and upwardly, and then switch directions such that they move (2) forwardly and downwardly along the linear path defined by the rail  113  during a single compression or extension of the shock  120 . While the inflection point or transition is not directly felt by a rider on the bicycle, the rear suspension system allows for better or defined or desired absorption of forces impacting on the rear wheel, and allows for a more comfortable riding experience. 
     In the illustrated example, the sliding body  622  may first move rearwardly and upwardly along the rail  113  for approximately 2.77 mm as the shock  120  moves from a fully extended to a partially compressed state, and then may switch directions and travel forwardly and downwardly along the rail  113  for 5.72 mm as the shock  120  moves from a partially compressed state to a fully compressed state. In other words, the sliding body  622  may travel for a total of 8.49 mm along the rail  113  in the illustrated example, with the sliding body  622  traveling almost twice as far when shock  120  moves from the partially compressed to fully compressed states. In other examples, the structural connections of the rear suspension system may be adjusted, such that the sliding body  622  travels further when the shock is initially compressed, or substantially equal distances when the shock is initially compressed as when the shock moves from the partially to fully compressed states. 
     In other embodiments, the mounting points and configurations of the link  119 , shock,  120 , and rail  113  may be adjusted so that the sliding body  622  moves forwardly and downwardly first, and then rearwardly and upwardly along the linear path. Alternatively, in further embodiments, the mounting points and configurations of the link  119 , shock,  120 , and rail  113  may be adjusted such that the rail  113  may be upwardly sloped such that its rear end is positioned lower than its front end  114 . In such embodiments, that the sliding body  622  may move forwardly and upwardly first, and then rearwardly and downwardly along the rail  113 , or vice versa. Many permutations of the orientation of the rail are contemplated, with the forward-rearward movement of the sliding body along the rail during the compression stroke of the rear suspension being evident in at least one aspect of the present disclosure. 
     While the curvature or concavity of the wheel path does not change sign in the above-described example, the structural and/or dimensional configuration of the components of the rear suspension system can be adjusted in other examples, such that the curvature or concavity of the wheel path changes sign as the wheel travels along the wheel path. In such examples, the rear wheel may hit an inflection point (or particular location) along the wheel path as the curvature or concavity of the wheel path changes sign, and the sliding body may simultaneously reach the transition position, such that the link switches directions along the rail. Other factors than the wheel path curvature changing sign may define a transition position of the sliding body also. 
       FIG. 10I  illustrates the position of the sliding body  623  along the rail  113  as the shock  120  is being compressed. As is shown, the sliding body  623  may be in a first position  180 ( 1 ) along the rail prior to compression of the shock. As the shock  120  is compressed, the rail  113  may be pulled rearwardly and upwardly along the rail  113  until the link  623  reaches a second transition position  180 ( 2 ), which is the point at which the sliding body  623  begins to switch directions along the rail  113 . As the shock  120  is further compressed, the sliding body  623  may be pulled downwardly and forwardly until the shock is fully compressed  120 , at which point the sliding body  623  is positioned at a third position  180 ( 3 ) along the rail  113 . It should be noted that the illustrated positions  180 ( 1 )- 180 ( 3 ) are only one example of a travel path of the sliding body  623 , and that other embodiments may result in other travel paths. For example, in other embodiments, the sliding body  623  may first be pulled downwardly and forwardly, rather than rearwardly and upwardly. In further embodiments, the rail  120  may be otherwise oriented relative to the front frame such that the sliding body  623  may be pulled in different directions. 
     As shown in  FIGS. 10E and 10I , the travel path of the end cap pivot axis  179  may have a larger horizontal component than a vertical component. In other words, the distance traveled in the rearward or forward directions may be greater than the distance traveled in the upward or downward directions. In other embodiments, the mounting points and configurations of the link  119 , shock,  120 , and rail  113  may be adjusted such that the travel path of the sliding body  622  has a larger vertical component than a horizontal component. In such embodiments, the distance traveled in the upward or downward directions may be greater than the distance traveled in the rearward or forward directions. 
     The ICC and the IC for this example may vary and migrate throughout the path traveled by the wheel. The IC is the point for the rear frame  114  as it is undergoing planar movement, i.e., during wheel travel, which has zero velocity at a particular instant of time. At this instant the velocity vectors of the trajectories of other points in the rear frame generate a circular field around the IC, which is identical to what is generated by a pure rotation. The ICC, as used herein, refers to the ICC with respect to the center point of the rear wheel axle. The ICC can be derived from the radius of curvature at given point along wheel path, or the radius of a circle that mathematically best fits the curve of the wheel path at that point. The center point of this circle is the ICC. As shown in  FIG. 10D , the ICC and the IC move in different directions, with the IC defining a substantially straight line that extends downwardly and rearwardly from the sliding body  622  and the ICC defining a curve that extends rearwardly from the sliding body  622 . Referring to  FIG. 10D , the curve defined by the ICC becomes increasingly concave as the rear wheel travels upwardly, resulting in the aforementioned wheel path in which the curvature of the path changes as the wheel approaches the highest point in its path. Notably, the distance traveled by the wheel in the y-direction is very large as compared to the distance traveled by the sliding body  622  along the x-axis. 
       FIGS. 11-21  illustrate another embodiment of a rear suspension system  202  according to a second example. More particularly,  FIG. 11  is a right side view showing a front frame  212 , rear suspension system  202 , and rear frame  214  of a bicycle. Although not depicted in  FIG. 11 , it is to be appreciated that the bicycle shown in  FIG. 11  can include other component parts as described above with reference to  FIG. 1 , such as the front wheel, steering system, seat, pedals, and so on. 
     As is shown, the rear suspension system  202  includes a front frame  212  coupled with a rear frame  214  through a rear suspension system  202  including a rocker link  219 , as well as sliding body assembly  210  that includes a mount  290  supporting a sliding body  288 . Like the rear suspension system  102  shown and described in  FIGS. 1-10I , the rear suspension system  202  also includes a shock assembly  220  operably connected between the front frame  212  and the rear frame  214 . The shock assembly  220  may be similar to the shock assemblies described above. 
     Similar to the rear suspension system  102  shown and described in  FIGS. 1-10I , the front frame  212  may include a top tube  224 , seat tube  230 , and a down tube  226  defining a bottom bracket  240 . As shown in  FIGS. 11-13 , the right side of the rear frame  214  may define a partial right rear triangle  257  including a chain stay  260 , a seat stay  258 , and a broken forward member  279  that extends upwardly from the front end of the chain stay  260  towards the front end of the seat stay  258 . As is shown, the forward member  279  of the partial right triangle  257  may terminate at an area between the front ends of the chain stay  260  and the seat stay  258 , rather than connecting the chain stay  260  and the seat stay  258 . The left side of the rear frame  214  may define a left rear triangle  259  including a chain stay  260 , a seat stay  258 , and a forward member  279  extending between the chain stay  260  and the seat stay  258 . In some examples, the rear suspension system  202  may also include a derailleur structure (not shown), which may be coupled to the front and rear frames  212 ,  214 , as well as to a chain (not shown) and multiple sprockets (not shown) of different sizes to move the chain from one sprocket to another for maintaining proper tension in the chain while allowing for variations in chain stay length at the same time. As noted above, the rear frame portion of this and any previous and later described examples may not have triangular shapes despite being referred to as triangular herein, unless otherwise provided. 
     The right and left rear triangles  257 ,  259  may be coupled to each other via two axles  281  and  285 , which extend across the rear frame  214  to connect the triangles  257 ,  259 . As best shown in  FIGS. 15-21 , the top ends of the right and left rear triangles  257 ,  259  may be connected by the first axle  281 , which may be located at the top end of the forward member  279  of the left rear triangle  259  and the forward end of the seat stay  258  of the partial right rear triangle  257 . The first axle  281  may extend between the two triangles  257 ,  259  and through and adjacent, near or at an upper end portion of a rocker link  219 , that is sandwiched between the triangles. In some examples, the first axle  281  may extend in a direction that is orthogonal to the direction of extension of the right and left rear triangles  257 ,  259 . The second axle  285  may be located at, near, or adjacent to, the bottom end of the forward member  279  of the left rear triangle  259  and at, near or adjacent to, the top end of the broken forward member  279  of the right rear triangle  257 , and may extend through a sliding body  288  that is positioned between the forward members  279 . Like the first axle  281 , the second axle  285  may extend in a direction that is orthogonal to the right and left rear triangles  257 ,  259 . Each axle  281 ,  285  may be integrally formed with the triangles  257 ,  259  or may be formed as separate parts attachable to the triangles  257 ,  259 . 
     The bottom end of the rocker link  219  that is positioned between the triangles  257 ,  259  may be pivotally connected to the sliding body mount  290  via a third axle  284 , which is not directly connected to the rear frame  214 . Similar to the first example, the rocker link  219  may have a dog bone-type structure, in which two parallel linkages are connected by one or more horizontal components that extend between the linkages. In some examples, the sliding body mount  290  to which the rocker link  219  is connected may be fixedly joined to the seat and down tubes  230 ,  226  of the front frame  212 , such that it does not move relative to the front frame  212  as the rear wheel is deflected. As such, the third axle  284  may be fixed in position as the suspension system is compressed. As previously mentioned, the mount  290  may further be configured to support a sliding body  288  that is configured to move relative to the mount  290  and the front frame  212  in response to deflection of the rear wheel. The mount  290  and the front frame  212  may be separate components that are joined together, as shown, or, may be integrally formed. 
     As best shown in  FIG. 15 , the top end of the rocker link  219  may further be pivotally connected to one end of the shock assembly  220  via a fourth axle  286 . As previously discussed, the upper end portion of the rocker link  219  may be pivotally coupled to the right and left rear triangles  257 ,  259  via the first axle  281 , and the bottom end of the rocker link  219  may be pivotally coupled to the sliding body mount  290 , which is fixedly joined to the front frame  212 , via the third axle  284 , which extends through each of the rocker link  219  and the sliding body mount  290 . Accordingly, the rocker link  219  may define three pivot axes  281 ,  286 ,  284 , with the first pivot axis  286  (located at the top of the rocker link  219 ) being the axis around which the shock assembly  220  rotates relative to the rocker link  219 , the second pivot axis  281  (located below the first pivot axis  286 ) being the axis around which the right and left rear triangles  257 ,  259  rotate relative to the rocker link  219 , and the third pivot axis  284  (located at the bottom of the rocker link  219 ) being the fixed pivot axis around which the rocker link  219  rotates relative to the mount  290  and the front frame  212 . While shown as three separate pivot axes in this and previous examples, it is contemplated that the pivot points  281  and  286  may be common, or may be reversed (e.g. with pivot point  281  being above pivot point  286  or further from pivot point  284 ) in order to obtain a desired suspension performance. 
     As best shown in  FIGS. 11-19 , the forward end of the shock assembly  220  may be pivotally connected to the down tube  226  of the front frame  212  via a fifth axle  282  mounted on a shock attachment portion. The shock assembly  220  may thus rotate relative to the front frame  212  around a fixed pivot axis defined by the fifth axle  282 . As discussed above, the rear end of the shock assembly  220  may be connected to the top end of the rocker link  219  via the fourth axle  286  that extends through the rocker link  219  and the rear end of the shock assembly  220 . In one example, the shock assembly  220  may be positioned in a substantially horizontal orientation. In other words, the shock assembly  220  may be substantially parallel to the x-axis, or may define an angle that is between 0 and 45 degrees with respect to the x-axis. In other examples, the shock assembly  220  may be oriented substantially vertically, i.e., such that it is substantially parallel to the y-axis or defines an angle that is between 0 and 45 degrees with respect to the y-axis when mounted to the down tube  226  and to the rocker link  219 . 
     As best shown in  FIGS. 16-18 , a sliding body assembly  210 , also referred to as a rail assembly, may be positioned between the right and left rear triangles  257 ,  259  of the rear frame  214 . As previously discussed, the sliding body assembly  210  may include a sliding body  288  that is supported by the sliding body mount  290  that is joined to the down and seat tubes  226 ,  230  of the front frame  212 . The sliding body assembly  210  may further include a top crown  244  that is joined to a top mounting portion  227  of the mount  290  and a bottom crown  243  that is joined to a bottom mounting portion  229  of the mount  290 . The top and bottom crowns  244 ,  243  are configured to receive the top and bottom ends of a pair of spaced-apart rails  245  which extend between the top and bottom crowns  244 ,  243 . In some examples, the rails  245  may have a hollow tubular configuration, and may be oriented such that they are substantially parallel to one another when attached to the crowns  244 ,  243 . In other embodiments, the rails  245  may have a solid configuration, and may have acceptable cross sections allowing reciprocating movement along their length as defined below. In still other embodiments, the rails may extend at different angles relative to one another. The rails  245  may together define a plane that is substantially parallel to the planes defined by the front and rear frames  212 ,  214  when the bicycle is fully assembled. As is best shown in  FIG. 20 , the top and bottom crowns  244 ,  243  may each define one or more attachment portions  201 ,  203 ,  205  that protrude from the top and bottom faces of the top and bottom crowns  244 ,  243  and allow for attaching the top and bottom crowns  244 ,  243  to the mount  290 . In one example, the top crown  244  may include a first attachment portion  201  that is positioned on the forward end of the top crown  244  and a second attachment portion  203  that is positioned on the rear end of the top crown  244 . In contrast, the bottom crown  243  may only include a single attachment portion  205  that is positioned on the rear end of the bottom crown  243 . As is shown, the first and second attachment portions  201 ,  203  of the top crown  244  and the attachment portion  205  of the bottom crown  243  may each include one or more apertures configured to receive a fastener, such as a bolt, for joining the top and bottom crowns  244 ,  243  to the mount  290 . Other embodiments may include other attachment points for joining the top and bottom crowns  244 ,  243  of the sliding body  288  to the slider link mount  290 . Further, in some embodiments, the top and bottom crowns  244 ,  243  of the assembly may be integrally formed with the sliding body mount  290 , or may be joined to or integrally formed with the front frame  212  of the bicycle. 
     One example of a sliding body mount  290  is shown in  FIG. 21 . The sliding body mount  290  may have a top mounting portion  227 , a bottom mounting portion  229 , and a connecting portion  221  that extends between the top and bottom arms  227 ,  229 . In one example, the sliding body mount  290  may have a truncated C-shape, in which the top mounting portion  227  of the sliding body mount  290  is longer than the bottom mounting portion  229  of the sliding body mount  290 , which may be contoured to receive the bottom bracket  240 . The top mounting portion  227  of the sliding body mount  290  may define two apertures  216  that correspond to the apertures  206  defined by the top crown  244  of the sliding body assembly  210 , and the bottom mounting portion  229  of the sliding body mount  290  may define two apertures  216  that correspond to the apertures  206  defined by the bottom crowns  244 ,  243  of the sliding body assembly  210 . The C-shaped body mount may have its open side facing rearwardly, generally toward the rear tire, as shown at least in  FIG. 11 . 
     As previously discussed, fasteners may be inserted through the apertures  206 ,  216  defined by the top and bottom crowns  244 ,  243  and by the sliding body mount  290  to join the top and bottom crowns  244 ,  243  of the assembly to the mount  290 . The sliding body mount  290  may further be keyed or contoured to receive the top and bottom crowns  244 ,  243  of sliding body assembly  210 , which may serve to further prevent the top and bottom crowns  244 ,  243  from moving relative to the sliding body mount  290 ,  210  as forces are applied to the rear suspension system. Additionally, the top mounting portion  227  of the sliding body mount  290  may define an axle-receiving aperture  271  that is configured to receive the third axle  284 , which extends through the sliding body  288  and the bottom end of the rocker link  219 . As discussed above, the sliding body mount  290  may be fixedly joined to the seat tube  230  of the front frame  212 . In some embodiments, the sliding body mount  290  may be joined to the seat tube  230  using fasteners, welding, adhesive, or some other joining means. In other embodiments, the sliding body mount  290  may be integrally formed with the seat tube  230 . In further embodiments, the sliding body mount  290  may be fixedly joined to the down tube  226  of the front frame  212 , or to the both the seat and down tubes  230 ,  226  of the front frame  212 . 
     The sliding body  288  (which may also be referred to as a slider link as noted with respect to the first example) of the sliding body assembly  210  may include an outer housing  287  that is configured to engage the guide rails  245  extending between the top and bottom crowns  244 ,  243 . The outer housing  287  is best shown in  FIGS. 18-20 . In one example, the outer housing  287  may have an elongated block shape with two opposing curved side walls, although in other embodiments, the outer housing  287  may define other shapes. The top and bottom surfaces of the housing  287  may together define two pairs of vertically-aligned apertures  204 , with each pair of vertically-aligned apertures  204  being configured to receive one of the pair of rails  245  that extends between the crowns  244 ,  245 . As will be further discussed below, the sliding body  288  may further include one or more bearings that are adapted to slidingly engage the outer surfaces of the guide rails  245 , so as to allow the sliding body  288  to move along the guide rails  245 . Additionally, the front and back surfaces of the housing  287  may define a pair of horizontally-aligned apertures  207  that are positioned between the rails  245 . The horizontally-aligned apertures  207  may be configured to receive the second axle  285 , which extends through the right and left rear triangles  257 ,  259  and the sliding body housing  287 . In some examples, the horizontally-aligned apertures  207  (and second axle  285 ) may be located close to or at the center of the sliding body housing  287 , such that they are positioned between the guide rails  245  and midway between the top and bottom of the guide rails. As such, the second axle  285  may be positioned between and securely engaged by the rails  245  to move therealong. 
     It is contemplated that apertures  207  may be positioned between the guide rails and near or at their top ends, or near or at their bottom ends also. The aperture(s)  207  may also be positioned at other locations on the sliding body housing  287 , such as in a non-central area at the top or bottom of the sliding body housing  287 , and offset forwardly or rearwardly toward the front or rear margins of the sliding body housing  287 . 
     When joined to the sliding body mount  290 , the spaced-apart guide rails  245  may extend at an angle relative to the x-axis (i.e., the horizontal axis). The angle may be, for example, an acute angle or an obtuse angle. As one non-limiting example, the spaced-apart guide rails  245  may extend at a 60 degree angle relative to the x-axis. In other embodiments, the guide rails  245  may be oriented such that they are substantially parallel to the x-axis. In further examples, the guide rails  245  may be oriented substantially vertically, i.e., such that the rails  245  are substantially parallel to the y-axis. As will be further discussed, the orientation of the guide rails  245  may determine the travel path of the sliding body  288  as the shock  220  is compressed. 
     The internal structure of the sliding body assembly  210  is best shown in  FIGS. 17, 18, and 22 . As is shown, the sliding body  288  may include one or more internal bearings  283 , which may take the form of bushings  283  that are joined to the outer surfaces of the rails  245 . For example, the bushings  283  may be sleeves which are inserted over the rails  245  to provide a smooth bearing surface for allowing the sliding body  288  to slide along the rails  245 . In one embodiment, the sliding body  288  includes a pair of upper bushings  283  and a pair of lower bushings  283  that are spaced apart from and positioned below the upper bushings  283  along the lengths of the rails  245 . The sliding body  288  may further include one or more wipers  275  that are also positioned around the rails  245 . In some embodiments, a pair of lower wipers  275  may be positioned directly below the lower bushings  283 , and a pair of upper wipers  275  may be positioned directly above the upper bushings. The wipers  275  may have larger outer diameters than the bushings  283  and the vertically-aligned apertures  204  configured to receive the rails  245  to prevent dirt or dust entering the housing  287  through the apertures  204  from contaminating the bushing surfaces. The wipers  275  may be similar to any of the wipers described above with respect to the first embodiment shown in  FIGS. 1-10I . In some embodiments, the wipers  275  may be defined by the outer sliding body housing  287 , although in other embodiments, they may be otherwise attached to the housing  287 . 
       FIGS. 23A-23C  illustrate the rear suspension system  202  in various stages of compression. Specifically,  FIG. 23A  illustrates the rear suspension system  202  when the shock assembly  220  is in an uncompressed state,  FIG. 23B  illustrates the rear suspension system  202  when the shock assembly  220  is in a partially compressed state, and  FIG. 23C  illustrates the rear suspension system  202  when the shock assembly  220  is in a fully compressed state. As discussed above, the rocker link  219  may be pivotally coupled to each of the shock assembly  220 , rear frame  214 , and the seat tube  230 . As the rocker link  219  pivots relative to the seat tube  230  around the fixed second pivot axis, it causes rotation of the top ends of the forward members  279  of the right and left rear triangles  257 ,  259  along an arcuate path defined by the rocker  219  around the fixed pivot axis  284 . In addition, the rotation of the rocker link  219  relative to the seat tube  230  further causes rotation of the bottom end of the shock assembly  220  along a second arcuate path that is parallel to that traveled by the top ends of the forward members  279 . 
     The forward members  279  of the right and left triangles  257 ,  259  may be pivotally coupled to the sliding body  288 , which is configured to slide along the rails  245 . As discussed above, the forward members  279  of the right and left rear triangles  257 ,  259  may be configured to rotate relative to the sliding body  288  about the second pivot axle  285  as the sliding body  288  travels along a substantially linear path defined by the rails  245 . 
     A comparison of  FIGS. 23A and 23B  illustrates that partial compression of the shock assembly  220  causes the rocker link  219  to pivot in a clockwise direction around the fixed third pivot axle  284 . The pivot axis  286  located at the top end of the link, and the pivot axis  281  located along the length of the link are configured to move along the arcuate paths defined by the rotation of the link around the fixed pivot axis  284 . The rear end of the shock assembly  220  and the top ends of the rear triangles  257 ,  259 , which are coupled to the rocker link  219  at the third and first pivot axles  281 ,  286 , are also configured to move along the arcuate paths defined by the pivot axles  281 ,  286 . At the same time, the sliding body  288  is configured to travel in an upward and rearward direction, as defined by the guide rails  245 , such that the pivot axis  285  defined between the sliding body  288  and the rear frame  214  travels upwardly and rearwardly along the linear path defined by the rails  245 . The rear frame  214  further pivots relative to the sliding body  288  as the rocker link  219  rotates around the fixed third pivot axle  285 . 
     In contrast to the embodiment shown in  FIGS. 1-10I , the travel path of the sliding body  288  may have a larger vertical component than a horizontal component. This is due, at least in part, to the orientation of the rails  245  of the sliding body assembly  210 . In other embodiments, the mounting points and configurations of the link  219 , shock,  220 , and rails  245  may be adjusted such that the travel path of the sliding body  288  has a larger horizontal component than a vertical component. In such embodiments, the distance traveled in the rearward or forward directions may be greater than the distance traveled in the upward or downward directions. However, in concert with  FIGS. 1-10I  of the first example, the motion and direction of the sliding body, and the point along its path at which it switches direction, is controlled by the dimensions of the rear suspension structure. 
     A comparison of  FIGS. 23B and 23C  illustrates that further compression of the shock assembly  220  due to impaction forces on the bicycle causes the rocker link  219  to rotate further in a clockwise direction around the fixed third pivot axle  284 , such that the shock assembly  220  is rotated in a counterclockwise direction around the fixed fifth pivot axle  282 . Additionally, the sliding body  288  is configured to switch directions, such that the pivot axis  285  defined between the sliding body  288  and the rear frame  214  travels downwardly and forwardly along the linear path defined by the rails  245 . The rear frame  214  further pivots relative to the sliding body  288  as the rocker link  219  rotates around the fixed third pivot axle  285 . In some embodiments, the linkages described above may be otherwise configured such that the sliding body  288  travels downwardly and forwardly first, and then upwardly and rearwardly, upon compression of the shock assembly  220 . 
     Extension of the shock assembly  220  would result in the reverse motion of the components of the system  202 . Decompression or extension of the shock assembly  220  from a fully compressed to a partially compressed state causes the rocker link  219  to rotate in a counter-clockwise direction around the fixed pivot axis  284 . Additionally, the sliding body  622  would travel upwardly and rearwardly along the linear path defined by the rails  245 . Further decompression or extension further causes the rocker link  219  to rotate further in a counter-clockwise direction around the fixed pivot axis  284 . Additionally, the sliding body  622  is configured to switch directions, such that it travels downwardly and forwardly along the linear path defined by the rails  245 . 
     As discussed above, the sliding body  288  may be configured to switch directions as the shock assembly  220  transforms between the uncompressed state to the fully compressed state. In other words, the sliding body  288  may travel in a first direction along the rails  245  as the shock  220  transitions from an uncompressed to a partially compressed state, and then travel in a second direction opposite the first direction along the rails  245  as the shock  220  transitions from a partially compressed to a fully compressed state. As the sliding body  288  moves in the second direction, it re-travels at least a portion of the path that it traveled during the initial compression of the shock (i.e., from the uncompressed to the partially compressed positions). In one example, the sliding body  288  and the attached portion of the rear frame  214  are configured to move both (1) upwardly and rearwardly and (2) downwardly and forwardly along the linear path defined by the rails  245  as the rear wheel travels along the full wheel path during one of compression or extension of the shock assembly  220 . This motion of the sliding body  288  and rear frame  214  is best shown in  FIGS. 23A-23C . As the rear wheel moves upwardly along the wheel path, the sliding body  288  initially moves upwardly and rearwardly along the linear path defined by the rails  245 . At the same time, the top end of the rear frame  214  travels forwardly along the arcuate path defined by the rocker link  219 , resulting in a wheel path that is increasingly curved or concave (i.e., the radius of curvature of the wheel path decreases as the rear wheel travels upwardly). Once the sliding body  288  reaches a transition point or position, it switches directions such that it begins to travel in the opposite direction (in this case, forwardly and downwardly) along the linear path defined by the rails  245 . Accordingly, the sliding body  288  and the attached portion of the rear frame  214  are configured to move in opposite directions along the linear path defined by the rails  245  during each compression or extension of the shock assembly  220 . 
       FIG. 24  illustrates the shock rate of the rear suspension system  202  shown in  FIGS. 11-23 . The shock rate of the rear suspension system  202 , as defined herein, is the inverse of the leverage ratio of a suspension system  202 , or the shock stroke length divided by the distance traveled by the rear wheel. As is shown, the shock rate curve defines a substantially straight line as compared to leverage ratios of existing rear suspension systems. 
       FIG. 25  illustrates the derivative of chain stay length or rate of change in chain stay length of the rear suspension system  202  shown in  FIGS. 11-22 . As is shown, the derivative of chain stay length deviates from that of current suspension systems, in that the derivative of chain stay length is high at the beginning and at the end of the wheel travel path. The derivative of chain stay length is explained in U.S. Pat. No. 5,628,524, entitled “Bicycle Wheel Travel Path for Selectively Applying Chainstay Lengthening Effect and Apparatus for Providing Same,” which is incorporated by reference in its entirety herein. As is shown in  FIG. 23 , the derivative of chain stay length begins above 0.14, and has a negative slope throughout the entire range of wheel travel (i.e., through one full compression of the shock assembly), and in some cases, may end below 0.1. This can be contrasted to the derivative of chain stay length of existing rear suspension systems, also shown in  FIG. 25 , in which the derivative of chain stay length initially rises (i.e., has a positive slope) and then falls. 
       FIGS. 26-37  illustrate another example of a rear suspension system  302 , similar to the second example just described. This rear suspension system  302  is highly similar to the rear suspension system  302  shown in  FIGS. 11-23 , with some differences in the configurations of some of the components of the sliding body assembly  310 , which will be further described below. As is shown, the rear suspension system  302  includes a front frame  312  coupled with a rear frame  314  through a rear suspension system  302  including a rocker link  319 , as well as sliding body assembly  310  that includes a mount  390  supporting a sliding body  388 . Like the other examples of rear suspension systems  102 ,  202  previously described, the rear suspension system  302  also includes a shock assembly  320  operably connected between the front frame  312  and the rear frame  314 . The shock assembly  220  may be similar to the shock assemblies described above. 
     The front frame  312  may be substantially identical to that described in  FIGS. 11-23 , and may include a top tube  324 , seat tube  330 , and a down tube  326  defining a bottom bracket  340 . As in the example shown in  FIGS. 11-23 , the right side of the rear frame  314  may define a partial right rear triangle  357  including a chain stay  360 , a seat stay  358 , and a broken forward member  379  that extends upwardly from the front end of the chain stay  360  towards the front end of the seat stay  358 . The left side of the rear frame  314  may define a left rear triangle  359  including a chain stay  360 , a seat stay  358 , and a forward member  379  extending between the chain stay  360  and the seat stay  358 . 
     As in the example shown in  FIGS. 11-23 , the right and left rear triangles  357 ,  359  may be coupled each other via two axles  381  and  385 , which extend across the rear frame  314  to connect the triangles  357 ,  359 . The top ends of the right and left rear triangles  357 ,  359  may be connected by the first axle  381 , which may extend between the two triangles  357 ,  359  and through an upper end portion of a rocker link  319 , which is sandwiched between the triangles. The second axle  385  may be located at the bottom end of the forward member  379  of the left rear triangle  359  and at the top end of the broken forward member  379  of the right rear triangle  357 , and extends through a sliding body  388  that is positioned between the forward members  379 . 
     The bottom end of the rocker link  319  may be pivotally connected to the sliding body mount  390  via a third axle  384 , which is not directly connected to the rear frame  314 . The sliding body mount  390  may be fixedly joined to the seat and down tubes  330 ,  326  of the front frame  312 , such that it does not move relative to the front frame  312  as the rear wheel is deflected. The top end of the rocker link  219  may be pivotally connected to the rear end of the shock assembly  320  via a fourth axle  386 . The forward end of the shock assembly  320  may be pivotally connected to the down tube  326  of the front frame  312  via a fifth axle  382 . 
     As in the embodiment shown in  FIGS. 11-23 , the sliding body assembly  310  may include a mount  390  configured to support a sliding body  388  that is configured to move relative to the mount  390  along a pair of spaced-apart rails  345  that extend between the top and bottom portions of the mount  390  in response to deflection of the rear wheel. Similar to the prior embodiment, and as shown in  FIG. 37 , the rails  345  may be configured to receive a pair of upper bushings  383  and a pair of lower bushings  383  that are spaced apart from and positioned below the upper bushings  383  along the lengths of the rails  345  to facilitate sliding of the sliding body  388  along the rails  345 . A comparison of  FIGS. 34-37  and  FIG. 21  reveals that the rails  345  and the mount  390  shown in  FIGS. 26-36  may have different configurations than that shown in  FIGS. 11-23 . For example, each of the spaced-apart rails  345  may define top and bottom attachment end portions  344 ,  343 , each of which defines a fastener-receiving aperture  306 . Similar to the crowns  244 ,  243  joined to the ends of the rails  245  of the sliding body assembly  210  shown in  FIGS. 11-23 , the top and bottom attachment end portions  344 ,  343  of the rails  345  allow for joining the rails  345  to the sliding body mount  390 . 
     As best shown in  FIGS. 35-36 , the sliding body mount  390  may have a top mounting portion  327 , a bottom mounting portion  329 , and two parallel connecting portions  321  that extend between the top and bottom mounting portions  327 ,  329 , such that the connecting portions  321  and top and bottom mounting portions  327 ,  329  together define a rectangular-shaped body that surrounds the sliding body  288 . The top mounting portion  327  of the sliding body mount  390  may define two apertures  316  that correspond to the apertures  306  defined by the top end portions  344  of the rails  245 , and the bottom mounting portion  329  of the sliding body mount  390  may define two apertures  316  that correspond to the apertures  306  defined by the bottom end portions  343  of the rails  245 . As previously discussed with respect to the embodiment shown in  FIGS. 11-24 , fasteners may be inserted through the apertures  306 ,  316  defined by the top and bottom end portions  344 ,  343  of the rails  245  and by the sliding body mount  390  to join the rails  245  to the mount  390 . The sliding body mount  390  may further be contoured to receive the top and bottom attachment end portions  344 ,  343  of rails  245 , which may serve to further prevent the rails  245  from moving relative to the sliding body mount  390 , as forces are applied to the rear suspension system. 
     A comparison of the mount  390  shown in  FIGS. 34-35  to the mount  290  shown in  FIGS. 11-23  reveals several distinctions. Specifically, the attachment portions where the rails  345  are joined to the mount  390  (i.e., via fasteners inserted through apertures  316  defined by the mount  390  and the rails  306 ) are more evenly spaced, in that the attachment portions are located on opposite sides of the mount  390 . In contrast, the bottom crown  243  of the sliding body assembly  210  shown in  FIGS. 11-23  is attached to the mount  290  on only one side. In some cases, this even spacing of the attachment portions may allow for more even distribution of the stresses imparted by the rear wheel onto the mount  390 , which may help prevent detachment of the rails  345  from the mount  390 . Additionally, the sliding body  388  of the rear suspension system  302  shown in  FIGS. 26-28  is fully encased on its sides by the mount  390 , which has a rectangular configuration rather than the truncated C-shape of the mount  290  shown in  FIGS. 11-23 . As such, the mount  390  may occupy more space than the mount  290  shown in  FIGS. 11-23 , and may require additional material for its manufacture, but may also provide for increased load capabilities and structural reinforcement. Further, the mount  390  shown in  FIGS. 34-35  includes a bottom bracket support that encircles the bottom bracket  340 . In contrast, the mount  290  shown in  FIGS. 11-23  did not support the bottom bracket  240 . 
     As discussed above, the rear suspension system  302  illustrated in  FIGS. 26-28  operates in an identical manner to the rear suspension system  202  shown in  FIGS. 11-24 . As such,  FIGS. 23A-23D  (and the description above describing these figures), which illustrate the rear suspension system  202  in various stages of compression, are equally applicable to the rear suspension system  302 . 
       FIGS. 38A-38C  illustrate the relative motion of the shock  320 , link  319 , sliding body  388 , and rear frame  314  relative to the front frame  312  as the shock  320  is compressed. Specifically,  FIG. 3A  illustrates the rear suspension system  302  when the shock  320  in an uncompressed state,  FIG. 38B  illustrates the rear suspension system  302  when the shock  320  is in a partially compressed state, and  FIG. 38C  illustrates the rear suspension system  302  when the shock  320  is in a fully compressed state.  FIG. 38D  illustrates a comparison of the three states shown in  FIGS. 38A-38C , with the sliding body  388  axle  385  shown in solid lines in the uncompressed state, and in dashed lines in the partially compressed and fully compressed states. A comparison of  FIGS. 38A and 38B  illustrates that partial compression of the shock  320  causes the rocker link  319  to pivot in a clockwise direction around fixed pivot axle  384 . The pivot axis  386  located at the top end of the link  319 , and the pivot axis  381  located along the length of the link  319  are configured to move along substantially parallel arcuate paths defined by the rotation of the link  319  around the fixed pivot axis  384 . The rear end of the shock  320  and the top end of the rear triangle  314 , which are coupled to the rocker link  319  via axles  381  and  386  are also configured to move along the arcuate paths defined by the pivot axes  381 ,  386 . At the same time, the sliding body  388  is configured to travel in an upward and rearward direction, such that the pivot axis  385  defined between the sliding body  388  and the rear frame  314  travels along the linear path defined by the rails  345 . 
     A comparison of  FIGS. 38B and 38C  illustrates that further compression of the shock  320  due to impaction forces on the bicycle causes the rocker link  319  to rotate further in a clockwise direction around the fixed pivot axis  384 , such that the shock  320  is also rotated in a counterclockwise direction around fixed pivot axis  382  (shown in, e.g.,  FIG. 30 ). Additionally, the sliding body  388  is configured to switch directions, such that the pivot axis  385  defined between the sliding body  388  and the rear frame  314  travels downwardly and forwardly along the linear path defined by the rails  345 . 
       FIG. 38D  illustrates a magnified view of the second pivot axle  385 , which defines the pivot axis of the rear frame  314  around the sliding body  388 . As discussed above, the sliding body  388  may be configured to travel in both upwards and downwards directions along the substantially linear path defined by the rails  345  (in this example) as the shock  320  transforms between the uncompressed and fully compressed states. In other words, the sliding body  388  and the attached portion of the rear frame  314  are configured to move both upwardly and downwardly along the substantially linear path as the rear wheel travels along the full wheel path during one of compression or extension of the shock  320 . The back and forth motion of the sliding body  388  and rear frame  314  are best shown in FIGS.  FIGS. 38A-38C . In  FIG. 38D , the position of the second pivot axle  385  and sliding body  388  as the shock is being compressed is represented by numerals  378 ( 1 ),  378 ( 2 ),  378 ( 3 ). Prior to compression of the shock, the second pivot axle  285  is located at a first position  378 ( 1 ) along the guide rails  345 . As the rear wheel moves upwardly along the wheel path, the sliding body  388  initially moves upwardly and rearwardly along the linear path defined by the rails  345 . At the same time, the top end of the rear frame  314  travels forwardly along the arcuate path defined by the link  319 . Once the sliding body  388  reaches a transition position  378 ( 2 ) (or particular location), such as, in one non-limiting example, the point at which point the body  388  switches directions along the rails  345 , it may begin to travel in the opposite direction (in this case, downwardly and forwardly) along the linear path defined by the rails  345 . It should be noted that the transition position  378 ( 2 ), or the point at which the sliding body  388  switches directions and re-traces its path in the opposite direction, is created by the structural and dimensional configuration of the components of the rear suspension system, and may be designed to occur at a desired or select position along the reciprocating motion of the sliding body along the rail to obtain the resulting suspension performance. In other words, the sliding body  388 , which initially moves in an upward and rearward direction, and continues to be subjected to forces in the upward direction, but is pulled downwardly by the compression of the shock to a third position  378 ( 3 ), which is the position  378 ( 3 ) of the second axle  385  when the shock is fully compressed. 
     The description above with respect to  FIGS. 38A-38D  is also applicable to the example shown in  FIGS. 24-37 , which embodies generally the same linkages, axles, and connection points between the rear  214  and front  212  frames. 
     While the examples shown in  FIGS. 1-11, 11-23 and 26-38  all include a rocker link ( 119 ,  219 ,  319 ) that is coupled to the rear frame ( 119 ,  219 ,  319 ) and to the shock assembly ( 120 ,  220 ,  320 ), other examples may include a system in which the rocker link is not directly coupled to the shock assembly, but is instead is only coupled at one end to the front frame at a fixed pivot axis and to the rear frame at the other end. One such embodiment is shown in  FIGS. 39A-39B , which illustrate a system in which the rocker link  419  is pivotally coupled to the front frame  412  via fixed axle  484 , located at the bottom end portion of the link  419 , and to the rear frame  414  via axle  481 , located at the top end portion of the link  419 . In such embodiments, the rear end portion of the shock  420  may not be directly connected to the rocker link  419 , but may instead be only coupled to the rear frame  414 . In such examples, travel paths of the pivot axle  484  connecting the shock  420  and rear frame  414  and the pivot axle  481  connecting the rocker link  481  and the rear frame  414  may be different from the prior-described examples, since the path of the axle  484  connecting the shock  420  and the rear frame  414  is no longer confined by the link  419 . This is apparent in comparing  FIG. 39A , in which the shock  420  is fully extended, with  FIG. 39B , in which the shock  420  is fully compressed. 
     Also notable in the example shown in  FIGS. 39A-39B  is the lack of a mount, which in prior examples was used to couple the sliding body  488  to the front frame  412 . As shown in the example shown in  FIGS. 39A-39B , the rails  445  of the sliding body assembly  410  may be directly coupled to the front frame  414 , rather than to a mount that is, in turn, coupled to the front frame  414 . In this example, the downtube  426  forms a mounting block which surrounds the top, bottom, and forward-facing sides of the sliding body  288 . The mounting block forms a solid piece that connects the down tube  426  and the seat tube  430 , with a cut-out portion configured to receive the sliding body  488  and rails  445 . Other examples of front frames  526 ,  626  which may be coupled to the sliding body  288  are shown in  FIGS. 40 and 41 . In these examples, a connecting tube  525 ,  625  extends between the seat tube  530  and the down tube  526 . The connecting tube  625  may be substantially linear, as shown in  FIG. 41 , or may be bent or curved, as shown in  FIG. 40 . The examples shown in  FIGS. 40 and 41  may, in some cases, be formed by welding (or otherwise joining) multiple pre-formed hollow tubes together to form the front frames  512 ,  612 . In contrast, the front frame  412  shown in  FIGS. 39A and 39B  may be formed by welding (or otherwise joining) multiple pre-formed hollow tubes together, along with one or more sheets of material over the tubes in order to form the solid mounting block portion. 
       FIG. 42  illustrates another example  702  of a rear frame, front frame, and rear suspension system. Similar to the example shown in  FIGS. 11-23 , this example  702  may include a first sliding body  788  that is configured to engage a first rail  713 . However, this example  702  may further include a second sliding body  789  that is configured to engage a second rail  712  that is positioned above the first rail  713 , such that the first sliding body  788  is positioned above the second sliding body  789 . In contrast to other examples, in which the rear frame is pivotally coupled to a rocker link and to a sliding body, the rear frame  714  in this example is pivotally coupled to two sliding bodies, with each sliding body  788 ,  789  being configured to engage a corresponding rail  713 ,  712 . The second (upper) sliding body  789  may further be pivotally coupled to the rear end of the shock assembly  720 , such that when the shock  720  is compressed, the second sliding body  788  travels forwardly along the second (upper) rail  712 . This may, in turn, cause the first sliding body  788  to move rearwardly along the lower guide rail  713 . As the shock is further compressed, the second sliding body  789  may move further in a forward direction along the upper rail  712 . At the same time, the first (lower) sliding body  788  may switch directions, such that it travels forwardly along the first guide rail  713 . Similarly, extension of the shock assembly  720  may cause the upper sliding body  789  to travel rearwardly along the second upper rail  712 , while the lower sliding body  788  travels rearwardly and then forwardly along the first lower guide rail  713  during a single compression of the shock  720 . In other examples, the lower and upper guide rails  713 ,  712  and sliding bodies  788 ,  789  may be otherwise configured and positioned so as to result in other wheel paths. Further, while the illustrated rails are substantially linear, other examples may include rails which are curved, bent, or otherwise configured. The rails may be parallel to one another, or may extend at different angles relative to one another. Additionally, in other embodiments, the rails  713 ,  712  may extend at different angles than shown. For example, the lower guide rail  713  may extend downwardly in a forward direction or upwardly in a forward direction, and the upper guide rail  712  may extend downwardly in a forward direction or upwardly in a forward direction. 
       FIGS. 43A-43C  illustrate another embodiment of a rear suspension system according to another example. More particularly,  FIG. 43A  is a right side view showing a front frame  812  and rear frame  814  connected with a rear suspension system of a bicycle. Although not depicted in  FIGS. 43A-43C , it is to be appreciated that the bicycle shown in these Figures can include other component parts as described above with reference to other embodiments, such as the front wheel, steering system, seat, pedals, and so on. 
     As is shown, the rear suspension system  802  includes the front frame  812  coupled with a rear frame  814  through a rear suspension system including two sliding body assemblies  840 ,  850 . One of the sliding body assemblies may be operably associated with a dampening assembly  870 . One of the sliding body assemblies may be operably associated with a spring assembly  880 . For example, as shown in  FIG. 43A , the upper sliding body assembly  840  is associated with a dampening assembly  870 . The lower sliding body assembly  850  is associated with a spring assembly  880 . As in prior examples, each sliding body assembly  840 ,  850  may include a pair of spaced-apart rails  849 ,  859 . While shown in the various figures with a pair of space-apart rails, it may be noted that a single rail may also be utilized in the place of the pair of rails. Each sliding body assembly  840 ,  850  may include a sliding body  846 ,  856  that is configured to move relative to the rails  849 ,  859 , i.e., such that the travel path of the sliding body  846 ,  856  is defined by the rails  849 ,  859 . The rails and sliding body may be configured as described above with respect to other embodiments. In one example, the top forward end  816  of the rear frame  814  may be pivotally coupled to the first sliding body assembly  840 . This coupling may configure the top forward end  816  of rear frame  814  to engage the first pair of rails  849 . As such, the top forward end  816  of rear frame  814  may articulate in the path formed by rails  849 . The bottom forward end  815  of the rear frame  814  may be pivotally coupled to the second sliding body assembly  850 . This coupling may configure the bottom forward end  815  of the rear frame  814  to engage the second pair of rails  859 . As such, the bottom forward end  815  of the rear frame  814  may articulate in the path formed by rails  849 . By adjusting the paths of each of the slide body assemblies  840 ,  850  and the angles of the paths relative to one another, the travel of the rearward portion of frame  814  (notably where the wheel mounts) may be significantly altered. 
     Each of the rails  849 ,  859  may include a top attachment end portion  845 ,  855  and a bottom attachment end portion  844 ,  854 . Each of the attachment end portions  845 ,  855 ,  844 ,  854  may define an aperture for receiving a fastener for joining the rails  849 ,  859  to the front frame  812 . As is shown, the top attachment end portions  845  of the first pair of rails  849  may be coupled to a mounting portion  841  defined by the top tube  824 , and the bottom attachment end portions  844  of the first pair of rails  849  may be coupled to a mounting portion  842  defined by the top tube  824  and the seat tube  830 . As is also shown, the top attachment end portions  855  of the second pair of rails  859  may be coupled to a mounting portion  852  defined by the seat tube  830 , and the bottom attachment end portions  854  of the second pair of rails  859  may be coupled to a mounting portion  851  defined by the down tube  826 . The tope tube  824  and bottom tube  826  may be connected by head tube  822 . In this particular example, the direction of extension (shown for example as path A in  FIG. 43B ) of the first pair of rails  849  is such that the horizontal component is larger than the vertical component. The direction of extension (shown for example as path B in  FIG. 43B ) of the second pair of rails  859  is such that the vertical component is larger than the horizontal component. As such, the first pair of rails  849  may extend in a generally horizontal direction relative to the front frame, and the second pair of rails  859  may extend in a generally vertical direction relative to the front frame. Although in other examples, the rails  849 ,  859  may extend in other directions or at other angles relative to the front frame, or, as will be discussed below, there may only be one pair of rails. Similar to prior embodiments, and as shown in  FIG. 43B , which shows the rear suspension system with the first and second sliding body housings  846 ,  856  removed, the rails  849 ,  859  may each be configured to receive a pair of upper bushings  865 A,  875 A and a pair of lower bushings  865 B,  875 B that are spaced apart from and positioned below the upper bushings  865 A,  875 A along the lengths of the rails  849 ,  859  to facilitate sliding of the first and second sliding bodies  846 ,  856  along the rails  849 ,  859 . 
     As discussed above, the first and second sliding bodies  846 ,  856  may each be pivotally connected to portions of the rear frame  814 . In one embodiment, the forward top end of the rear frame  814  may be coupled to the first sliding body  846  via a first axle  843  that extends through the rear frame  814  and the first sliding body  846 , such that the rear frame  814  is allowed to rotate around the first axle  843  relative to the first sliding body  846  as the rear wheel is deflected. Similarly, the forward bottom end of the rear frame  814  may be coupled to the second sliding body  856  via a second axle  853  that extends through the rear frame  814  and the second sliding body  856 , such that the rear frame  814  is allowed to rotate around the second axle  853  relative to the second sliding body  856  as the rear wheel is deflected. While axles are disclosed herein as an example of forming this pivot point, it may be noted that any mechanism may be utilized to form the various pivots as discussed herein. 
     As will be further discussed below, the first sliding body  846  may be operably associated with a motion dampening assembly  870 . In one example, the motion dampening assembly  870  may include a piston shaft  847  and a cylinder body  848 . The forward end of the motion dampening assembly  870  may be joined to the mounting portion  841  defined by the top tube  824 , and the rear end of the motion dampening assembly  870  may be joined to the first axle  843  extending through the first sliding body  846  and the rear frame  814 . In some examples, the piston shaft  847  may extend through an aperture  839  defined by the first sliding body housing  846 , as shown in  FIG. 43C . Generally, compression of the motion dampening assembly  870  causes the piston shaft  847  to be pushed in a forward direction into the cylinder body  848 , for example, as the rear wheel is displaced relative to the front frame  812 . Fluid contained within the cylinder body  848  acts to dampen the movement of the piston shaft  847  within the cylinder body  848 . As such, the motion dampening assembly  870  dampens the tensile and/or compressive forces exerted on the piston shaft  847  as the first sliding body  846  is displaced relative to the first pair of rails  849 . The motion dampening assembly  870  may be placed in various stages of compression relative to the amount of forward force applied to the rear end of the motion dampening assembly  870  by the sliding body  846 . For example, a larger forward force applied to the rear end of the motion dampening assembly  870  may cause a longer length of the piston shaft  847  to be inserted into the cylinder body  848  than a smaller force. It is to be appreciated that motion dampening assemblies are known in the art and that various types of dampening assemblies and orientation can be utilized with the present disclosure. Some examples of motion dampening assemblies may include cylinders filled with other types of fluids or air, including oil, gas, and so on. 
     The second sliding body assembly  850  may be operably associated with a spring mechanism  880 . In some examples, the spring mechanism  880  may include a pair of springs  858  that are positioned around the second pair of rails  859 . As is shown, the springs  858  may be coil or helical springs, although other examples may utilize other types and configurations of springs. The springs  858  may be positioned between the ledge portions  857 , defined by the top ends of the second pair of rails  859 , and the second sliding body  856 . In some examples, the top ends of the springs may be configured to abut the ledge portions  857  of the rails, which may have larger diameters than the spring  858  diameters, so as to prevent the top ends of the springs  858  from becoming dislodged as the spring  858  is compressed. The bottom ends of the springs  858  may abut the top surface of the second sliding body  856 . As the second sliding body  856  moves upwardly along the second pair of rails  859 , the springs  858  may be compressed against the ledge portions  857  of the rails  859 , and apply a downward force on the second sliding body  856  as it moves upwardly along the rails  859 . As is known, the downward force applied by the springs  858  onto the second sliding body  856  increases as the spring becomes increasingly compressed. In other words, the counteracting force that is applied to the second sliding body  856  by the springs  858  increases as the second sliding body  856  travels along the rails  859 . In some embodiments, the bottom ends of the springs  858  may also be joined to the second sliding body  856 , such that the springs  858  are stretched as the second sliding body moves downwardly along the rails  859 . For example, the springs  858  may define hooks or eye forms at their bottom ends for attachment to the second sliding body  856 , or may be otherwise glued or attached to the second sliding body  856 . In such embodiments, the springs  858  may be configured to resist stretching, such that the springs  858  apply an upward force to the second sliding body  856  that increases as the second sliding body  856  moves further downwardly along the second pair of rails  859 . In other examples, the springs  858  may not be connected to the ledge portions  857  of the second pair of rails  859  or to the second sliding body  856 . In further examples, the springs  858  may be positioned below the second sliding body  856 , rather than above the second sliding body  856 . 
     As the rear wheel begins to travel along the wheel path, i.e., from a position in which the spring mechanism  880  and the dampening mechanism  870  are uncompressed, forces impacting on the rear wheel may cause the first sliding body  846  and the first axle  843  to move upwardly and forwardly along path A (which as illustrated is more horizontal than vertical) defined by the first pair of rails  849 . At the same time, the second sliding body  856  and second axle  853  may move upwardly and forwardly along the second pair of rails  859  along path B (which as illustrated is more vertical than horizontal.) At the same time, the piston shaft  847  of the dampening mechanism  870  is moved further in a forward direction within the cylindrical chamber  848 , and the springs  858  of the spring mechanism  880  are compressed. Once the wheel reaches the furthest point in the wheel path, the springs  858  may begin to uncompress, thereby pushing the second sliding body  856  and the second axle  853  downwardly and rearwardly along the second pair of rails  859  in a vertical direction. At the same time, the pressurized fluid within the cylindrical chamber  848  may push the piston shaft  847  away from the chamber  848 , along with the first sliding body  846  and first axle  843 , which is connected to the shaft  847 . The first sliding body  846  and first axle  843  are therefore pushed rearwardly and downwardly along the first pair of rails  849 . The spring mechanism  880  may thereby allow the rear frame  814  to travel upwardly when the wheel encounters a bump, and then quickly move back down when the wheel passes the bump, while the dampening mechanism  870  may allow for dissipating the energy stored in the spring mechanism  880 . 
     In other examples, the spring mechanism and the dampening mechanism may be otherwise positioned on the rear suspension system. For example, the spring mechanism may be operably associated with the first pair of rails, which describe path A (e.g. generally horizontal relative to the front frame), rather than the second pair of rails, which describe path B (e.g. generally vertical relative to the front frame). The dampening mechanism may be operably associated with the second pair of rails, which describe path B, rather than the first pair of rails, which may allow for forces impacting on the rear wheel to be absorbed differently than in the illustrated example. In various examples, the dampening mechanism and the spring mechanism may both be associated with the same rails, which may include either the first rails or the second rails. Additionally, in other examples, the dampening and/or spring mechanisms may be internal mechanisms, in that they may be housed within the rails or the sliding bodies, rather than external to the rails and the sliding body. One example of such an internal mechanism will be further described below. 
     In further examples, the rails may define other travel paths for the sliding bodies, other than the substantially linear paths shown in  FIGS. 43A-43C . For example, the rails may define a curved path, or a bent path. Additionally, the rails may extend in different directions than shown in these Figures and form different angles relative to the front frame. For example the angle between path A and B, as shown by θ in  FIG. 43B , may be from 90 degrees to 180 degrees. The angle between path A and B be less than 90 degrees in some examples that might include a flexible rear frame. The angle between path A and B may be greater than 180 degrees in various embodiments. For example, the horizontal component of path A might not cause the path of the rearward portion of the rear frame  814  to move up but instead rotate counterclockwise. In some examples, path A and B are different, as shown in  FIGS. 43A-43C . In some examples the two paths are the same, as shown in  FIG. 44  by path C representing both paths. In some examples, one path may be substantially straight and one path may be arcuate, as shown in  FIG. 45A  by paths D and E (notably in this example, path D is formed by a linkage but could non-the-less be formed by a sliding assembly with a curved rail.) 
     In still further examples, the spring mechanism may be internal to the rails, rather than external to the rails. Additionally, the spring mechanism may be a coil, as is shown, or may be a cylinder containing pressurized air. 
     Another example of a rear suspension system is shown in  FIG. 44 . More particularly,  FIG. 44  is a right side view showing a front frame  912  and a rear frame  914  with a suspension system for a bicycle. Similar to the embodiment shown in  FIGS. 43A-43C , the rear suspension system includes a front frame  912  coupled with a rear frame  914  through a rear suspension system including two sliding body assemblies  940 ,  950 . As in the prior example, one of the sliding body assemblies may be operably associated with a dampening assembly, and the other may be operably associated with a spring assembly  980 . However, in this example, both of the sliding body assemblies  940 ,  950  may be supported by a single pair of spaced-apart rails  959  and each of the sliding bodies  946 ,  956  may be configured to move relative to the same pair of rails  959 , i.e., such that the travel paths of both of the sliding bodies  946 ,  956  is defined by same pair of rails  959 . By using the same rails  959  in this example, it is as though the angle of the path between the sliding body  946  and the path of the sliding body  956  is either zero or one-hundred-eighty degrees. The rails and sliding body assemblies may be configured as described above with respect to other examples. In one example, the top forward end  916  of the rear frame  914  may be coupled to a first sliding body assembly  940  configured to engage the pair of rails  959 , and the bottom forward end  915  of the rear frame  914  may be coupled to a second sliding body assembly  950  positioned below the first sliding body and also configured to engage the pair of rails  959 . The rear frame  914  may be connected at pivot points  943 ,  953 . In contrast to the example shown in  FIGS. 43A-43C , the rear frame  914  may not be configured to pivot relative to the first and second sliding body assemblies  940 ,  950  in the example shown in  FIG. 44 . Rather, the rear frame  914  may be configured to translate along a path C defined by the rails  959 , without rotating relative to the front frame  912 . As such, the attachment between the rear frame  914  and the sliding bodies  946 ,  956  may be either a ridged attachment or a pivot attachment (although little to no pivoting may occur). 
     Each of the rails  959  may include a top attachment end portion  955  and a bottom attachment end portion  954 , each of which defines an aperture for receiving a fastener for joining the rails to the front frame. As is shown, the top attachment end portions  955  of the pair of rails  959  may be coupled to a mounting portion  942  defined by the seat tube  930 , and the bottom attachment end portions  954  of the pair of rails  959  may be coupled to a mounting portion  951  defined by the down tube  926 . In this particular example, the direction of extension C, as shown in  FIG. 44 , of the pair of rails  959  is such that the vertical component is larger than the horizontal component. As such, the pair of rails may extend generally vertical relative to the front frame  912 . In other examples, the rails may extend in other directions or at other angles relative to the front frame  912 , such as in a generally horizontal direction. 
     The first sliding body  946 , which is positioned above the second sliding body  956  along the rails  959 , may be operably associated with a spring mechanism  980 , while the second sliding body may be operably associated with an internal dampening mechanism. As in prior examples, the spring mechanism  980  may include a pair of springs  958  that are positioned around the second pair of rails  959 . The springs  958  may be positioned between the ledge portions  955  defined by the top ends of the pair of rails  959  and the top surface of the first sliding body  946 . As the first sliding body  946  moves upwardly along the second pair of rails  959 , the springs  958  may be compressed against the ledge  955  portions of the rails  959 , and apply an increasing downward force against the first sliding body  956  as it moves further upwardly along the rails  959 . In some embodiments, the bottom ends of the springs  958  may also be joined to the first sliding body  946 , such that the springs  958  are stretched as the first sliding body moves downwardly along the rails  959 . For example, the springs  958  may define hooks or eye forms at their bottom ends for attachment to the first sliding body  946 , or may be otherwise glued or attached. In such embodiments, the springs  958  may be configured to resist stretching, such that the springs  958  apply an upward force to the first sliding body  946  that increases as the first sliding body  946  moves further downwardly along the pair of rails  959 . In other examples, the springs  958  may not be connected to the ledge portions  955  of the pair of rails  959  or to the first sliding body  946 . 
     As mentioned above, the second sliding body assembly  950 , which is positioned below the first sliding body assembly  940 , may be operably associated with an internal dampening mechanism. One example of an internal dampening mechanism is shown in  FIG. 45B , which will be further described below. The internal dampening mechanism of illustrated in  FIG. 45B  may be adapted to the example illustrated in  FIG. 44 . Similar to the example shown in  FIGS. 43A-43C , this example of a motion dampening assembly may include a piston shaft and cylinder body assembly which is housed within one of the rails  959 . In other examples, the motion dampening assembly may include a pair of piston shafts and cylinder bodies, with a single piston shaft and cylinder body being housed within each of the rails  959 . The top end of the cylinder body may be joined to the top end of the rail  959 , while the bottom end of the piston shaft may be joined to one of the sliding body assemblies  940 ,  950 . In one example, the rail  959  may define a linear slot that extends in the same direction as the rails  959 , and a connecting portion may extend between the bottom end of the piston shaft to one of the sliding body assemblies  940 ,  950  to join the bottom end of the piston shaft to one of the sliding body assemblies  940 ,  950 . The slot may be configured so as to allow the piston shaft to move together with the one of the sliding bodies  946 ,  956  as it is deflected along with the rear frame  914 . 
     Generally, compression of the motion dampening assembly causes the piston shaft  947  to be pushed in a forward direction into the cylinder body  948 , for example, as the rear wheel is displaced relative to the front frame. As previously discussed, fluid contained within the cylinder body  948  acts to dampen the movement of the piston shaft  947  within the cylinder body. As such, the motion dampening assembly dampens the tensile and/or compressive forces exerted on the piston shaft as the second sliding body is displaced relative to the first pair of rails. 
     As the rear wheel begins to travel along the wheel path, i.e., from a position in which the spring and the dampening mechanisms are uncompressed, forces impacting on the rear wheel may cause both the first and second sliding bodies  946 ,  956  to move upwardly along the rails  959 . Simultaneously, the springs  958  around the rails  959  are compressed due to upward motion of the first sliding body  946 , and the piston shaft of the dampening mechanism is moved upwardly within the cylindrical body due to upward motion of the sliding bodies  946 ,  956 . Once the wheel reaches the furthest point in the wheel path, the spring  958  may begin to uncompress, thereby pushing the first sliding body  946  downwardly along the pair of rails  959 . At the same time, the pressurized fluid within the cylindrical body may push the piston shaft away from the cylindrical body, along with the sliding body, which is connected to the shaft. 
     As discussed above, the position of the spring mechanism and the dampening mechanism may be reversed or they may be located in the same position. For example, both may be positioned above the first sliding body  946 . In another example, both may be positioned below the second sliding body  956 . 
     Another example of a rear suspension system in shown in  FIG. 45A . In contrast to the other examples disclosed in  FIGS. 43A-43C and 44 , this example only includes a single sliding body assembly  1050  that is operably associated with both an internal dampening assembly  1070  and a spring assembly  1080 . Additionally, the top forward end  1016  of the rear suspension system may be pivotally coupled to a link  1040 . As is shown, one end  1071  of the link  1040  may be pivotally coupled to the front frame  1012 , e.g., to the top tube  1024 , and the other free end  1072  of the link  1040  may be pivotally coupled to the top forward end  1016  of rear frame  1014 , such that the top forward end  1016  of the rear frame  1014  travels along an arcuate path D that is defined by the free end of the link  1040 . Additionally, the bottom forward end  1015  of the rear frame  1014  may be pivotally coupled to a sliding body  1056  at pivot  1053  that is configured to engage a pair of rails  1059 . The pair of rails  1059  may couple with member  1051  defined by down tube  1026 . The rails may include end caps  1066 ,  1067  which couple with members  1042 ,  1051  at connections  1069 ,  1054 . These connections may be ridged or pivoting. The endcaps may define ledges  1055  as shown in  FIG. 45B . 
     As is shown in  FIG. 45B , the springs  1058  may be positioned around the rails  1059  between the ledge portions  1055  defined by the top ends of the rails  1059  and the sliding body  1056 . The end of the rails  1059  may couple to member  1042  defined by seat tube  1030 . Additionally, one or both of the rails may be configured to house an internal motion dampening mechanism  1080 . As previously discussed, the motion dampening assembly  1070  may include a piston shaft  1047  and cylinder body  1048  which are housed within one of the rails  1059 . The top end of the cylinder body  1048  may be joined to the top end of one of the rails  1059 , while the bottom end of the piston shaft  1047  may be joined to the sliding body  1056 . As discussed, the rail  1059  may define a linear slot  1062  that extends in the same direction as the rails  1059 , and a connecting portion  1064  may extend between the bottom end of the piston shaft  1047  to the sliding body  1056  form a joint  1063  at the bottom end of the piston shaft  1047  and the sliding body  1056 . The slot may be configured so as to allow the piston shaft to move together with the sliding body  1056  as it is deflected along with the rear frame  1014 . 
       FIG. 45B  shows one rail  1059  as being transparent to show the internal dampening mechanism. It also shows the system with the sliding body housings  1056  as transparent. The rails  1059  may each be configured to receive a pair of upper bushings  1065 A, and a pair of lower bushings  1065 B that are spaced apart from and positioned below the upper bushings  1065 A along the lengths of the rails  1049  to facilitate sliding of the sliding body  1056 , along the rails  1059 . 
     As the rear wheel begins to travel along the wheel path, i.e., from a position in which the spring mechanism  1070  and the dampening mechanism  1080  are uncompressed, forces impacting on the rear wheel may cause the link  1040  to swing in a counter-clockwise direction, causing the forward top end of the rear frame  1014  to travel along an arcuate path D defined by the free end of the link  1040 . At the same time, the bottom forward end  1015  of the rear frame  1014  is configured to travel upwardly along a linear path E defined by the rails  1059 . In one example, the springs  1058  around the rails  1059  are compressed due to upward motion of the sliding body  1056 , and the piston shaft  1047  of the dampening mechanism  1080  is simultaneously moved upwardly within the cylindrical body  1048  due to upward motion of the sliding body  1056 . Once the wheel reaches the furthest point in the wheel path, the spring  1058  may begin to uncompress, thereby pushing the sliding body  1056  downwardly along the pair of rails  1059 . At the same time, the pressurized fluid within the cylindrical body  1048  may push the piston shaft  1047  away from the cylindrical body  1048 , along with the sliding body, which is connected to the shaft  1047 . Additionally, the link  1040  is configured to rotate in a clockwise direction such that the top forward end  1016  of the rear frame  1014  travels in an opposite direction along the arcuate path D defined by the link  1014 . It may be appreciated that the link may also attach to other portions of the frame such as the seat tube, head tube, down tube, or the like. 
     It will be appreciated from the above noted description of the various arrangements and examples of the present disclosure that a rear suspension system for a bicycle has been described which may include a sliding body assembly. The rear suspension system may also include a second sliding body assembly or a link assembly. The rear suspension system can be formed in various ways and operated in various manners depending upon a user&#39;s desired rear wheel path and leverage ratio curve. It will be appreciated that the features described in connection with each arrangement and example of the disclosure are interchangeable to some degree so that many variations beyond those specifically described are possible. It should also be understood that the above-described component parts of the rear suspension need not be connected with the bicycle in the manners described and depicted above, and as such, can be connected with the frame and with each other in various additional locations. It should also be understood that the physical shapes and relative lengths of the rear suspension components are not limited to that which has been depicted and described herein. 
     Although various representative examples of this disclosure have been described above with a certain degree of particularity, those skilled in the art could make numerous alterations to the disclosed examples without departing from the spirit or scope of the inventive subject matter set forth in the specification and claims. All directional references (e.g., upper, lower, upward, downward, left, right, leftward, rightward, top, bottom, above, below, vertical, horizontal, clockwise, and counterclockwise) are only used for identification purposes to aid the reader&#39;s understanding of the examples of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of the invention unless specifically set forth in the claims. Joinder references (e.g., attached, coupled, connected, and the like) are to be construed broadly and may include intermediate members between a connection of elements and relative movement between elements. As such, joinder references do not necessarily infer that two elements are directly connected and in fixed relation to each other. 
     In some instances, components are described with reference to “ends” having a particular characteristic and/or being connected with another part. However, those skilled in the art will recognize that the present invention is not limited to components which terminate immediately beyond their points of connection with other parts. Thus, the term “end” should be interpreted broadly, in a manner that includes areas adjacent, rearward, forward of, or otherwise near the terminus of a particular element, link, component, part, member or the like. In methodologies directly or indirectly set forth herein, various steps and operations are described in one possible order of operation, but those skilled in the art will recognize that steps and operations may be rearranged, replaced, or eliminated without necessarily departing from the spirit and scope of the present invention. It is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not limiting. Changes in detail or structure may be made without departing from the spirit of the invention as defined in the appended claims. 
     The foregoing has been generally described with respect to particular examples and methods of manufacture. It will be apparent to those of ordinary skill in the art that certain modifications may be made without departing from the spirit or scope of this disclosure. For example, a fiber other than carbon may be used as a strengthening or stiffening element. As one example, certain metals may be used instead, or another type of plastic may be used. Accordingly, the proper scope of this disclosure is set forth in the following claims.