Patent Publication Number: US-10308312-B2

Title: Suspension assembly for a cycle

Description:
FIELD OF THE INVENTION 
     The disclosure is generally directed to cycles, and more specifically directed to cycles having a suspension assembly that improves stability. 
     BACKGROUND 
     Recently, telescopic front suspension forks have dominated suspension systems for two-wheeled vehicles. A telescopic fork includes sliding stantions connected in a steerable manner to a cycle frame, and at the same time, includes a telescoping mechanism for wheel displacement. Sliding stantions require very tight manufacturing tolerances, so expensive round centerless ground stantions are almost always used in high performance telescopic forks. Outer surfaces of the stantion typically slide against bushings to allow for compliance, and in many designs, the inner surfaces of the stantions slide against a damper or air spring piston to absorb shocks. 
     Front suspension for a cycle is subject to large bending forces fore and aft and less significant lateral forces. The typically round stantions in a telescopic fork must be sized to support the greatest loads encountered by the suspension during operation, which are typically in the fore/aft direction. This requires the use of large section or diameter stantions. The larger the stantions, the greater the area of the supporting bushings and sliding surfaces. Because of the stacked layout, multiple redundant sliding surfaces must be used to seal in oil and air, as well as provide ample structural support. 
     Because telescopic forks have relatively large stantions, and relatively large siding surfaces and seals, large breakaway friction in the system (known as stiction) is generated by these components. Stiction resists compression of the suspension in reaction to bumps, which is a drawback in a suspension product where the goal is to react to road conditions, for example by deflecting in response to ground conditions, and/or absorbing impact from bumps. Additionally, as the telescopic fork is loaded in the fore/aft direction (usually on impact or braking), the bushings bind, resulting in even greater stiction at the exact moment when a rider needs the most compliance. 
     The higher the fore/aft load on the telescopic fork, the less effective the telescopic fork is at absorbing bumps. Most modern telescopic forks for cycles and motorcycles exhibit around 130 Newtons of stiction at their best, and thousands of Newtons of stiction when exposed to fore/aft loads. 
     Additionally, in the telescopic fork, mechanical trail is constrained by steering axis (head tube) angle and fork offset, a term for the perpendicular distance between the wheel rotation axis and the steering axis. Another problem with telescopic fork architecture is that when they are installed, mechanical trail reduces as the suspension is compressed, which reduces stability. When mechanical trail reduces, as the suspension compresses, less torque is required to steer the front wheel, causing a feeling of instability. This instability is a flaw in the telescopic fork. However, because most riders of 2-wheeled vehicles grew up only riding telescopic forks, they only know this feeling and nothing else. Thus, the inherent instability of a telescopic fork is the accepted normal. 
     Another drawback of the telescopic fork is their lack of a leverage ratio. Telescopic forks compress in a linear fashion in response to bumps. The wheel, spring, and damper all move together at the same rate because they are directly attached to each other. Because the fork compresses linearly, and because the spring and damper are connected directly to the wheel, the leverage ratio of wheel to damper and spring travel is a constant 1:1. 
     Yet another drawback of telescopic forks is that angle of attack stability and stiction increase and oppose one another. In other words, as angle of attack stability increases, stiction also increases, which is undesirable. This problem is caused by the rearward angle of the fork stantions. The less steeply (slacker) the fork stantions are angled, the better the angle of attack is in relation to oncoming bumps. However, because the fork angle is largely governed by the steering axis (head tube) angle of the cycle&#39;s frame the sliding stantions develop increased bushing load, and greater bending, resulting in increased stiction when slacker fork angles are used. 
     A further drawback of telescopic forks is called front suspension dive. When a rider applies the front brake, deceleration begins and the rider&#39;s weight transfers towards the front wheel, increasing load on the fork. As the telescopic front fork dives (or compresses) in response, the suspension stiffens, and traction reduces. This same load transfer phenomenon happens in most automobiles as well, but there is a distinction with a telescopic fork. 
     The undesirable braking reaction in a cycle telescopic fork is made up of two components, load transfer and braking squat. Load transfer, occurs when the rider&#39;s weight transfers forward during deceleration. That weight transfer causes an increased load on the front wheel, which compresses the front suspension. Braking squat is measured in the front suspension kinematics, and can have a positive, negative, or zero value. This value is independent of load transfer, and can have an additive or subtractive effect to the amount of fork dive present during braking. A positive value (known as pro-dive) forcibly compresses the front suspension when the brakes are applied, cumulative to the already present force from load transfer. A zero value has no braking reaction at all; the front suspension is free to respond naturally to the effects of load transfer (for better or worse). A negative value (known as anti-dive) counteracts the front suspension&#39;s tendency to dive by balancing out the force of load transfer with a counteracting force. 
     With a telescopic fork, the only possible braking squat reaction is positive. Any time that the front brake is applied, the rider&#39;s weight transfers forward, and additionally, the positive pro-dive braking squat reaction forcibly compresses the suspension. Effectively, this fools the front suspension into compressing farther than needed, which reduces available travel for bumps, increases spring force, and reduces traction. 
     The inherent disadvantages of telescopic forks are not going away. In fact, as technology has improved in cycling, the speeds and loads that riders are putting into modern cycles, bicycles, motorcycles, and mountain cycles only make the challenges for the telescopic fork greater. 
     SUMMARY 
     In accordance with an exemplary aspect, a wheel suspension assembly for a cycle includes a steering fork operatively connected to a first arm. The steering fork is rotatable about a steering axis. The first arm is angled relative to the steering axis and the first arm has a first end and a second end. The first arm also includes a first arm fixed pivot and a first arm shock pivot. The suspension assembly also includes a shock link having a shock link fixed pivot and a shock link floating pivot spaced apart from one another. The shock link is operatively connected to the first arm fixed pivot at the shock link fixed pivot such that the shock link is rotatable, pivotable, flexible or bendable about the shock link fixed pivot and the shock link fixed pivot remains in a fixed location relative to the first arm while the shock link floating pivot is movable relative to the first arm. The suspension assembly also includes a shock absorber having a first shock mount and a second shock mount. The first shock mount is operatively connected to the first arm shock pivot, and the second shock mount is operatively connected to a shock connection pivot located between the shock link fixed pivot and the shock link floating pivot along a length of the shock link. The suspension assembly also includes a wheel carrier having a wheel carrier first pivot and a wheel carrier second pivot spaced apart from one another along a length of the wheel carrier. The wheel carrier also includes a wheel mount. The wheel carrier first pivot is opertively connected to the shock link floating pivot so that the wheel carrier second pivot is rotatable, pivotable, flexible, or bendable about the wheel carrier first pivot relative to the shock link floating pivot. The suspension assembly also includes a control link having a control link floating pivot and a control link fixed pivot. The control link floating pivot is operatively connected to the wheel carrier second pivot, and the control link fixed pivot is operatively connected to the first arm control pivot such that the control link floating pivot is rotatable, pivotable, flexible, or bendable about the control link fixed pivot, which remains in a fixed location relative to the first arm control pivot. A wheel is rotatably attached to the wheel carrier at the wheel mount. The fixed pivots and the floating pivots are arranged in a trailing configuration where each of the fixed pivots is forward of the corresponding floating pivot in the forward direction of travel. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a side view of a cycle including a front wheel suspension assembly constructed according to the teachings of the disclosure. 
         FIG. 1B  is a side view of an alternate embodiment of a cycle including a front wheel suspension assembly constructed according to the teachings of the disclosure, the cycle of  FIG. 1B  including a rear wheel suspension assembly. 
         FIG. 2  is a close up side view of the front wheel suspension assembly of  FIG. 1 . 
         FIG. 3  is a side exploded view of the front wheel suspension assembly of  FIG. 2 . 
         FIG. 4  is a side cut-away view of a shock absorber of the wheel suspension assembly of  FIG. 2 . 
         FIG. 5  is a side schematic view of an alternate embodiment of a wheel suspension assembly constructed according to the teachings of the disclosure. 
         FIG. 6  A is a perspective view of a first embodiment of a pivot of the wheel suspension assembly of  FIG. 2 . 
         FIG. 6B  is a side view of a second embodiment of a pivot of the wheel suspension assembly of  FIG. 2 . 
         FIG. 6C  is an exploded view of a third embodiment of a pivot of the wheel suspension assembly of  FIG. 2 . 
         FIG. 6D  is a side view of a fourth embodiment of a pivot of the wheel suspension assembly of  FIG. 2 . 
     
    
    
     DETAILED DESCRIPTION 
     The present invention is not to be limited in scope by the specific embodiments described below, which are intended as exemplary illustrations of individual aspects of the invention. Functionally equivalent methods and components fall within the scope of the invention. Indeed, various modifications of the invention, in addition to those shown and described herein, will become apparent to those skilled in the art from the foregoing description. Such modifications are intended to fall within the scope of the appended claims. Throughout this application, the singular includes the plural and the plural includes the singular, unless indicated otherwise. All cited publications, patents, and patent applications are herein incorporated by reference in their entirety. 
     Turning now to  FIG. 1A , a cycle  10  includes a frame  12 , a front wheel  14  rotatably connected to a fork  30 , which can be bifurcated or single sided, and a rear wheel  16  rotatably connected to the frame  12 . The rear wheel  16  is drivable by a drive mechanism, such as a chain  18  connected to a wheel sprocket  20  and to a chainring  22 , so that driving force may be imparted to the rear wheel  16 . The fork  30 , allows the front wheel  14  to deflect in response to ground conditions as a rider rides the cycle and to improve handling and control during riding. To improve handling characteristics, the fork  30  and the front wheel  14  may be operatively connected to a suspension assembly or linkage  46 . The frame  12  may optionally include a rear wheel suspension assembly (not shown in  FIG. 1A ), which may allow the rear wheel  16  to deflect in response to ground conditions as a rider rides the cycle and to improve handling and control during riding. 
     Turning now to  FIG. 1B , a cycle  10  includes a frame  12 , a front wheel  14  rotatably connected to a fork  30 , which can be bifurcated or single sided, and a rear wheel  16  rotatably connected to the frame  12 . The fork  30  and the front wheel  14  may be operatively connected to a suspension assembly or linkage  46 . The rear wheel  16  is drivable by a drive mechanism, such as a chain  18  connected to a wheel sprocket  20  and to a chainring  22 , so that driving force may be imparted to the rear wheel  16 . The fork  30 , allows the front wheel  14  to deflect in response to ground conditions as a rider rides the cycle and to improve handling and control during riding. The frame  12  may optionally include a rear wheel suspension assembly  24 , which may allow the rear wheel  16  to deflect in response to ground conditions as a rider rides the cycle and to improve handling and control during riding. 
     As illustrated in  FIGS. 2-4 , the fork  30  includes a first arm  32  operatively connected to a steering shaft  34 . The steering shaft  34  includes a steering axis S that is formed by a central axis of the steering shaft  34 . The first arm  32  has a first end and  36  a second end  38 , the first arm  32  including a first arm fixed pivot  40  and a first arm shock pivot  42 . The first arm shock pivot  42  operably connects a suspension device, such as a shock absorber  44  to the first arm  32 . For example, the first arm shock pivot  42  allows relative motion, in this case rotation, between the shock absorber  44  and the first arm  32 . In other embodiments, other types of relative motion, such as flexure or translation, between the shock absorber  44  and the first arm  32  may be employed. The first arm fixed pivot  40  pivotably connects one element of the linkage  46 , as discussed further below, to the first arm  32 . 
     A shock link  50  is pivotably connected to the first arm fixed pivot  40 . The shock link  50  includes a shock link fixed pivot  52  and a shock link floating pivot  54  spaced apart from one another along a length of the shock link  50 . The shock link  50  is pivotably connected to the first arm fixed pivot  40  at the shock link fixed pivot  52  such that the shock link  50  is rotatable about the shock link fixed pivot  52  and the shock link fixed pivot  52  remains in a fixed location relative to the first arm  32 , while the shock link floating pivot  54  is movable relative to the first arm  32 . 
     A pivot, as used herein, includes any connection structure that may be used to operatively connect one element to another element. An operative connection may allow for one component to move in relation to another while constraining movement in one or more degrees of freedom. For example, the one degree of freedom may be pivoting about an axis. In one embodiment, a pivot may be formed from a journal or through hole in one component and an axle in another component. In other examples, pivots may include ball and socket joints. Yet other examples of pivots include, but are not limited to singular embodiments and combinations of, compliant mounts, sandwich style mounts, post mounts, bushings, bearings, ball bearings, plain bearings, flexible couplings, flexure pivots, journals, holes, pins, bolts, and other fasteners. Also, as used herein, a fixed pivot is defined as a pivotable structure that does not change position relative the first arm  32 . As used herein, a floating pivot is defined as a pivot that is movable (or changes position) relative to another element, and in this case, is movable relative to first arm  32 . 
     The suspension assembly or linkage  46  is configured in a trailing orientation. A trailing orientation is defined herein as a linkage that includes a fixed pivot that is forward of the corresponding floating pivot when the cycle is traveling in the forward direction of travel as represented by arrow A in  FIGS. 1A and 1B . In other words, the floating pivot trails the fixed pivot when the cycle is traveling in the forward direction of travel. For example, in the illustrated embodiment, the shock link fixed pivot  52  is forward of the shock link floating pivot  54 . The disclosed suspension assembly or linkage  46  is also characterized as a multi-bar linkage. A multi-bar linkage is defined herein as a linkage in which any part of the front wheel  14  is directly connected a link that is not directly connected to the fork  30 . 
     The shock absorber  44  includes a first shock mount  56  and a second shock mount  58 , the first shock mount  56  being pivotably connected to the first arm shock pivot  42 , the second shock mount  58  being pivotably connected to a shock connection pivot  60  located between the shock link fixed pivot  52  and the shock link floating pivot  54  along a length of the shock link  50 . 
     A wheel carrier  62  includes a wheel carrier first pivot  64  and a wheel carrier second pivot  66  spaced apart from one another along a length of the wheel carrier  62 . Both the wheel carrier first pivot  64  and the wheel carrier second pivot  66  are floating pivots, as they both move relative to the first arm  32 . A wheel mount  68  is adapted to be connected to a center of a wheel, for example the front wheel  14 . In the disclosed embodiment, a center of the front wheel  14  is rotatably connected to the wheel mount  68 . The wheel carrier first pivot  64  is pivotably connected to the shock link floating pivot  54  so that the wheel carrier second pivot  66  is pivotable about the wheel carrier first pivot  64  relative to the shock link floating pivot  54 . 
     A control link  70  includes a control link floating pivot  72  and a control link fixed pivot  74 . The control link floating pivot  72  is pivotably connected to the wheel carrier second pivot  66 , and the control link fixed pivot  74  is pivotably connected to a first arm control pivot  76  located on the first arm  32  such that the control link floating pivot  72  is pivotable about the control link fixed pivot  74 , which remains in a fixed location relative to the first arm control pivot  76 . 
     In some embodiments, the shock connection pivot  60  is closer to the shock link fixed pivot  52  than to the shock link floating pivot  54 , as illustrated in  FIGS. 2 and 3 . As a function of suspension compression and link movement, a perpendicular distance D between a central axis I of an inshaft  80  of the shock absorber  44  and a center of the shock link fixed pivot  52  varies as the shock absorber  44  is compressed and extended, as the shock absorber pivots about the first shock mount  56 . This pivoting and varying of the perpendicular distance D allows the leverage ratio and motion ratio to vary as the shock absorber  44  compresses and extends. As a function of suspension compression and link movement, a mechanical trail distance T varies as the shock absorber  44  compresses and extends. The mechanical trail distance T is defined as the perpendicular distance between the steering axis S and the contact point  82  of the front wheel  14  with the ground  84 . More specifically, as the suspension compresses, beginning at a state of full extension, the mechanical trail distance T increases, thus increasing stability during compression. Compression is usually experienced during braking, cornering, and shock absorbing, all of which benefit from increased stability that results from the mechanical trail distance increase. 
     Mechanical trail (or “trail”, or “caster”) is an important metric relating to handling characteristics of two-wheeled cycles. Mechanical trail is a configuration in which the wheel is rotatably attached to a fork, which has a steering axis that is offset from the contact point of the wheel with the ground. When the steering axis is forward of the contact point, as in the case of a shopping cart, this configuration allows the caster wheel to follow the direction of cart travel. If the contact point moves forward of the steering axis (for example when reversing direction of a shopping cart), the directional control becomes unstable and the wheel spins around to the original position in which the contact point trails the steering axis. The friction between the ground and the wheel causes a self-righting torque that tends to force the wheel to trail the steering axis. The greater the distance between the contact point and perpendicular to the steering axis, the more torque is generated, and the greater the stability of the system. Similarly, the longer the distance between the cycle wheel contact point and perpendicular to the steering axis, the more torque is generated, and the greater the stability of the system. Conversely, the shorter the distance between the cycle wheel contact point and perpendicular to the steering axis, the less torque is generated, and the lower the stability of the system. 
     This caster effect is an important design characteristic in cycles. Generally, the caster effect describes the cycle rider&#39;s perception of stability resulting from the mechanical trail distance described above. If the wheel gets out of line, a self-aligning torque automatically causes the wheel to follow the steering axis again due to the orientation of the wheel ground contact point being behind the steering axis of the fork. As the contact point of the wheel with the ground is moved further behind the steering axis, self aligning torque increases. This increase in stability is referred to herein as the caster effect. 
     In the disclosed wheel suspension assembly, when the suspension is at a state of full extension, the steering axis of the fork  30  projects ahead of the contact point  82 . As the suspension assembly moves towards a state of full compression, the steering axis S projects farther ahead of the contact point  82 , which results in the stability increasing. This increased stability stands in contrast to known telescopic fork cycles, which experience reduced trail and thus reduced stability during compression. 
     Leverage ratios or motion ratios are important metrics relating to performance characteristics of some suspensions. In certain embodiments, a shock absorber can be compressed at a constant or variable rate as the suspension moves at a constant rate towards a state of full compression. As a wheel is compressed, incremental suspension compression distance measurements are taken. Incremental suspension compression distance is measured from the center of the wheel at the wheel rotation axis and parallel with the steering axis, starting from a state of full suspension extension, and moving towards a state of full suspension compression. These incremental measurements are called the incremental suspension compression distance. A shock absorber length can be changed by wheel link, and/or brake link, and/or control link movements as the suspension compresses. At each incremental suspension compression distance measurement, a shock absorber length measurement is taken. The relationship between incremental suspension compression distance change and shock absorber length change for correlating measurements of the suspension&#39;s compression is called leverage ratio or motion ratio. Leverage ratio and motion ratio are effectively equivalent but mathematically different methods of quantifying the effects of variable suspension compression distance versus shock compression distance. Overall leverage ratio is the average leverage ratio across the entire range of compression. Overall leverage ratio can be calculated by dividing the total suspension compression distance by the total shock absorber compression distance. Overall motion ratio is the average motion ratio across the entire range of compression. Overall motion ratio can be calculated by dividing the total shock absorber compression distance by the total suspension compression distance. 
     Generally, a suspended wheel has a compressible wheel suspension travel distance that features a beginning travel state where the suspension is completely uncompressed to a state where no further suspension extension can take place, and an end travel state where a suspension is completely compressed to a state where no further suspension compression can take place. At the beginning of the wheel suspension travel distance, when the suspension is in a completely uncompressed state, the shock absorber is in a state of least compression, and the suspension is easily compressed. As the suspended wheel moves compressively, force at the wheel changes in relation to shock absorber force multiplied by a leverage ratio. A leverage ratio is defined as the ratio of compressive wheel travel change divided by shock absorber measured length change over an identical and correlating given wheel travel distance. A motion ratio is defined as the ratio of shock absorber measured length change divided by compressive wheel travel change over an identical and correlating given wheel travel distance. 
     In known telescopic forks no leverage ratio exists and, the leverage ratio is always equivalent to 1:1 due to the direct coupling of the wheel to the shock absorber. 
     A leverage ratio curve is a graphed quantifiable representation of leverage ratio versus wheel compression distance or percentage of full compression distance. Wheel compression distance, suspension compression, or wheel travel is measured from the center of the wheel at the wheel rotation axis and parallel with the steering axis, with the initial 0 percent measurement taken at full suspension extension with the vehicle unladen. As a suspension is compressed from a state of full extension to a state of full compression at a constant rate, measurements of shock absorber length are taken as the shortest distance between a first shock pivot and a second shock pivot at equal increments of suspension compression. When graphed as a curve on a Cartesian graph, leverage ratio is shown on the Y axis escalating from the x axis in a positive direction, and vertical wheel travel is shown on the X axis escalating from the Y axis in a positive direction. 
     A motion ratio curve is a graphed quantifiable representation of motion ratio versus wheel compression distance or percentage of full compression distance. Wheel compression distance, suspension compression, or wheel travel is measured from the center of the wheel at the wheel rotation axis and parallel with the steering axis, with the initial 0 percent measurement taken at full suspension extension with the vehicle unladen. As a suspension is compressed from a state of full extension to a state of full compression, measurements of shock absorber length are taken as the shortest distance between a first shock pivot and a second shock pivot at equal increments of suspension compression. When graphed as a curve on a Cartesian graph, motion ratio is shown on the Y axis escalating from the x axis in a positive direction, and vertical wheel travel is shown on the X axis escalating from the Y axis in a positive direction. 
     In certain embodiments, a leverage ratio or motion ratio curve can be broken down into three equal parts in relation to wheel compression distance or vertical wheel travel, a beginning ⅓ (third), a middle ⅓, and an end ⅓. In certain embodiments, a beginning ⅓ can comprise a positive slope, zero slope, and or a negative slope. In certain embodiments, a middle ⅓ can comprise a positive slope, zero slope, and or a negative slope. In certain embodiments, an end ⅓ can comprise a positive slope, zero slope, and or a negative slope. Certain preferred leverage ratio embodiments can comprise a beginning ⅓ with a positive slope, a middle ⅓ with a less positive slope, and an end ⅓ with a more positive slope. Certain preferred leverage ratio embodiments can comprise a beginning ⅓ with a negative slope, a middle ⅓ with negative and zero slope, and an end ⅓ with a positive slope. Certain preferred leverage ratio embodiments can comprise a beginning ⅓ with a positive and negative slope, a middle ⅓ with negative and zero slope, and an end ⅓ with a positive slope. Certain preferred leverage ratio embodiments can comprise a beginning ⅓ with a positive and negative slope, a middle ⅓ with negative and zero slope, and an end ⅓ with a more negative slope. Certain preferred motion ratio embodiments can comprise a beginning ⅓ with a negative slope, a middle ⅓ with a less negative slope, and an end ⅓ with a more negative slope. Certain preferred motion ratio embodiments can comprise a beginning ⅓ with a positive slope, a middle ⅓ with positive and zero slope, and an end ⅓ with a negative slope. Certain preferred motion ratio embodiments can comprise a beginning ⅓ with a negative and positive slope, a middle ⅓ with positive and zero slope, and an end ⅓ with a negative slope. Certain preferred motion ratio embodiments can comprise a beginning ⅓ with a negative and positive slope, a middle ⅓ with positive and zero slope, and an end ⅓ with a more positive slope. 
     In contrast to telescopic suspensions, the disclosed wheel suspension assembly provides a greater than 1:1 overall leverage ratio between the shock absorber  44  and the shock link  50 , due to the indirect coupling (through the linkage  46 ) of the wheel  14  and the shock absorber  44 . In contrast to telescopic suspensions, the disclosed wheel suspension assembly provides a less than 1:1 overall motion ratio between the shock absorber  44  and the shock link  50 , due to the indirect coupling (through the linkage  46 ) of the wheel  14  and the shock absorber  44 . Additionally, because of the movement arcs of the various linkage elements, at any given point during compression, instantaneous leverage ratio and motion ratio can vary non-linearly. 
     The central axis I of the inshaft  80  of the shock absorber  44  is arranged to form an angle B of between 0° and 20° relative to a central axis F of the first arm  32 , the central axis F of the first arm  32  being defined by a line formed between the first arm shock pivot  42  and the first arm fixed pivot  40 . In other embodiments, the central axis I of the inshaft  80  of the shock absorber  44  forms an angle with the central axis F of the first arm  32  of between 0° and 15°. In other embodiments, the central axis I of the inshaft  80  of the shock absorber  44  forms an angle with the central axis F of the first arm  32  of between 0° and 30°. The angle B may vary within these ranges during compression and extension. 
     In some embodiments, the first arm  32  includes a hollow portion  86  and the shock absorber  44  is located at least partially within the hollow portion  86  of the first arm  32 . 
     The shock link fixed pivot  52  is offset forward of the central axis I of the inshaft  80  of the shock absorber  44 . In other words, the central axis I of the inshaft  80  of the shock absorber  44  is positioned between the shock link fixed pivot  52  and the shock link floating pivot  54  in a plane defined by the central axis I of the inshaft  80 , the shock link fixed pivot  52  and the shock link floating pivot  54  (i.e., the plane defined by the view of  FIG. 2 ). 
     A line between the wheel carrier first pivot  64  and the wheel carrier second pivot  66  defines a wheel carrier axis WC, and the wheel mount  68  is offset from the wheel carrier axis WC in a plane defined by the wheel carrier axis WC and the wheel mount  68  (i.e., the plane defined by the view of  FIG. 3 ). In some embodiments, the wheel mount  68  is offset from the wheel carrier axis WC towards the first arm  32 , for example the embodiment illustrated in  FIGS. 2 and 3 . In other embodiments, the wheel mount  68  may be offset from the wheel carrier axis WC away from the first arm  32 . 
     In the embodiment of  FIGS. 2 and 3 , the wheel mount  68  is located aft of the shock link fixed pivot  52 , such that the central axis I of the inshaft  80  of the shock absorber  44  is located between the wheel mount  68  and the shock link fixed pivot  52  in a plane defined by the central axis I of the inshaft  80  of the shock absorber  44 , the wheel mount  68  and the shock link fixed pivot  52  (i.e., the plane defined by the view of  FIG. 2 ). 
     Turning now to  FIG. 4 , in some embodiments, the shock absorber  44  includes a shock body, in some embodiments comprising a spring and damper  87 . The shock absorber may further include the inshaft  80  that extends from the shock body  87 . The second shock mount  58  is formed at one end of the inshaft  80 , and the inshaft  80  is pivotably connected to the shock connection pivot  60  by the second shock mount  58  such that the inshaft  80  is compressible and extendable relative to the shock body  87  as the shock link  50  pivots about the shock link fixed pivot  52 . 
       FIG. 5  illustrates the wheel suspension assembly in engineering symbols that distinguish a spring  47  and dashpot  49  of the shock absorber  44 . 
     Returning now to  FIGS. 2-4 , the control link  70  is pivotably mounted to the first arm  32  at the first arm control pivot  76  that is located between the first arm fixed pivot  40  and the first arm shock pivot  42 , along a length of the first arm  32 . 
     Turning now to  FIGS. 6A-6D , several embodiments of structures are illustrated that may be used as the pivots (fixed and/or floating) described herein. 
       FIG. 6A  illustrates a cardan pivot  100 . The cardan pivot includes a first member  101  and a second member  102  that are pivotably connected to one another by yoke  105  which comprises a first pin  103  and a second pin  104 . As a result, the first member  101  and the second member  102  may move relative to one another about an axis of the first pin  103  and/or about an axis of the second pin  104 . 
       FIG. 6B  illustrates a flexure pivot  200 . The flexure pivot  200  includes a flexible portion  203  disposed between a first member  201  and a second member  202 . In the illustrated embodiment, the first member  201 , the second member  202 , and the flexible portion  203  may be integrally formed. In other embodiments, the first member  201 , the second member  202 , and the flexible portion  203  may be separate elements that are connected to one another. In any event, the flexible portion  203  allows relative motion between the first member  201  and the second member  202  about the flexible portion  203 . The flexible portion  203  is more flexible than the members  201  and  202 , permitting localized flexure at the flexible portion  203 . In the illustrated embodiment, the flexible portion  203  is formed by a thinner portion of the overall structure. The flexible portion  203  is thinned sufficiently to allow flexibility in the overall structure. In certain embodiments, the flexible portion  203  is shorter than 100 mm. In certain embodiments, the flexible portion  203  is shorter than 70 mm. In certain embodiments, the flexible portion  203  is shorter than 50 mm. In certain embodiments, the flexible portion  203  is shorter than 40 mm. In certain preferred embodiments, the flexible portion  203  is shorter than 30 mm. In certain other preferred embodiments, the flexible portion  203  is shorter than 25 mm. 
       FIG. 6C  illustrates a bar pin pivot  300 . The bar pin pivot includes a first bar arm  301  and a second bar arm  302  that are rotatably connected to a central hub  303 . The central hub  303  allows the first bar arm  301  and the second bar arm  302  to rotate around a common axis. 
       FIG. 6D  illustrates a post mount pivot  400 . The post mount pivot  400  includes a mounting stem  401  that extends from a first shock member  402 . The mounting stem  401  is connected to a structure  407  by a nut  404 , one or more retainers  405 , and one or more grommets  406 . The first shock member  402  is allowed relative movement by displacement of the grommets  406 , which allows the mounting stem  401  to move relative to a structure  407  in at least one degree of freedom. 
     The disclosed wheel suspension assemblies can be designed to be lighter in weight, lower in friction, more compliant, safer, and perform better than traditional wheel suspension assemblies. 
     The disclosed wheel assemblies also reduce stiction and increase stability during braking, cornering, and shock absorption, when compared to traditional wheel suspension assemblies. 
     The disclosed wheel suspension assemblies are particularly well suited to E-bikes. E-bikes are heavier and faster than typical mountain bikes. They are usually piloted by less skilled and less fit riders, and require a stronger front suspension to handle normal riding conditions. E-bikes are difficult to build, requiring the challenging integration of motors and batteries into frame designs. In many cases, the electric parts are large and unsightly. 
     E-bikes are typically cost prohibitive to build as well, requiring special fittings to adapt motors and batteries. To integrate one center-drive motor, the additional cost to the manufacturer is about double the price of a common bicycle frame. That cost is multiplied and passed onto the consumer. 
     The beneficial caster effect described above with respect to the disclosed wheel suspension assemblies is an important improvement over traditional wheel suspension assemblies and reduces some of the drawbacks of E-bikes. 
     Additionally, because the disclosed wheel suspension assemblies are not constrained by round stantions, the oval fork legs balance fore-aft and side to side compliance for ultimate traction. Combining superior chassis stiffness while eliminating stiction gives the disclosed wheel suspension assemblies a performance advantage over traditional wheel suspension assemblies. 
     While a two-wheeled bicycle is disclosed, the disclosed wheel assemblies are equally applicable to any cycle, such as motorcycle, unicycle, or tricycle vehicles. 
     Furthermore, the disclosed wheel suspension assemblies are easily retrofittable to traditional cycles.