Patent Publication Number: US-11034408-B2

Title: Vehicle and vehicle components

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     The present application is a divisional application of copending U.S. patent application Ser. No. 16/286,617 filed on Feb. 27, 2019, which is a continuation application of U.S. patent application Ser. No. 15/582,663 filed on Apr. 29, 2017 and issued as U.S. Pat. No. 10,227,105 on Mar. 12, 2019, which is a continuation application of U.S. patent application Ser. No. 14/854,037 filed on Sep. 15, 2015 and issued as U.S. Pat. No. 9,669,894 on Jun. 6, 2017; which is the U.S. National Stage of International Patent Application No. PCT/US2014/029751 filed on Mar. 14, 2014, which claims priority to and the benefit of U.S. Provisional patent application Ser. No. 61/786,586 filed on Mar. 15, 2013, the disclosures of which are hereby incorporated herein by reference in their entirety. 
    
    
     BACKGROUND AND FIELD OF THE INVENTION 
     The present invention relates to methods and arrangements for providing vehicles and vehicle components including suspension systems, steering systems, rotational drive systems, ergonomic position adjusting systems, and safety systems. 
     Present day vehicles have grown to a high level of popularity and many are highly specialized for certain applications. These specialized applications impose extraordinary requirements on various vehicle systems and components. Despite these extraordinary requirements, many of the basic vehicle systems such as suspension systems, steering systems, driveline systems, ergonomic position adjusting systems, and safety systems have remained relatively unchanged for quite some time. 
     SUMMARY OF THE INVENTION 
     In some aspects, the present disclosure provides a suspension system for use in a vehicle that has a main vehicle body and a suspended assembly that supports the main body of the vehicle. The suspended assembly assists in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel of the vehicle. The suspension system includes a first suspension arrangement that movably connects the suspended assembly to the main vehicle body and controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a first path that is primarily perpendicular to the lateral direction. The suspension system also includes a second suspension arrangement that controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a second path that is also primarily perpendicular to the lateral direction when the vehicle is traveling in the normal straight-ahead direction. The second path of the second suspension arrangement is different than the first path of the first suspension arrangement such that the combination of the range of motion of the first suspension arrangement along the first path and the range of motion of the second suspension arrangement along the second path result in an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area when the vehicle is traveling in the normal straight-ahead direction. 
     In some aspects, the surface area is a planar surface area. 
     In some aspects, the surface area is a curved surface area. 
     In some aspects, the first path of the first suspension arrangement is primarily horizontal and parallel with the normal straight-ahead direction of travel of the vehicle and the second path of the second suspension arrangement is primarily vertical and perpendicular to the normal straight-ahead direction of travel of the vehicle. 
     In some aspects, the first path of the first suspension arrangement is oriented at an angle in the range of 0-30 degrees from horizontal. 
     In some aspects, the suspended assembly that supports the vehicle includes a component selected from a group of components consisting of a wheel, a ski, a skid, a float, and a tread. 
     In some aspects, the second suspension arrangement movably connects the suspended assembly to the first suspension arrangement. 
     In some aspects, the first suspension arrangement includes a telescopic shock absorber having a longitudinal axis with a first end attached to the main body of the vehicle and a second end that is telescopically movable along the longitudinal axis of the telescopic shock absorber relative to the first end of the telescopic shock absorber and the main body of the vehicle. The movable second end of the telescopic shock absorber controls movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path. 
     In some aspects, the second suspension arrangement includes an articulated linkage having a first link, a second link, a third link, and a fourth link with each of the links having a first and a second spaced apart pivot point. The articulated linkage connects the suspended assembly to the first suspension arrangement such that 1) the first link is fixed to the movable second end of the telescopic shock absorber of the first suspension arrangement, 2) the first pivot point of the first link is pivotally connected to the first pivot point of the second link at a first articulated linkage pivot point, 3) the second pivot point of the first link is pivotally connected to the first pivot point of the third link at a second articulated linkage pivot point, 4) the second pivot point of the second link is pivotally connected to the first pivot point of the fourth link at a third articulated linkage pivot point, 5) the second pivot point of the third link is pivotally connected to the second pivot point of the fourth link at a fourth articulated linkage pivot point, and 6) the fourth link is connected to and supports the suspended assembly. The second suspension arrangement includes a shock absorber connected between the first link that is fixed to the movable second end of the telescopic shock absorber of the first suspension arrangement and one of the other links of the articulated linkage. The shock absorber is connected to the articulated linkage such that it controls movement of the suspended assembly relative to the movable second end of the telescopic shock absorber of the first suspension arrangement through the range of motion along the second path. 
     In some aspects, the suspended assembly is a steerable suspended assembly with the suspended assembly being connected to the second suspension arrangement such that at least portions of the suspended assembly are rotatable relative to the second suspension arrangement about a first steering axis. 
     In some aspects, the rotation of the rotatable portions of the suspended assembly about the first steering axis is controlled by a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     In some aspects, the second end of the telescopic shock absorber is rotatable about the longitudinal axis of the telescopic shock absorber relative to the first end of the telescopic shock absorber and the main body of the vehicle thereby providing a second steering axis. 
     In some aspects, the rotation of the second end of the telescopic shock absorber is controlled by a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     In some aspects, the second suspension arrangement movably connects the suspended assembly to the main vehicle body. 
     In some aspects, the suspension system includes an articulated linkage that connects the suspended assembly to the main vehicle body. The first suspension arrangement includes a first biasing and dampening arrangement connected between the main vehicle body and the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path. The second suspension arrangement includes a second biasing and dampening arrangement connected between the main vehicle body and the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the second path. 
     In some aspects, the first and second biasing and dampening arrangements are shock absorbers. 
     In some aspects, a plurality of the links of the articulated linkage are rotational drive transmitting links that include a first and a second spaced apart hinge point. The spaced apart hinge points each having an associated axis of rotation that provides a pivot point for the articulated linkage. Each rotational drive transmitting link includes 1) a driven member that is supported and rotates about the axis of the first hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, 2) a drive member that is supported and rotates about the axis of the second hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, and 3) a rotational drive mechanism for transmitting rotational movement from the driven member of the rotational drive transmitting link to the drive member of the rotational drive transmitting link. The plurality of rotational drive transmitting links are connected to one another in series with the second hinge point of a given one of the rotational drive transmitting links being pivotally connected to the first hinge point of the next rotational drive transmitting link such that the drive member of the given rotational drive transmitting link rotationally drives the driven member of the next rotational drive transmitting link to rotate about the associated pivot point of the articulated linkage thereby providing the transmission of a rotational drive through the series of rotational drive transmitting links. 
     In some aspects, the rotational drive mechanism is a mechanism selected from the group of mechanisms consisting of a chain drive, a belt drive, a shaft drive, and a gear drive. 
     In some aspects, each rotational drive transmitting link includes an enclosed space that houses the associated drive member, driven member, and drive mechanism of the rotational drive transmitting link. 
     In some aspects, the articulated linkage has a first link, a second link, a third link, and a fourth link with each of the links having a first and a second spaced apart pivot point. The articulated linkage connects the suspended assembly to the main vehicle body such that 1) the first pivot point of the first link and the first pivot point of the fourth link are pivotally connected to one another and pivotally connected to the main body of the vehicle at a first articulated linkage pivot point, 2) the second pivot point of the first link is pivotally connected to the first pivot point of the second link at a second articulated linkage pivot point, 3) the second pivot point of the fourth link is pivotally connected to the first pivot point of the third link at a third articulated linkage pivot point, and 4) the second pivot point of the second link and the second pivot point of the third link are pivotally connected to one another at a fourth articulated linkage pivot point. The suspended assembly is connected to a desired portion of the articulated linkage. The first suspension arrangement includes a first biasing and dampening arrangement connected between the main vehicle body and one of the links of the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path. The second suspension arrangement includes a second biasing and dampening arrangement connected between the main vehicle body and another one of the links of the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the second path. 
     In some aspects, the first and second biasing and dampening arrangements are shock absorbers. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the suspension system includes a sensing arrangement for sensing certain characteristics of the movement of the suspension system and the suspension system includes an arrangement for modifying the function of elements of the suspension system in response to the certain characteristics sensed by the sensing arrangement. 
     In some aspects, the present disclosure provides a rotational drive transmission for use in a vehicle. The transmission includes an articulated linkage having a plurality of rotational drive transmitting links that each have a first and a second spaced apart hinge point. The spaced apart hinge points each have an associated axis of rotation that provides a pivot point for the articulated linkage. Each rotational drive transmitting link includes 1) a driven member that is supported and rotates about the axis of the first hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, 2) a drive member that is supported and rotates about the axis of the second hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, and 3) a rotational drive mechanism for transmitting rotational movement from the driven member of the rotational drive transmitting link to the drive member of the rotational drive transmitting link. The plurality of rotational drive transmitting links are connected to one another in series with the second hinge point of a given one of the rotational drive transmitting links being pivotally connected to the first hinge point of a next rotational drive transmitting link such that the drive member of the given rotational drive transmitting link rotationally drives the driven member of the next rotational drive transmitting link to rotate about the associated pivot point of the articulated linkage thereby providing the transmission of a rotational drive through the series of rotational drive transmitting links. 
     In some aspects, the rotational drive mechanism for transmitting rotational movement from the driven member of one of the rotational drive transmitting links to the drive member of that rotational drive transmitting link includes a shifting arrangement for changing the drive ratio between the driven member and the drive member of that rotational drive transmitting link. 
     In some aspects, the shifting arrangement includes a selecting arrangement for selecting any given one of a plurality of different drive ratios. 
     In some aspects, the rotational drive mechanism is a mechanism selected from the group of mechanisms consisting of a chain drive, a belt drive, a shaft drive, and a gear drive. 
     In some aspects, each rotational drive transmitting link includes an enclosed space that houses the associated drive member, driven member, and drive mechanism of the rotational drive transmitting link. 
     In some aspects, the transmission includes a first and a second rotational drive transmitting link. The vehicle is a wheeled vehicle that includes a main body, a suspended wheel assembly including a drive wheel that supports the main body of the vehicle, a suspension system for connecting the suspended wheel assembly to the main body of the vehicle, and a crank set assembly having a crank set rotational axis, the crank set allowing a rider of the vehicle to input a rotational drive about the crank set rotational axis. The articulated linkage provides at least a portion of the suspension system for connecting the suspended wheel assembly to the main body of the vehicle. The first rotational drive transmitting link is pivotally connected to the main body of the vehicle with the driven member of the first rotational drive transmitting link being rotationally connected to the crank set assembly such that the rotational drive input from the rider drives the driven member of the first rotational drive transmitting link. The drive wheel is rotationally connected to the drive member of the second rotational drive transmitting link such that the drive member of the second rotational drive transmitting link drives the drive wheel thereby causing the rotational drive input from the rider to drive the drive wheel. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the present disclosure provides a rear wheel suspension adjusting arrangement for use in a vehicle including a frame having a front and a back, a suspended rear drive wheel that supports the frame, and a suspension system for connecting the rear drive wheel to the frame. The suspension adjusting arrangement includes a configuration adjusting arrangement for changing the positioning of the suspension system relative to the frame such that the suspension system may be moved into an uphill configuration when the vehicle is traveling uphill and such that the suspension system may be moved into a downhill configuration when the vehicle is traveling downhill. The suspension adjusting arrangement also includes an activating arrangement for activating the configuration adjusting arrangement to cause the configuration adjusting arrangement to change the positioning of the suspension system relative to the frame while the vehicle is being used. 
     In some aspects, the vehicle includes a front wheel and the vehicle has a wheel base that is defined by the distance between the front wheel and the rear wheel. The suspension adjusting arrangement changes the wheel base of the vehicle as the configuration adjusting arrangement moves the suspension system between the uphill configuration and the downhill configuration. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the activating arrangement includes a sensor arrangement for sensing when the vehicle is traveling uphill and downhill. 
     In some aspects, the activating arrangement is manually controlled by an operator of the vehicle. 
     In some aspects, the configuration adjusting arrangement includes an actuator selected from the group of actuators consisting of a motorized actuator, a pneumatic actuator, a hydraulic actuator, a cable driven actuator, a push rod driven actuator, and a magnetic actuator. 
     In some aspects, the vehicle further includes a crank set assembly having a crank set rotational axis. The crank set is configured to allow a rider to input a rotational drive about the crank set rotational axis for driving the rear drive wheel. The rear wheel has a rear wheel axis and the suspension system has an effective swing arm length that extends from the crank set rotational axis to the rear wheel axis. The configuration adjusting arrangement decreases the effective swing arm length when the vehicle is traveling uphill and increases the effective swing arm length when the vehicle is traveling downhill. 
     In some aspects, the activating arrangement includes a pivoting member that is pivotally connected to the frame of the vehicle about a pivoting member rotational axis that is parallel to, but spaced apart from, the crank set rotational axis. The crank set rotational axis is located below the pivoting member rotational axis when the vehicle is in an upright position such that the weight of the rider on the crank set causes the pivoting member to pivot causing the crank set rotational axis to move toward the front of the frame when the vehicle is traveling downhill and causing the crank set rotational axis to move toward the rear of the frame when the vehicle is traveling uphill. The configuration adjusting arrangement includes a suspension pivot point that is located on the pivoting member above the pivoting member rotational axis when the vehicle is in the upright position. The suspension system is pivotally connected to the suspension pivot point of the pivoting member of the suspension adjusting arrangement such that the weight of the rider on the crank set causes the pivoting member to pivot with the suspension pivot point moving toward the rear of the frame causing the suspension system to move into a downhill configuration when the vehicle is traveling downhill and with the suspension pivot point moving toward the front of the frame causing the suspension system to move into a uphill configuration when the vehicle is traveling uphill. 
     In some aspects, the suspension adjusting arrangement includes a dampening arrangement for dampening the speed of the pivoting of the pivoting member of the activating arrangement. 
     In some aspects, the present disclosure provides a steering system for use in a wheeled vehicle that has a main vehicle body and a steerable wheel that supports the main body of the vehicle. The steerable wheel has a wheel axis around which the wheel rotates in a wheel rotation plane that is perpendicular to the wheel axis. The steerable wheel assists in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel for the vehicle. The steering system includes a first steering arrangement that controls movement of the steerable wheel relative to the main vehicle body such that the steerable wheel pivots about a first steering axis. The steering system also includes a second steering arrangement that controls movement of the steerable wheel relative to the main vehicle body such that the steerable wheel pivots about a second steering axis, the second steering axis being different than the first steering axis. 
     In some aspects, the first steering axis is primarily vertical allowing the first steering arrangement to move the steerable wheel through a range of motion that pivots the wheel rotation plane of the steerable wheel relative to the normal straight-ahead direction of travel. Also, the second steering axis is primarily horizontal allowing the second steering arrangement to move the steerable wheel through a range of motion that tilts the wheel rotation plane of the steerable wheel relative to the normal straight-ahead direction of travel. 
     In some aspects, the second steering axis of the second steering arrangement is oriented at an angle in the range of 0-30 degrees from horizontal. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the present disclosure provides a steering system for use in a vehicle that includes a main vehicle body, a suspended assembly that supports the main body of the vehicle, and a suspension arrangement for connecting the suspended assembly to the main body of the vehicle. The suspended assembly assists in providing directional control of the vehicle. The steering system includes an axle that makes up a portion of the suspended assembly. The axle has an axle rotational axis and two bearing surfaces that are spaced apart from one another along the axle rotational axis and the axle defines an opening within the axle that is located between the two spaced apart bearing surfaces. The steering system also includes a steering arrangement that is located within the opening within the axle. The steering arrangement defines a steering axis and the steering arrangement is rotatably connected to the axle such that the axle is movable about the steering axis. The steering system further includes a steering actuator that is connected to the steering arrangement such that the steering actuator controls the movement of the axle about the steering axis. 
     In some aspects, the suspended assembly that supports the vehicle includes a component selected from a group of components consisting of a wheel, a ski, a skid, a float, and a tread. 
     In some aspects, the vehicle is a human powered, wheeled vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the opening within the axle has a shape selected from the group of shapes consisting of a cylinder, a sphere, a combination of portions of a sphere, and a combination of one or more cylinders and portions of a sphere. 
     In some aspects, the steering actuator includes a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     In some aspects, portions of the steering actuator are enclosed within portions of the suspension arrangement. 
     In some aspects, the present disclosure provides a position adjusting arrangement for use in a wheeled vehicle including a seat for supporting a rider, a plurality of wheels with at least one of the wheels being a steerable wheel, a steering arrangement having a handle bar for allowing the rider to control the steerable wheel, and a hub for interconnecting the components of the vehicle. The position adjusting arrangement includes an arrangement for connecting the wheels to the hub and an adjustable seat support arrangement for connecting the seat to the hub. The adjustable seat support arrangement is movably connected to the hub. The position adjusting arrangement also includes an adjustable handle bar support arrangement for connecting the handle bar to the hub. The adjustable handle bar support arrangement is movably connected to the hub. The position adjusting arrangement further includes a releasable position locking arrangement that is releasable by the rider when the rider is riding the vehicle. The position locking arrangement is configured to lock the relative positions of the hub, the adjustable seat support arrangement, and the adjustable handle bar support arrangement when the position locking arrangement is not released by the rider. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the position adjusting arrangement further includes a variable length link for connecting the adjustable seat support arrangement to the adjustable handle bar support arrangement. The variable length link has a first end that is pivotally connected to the adjustable handle bar support arrangement and a second end that is pivotally connected to the adjustable seat support arrangement. The position locking arrangement includes a link locking arrangement for locking the variable length link at a desired length. 
     In some aspects, the adjustable seat support arrangement and the adjustable handle bar support arrangement are pivotally connected to one another at a same pivot point that they are pivotally connected to the hub. 
     In some aspects, the hub includes a first portion that is connected to the wheels, a second portion that is connected to the adjustable seat support arrangement and the adjustable handle bar support arrangement, and a hub positioning arrangement that is configured to allow the first portion of the hub to move relative to the second portion of the hub. The position locking arrangement includes a hub position locking arrangement for locking the position of the first portion of the hub relative to the second portion of the hub. 
     In some aspects, the hub positioning arrangement includes a slidable track connecting the first portion of the hub to the second portion of the hub. 
     In some aspects, the second portion of the hub is connected to the first portion of the hub and the hub positioning arrangement is provided by the pivoting of the second portion of the hub relative to the first portion of the hub. 
     In some aspects, the present disclosure provides a signal arrangement for use in a vehicle by a vehicle operator to indicate the intentions of the operator of the vehicle. The signal arrangement includes a plurality of signaling elements configured to indicate the operator&#39;s intention to continue traveling in a primarily straight-ahead direction. 
     In some aspects, the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     In some aspects, the plurality of signaling elements include a plurality of vertically spaced apart, upwardly pointing, lighted arrows that are controlled to illuminate in sequence from the lowermost arrow to the uppermost arrow when the operator activates the signal arrangement to indicate the intention to continue traveling in the primarily straight-ahead direction. 
     In some aspects, the present disclosure provides a bicycle seat for supporting a bicycle rider on a bicycle. The bicycle seat includes a saddle for supporting the rider when the bicycle seat is attached to the bicycle. The saddle has a nose portion located at the front of the saddle when the seat is attached to the bicycle. The bicycle seat also includes a seat mount having a first end configured to allow the bicycle seat to be attached to the bicycle and a second end that is pivotally connected to the saddle such that the seat mount supports the saddle and such that the nose portion of the saddle is free to pivot relative to the seat mount when the seat is attached to the bicycle. The bicycle seat further includes a biasing arrangement connected between the seat mount and the nose portion of the saddle for biasing the nose portion of the saddle into a desired position when the seat is attached to the bicycle. The biasing arrangement allows the nose portion of the saddle to pivot downward relative to the rider when pressure is applied to the nose portion of the saddle. 
     In some aspects, the bicycle includes a frame and the seat mount includes a seat post for attaching the seat to the frame, the seat post being slidably connected to the frame to allow the position of the seat to be adjusted relative to the frame. 
     In some aspects, the present disclosure provides a collision impact reduction system for reducing the impact force associated with a collision on a passenger in a passenger carrying vehicle. The collision impact reduction system including a suspended passenger compartment for carrying at least one passenger. The suspended passenger compartment is supported within the vehicle such that the suspended passenger compartment is movable within the vehicle in at least one direction in response to the vehicle colliding with another object. The collision impact reduction system also includes at least one shock absorbing mount for supporting the suspended passenger compartment within the vehicle. The shock absorbing mount is attached between the suspended passenger compartment and another portion of the vehicle to dampen the impact force associated with the collision that is transferred from the vehicle to the suspended passenger compartment and passenger in the at least one direction that the suspended passenger compartment is able to move within the vehicle. 
     In some aspects, the collision impact reduction system further includes a guide track that extends in a longitudinal direction within the vehicle. The suspended passenger compartment is connected to the guide track such that the suspended passenger compartment is movable in the longitudinal direction. 
     In some aspects, the suspended passenger compartment is connected to the guide track such that the suspended passenger compartment may also pivot about the longitudinal direction of the guide track. 
     In some aspects, the at least one shock absorbing mount includes a front shock absorbing mount and a rear shock absorbing mount. The front shock absorbing mount is configured to dampen a frontal impact to the vehicle and the rear shock absorbing mount is configured to dampen a rear impact to the vehicle. 
     In some aspects, the at least one shock absorbing mount is provided by a shock absorbing mount selected from the group consisting of a shock absorber, a foam mount, and a polymer mount. 
     In some aspects, the suspended passenger compartment includes a roll bar. 
     In some aspects, the vehicle includes a steering system having a steering wheel located within the suspended passenger compartment for steering the vehicle. The steering system is configured to allow movement of the steering wheel with the suspended passenger compartment relative to the rest of the vehicle while maintaining steering control of the vehicle with the steering wheel. 
     In some aspects, the steering system is a steering system selected from the group of steering systems consisting of a steering system having a telescoping articulated linkage, an electric steering system, a hydraulic steering system, a pneumatic steering system and a magnetically coupled steering system. 
     These and other objects, advantages, purposes and features of this invention will become apparent upon review of the following specification in conjunction with the drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side view of a bicycle in accordance with aspects of the present invention. 
         FIG. 2  is a side view of a front suspension system in accordance with aspects of the present invention in a heavily loaded or compressed position. 
         FIG. 3  is a side view of a front suspension system of  FIG. 2  in an unloaded position. 
         FIG. 4  is a side view of a rear suspension system and a rotational drive transmission in accordance with aspects of the present invention. 
         FIG. 5  is a schematic drawing of a suspension adjusting system in accordance with aspects of the present invention. 
         FIG. 6  is a side view of portions of the rear suspension system and the rotational drive transmission of  FIG. 4 . 
         FIG. 7  is a top view of portions of the rear suspension system and the rotational drive transmission of  FIG. 4 . 
         FIG. 8  is a perspective view of a multi-axis steering system in accordance with aspects of the present invention. 
         FIG. 9  is a rear perspective view of a portion of the multi-axis steering system of  FIG. 8 . 
         FIG. 10  is a side view of a position adjusting arrangement in accordance with aspects of the present invention. 
         FIG. 11  is a side view of the position adjusting arrangement of  FIG. 10  in a second configuration. 
         FIG. 12  is a side view of another embodiment of a position adjusting arrangement and a suspension adjusting arrangement in accordance with aspects of the present invention. 
         FIGS. 13 a , 13 b , 13 c , 13 d , 13 e , and 13 f    are rear views of a signal arrangement in accordance with aspects of the present invention. 
         FIG. 14  is a side perspective view of a bicycle seat in accordance with aspects of the present invention. 
         FIG. 15  is a perspective view of a first embodiment of a collision impact reduction system in accordance with aspects of the present invention. 
         FIG. 16  is a rear view of the collision impact reduction system of  FIG. 15 . 
         FIG. 17  is a perspective view of another embodiment of a vehicle in accordance with aspects of the present invention. 
     
    
    
     Like reference numerals in the various drawings indicate like elements. 
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Aspects of the present disclosure relate to methods and arrangements for providing suspension systems, steering systems, rotational drive systems, ergonomic position adjusting systems, safety systems, and other vehicle systems and components. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, it will be obvious to one skilled in the art that the present invention may be embodied in a wide variety of specific configurations. Also, well known vehicle components and hardware have not been described in detail herein in order not to unnecessarily obscure the present invention. 
     Some aspects of the present disclosure relate to methods and arrangements for providing variable path suspension systems that may be used in vehicles such as bicycles, motorcycles, automobiles, off-road vehicles, or any other desired vehicle. In accordance with aspects of this disclosure, these variable path suspension systems may utilize multiple suspension arrangements to allow a suspended assembly such as a wheel, tread, ski, skid, float, or any other desired suspended assembly to move along a variable path relative to the rest of the vehicle. The use of a variable path may allow the suspension system to respond to a wide variety of obstacles or terrain while providing improved stability and control of the vehicle. 
     Turning to the drawings, wherein like components are designated by like reference numerals throughout the various figures, attention is initially directed to  FIG. 1 . This figure illustrates a first embodiment of a vehicle  100  designed in accordance with this disclosure. In this example, vehicle  100  takes the form of a bicycle that includes a front suspension system  102  and a rear suspension system  104 , both of which are designed in accordance with aspects of this disclosure. Although suspension systems  102  and  104  will be described initially as being part of a bicycle, it should be understood that the suspension systems of the present disclosure may be used in a wide variety of applications and are not limited to bicycles. Instead, these suspension systems may be used in any desired application including a wide variety of vehicles such as motorcycles, automobiles, trucks, off-road vehicles, or any other type of vehicle. 
     As illustrated in  FIG. 1 , vehicle  100  includes a main vehicle body  106  and two suspended assemblies  108  and  110  that are configured to support main body  106  of vehicle  100 . In this embodiment, main body  106  includes a hub arrangement  112 , a seat support arrangement  114 , and a handle bar support arrangement  116 . Suspended assembly  108  includes a front wheel  118  that is movably connected to main body  106  of vehicle  100  using front suspension system  102 . Suspended assembly  110  includes a rear wheel  120  that is movably connected to main body  106  of vehicle  100  using rear suspension system  104 . Suspended assemblies  108  and  110  are configured to support vehicle  100  and assist in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel of the vehicle. 
     As will be described in more detail hereinafter, front suspension system  102  and rear suspension system  104  of vehicle  100  are different variations of suspension systems that are both designed in accordance with aspects of this disclosure. Although front suspension system  102  will be described herein as being a suspension system for a steerable front wheel of a bicycle and rear suspension system  104  will be described herein as being a suspension system for a rear wheel of a bicycle, it should be understood that the invention is not limited to these specific applications. Instead, various aspects of front suspension system  102  and/or rear suspension system  104  may be used to provide a suspension system for a front wheel or a rear wheel for any desired vehicle. Furthermore, it should be understood that aspects of the suspension arrangements described herein may be used in any desired suspended assembly in any desired application and remain within the scope of the invention. This includes suspended assemblies that have support elements such as a wheel, a ski, a skid, a float, a tread, or any other support element for a suspended assembly. 
     Referring now to  FIGS. 1-3 , a first embodiment of a suspension system in accordance with aspects of this disclosure will be described in more detail with reference to front suspension system  102 . Front suspension system  102  includes a first suspension arrangement  122  that movably connects suspended assembly  108  (which in this example includes wheel  118 ) to hub arrangement  112  and main vehicle body  106 . First suspension arrangement  122  controls the movement of suspended assembly  108  relative to main vehicle body  106  through a range of motion along a first path  124  that is primarily perpendicular to the lateral direction relative to the normal straight-ahead direction of travel of vehicle  100 . This allows front suspension system  102  to support main body  106  of vehicle  100  while also providing lateral stability to the vehicle. In this example, path  124  is primarily horizontal and parallel with the normal straight-ahead direction of travel of the vehicle. 
     Front suspension system  102  also includes a second suspension arrangement  126  that controls movement of suspended assembly  108  relative to main vehicle body  106  through a range of motion along a second path  128  that is also primarily perpendicular to the lateral direction when vehicle  100  is traveling in the normal straight-ahead direction. This again allows front suspension system  102  to support main body  106  of vehicle  100  while also providing lateral stability to the vehicle. In this example, path  128  is primarily vertical and perpendicular to the normal straight-ahead direction of travel of the vehicle. 
     In accordance with some aspects of this disclosure, second path  128  of second suspension arrangement  126  is different than first path  124  of first suspension arrangement  122 . With this configuration, front suspension system  102  may use the combination of the range of motion of first suspension arrangement  122  and the range of motion of second suspension arrangement  126  to provide an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area when the vehicle is traveling in the normal straight-ahead direction. As is the case in the embodiment being described, this surface area may be defined by a planar surface area in configurations in which the first path and the second path fall entirely within a common plane. Alternatively, as will be described in more detail hereinafter, this surface area may be defined by a curved surface area in configurations in which at least one of the first or second paths is a curved path that is not entirely coplanar with the other path. 
     Although first path  124  associated with first suspension arrangement  122  has been described as being primarily horizontal and second path  128  associated with second suspension arrangement  126  has been described as being primarily vertical, this is not a requirement. Instead, it should be understood that first and second suspension arrangements  122  and  126  may be oriented in any desired manner and remain within the scope of the invention. This may cause first and second paths  124  and  128  to be paths that are not primarily horizontal and vertical. As would be understood by one skilled in the art, the variable path feature associated with using a first and a second suspension arrangement as described herein would be provided regardless of the orientation or angles of the first and second paths associated with the two suspension arrangements so long as the two paths are different from one another. 
     In the specific embodiment of front suspension system  102  that is being described, suspended assembly  108  and front wheel  118  are steerable. As illustrated in  FIGS. 1-3 , second suspension arrangement  126  movably connects suspended assembly  108  to first suspension arrangement  122 . First suspension arrangement  122  then movably connects suspended assembly  108  and second suspension arrangement  126  to main vehicle body  106 . In other words, second suspension arrangement  126  is only connected to main vehicle body  106  through first suspension arrangement  122  in this specific embodiment. As will be described in more detail hereinafter, this configuration allows the use of a multi-axis steering system. 
     In vehicle  100 , first suspension arrangement  122  of front suspension system  102  includes a telescopic shock absorber  130  having a longitudinal axis  132  with a first end  134  and a second end  136 . First end  134  of telescoping shock absorber  130  is attached to hub arrangement  112  of main vehicle body  106 . Second end  136  of telescoping shock absorber  130  is telescopically movable along longitudinal axis  132  of telescopic shock absorber  130  relative to first end  134  of the telescopic shock absorber  130  and main vehicle body  106 . Movable second end  136  of telescopic shock absorber  130  controls movement of second suspension arrangement  126  and therefore suspended assembly  108  relative to main vehicle body  106  through the range of motion along first path  124 . 
     As shown best in  FIGS. 2 and 3 , second suspension arrangement  126  includes an articulated linkage  138  having a first link  140 , a second link  142 , a third link  144 , and a fourth link  146 . Each of the links has a first and a second spaced apart pivot point. Articulated linkage  138  connects suspended assembly  108  to first suspension arrangement  122  with first link  140  being fixed to movable second end  136  of telescopic shock absorber  130  of first suspension arrangement  122 . The first pivot point of first link  140  is pivotally connected to the first pivot point of second link  142  at a first articulated linkage pivot point  148 . The second pivot point of first link  140  is pivotally connected to the first pivot point of third link  144  at a second articulated linkage pivot point  150 . The second pivot point of second link  142  is pivotally connected to the first pivot point of fourth link  146  at a third articulated linkage pivot point  152 . And finally, the second pivot point of third link  144  is pivotally connected to the second pivot point of fourth link  146  at a fourth articulated linkage pivot point  154 . This configuration provides articulated linkage  138  which controls the movement of suspended assembly  108  along second path  128 . 
     As illustrated in  FIGS. 1-3 , fourth link  146  of second suspension arrangement  126  is connected to, and supports suspended assembly  108 . In vehicle  100 , suspension assembly  108  includes a wheel hub  156  that is configured to support wheel  118 . Second suspension arrangement  126  further includes a shock absorber  158  that is connected between first link  140  and one of the other links of the articulated linkage. In this embodiment, shock absorber  158  is connected to articulated linkage  138  such that it controls movement of suspended assembly  108  relative to movable second end  136  of telescopic shock absorber  130  of first suspension arrangement  122  through the range of motion along second path  128 . Shock absorber  158  also biases articulated linkage  138  into a position that allows front suspension system  102  to support main vehicle body  106  while allowing for the range of motion of suspension arrangement  126  along path  128 . 
     As shown best in  FIGS. 2 and 3 , in this specific embodiment, shock absorber  158  is pivotally mounted to first link  140  of articulated linkage  138  at a pivot point  159 . This embodiment of second suspension arrangement  126  also includes a linkage made up of a rocker arm  160  and a pull link  161  for connecting the movable end of shock absorber  158  to second link  142 . Rocker arm  160  is pivotally connected to first link  140  of articulated linkage  138  at pivot point  150  such that rocker arm  160  is free to pivot about pivot point  150 . This is the same pivot point that third link  144  is pivotally connected to first link  140 . Rocker aim  160  further includes two additional spaced apart pivot points and pull link  161  also includes two spaced apart pivot points. With this specific linkage, one of the additional spaced apart pivot points of rocker arm  160  is pivotally connected to the movable end of shock absorber  158  at a pivot point  162 . One of the spaced apart pivot points of pull link  161  is pivotally connected to the other additional spaced apart pivot point of rocker arm  160  at a pivot point  163 . And finally, the other spaced apart pivot point of pull link  161  is pivotally connected to second link  142  of articulated linkage  138  at a pivot point  164 . 
     With the above described configuration, as second link  142  pivots about its first pivot point  148  in response to movements of suspension arrangement  126 , pull link  161  is forced to move as pivot point  164  on second link  142  moves. This movement of pull link  161  causes rocker arm  160  to move and pivot about pivot point  150  since rocker arm  160  is pivotally connected to pull link  161  at pivot point  163 . This pivoting of rocker arm  160  causes movement of the movable end of shock absorber  158  since rocker aim  160  is pivotally connected to the movable end of shock absorber  158  at pivot point  162 . In this specific embodiment, shock absorber  158  is a compression type shock absorber with a relatively central connection point  159  for pivotally connecting the body of shock absorber  158  to first link  140  of articulated linkage  138 . This relatively central connection point  159  of shock absorber  158  is used in this example to minimize the change of the resistance rate that can occur as a result of the changing angle of the shock absorber as the length changes during the articulation of the connected linkage. 
     Although the specific embodiment of articulated linkage  138  shown in  FIGS. 2 and 3  has been described as including rocker arm  160 , this is not required. Instead, as would be understood by one skilled in the art, articulated linkage  138  and the arrangement for controlling the motion of linkage may be provided by a wide variety of suitable and readily providable articulated linkages and arrangements for controlling the motion of the linkage. Furthermore, although suspension arrangement  126  has been described as including shock absorber  158  as an arrangement for biasing articulated linkage into a desired configuration and controlling the movement of suspension arrangement  126  along path  128 , this is not a requirement. Instead, any suitable and readily providable biasing and/or dampening arrangement may be used. This includes various spring arrangements with separate dampeners, compressible foam or polymer mounts, torsion bars with dampeners, or any other suitable and readily providable biasing and/or dampening arrangement. 
     Although first suspension arrangement  122  of vehicle  100  has been described as being provided by a telescoping shock absorber and second suspension arrangement  126  of vehicle  100  has been described as being provided by an articulated linkage with an additional shock absorber, this is not a requirement of the invention. Instead, it should be understood that the first and second suspension arrangements may be provided by any suitable and readily providable suspension arrangement. This includes various spring suspension arrangements with separate dampeners, compressible foam or polymer mounts, torsion bars with dampeners, various multi-link suspension arrangements, or any other suitable and readily providable suspension arrangement. 
     As mentioned above, suspended assembly  108  may be a steerable suspended assembly as illustrated best in  FIGS. 2 and 3 . In this embodiment, steerable suspended assembly  108  is connected to second suspension arrangement  126  such that at least portions of steerable suspended assembly  108  are rotatable relative to second suspension arrangement  126  about a first steering axis  166 . In the case of vehicle  100 , wheel hub  156  is pivotally connected to fourth link  146  of articulated linkage  138  such that wheel hub  156  may pivot about first steering axis  166 . As will be described in more detail hereinafter, the rotation or pivoting of the rotatable portions of the suspended assembly about first steering axis  166  may be controlled by any suitable and readily providable steering assembly. This may include, but is not limited to a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, or a mechanical push rod steering assembly. 
     In accordance with another aspect of this disclosure, second end  136  of telescopic shock absorber  130  may be rotatable about longitudinal axis  132  of telescopic shock absorber  130  relative to first end  134  of the telescopic shock absorber  130  and main body  106  of vehicle  100 . This configuration of telescoping shock absorber  130  provides a second steering axis  168  that corresponds to longitudinal axis  132  of telescoping shock absorber  130 . As will be described in more detail hereinafter, the rotation or pivoting of second end  136  of telescoping shock absorber  130  causes second suspension arrangement  126  and suspended assembly  108  to rotate or pivot about second steering axis  168 . This rotation or pivoting of second end  136  of telescoping shock absorber  130  may be controlled by any suitable and readily providable steering assembly. This may include, but is not limited to a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, or a mechanical push rod steering assembly. 
     Depending upon the specific requirements of a particular application, the first suspension arrangement, and therefore the range of motion of the first suspension arrangement along the first path, may be oriented in any desired orientation relative to the vehicle. For example, as illustrated best in  FIG. 1 , first suspension arrangement  122  and first path  124  may be primarily horizontal and parallel with the normal straight-ahead direction of travel of vehicle  100 . However, as also illustrated in  FIG. 1 , first suspension arrangement  122  and first path  124  may be oriented at a slight angle from horizontal. For example, this angle may be in the range of 0-30 degrees from horizontal. Setting this angle to a particular angle for a specific application may allow the overall suspension system to be tuned to provide a desired set of operating characteristics for the specific application. 
     In a similar manner, the specific configuration of second suspension arrangement  126  determines the relative shape and orientation of the range of motion of suspended assembly  108  along second path  128 . In the embodiment described above, second path  128  is a linear curved path relative to the position of second suspension arrangement  126 . Again, it should be understood that the specific configuration of second suspension arrangement  126  may be arranged to provide desired suspension characteristics. This ability to design the configuration of the suspension system to provide desired suspension characteristics again allows the overall suspension system to be tuned to provide a specific set of operating characteristics for a specific application. 
     As mentioned above, the combination of the ability of second suspension arrangement  126  to move through a range of motion along second path  128  and first suspension arrangement  122  to move through a range of motion along first path  124  allows suspended assembly  108  to move through a variable path. In accordance with aspects of this disclosure, this variable path suspension system may be used to allow the suspension system to respond to a wide variety of obstacles or terrain while providing improved stability and control of the vehicle. 
     As also mentioned above, the combination of the range of motion of first suspension arrangement  122  and the range of motion of second suspension arrangement  126  provide an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area when the vehicle is traveling in the normal straight-ahead direction. However, it should be understood that the addition of a second steering axis such as second steering axis  168  as described above for telescoping shock absorber  130  introduces another degree of freedom for an overall suspension system such as suspension system  102 . This means that suspension system  102  still provides a range of motion for the suspended assembly relative to the main body that is defined by a surface area when the vehicle is traveling in the normal straight-ahead direction. However, this configuration also allows an overall range of motion for suspended assembly  108  relative to main body  106  that is defined by a volume rather than a surface area when the range of motion associated with the pivoting of the second steering axis is included in the overall range of motion of the suspended assembly relative to the main vehicle body. 
     Referring now to  FIGS. 1 and 4 , a second embodiment of a suspension system in accordance with aspects of this disclosure will be described in more detail with reference to rear suspension system  104 . In a manner similar to that described above for front suspension system  102 , suspension system  104  includes a first suspension arrangement  170  that movably connects suspended assembly  110  (which in this example includes rear wheel  120 ) to hub arrangement  112  of main vehicle body  106 . First suspension arrangement  170  controls movement of suspended assembly  110  relative to main vehicle body  106  through a range of motion along a first path  172  that is primarily perpendicular to the lateral direction when the vehicle is traveling in the normal straight-ahead direction. This allows rear suspension system  104  to support main body  106  of vehicle  100  while also providing lateral stability to the vehicle. In this example, path  172  is primarily horizontal and parallel with the normal straight-ahead direction of travel of the vehicle. 
     Rear suspension system  104  also includes a second suspension arrangement  174  that controls movement of suspended assembly  110  relative to main vehicle body  106  through a range of motion along a second path  176  that is also primarily perpendicular to the lateral direction when vehicle  100  is traveling in the normal straight-ahead direction. This again allows rear suspension system  104  to support main body  106  of vehicle  100  while also providing lateral stability to the vehicle. In this example, path  176  is primarily vertical and perpendicular to the normal straight-ahead direction of travel of the vehicle. 
     In accordance with aspects of this disclosure, second path  176  of second suspension arrangement  174  is different than first path  172  of first suspension arrangement  170 . With this configuration, rear suspension system  104  may use the combination of the range of motion of first suspension arrangement  170  along first path  172  and the range of motion of second suspension arrangement  174  along second path  176  to provide a combined range of motion for suspended assembly  110  relative to main body  106  that is defined by a surface area. In the embodiment being described, this surface area is defined by a planar surface area. As mentioned above and in accordance with aspects of this disclosure, this configuration allows suspended assembly  110  to move through a variable path relative to main vehicle body  106  in response to obstacles. This variable path suspension system may be used to allow the suspension system to respond to a wide variety of obstacles or terrain while providing improved stability and control of the vehicle. 
     Although first path  172  associated with first suspension arrangement  170  has been described as being primarily horizontal and second path  176  associated with second suspension arrangement  174  has been described as being primarily vertical, this is not a requirement. Instead, as mentioned above for front suspension system  102 , the suspension arrangements may be oriented in any desired manner such that the paths defined by the range of motion associated with the suspension arrangements are oriented at any desired orientation or angle relative to the direction of travel of the vehicle. It should be understood that any of these configurations remain within the scope of the invention. 
     As illustrated best in  FIG. 4 , suspension system  104  includes an articulated linkage  178  that connects suspended assembly  110  to hub arrangement  112  of main vehicle body  106 . In this embodiment, first suspension arrangement  170  includes a first biasing and dampening arrangement  180  connected between hub arrangement  112  of main vehicle body  106  and articulated linkage  178  to control movement of suspended assembly  110  relative to main vehicle body  106  through the range of motion along first path  172 . Second suspension arrangement  174  includes a second biasing and dampening arrangement  182  connected between hub arrangement  112  of main vehicle body  106  and articulated linkage  178  to control movement of suspended assembly  110  relative to main vehicle body  106  through the range of motion along second path  176 . 
     In the embodiment being described, first and second biasing and dampening arrangements  180  and  182  are pull shocks. However, as mentioned above, this is not a requirement. Instead, any suitable and readily providable biasing and dampening arrangement may be used. This includes various spring arrangements with separate dampeners, compressible foam or polymer mounts, torsion bars with dampeners, or any other suitable and readily providable biasing and dampening arrangement. 
     In the case of suspension system  104 , articulated linkage  178  includes a first link  184 , a second link  186 , a third link  188 , and a fourth link  190 . Each of the links has a first and a second spaced apart pivot point. In this embodiment, articulated linkage  178  connects suspended assembly  110  directly to hub arrangement  112  of main vehicle body  106 . The first pivot point of first link  184  and the first pivot point of fourth link  190  are pivotally connected to one another and pivotally connected to hub arrangement  112  of main vehicle body  106  at a first articulated linkage pivot point  192 . The second pivot point of first link  184  is pivotally connected to the first pivot point of second link  186  at a second articulated linkage pivot point  194 . The second pivot point of fourth link  190  is pivotally connected to the first pivot point of third link  188  at a third articulated linkage pivot point  196 . The second pivot point of second link  186  and the second pivot point of third link  188  are pivotally connected to one another at a fourth articulated linkage pivot point  198 . And finally, in this embodiment, rear wheel  120  of suspended assembly  110  is rotatably connected to articulated linkage  178  at fourth articulated linkage pivot point  198 . 
     As shown in  FIG. 4 , first suspension arrangement  170  includes first biasing and dampening arrangement  180  that is connected between hub arrangement  112  of main vehicle body  106  and first link  184  of articulated linkage  178 . First biasing and dampening arrangement  180  controls the movement of suspended assembly  110  relative to main vehicle body  106  through the range of motion along first path  172  when second suspension arrangement  174  is held in place. Second suspension arrangement  174  includes second biasing and dampening arrangement  182  connected between hub arrangement  112  of main vehicle body  106  and fourth link  190  of articulated linkage  178 . Second biasing and dampening arrangement  182  controls the movement of suspended assembly  110  relative to main vehicle body  106  through the range of motion along second path  176  when first suspension arrangement  170  is held in place. 
     Although biasing and dampening arrangements  180  and  182  are described as being respectively connected to first link  184  and fourth link  190 , this is not a requirement. Instead, the biasing and dampening arrangements may be connected to any portion of the articulated linkage in any manner that allows them in combination to control the movement of the suspended assembly through a desired range of variable paths that are dictated by the range of motion associated with the articulated linkage. 
     The above described suspension system configurations provide variable path suspension systems that may be used in vehicles such as bicycles, motorcycles, automobiles, off-road vehicles, or any other desired vehicle. In accordance with aspects of this disclosure, these variable path suspension systems utilize multiple suspension arrangements to allow a suspended assembly such as a wheel, tread, ski, skid, float, or any other desired suspended assembly to move along a variable path relative to the rest of the vehicle. The use of this variable path suspension system allows the suspension system to respond to a wide variety of obstacles or terrain while providing improved stability and control of the vehicle. 
     Referring back to  FIGS. 1-3 , the action of front suspension system  102  will be described in more detail to illustrate the capabilities of suspension systems designed in accordance with this disclosure. When front wheel  118  initially strikes an obstacle such as a large rock, the initial reaction is that the force of the impact will tend to stop the forward progress of wheel  118 . The momentum of the bicycle will cause telescoping shock absorber  130  of first suspension arrangement  122  to compress. This is because shock absorber  130  of first suspension arrangement  122  is the suspension arrangement that provides the range of motion in the horizontal direction in this embodiment. This compression of telescoping shock absorber  130  allows some time for second suspension arrangement  126  (which in this embodiment includes articulated linkage  138 ) to react to the obstacle by allowing front wheel  118  to move up vertically so that it can proceed over the obstacle. At this point, both suspension arrangements  122  and  126  are heavily loaded as best illustrated in  FIG. 2 . However, because front suspension system  102  allows front wheel  118  to move both horizontally and vertically relative to the main body of the bicycle, the force of the impact with the obstacle is spread out over a much longer time than would be the case with a conventional suspension system. This very significantly reduces the intensity of the impact. 
     As front wheel  118  rides up the obstacle, the heavy loading of telescoping shock absorber  130  of first suspension arrangement  122  begins to push wheel  118  forward over the obstacle. This allows front wheel  118  to crawl over the obstacle as first suspension arrangement  122  unloads and moves back to its original position. The heavy loading of second suspension arrangement  126  then pushes front wheel  118  hack down as the front wheel clears the obstacle. This allows second suspension arrangement  126  to unload and move back to its original position. 
     In accordance with aspects of this disclosure, the suspension path that is described above and that the suspended assembly travels relative to the main body of the vehicle is a variable path. In other words, the path that the suspended assembly follows during the loading of the suspension arrangements is very different than the path that the suspended assembly follows during the unloading of the suspension arrangements. In the example described above, the suspended assembly initially moves primarily back horizontally, then primarily up vertically, then primarily forward horizontally, and finally primarily down vertically. This ability to travel through a wide variety of variable paths allows this type of variable path suspension to respond to a wide variety of obstacles or terrain while providing improved stability and control of the vehicle. 
     The variable path suspension systems described herein allow a suspended assembly to move through a range of motion that provides time for the suspension system to react to obstacles it encounters. This reaction time significantly reduces that impact forces associated with encountering the obstacle. This in turn reduces the stresses placed on the vehicle and may provide a smoother ride compared to conventional suspension systems. This may also allow the variable path suspension systems described herein to keep a suspended assembly in better contact with the surface supporting the vehicle compared to conventional suspension systems. This may provide improved handling and safety for the vehicle. 
     Although vehicle  100  has been described as a two wheeled, it should be understood that this is not a requirement. Instead, vehicle  100  may be a tricycle or a quadracycle and still remain within the scope of the invention. Furthermore, vehicle  100  may be a human powered vehicle using a pedal and crank assembly to rotationally drive the rear wheel of the vehicle as will be described in more detail hereinafter. Alternatively, vehicle  100  may be a hybrid vehicle or an electric vehicle. For example, vehicle  100  may include a wheel hub motor  200  as part of front wheel hub  156 . 
     In some situations, the variable path suspension system described herein may act as a safety system to a degree, by absorbing some of the impact associated with a collision. For example, if vehicle  100  collides with an obstacle that front wheel  118  is not able to pass over, telescoping shock absorber  130  of first suspension arrangement  122  would act as an impact reduction system by compressing along the primarily horizontal direction along first path  124 . This relative motion between front wheel  118  and main vehicle body  106  provides some time for the rider and the vehicle to react to the impact and may significantly reduce the impact forces that are transferred to the rider. 
     Referring now to  FIG. 5 , vehicle  100  may further include a suspension adjusting system  202  for adjusting the suspension action of suspension systems  102  and  104 . Suspension adjusting system  202  may include one or more sensor arrangements  204  for detecting certain characteristics of the movement of the suspension system. For example, sensors  204  may sense the pressures associated with shock absorbers  130  and  158  of front suspension system  102  and shock absorbers  180  and  182  of rear suspension system  104 . Suspension systems  102  and  104  may include one or more adjusting arrangements  206  for modifying the function of elements of the suspension system in response to the certain characteristics sensed by the sensing arrangement. For example, adjusting arrangements  206  may adjust the stiffness, pressure, range of travel, or any other characteristic of the elements of the suspension such as shock absorbers  130 ,  158 ,  180 , and  182 . Suspension adjusting system  202  may also include a control arrangement  208  configured to control adjusting arrangements  206 . Control arrangement  208  may be a manual control that allows the rider to manually select different settings for adjusting arrangements  206  to provide different suspension system characteristics. Alternatively, control arrangement  208  may be an automated control or computer control that uses information provided by sensing arrangements  204  and automatically selects different settings for adjusting arrangements  206  to provide different suspension system characteristics. 
     In one example of a suspension adjusting system for a bicycle, the system may include a setting that configures the suspension system such that a degree of the relatively horizontal suspension travel is required first before allowing the relatively vertical suspension to activate. Alternatively, the spring rate of the relatively vertical suspension may be decreased once a pre-determined amount of relatively horizontal suspension travel has been met. These approaches may offer a system that assists in counteracting the bobbing effect of the rider in the vertical direction that can result from the pedaling motion. This may reduce or eliminate the activation of the suspension system due to the bobbing effect and may avoid wasting the rider&#39;s energy on the activation of the suspension system in response to the bobbing effect. This allows the rider to have suspension when needed, but not waste energy when suspension is not needed. 
     In another example, the sensing arrangement of the suspension system may be used to sense impact information from the front wheel or wheels of the vehicle when an obstacle is hit. The control arrangement may use this impact information to rapidly adjust and prepare the rear suspension for the impact in a more efficient manner. 
     In the embodiment illustrated by rear suspension system  104  in  FIGS. 1 and 4 , both first suspension arrangement  170  and second suspension arrangement  174  movably connect suspended assembly  110  to hub arrangement  112  of main vehicle body  106 . This is different than the embodiment described above for front suspension system  102  in which the two suspension arrangements are connected in series. That is, in front suspension system  102 , suspended assembly  108  was connected to second suspension arrangement  126 , second suspension arrangement  126  was in turn connected to first suspension arrangement  122 , and first suspension arrangement  122  was in turn connected to main vehicle body  106 . This serial connection of the suspension arrangements in front suspension system  102  allows that configuration to provide a second axis of steering as mentioned above and as will be described in more detail hereinafter. 
     Although the serial connection of the suspension arrangements in front suspension system  102  allows that configuration to provide a second axis of steering, this serial connection of the suspension arrangements is not a requirement. Instead, any desired configuration that uses multiple suspension arrangements that allow, the suspended assembly to move through a variable path as described above would remain within the scope of the invention. For example, in another embodiment that provides a second steering axis, the telescoping shock absorber  130  of front suspension system  102  may be replaced with a base plate that is rotationally attached to hub arrangement  112  of main vehicle body  106 . This base plate may be controlled by a steering mechanism to provide the second axis of steering in a manner similar to that described above for telescoping shock absorber  130 . With this configuration, telescoping shock absorber  130  would no longer be available to provide the first suspension arrangement for suspension system  102 . Instead, articulated linkage  138  may be configured in a manner similar to that described above for articulated linkage  178  with an additional biasing and dampening arrangement connected between the base plate and one of the links of the articulated linkage to provide the additional suspension arrangement. 
     As described above for suspension system  104 , articulated linkage  178  may be pivotally connected directly to hub arrangement  112  of main vehicle body  106  as indicated by pivot point  192  in  FIG. 4 . The use of pivot point  192  to pivotally connect articulated linkage  178  to hub arrangement  112  means that pivot point  192  will remain in the same location relative to main vehicle body  106  regardless of the movement of suspended assembly  110  and rear wheel  120 . In accordance with aspects of this disclosure, this allows pivot point  192  to be used as a rotational drive input location for a rotational drive input such as a crank assembly  210 . This rotational drive may be transmitted through rotational drive transmitting links that make up some of the links of the articulated linkage of the suspension system. 
     Referring now to  FIGS. 4 and 6 , a rotational drive transmission arrangement  212  designed in accordance with aspects of this disclosure will be described in more detail. In this embodiment, rotational drive transmission arrangement  212  includes a drive transmitting articulated linkage  214  that makes up a portion of articulated linkage  178  of rear suspension system  104 . Drive transmitting articulated linkage  214  includes a plurality of rotational drive transmitting links that each have a first and a second spaced apart hinge point. As shown best in  FIG. 6 , drive transmitting articulated linkage  214  includes a first rotational drive transmitting link provided by first link  184  of articulated linkage  178  and a second rotational drive transmitting link provided by second link  186  of articulated linkage  178 . The first and second spaced apart hinge points of drive transmitting links  184  and  186  each have an associated axis of rotation that provides a pivot point for drive transmitting articulated linkage  214 . In this case, the first hinge point and associated axis of rotation for drive transmitting link  184  is located at pivot point  192  of articulated linkage  178 . The second hinge point and associated axis of rotation for drive transmitting link  184  is located at pivot point  194  of articulated linkage  178 . The first hinge point and associated axis of rotation for drive transmitting link  186  is also located at pivot point  194  of articulated linkage  178  where link  184  is pivotally connected to link  186 . And finally, the second hinge point and associated axis of rotation for drive transmitting link  186  is located at pivot point  198  of articulated linkage  178 . 
     In accordance with aspects of this disclosure, each rotational drive transmitting link includes a driven member, a drive member, and a drive mechanism that allows the driven member to drive the drive member of the rotational drive transmitting link. In this example, first rotational drive transmitting link  184  includes a driven member  216  that is supported and rotates about the axis of the first hinge point of rotational drive transmitting link  184  at pivot point  192  of drive transmitting articulated linkage  214 . Second rotational drive transmitting link  186  also includes a driven member  218  that is supported and rotates about the axis of the first hinge point of rotational drive transmitting link  186  at axis or pivot point  194  of drive transmitting articulated linkage  214 . First rotational drive transmitting link  184  further includes a drive member  220 . Drive member  220  is supported and rotates about the axis of the second hinge point of rotational drive transmitting link  184  at pivot point  194  of drive transmitting articulated linkage  214 . And, second rotational drive transmitting link  186  further includes a drive member  222  that is supported and rotates about the axis of the second hinge point of rotational drive transmitting link  186  at pivot point  198  of drive transmitting articulated linkage  214 . 
     Each rotational drive transmitting link also includes a rotational drive mechanism for transmitting rotational movement from the driven member of the rotational drive transmitting link to the drive member of the rotational drive transmitting link. In this example, first link  184  includes a rotational drive mechanism  224  and second link  186  includes a rotational drive mechanism  226 . Rotational drive mechanisms  224  and  226  may be any suitable and readily providable drive mechanism such as a chain drive, a belt drive, a shaft drive, a gear drive, or any other drive mechanism. 
     As illustrated in  FIG. 6 , crank assembly  210  may be connected to driven member  216  of first rotational drive transmitting link  184  such that driven member  216  rotates with crank assembly  210 . First and second rotational drive transmitting links  184  and  186  are connected to one another in series with the second hinge point of first rotational drive transmitting link  184  being pivotally connected to the first hinge point of second rotational drive transmitting link  186  at pivot point  194 . Additionally, drive member  220  of first rotational drive transmitting link  184  is connected to driven member  218  of second rotational drive transmitting link  186  such that drive member  220  of first link  184  rotationally drives driven member  218  of second link  186 . This causes both drive member  220  of first link  184  and driven member  218  of second link  186  to rotate about the associated axis or pivot point  194  of drive transmitting articulated linkage  214  thereby providing the transmission of any rotational drive through rotational drive transmitting links  184  and  186 . 
     As shown best in  FIGS. 6 and 7 , each of the rotational drive transmitting links described above may include an enclosed space that houses the associated drive member, driven member, and drive mechanism of the rotational drive transmitting link. For example,  FIG. 7  illustrates an embodiment of second rotational drive transmitting link  186  in which rotational drive mechanism  226  is provided as a geared shaft drive that is housed within second link  186 . 
     Drive transmitting articulated linkage  214  may further include a shifting arrangement  228  for changing the drive ratio of the drive transmitting articulated linkage. Shifting arrangement  228  may be any suitable and readily providable shifting arrangement including a geared shifting arrangement, a planetary gear shifting arrangement, a sprocket shifting arrangement, a continuously variable pulley shifting arrangement, or any other desired shifting arrangement. Shifting arrangement  228  may include a selecting arrangement  230  for selecting any of the drive ratios that are available from the shifting arrangement. Selecting arrangement may be any suitable and readily providable selecting arrangement including a manual selecting arrangement such as a cable assembly, an automated selecting arrangement that automatically selects a drive ratio based on a particular characteristic of the rotational drive transmission such as torque or rotational speed, or any other desired selecting arrangement. 
     Although shifting arrangement  228  and selecting arrangement  230  have been described as being located within first rotational drive transmitting link  184 , this is not a requirement. Instead, shifting arrangement  228  and selecting arrangement  230  may be located within a spindle arrangement associated with crank assembly  210 , within a hub arrangement associated with rear wheel  120 , or at any other desired location along the drive line from the crank assembly to the drive wheel. 
     Furthermore, although rotational drive transmission  212  has been described as being a rotational drive transmission for a bicycle, this is not a requirement. Instead, it should be understood that the rotational drive transmission described herein may be used in any desired application including a wide variety of vehicles such as motorcycles, automobiles, trucks, off-road vehicles, or any other type of vehicle and remain within the scope of the invention. 
     The configuration described above for vehicle  100  and front suspension system  102  provides a multi-axis steering system designed in accordance with aspects of this disclosure. Referring to  FIGS. 8 and 9 , this embodiment of a multi-axis steering system, which is designated by reference numeral  300 , will be described in more detail. As indicated above, vehicle  100  has a main vehicle body  106  and steerable front wheel  118  that supports main body  106  of vehicle  100 . Front wheel  118  has a front wheel axis  302  around which front wheel  118  rotates in a wheel rotational plane that is perpendicular to front wheel axis  302 . Front wheel  118  assists in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel for the vehicle. 
     Multi-axis steering system  300  includes a first steering arrangement  304  that controls movement of front wheel  118  relative to main vehicle body  106  such that front wheel  118  pivots about first steering axis  166 . As was described above, front wheel  118  is part of steerable suspended assembly  108  which is connected to second suspension arrangement  126  such that at least portions of steerable suspended assembly  108  are rotatable relative to second suspension arrangement  126  about first steering axis  166 . In the case of vehicle  100 , wheel hub  156  is pivotally connected to fourth link  146  of articulated linkage  138  such that wheel hub  156  may pivot about first steering axis  166 . The rotation or pivoting of the rotatable portions of suspended assembly  106 , including wheel hub  156  and front wheel  118 , about first steering axis  166  is controlled by first steering arrangement  304 . In this embodiment, first steering arrangement  304  is a cable steering assembly. 
     Although first steering arrangement  304  is described as being a cable steering assembly, it should be understood that the first steering arrangement may be any suitable and readily providable steering arrangement. This may include a hydraulic steering assembly, a pneumatic steering assembly, a rack and pinion steering assembly, a mechanical push rod steering assembly, or any other desired steering assembly. 
     Multi-axis steering system  300  also includes a second steering arrangement  306  that controls movement of front wheel  118  relative to main vehicle body  106  such that front wheel pivots about second steering axis  168 . In accordance with aspects of this disclosure, the second steering axis is different than the first steering axis. 
     As was also described above, second end  136  of telescopic shock absorber  130  is rotatable about longitudinal axis  132  of telescopic shock absorber  130  relative to first end  134  of the telescopic shock absorber  130  and main body  106  of vehicle  100 . This configuration of telescoping shock absorber  130  provides second steering axis  168  that corresponds to longitudinal axis  132  of telescoping shock absorber  130 . The rotation or pivoting of second end  136  of telescoping shock absorber  130  causes second suspension arrangement  126  and suspended assembly  108  to rotate or pivot about second steering axis  168 . This rotation or pivoting of second end  136  of telescoping shock absorber  130  is controlled by second steering arrangement  306 . In this embodiment, second steering arrangement  306  is a mechanical push rod steering assembly. 
     Although second steering arrangement  306  is described as being a mechanical push rod steering assembly, it should be understood that the second steering arrangement may be any suitable and readily providable steering arrangement. This may include a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, or any other desired steering assembly. 
     First steering axis  166  may be primarily vertical allowing first steering arrangement  304  to move front wheel  118  through a range of motion that pivots the wheel rotational plane of front wheel  118  relative to the normal straight-ahead direction of travel of vehicle  100 . Additionally, second steering axis  168  may be primarily horizontal allowing second steering arrangement  306  to move front wheel  118  through a range of motion that tilts the wheel rotational plane of front wheel  118  relative to the normal straight-ahead direction of travel of vehicle  100 . 
     Alternatively, second steering axis  168  of second steering arrangement  306  may be oriented at an angle relative to horizontal. This angle may be in the range of 0-30 degrees from horizontal. By adjusting this angle, the suspension action and the steering action may be tuned for specific applications or vehicle designs. 
     As illustrated best in  FIG. 9 , handle bar support arrangement  116  supports a handle bar  308 . Handle bar  308  is pivotally connected to an outward end  310  of handle bar support arrangement  116  such that handle bar  308  pivots about a first handle bar steering axis  312 . In this embodiment, first handle bar steering axis  312  is primarily vertical and first steering arrangement  304  is connected to handle bar  308  such that pivotal movement of handle bar  308  about first handle bar steering axis  312  causes a corresponding pivotal movement of steerable front wheel  118  about first steering axis  166 . 
     Handle bar  308  is also pivotally connected to handle bar support arrangement  116  such that handle bar  308  pivots about a second handle bar steering axis  314  that is a different axis than first handle bar steering axis  312 . In this embodiment, second handle bar steering axis  314  is primarily horizontal and second steering arrangement  306  is connected to handle bar  308  such that pivotal movement of handle bar  308  about second handle bar steering axis  314  causes a corresponding tilting movement of steerable front wheel  118  about second steering axis  168 . 
     Although the above described multi-axis steering system has been described with reference to a bicycle, this is not a requirement. Instead, it should be understood that these configurations may be used to provide multi-axis steering systems that may be used in any other desired vehicle. 
     In accordance with another aspect of this disclosure, the above described steering configuration provides a steering arrangement that is located within the axle of a suspended assembly. As described above, steering system  300  may be used in vehicle  100  that includes main vehicle body  106 , suspended assembly  108 , and front suspension system  102  for connecting suspended assembly  108  to main body  106  of vehicle  100 . Suspended assembly  108  includes steerable front wheel  118  which supports main body  106  of vehicle  100 . Steering system  300  includes an axle  316  that makes up a portion of suspended assembly  108 . Axle  316  has an axle rotational axis designated by front wheel axis  302 . 
     As illustrated in  FIG. 8 , suspended assembly  108  further includes a first bearing  318  and a second bearing  320  that are spaced apart from one another along axle rotational axis  302 . Bearings  318  and  320  support front wheel  118  for rotation about axle  316  around front wheel axis  302 . First and second bearings  318  and  320  have a relatively large diameter such that axle  316  defines a relatively large opening  322  within axle  316  that is located between spaced apart bearings  318  and  320 . Bearings  318  and  320  also have outer bearing surfaces that support front wheel  118  for rotation about axle  316  and inner bearing surfaces that are supported by axle  316 . 
     As was describe above, steering system  300  includes first steering arrangement  304  and fourth link  146  of articulated linkage  138  that defines first steering axis  166 . In accordance with aspects of this disclosure, fourth link  146  and portions of first steering arrangement  304  are located within opening  322  of axle  316 . Axle  316  is pivotally connected to fourth link  146  and first steering arrangement  304  such that axle  316  is movable about first steering axis  166 . With this configuration, steering system  300  uses first steering arrangement  304  as a steering actuator such that first steering arrangement  304  controls the movement of axle  316  about first steering axis  166 . 
     The above describe configuration allows the elements located within opening  322  of axle  316 , such as fourth link  146  and portions of first steering arrangement  304 , to be connected to second suspension arrangement  126  and to axle  316  without them having to rotate about axle  316 . In accordance with aspects of this disclosure, this allows the steering mechanism and steering axis associated with a steering system to be located within the axle of the suspended assembly that is being steered. This provides an inherently stable steering arrangement. 
     As shown best in  FIG. 8 , opening  322  within axle  316  has a generally cylindrical shape. Although opening  322  is describe in this embodiment as having a cylindrical shape, it should be understood that this is not a requirement. Instead, opening  322  may be a sphere, a combination of portions of a sphere, a combination of one or more cylinders and portions of a sphere or spheres, or any other desired volumetric shape. 
     Some aspects of the present disclosure relate to methods and arrangements for providing position adjusting systems for use in a wheeled vehicle such as a bicycle. In accordance with aspects of this disclosure, these position adjusting systems allow a rider of the vehicle to easily adjust their riding position and the configuration of the vehicle as they are riding the vehicle. 
     Referring to  FIGS. 1 and 10-11 , a first embodiment of a position adjusting arrangement  400  designed in accordance with aspects of the present disclosure will be described with reference to vehicle  100 . As mentioned above, vehicle  100  includes seat support arrangement  114 , handle bar support arrangement  116 , rear wheel  120 , steerable front wheel  118 , steering arrangement  300 , and hub arrangement  112  for interconnecting components of vehicle  100 . Steering arrangement  300  includes handle bar  308  for allowing the rider to control steerable front wheel  118  and seat support arrangement  114  includes a seat  402  for supporting the rider. In this embodiment, seat support arrangement  114  is an adjustable seat support arrangement pivotally connected to hub arrangement  112  and handle bar support arrangement  116  is an adjustable handle bar support arrangement pivotally connected to hub arrangement  112 . Position adjusting arrangement  400  further includes a releasable position locking arrangement  404  that is releasable by the rider when the rider is riding vehicle  100 . Position locking arrangement  404  is configured to lock the relative positions of hub arrangement  112 , adjustable seat support arrangement  114 , and adjustable handle bar support arrangement  116  when position locking arrangement  404  is not released by the rider. 
     In the embodiment illustrated in  FIG. 1 , position adjusting arrangement  400  includes a variable length link  406  for connecting adjustable seat support arrangement  114  to adjustable handle bar support arrangement  116 . Variable length link  406  has a first end  408  that is pivotally connected to adjustable handle bar support arrangement  116  and a second end  410  that is pivotally connected to adjustable seat support arrangement  114 . Position locking arrangement  404  includes a link locking arrangement  412  for locking variable length link  406  at a desired length. 
     The above described configuration of position adjusting arrangement  400  allows a rider to adjust the position of handle bar support arrangement  116  relative to seat support arrangement  114  by releasing link locking arrangement  412 . This is illustrated best in  FIGS. 10 and 11  with  FIG. 10  showing handle bar support arrangement  116  moved forward and away from seat support arrangement  114  and  FIG. 11  showing handle bar support arrangement  116  moved backward towards seat support arrangement  114 . 
     Position adjusting arrangement  400  may also include a biasing arrangement  414  for connecting adjustable seat support arrangement  114  to another portion of vehicle  100 . In this example, biasing arrangement  414  takes the form of a shock absorber for biasing seat support arrangement  114  into a desired position and dampening the movement of seat support arrangement  114 . Shock absorber  414  has a first end  416  that is pivotally connected to adjustable seat support arrangement  114  and a second end  418  that is pivotally connected to link  190  of articulated linkage  178  of rear suspension system  104 . 
     In the embodiment being described, adjustable seat support arrangement  114  and adjustable handle bar support arrangement  116  are pivotally connected to one another at a pivot point  420 . Adjustable seat support arrangement  114  and adjustable handle bar support arrangement  116  are also pivotally connected to hub arrangement  112  at this same pivot point  420 . This allows the combination of seat support arrangement  114  and handle bar arrangement  116  to pivot together about pivot point  420  relative to hub arrangement  112 . In this embodiment, hub arrangement  112  further includes a second pivot point  422  at which hub arrangement  112  is pivotally connected to telescoping shock absorber  130  of front suspension system  102 . Pivot point  422  of hub arrangement  112  is configured such that pivot point  420  of hub arrangement may be moved forward or backward relative to telescoping shock absorber  130  and the rest of vehicle  100  as hub arrangement  112  pivots about pivot point  422 . Position locking arrangement  404  further includes a hub locking arrangement  424  for locking the position of hub arrangement  112  relative to telescoping shock absorber  130 . 
     The above described configuration of position adjusting arrangement  400  allows a rider to adjust the position of the combination of handle bar support arrangement  116  and seat support arrangement  114  relative to the rest of vehicle  100  by releasing hub locking arrangement  424 . This is shown best in  FIGS. 10 and 11  with  FIG. 10  showing the combination of handle bar support arrangement  116  and seat support arrangement  114  moved forward relative to the rest of vehicle  100  and  FIG. 11  showing the combination of handle bar support arrangement  116  and seat support arrangement moved backward towards relative to the rest of vehicle  100 . This is possible because the only other connection between the combination of handle bar support arrangement  116  and seat support arrangement  114  is biasing arrangement  414  which is pivotally connected at both of its ends between seat support arrangement  114  and rear suspension system  104 . Therefore, the pivoting of hub arrangement  112  about pivot point  422  will cause the pivoting of biasing arrangement  414  about its pivotally connected ends allowing the back and forth movement of the combination of seat support arrangement  114  and handle bar support arrangement  116 . 
     Link locking arrangement  412  and hub locking arrangement  424  may be any suitable and readily providable locking arrangement including a clamping arrangement, a cam lock arrangement, or any other desired locking arrangement. For example, these locking arrangements may be provided by spring-loaded clamps that are normally biased into a locked position. Furthermore, the mechanisms for allowing the rider to release the locking arrangements may be any suitable and readily providable release mechanism. For example, the locking arrangements may be released by the rider using a cable system that is actuated by twist grips or thumb levers located on the handle bar. 
     Although position adjusting arrangement  400  has be described as including variable length link  406  and pivoting hub arrangement  112 , it should be understood that position adjusting arrangement may include additional position adjusting features. For example, as illustrated in  FIG. 11 , handle bar support arrangement  116  may be an articulated linkage having a first link  426  and a second link  428  that are pivotally connected at pivot point  430  to allow the height of handle bar  308  to be adjusted. Pivot point  430  may include a locking arrangement for locking the position of second link  428  relative to first link  426 . 
     Although hub arrangement  112  has been described as being pivotally connected to telescoping shock absorber  130  to provide the front to back adjustment of seat support arrangement  114  and handle bar support arrangement  116 , this is not a requirement. Instead, any suitable and readily providable mechanism that allows the front to back adjustment of seat support arrangement  114  and handle bar support arrangement  116  may be used. For example, as illustrated in  FIG. 12 , a slidable track  432  may be used to provide this feature. 
     Referring to  FIG. 12 , a rear wheel suspension adjusting arrangement  500  designed in accordance with aspects of this disclosure will be described in more detail. Rear wheel suspension adjusting arrangement  500  may be used in a vehicle  502  including a frame  504 , a suspended rear drive wheel  506  that supports frame  504 , and a suspension system  508  for connecting rear drive wheel  506  to frame  504 . Suspension adjusting arrangement  500  includes a configuration adjusting arrangement  510  for changing the positioning of suspension system  508  relative to frame  504  such that suspension system  508  may be moved into an uphill configuration when vehicle  502  is traveling uphill and such that suspension system  508  may be moved into a downhill configuration when vehicle  502  is traveling downhill. Suspension adjusting arrangement  500  also includes an activating arrangement  512  for activating configuration adjusting arrangement  510  to cause configuration adjusting arrangement  510  to change the positioning of suspension system  508  relative to frame  504  while vehicle  502  is being used. 
     In a first embodiment, vehicle  502  further includes a crank set assembly  514  having a crank set rotational axis  516 . Crank set assembly  514  is configured to allow a rider to input a rotational drive about crank set rotational axis  516  for driving rear drive wheel  506 . Rear wheel  506  has a rear wheel axis  518  and suspension system  508  has an effective swing arm length L that extends from crank set rotational axis  516  to rear wheel axis  518 . As will be described in more detail hereinafter, configuration adjusting arrangement  510  decreases effective swing arm length L when vehicle  502  is traveling uphill and increases effective swing arm length L when vehicle  502  is traveling downhill. 
     As illustrated in  FIG. 12 , activating arrangement  512  includes a pivoting member  520  that is pivotally connected to frame  504  of vehicle  502  about a pivoting member rotational axis  522  that is parallel to, but spaced apart from, crank set rotational axis  516 . Crank set rotational axis  516  is located below pivoting member rotational axis  520  when vehicle  502  is in an upright position such that the weight of the rider on crank set assembly  514  causes pivoting member  520  to pivot. With this configuration, the weight of the rider on crank set assembly  514  causes crank set rotational axis  516  to move toward the front of frame  504  when vehicle  502  is traveling downhill and causes crank set rotational axis  516  to move toward the rear of frame  504  when vehicle  502  is traveling uphill. 
     Configuration adjusting arrangement  510  further includes a suspension pivot point  524  that is located on pivoting member  520  above pivoting member rotational axis  522  when vehicle  502  is in an upright position. Suspension system  508  is pivotally connected to suspension pivot point  524  of pivoting member  520  of suspension adjusting arrangement  500  such that the weight of the rider on crank set assembly  514  causes pivoting member  520  to pivot with suspension pivot point  524  moving toward the rear of frame  504  causing suspension system  508  to move into a downhill configuration when vehicle  502  is traveling downhill. With this configuration, suspension pivot point  524  moves toward the front of frame  504  causing suspension system  508  to move into an uphill configuration when vehicle  502  is traveling uphill. 
     Suspension adjusting arrangement  500  may further include a dampening arrangement  526  for dampening the speed of the pivoting of pivoting member  520  of activating arrangement  512 . Alternatively, dampening arrangement  526  may take the form of an actuator for mechanically controlling the pivoting of pivoting member  520 . In this case, actuator  526  may be any suitable and readily providable actuator including a motorized actuator, a pneumatic actuator, a hydraulic actuator, a cable driven actuator, a push rod driven actuator, a magnetic actuator, or any other desired actuator. In some embodiments, actuator  526  may be manually controlled by an operator of the vehicle. Alternatively, activating arrangement  512  may include a sensor arrangement  528  for sensing when vehicle is traveling uphill and downhill, and actuator  526  may be automatically controlled. 
     Vehicle  502  may include a front wheel  530  such that vehicle  502  has a wheel base that is defined by the distance W between front wheel  530  and the rear wheel  506 . In accordance with aspects of this disclosure, suspension adjusting arrangement  500  changes the wheel base of the vehicle as configuration adjusting arrangement  510  moves suspension system  508  between the uphill configuration and the downhill configuration. 
     Some aspects of the present disclosure relate to methods and arrangements for providing a signal arrangement for use in a vehicle by a vehicle operator to indicate the intentions of the operator of the vehicle. The signal arrangement may be used in vehicles such as a bicycle, a tricycle, a quadracycle, a motorcycles, an automobile, an off-road vehicle, or any other desired vehicle. In accordance with one aspect of this disclosure, the signal arrangement includes a plurality of signaling elements configured to indicate the operator&#39;s intention to continue traveling in a primarily straight-ahead direction. 
     Referring to  FIGS. 13 a - f   , a signal arrangement  600  designed in accordance with the invention will be described. In this embodiment, signal arrangement  600  includes a plurality of signaling elements  602 . Signal elements  602  include a plurality of vertically spaced apart, upwardly pointing, lighted arrows  604 . In this example, signal arrangement  600  includes three lighted arrows  604   a ,  604   b , and  604   c . As illustrated in  FIG. 13 a   , signal arrangement  600  further includes a controller  606  that is configured to control the illumination of signal elements  602 . As illustrated by  FIGS. 13 a - c    and in accordance with aspects of this disclosure, controller  606  is configured to illuminate lighted arrows  604   a - c  in sequence from lowermost lighted arrow  604   a  to uppermost lighted arrow  604   c  when the operator activates signal arrangement  600  to indicate the intention to continue traveling in the primarily straight-ahead direction. 
     Signal arrangement  600  may further include additional lighted elements  608  that may combine with uppermost lighted arrow  604   c  to provide a lighted X that may be used to indicate braking or the intention to stop as illustrated in  FIG. 13 d   . Signal arrangement  600  may also include lighted arrows  610  and  612  that may be respectively used to indicate a right turn or a left turn as illustrated in  FIGS. 13 e  and 13 f   . In a preferred embodiment for use with a bicycle, signal arrangement may use LEDs to provide light sources for each of signal elements  602  and signal arrangement  600  may be mounted to the bottom back portion of the bicycle seat. 
     Some aspects of the present disclosure relate to methods and arrangements for providing a bicycle seat for supporting a bicycle rider on a bicycle. Referring now to  FIG. 14 , a bicycle seat  700  includes a saddle  702  for supporting the rider when bicycle seat  700  is attached to a bicycle. Saddle  702  has a nose portion  704  located at the front of saddle  702  when bicycle seat  700  is attached to the bicycle. Bicycle seat  700  also includes a seat mount  706 . Seat mount  706  has a first end  708  configured to allow bicycle seat  700  to be attached to the bicycle. Seat mount  706  also has a second end  710  that is pivotally connected to saddle  702  such that seat mount  706  supports saddle  702  and such that nose portion  704  of saddle  702  is free to pivot relative to seat mount  706  when seat  700  is attached to the bicycle. Bicycle seat  700  further includes a biasing arrangement  712  connected between seat mount  706  and nose portion  704  of saddle  702 . Biasing arrangement  712  is configured to bias nose portion  704  of saddle  702  into a desired position when bicycle seat  700  is attached to the bicycle. Biasing arrangement  712  allows nose portion  704  of saddle  702  to pivot downward relative to the rider when pressure is applied to nose portion  704  of saddle  702 . The bicycle may include a frame  714  and seat mount  706  may include a seat post  716  for attaching bicycle seat  700  to frame  714  with seat post  716  being slidably connected to frame  714  to allow the position of bicycle seat  700  to be adjusted relative to frame  714 . 
     Some aspects of the present disclosure relate to methods and arrangements for providing a collision impact reduction system for a vehicle. Referring now to  FIGS. 15 and 16 , a first example of a collision impact reduction system  800  designed in accordance with aspects of this disclosure will be described. Collision impact reduction system  800  is designed for use in a passenger carrying vehicle such as vehicle  802  of  FIGS. 15 and 16  and collision impact reduction system  800  is designed to reduce the impact force associated with a collision on a passenger in a passenger carrying vehicle  802 . Collision impact reduction system  800  includes a suspended passenger compartment  804  for carrying at least one passenger. Suspended passenger compartment  804  is supported within vehicle  802  such that suspended passenger compartment  804  is movable within the vehicle in at least one direction in response to vehicle  802  colliding with another object. Collision impact reduction system  800  also includes at least one shock absorbing mount, indicated by front shock absorbing mount  806  and rear shock absorbing mount  808  in this embodiment, for supporting suspended passenger compartment  804  within vehicle  802 . Shock absorbing mounts  806  and  808  are attached between suspended passenger compartment  804  and another portion of vehicle  802  to dampen the impact force associated with the collision. This reduces the impact force that is transferred from vehicle  802  to suspended passenger compartment  804  and the passenger in the at least one direction that suspended passenger compartment  804  is able to move within vehicle  802 . 
     Collision impact reduction system  800  may include a guide track  810  that extends in a longitudinal direction  812  within vehicle  802 . Suspended passenger compartment  804  may be connected to guide track  810  such that suspended passenger compartment  804  is movable in longitudinal direction  812 . Suspended passenger compartment  804  may also be connected to guide track  810  such that suspended passenger compartment  804  may pivot about longitudinal direction  812  of guide track  810  as shown best in  FIG. 16 . 
     Collision impact reduction system  800  may include one or more linear bearings  814  for pivotally connecting suspended passenger compartment  804  to guide track  810  in a manner that allows suspended passenger compartment  804  to slide along guide track  810  in longitudinal direction  812  in a front to back manner with respect to vehicle  802 . This configuration also allows suspended passenger compartment  804  to have some rotationally movement about guide track  810 . Collision impact reduction system  800  may include additional shock absorbing mounts  816  that are located between linear bearings  814  and suspended passenger compartment  804 . Additional shock absorbing mounts  816  may be connected between linear bearings  814  and suspended passenger compartment  804  such that additional shock absorbing mounts  816  bias suspended passenger compartment  804  into a desired position and control and dampen the rotational movement of the suspended passenger compartment  804  about guide track  810 . Additional shock absorbing mounts  816  may also provide side, top and bottom impact shock absorption between the suspended passenger compartment  804  and the rest of the vehicle. 
     In the embodiment being described, the linear movement of suspended passenger compartment  804  traveling along longitudinal direction  812  of guide track  810  is controlled by front shock absorbing mount  806  and rear shock absorbing mount  808 . Front shock absorbing mount  806  and rear shock absorbing mount  808  are mounted around guide track  810  and are positioned between a portion of vehicle  802  and suspended passenger compartment  804 . Guide track  810  is fixed to portions of vehicle  802 . With this configuration, front shock absorbing mount  806  is configured to dampen the impact force transferred to suspended passenger compartment  804  during a frontal impact to vehicle  802  and rear shock absorbing mount  808  is configured to dampen the impact force transferred to suspended passenger compartment  804  during a rear impact to the vehicle. Front and rear shock absorbing mounts  806  and  808  may be any suitable and readily providable shock absorbing mount using any suitable and readily providable mechanism or material including a telescoping shock absorber, a foam material, a polymer material, or any other desired material. 
     Vehicle  802  may include a passenger safety frame  818 , one or more crumple zone structures  820 , and a vehicle body  822 . Passenger safety frame  818  may be formed as part of vehicle body  822  or may be provided as one or more components that are incorporated into vehicle  802 . Crumple zone structures  820  may also be formed as part of vehicle body  822 . Alternatively, as illustrated in  FIGS. 15 and 16 , crumple zone structures  820  may be replaceable crumple zone structures that are connected to passenger safety frame  818  of vehicle  802 . 
     Although vehicle  802  has been described as including guide track  810  that is centrally located in vehicle  802 , it should be understood that this is not a requirement. Instead, guide track  810  may be provided in a wide variety of other configurations and remain within the scope of the invention. For example, multiple guide tracks may be provided which could be mounted on the sides, above, or below the suspended passenger. Furthermore, although collision impact reduction system  800  is described as including one or more guide tracks, it should be understood that this is not a requirement. Instead, the suspended passenger compartment could be suspended by a shock absorbing polymer or memory foam within the structure of the vehicle without the use of guide tracks or any other mechanical device and still be within the scope of the present invention. 
     Although suspended passenger compartment  804  has been described as a compartment, this is not a requirement. Instead, suspended passenger compartment  804  could be provided in the form of a simple moveable platform or platforms that allows the platform to move in a suspended manner independent of the main vehicle body, frame or structure. Furthermore, although suspended passenger compartment  804  has been described as being one fixed assembly, this is not a requirement. For example, suspended passenger compartment  804  may be divided into right and left sections that would enable the right and left halves of the suspended passenger compartment to move independently of each other. 
     Although vehicle  802  has been described as including passenger safety frame  818  and suspended passenger compartment  804  has been described as being supported within vehicle  802 , it should be understood that the passenger safety frame may be provided as part of the suspended passenger compartment rather that as part of the vehicle body. For example, suspended passenger compartment  804  may include a roll bar  824  that is formed as an integrated part of the suspended passenger compartment  804  as illustrated in  FIG. 15 . Alternatively, the suspended passenger compartment may include a full roll cage which would then be suspended independently of the rest of the vehicle. 
     Vehicle  802  further includes a steering system  826  having a steering wheel  828  located within suspended passenger compartment  804  for steering vehicle  802 . Steering system  826  is configured to allow movement of steering wheel  828  with suspended passenger compartment  804  relative to the rest of vehicle  802  while maintaining steering control of vehicle  802  using steering wheel  828 . In a preferred embodiment, steering system  826  includes a telescopic section  830  that allows steering wheel  828  to move with the suspended passenger compartment  804  during any movement of suspended passenger compartment  804 . Telescopic section  830  of steering system  826  may include a driving and a driven member that are configured to allow the transfer of the rotational movement from steering wheel  828  through steering system  826  while allowing telescopic section  830  of steering system  826  to change lengths as suspended passenger compartment  804  moves. 
     Although steering system  826  is described as being a mechanical linkage with a driving and driven member to translate the steering wheel motion to the rest of the vehicle, it should be understood that this is not a requirement. Instead, a wide range of suitable and readily providable devices may be used to transfer the driver&#39;s steering input to the rest of the vehicle. These devices may include, but are not limited to, electric motors, hydraulic, pneumatic, or magnetic actuators, gear systems such as a rack and pinion, belts, chains and levers, or any number of combinations thereof. 
     A number of specific implementations of the present disclosure have been described with reference to specific types of vehicles. Nevertheless, it should be understood that various modifications may be made without departing from the spirit and scope of the present disclosure. Therefore, it should be understood that various systems that have been described above may be combined in a wide variety of ways to provide vehicles for different applications. For example, as illustrated in  FIG. 17 , an automobile  900  may be provided that includes collision impact reduction system  800  along with variations of the variable path front suspension systems described above for vehicle  100 . Accordingly, other implementations are within the scope of the following claims. 
     Broadly, this writing discloses at least the following. A vehicle includes a main vehicle body, a suspended assembly that supports the main body of the vehicle, and a suspension system for connecting the suspended assembly to the main vehicle body. The suspended assembly assists in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel of the vehicle. The suspension system including a first suspension arrangement that movably connects the suspended assembly to the main vehicle body and controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a first path that is primarily perpendicular to the lateral direction. The suspension system also including a second suspension arrangement that controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a second path that is primarily perpendicular to the lateral direction when the vehicle is traveling in the normal straight-ahead direction. The second path of the second suspension arrangement being different than the first path of the first suspension arrangement such that the combination of the range of motion of the first suspension arrangement along the first path and the range of motion of the second suspension arrangement along the second path result in an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area. 
     This writing further discloses the following. A vehicle includes a suspended assembly that supports a main body and a suspension system for connecting the suspended assembly to the main vehicle body. The suspended assembly assists in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel of the vehicle. The suspension system including first and second suspension arrangements that control movement of the suspended assembly relative to the main vehicle body through a range of motion along first and second paths that are primarily perpendicular to the lateral direction. The second path differs from the first path such that the combination of the range of motion of the first suspension arrangement along the first path and the second path result in an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area. 
     All elements, parts and steps described herein are preferably included. It is to be understood that any of these elements, parts and steps may be replaced by other elements, parts and steps or deleted altogether as will be obvious to those skilled in the art. 
     Concepts 
     This writing discloses at least the following Concepts. 
     Concept 1. A suspension system for use in a vehicle that has a main vehicle body and a suspended assembly that supports the main body of the vehicle, the suspended assembly assisting in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel of the vehicle, the suspension system comprising: 
     a first suspension arrangement that movably connects the suspended assembly to the main vehicle body and controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a first path that is primarily perpendicular to the lateral direction; and 
     a second suspension arrangement that controls movement of the suspended assembly relative to the main vehicle body through a range of motion along a second path that is primarily perpendicular to the lateral direction when the vehicle is traveling in the normal straight-ahead direction, the second path being different than the first path of the first suspension arrangement such that the combination of the range of motion of the first suspension arrangement along the first path and the range of motion of the second suspension arrangement along the second path result in an overall range of motion for the suspended assembly relative to the main body that is defined by a surface area when the vehicle is traveling in the normal straight-ahead direction. 
     Concept 2. A suspension system according to Concept 1 wherein the surface area is a planar surface area. 
     Concept 3. A suspension system according to Concept 1 wherein the surface area is a curved surface area. 
     Concept 4. A suspension system according to Concept 1, 2, or 3 wherein the first path of the first suspension arrangement is primarily horizontal and parallel with the normal straight-ahead direction of travel of the vehicle and the second path of the second suspension arrangement is primarily vertical and perpendicular to the normal straight-ahead direction of travel of the vehicle. 
     Concept 5. A suspension system according to Concept 1, 2, 3, or 4 wherein the first path of the first suspension arrangement is oriented at an angle in the range of 0-30 degrees from horizontal. 
     Concept 6. A suspension system according to Concept 1, 2, 3, 4, or 5 wherein the suspended assembly that supports the vehicle includes a component selected from a group of components consisting of a wheel, a ski, a skid, a float, and a tread. 
     Concept 7. A suspension system according to Concept 1, 2, 3, 4, 5, or 6 wherein the second suspension arrangement movably connects the suspended assembly to the first suspension arrangement. 
     Concept 8. A suspension system according to Concept 7 wherein the first suspension arrangement includes a telescopic shock absorber having a longitudinal axis with a first end attached to the main body of the vehicle and a second end that is telescopically movable along the longitudinal axis of the telescopic shock absorber relative to the first end of the telescopic shock absorber and the main body of the vehicle such that the movable second end of the telescopic shock absorber controls movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path. 
     Concept 9. A suspension system according to Concept 8 wherein: 
     the second suspension arrangement includes an articulated linkage having a first link, a second link, a third link, and a fourth link with each of the links having a first and a second spaced apart pivot point; 
     the articulated linkage connects the suspended assembly to the first suspension arrangement such that 
     the first link is fixed to the movable second end of the telescopic shock absorber of the first suspension arrangement, 
     the first pivot point of the first link is pivotally connected to the first pivot point of the second link at a first articulated linkage pivot point, 
     the second pivot point of the first link is pivotally connected to the first pivot point of the third link at a second articulated linkage pivot point, 
     the second pivot point of the second link is pivotally connected to the first pivot point of the fourth link at a third articulated linkage pivot point, 
     the second pivot point of the third link is pivotally connected to the second pivot point of the fourth link at a fourth articulated linkage pivot point, and 
     the fourth link is connected to and supports the suspended assembly; and 
     the second suspension arrangement includes a shock absorber connected between the first link that is fixed to the movable second end of the telescopic shock absorber of the first suspension arrangement and one of the other links of the articulated linkage, the shock absorber being connected to the articulated linkage such that it controls movement of the suspended assembly relative to the movable second end of the telescopic shock absorber of the first suspension arrangement through the range of motion along the second path. 
     Concept 10. A suspension system according to Concept 1, 2, 3, 4, 5, 6, 7, 8, or 9 wherein the suspended assembly is a steerable suspended assembly with the suspended assembly being connected to the second suspension arrangement such that at least portions of the suspended assembly are rotatable relative to the second suspension arrangement about a first steering axis. 
     Concept 11. A suspension system according to Concept 10 wherein the rotation of the rotatable portions of the suspended assembly about the first steering axis is controlled by a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     Concept 12. A suspension system according to Concept 10 or 11 wherein the second end of the telescopic shock absorber is rotatable about the longitudinal axis of the telescopic shock absorber relative to the first end of the telescopic shock absorber and the main body of the vehicle thereby providing a second steering axis. 
     Concept 13. A suspension system according to Concept 10, 11, or 12 wherein the rotation of the second end of the telescopic shock absorber is controlled by a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     Concept 14. A suspension system according to Concept 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, or 13 wherein the second suspension arrangement movably connects the suspended assembly to the main vehicle body. 
     Concept 15. A suspension system according to Concept 14 wherein: 
     the suspension system includes an articulated linkage that connects the suspended assembly to the main vehicle body; 
     the first suspension arrangement includes a first biasing and dampening arrangement connected between the main vehicle body and the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path; and 
     the second suspension arrangement includes a second biasing and dampening arrangement connected between the main vehicle body and the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the second path. 
     Concept 16. A suspension system according to Concept 15 wherein the first and second biasing and dampening arrangements are shock absorbers. 
     Concept 17. A suspension system according to Concept 15 or 16 wherein: 
     a plurality of the links of the articulated linkage are rotational drive transmitting links that include a first and a second spaced apart hinge point, the spaced apart hinge points each having an associated axis of rotation that provides a pivot point for the articulated linkage, each rotational drive transmitting link including 
     a driven member that is supported and rotates about the axis of the first hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, 
     a drive member that is supported and rotates about the axis of the second hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, and 
     a rotational drive mechanism for transmitting rotational movement from the driven member of the rotational drive transmitting link to the drive member of the rotational drive transmitting link; and 
     the plurality of rotational drive transmitting links are connected to one another in series with the second hinge point of a given one of the rotational drive transmitting links being pivotally connected to the first hinge point of the next rotational drive transmitting link such that the drive member of the given rotational drive transmitting link rotationally drives the driven member of the next rotational drive transmitting link to rotate about the associated pivot point of the articulated linkage thereby providing the transmission of a rotational drive through the series of rotational drive transmitting links. 
     Concept 18. A suspension system according to Concept 17 wherein the rotational drive mechanism is a mechanism selected from the group of mechanisms consisting of a chain drive, a belt drive, a shaft drive, and a gear drive. 
     Concept 19. A suspension system according to Concept 17 or 18 wherein each rotational drive transmitting link includes an enclosed space that houses the associated drive member, driven member, and drive mechanism of the rotational drive transmitting link. 
     Concept 20. A suspension system according to Concept 15, 16, 17, 18, or 19 wherein: 
     the articulated linkage has a first link, a second link, a third link, and a fourth link with each of the links having a first and a second spaced apart pivot point; 
     the articulated linkage connects the suspended assembly to the main vehicle body such that 
     the first pivot point of the first link and the first pivot point of the fourth link are pivotally connected to one another and pivotally connected to the main body of the vehicle at a first articulated linkage pivot point, 
     the second pivot point of the first link is pivotally connected to the first pivot point of the second link at a second articulated linkage pivot point, 
     the second pivot point of the fourth link is pivotally connected to the first pivot point of the third link at a third articulated linkage pivot point, and 
     the second pivot point of the second link and the second pivot point of the third link are pivotally connected to one another at a fourth articulated linkage pivot point, 
     the suspended assembly is connected to the articulated linkage; 
     the first suspension arrangement includes a first biasing and dampening arrangement connected between the main vehicle body and one of the links of the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the first path; and 
     the second suspension arrangement includes a second biasing and dampening arrangement connected between the main vehicle body and another one of the links of the articulated linkage to control movement of the suspended assembly relative to the main vehicle body through the range of motion along the second path. 
     Concept 21. A suspension system according to Concept 20 wherein the first and second biasing and dampening arrangements arc shock absorbers. 
     Concept 22. A suspension system according to Concept 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, or 21 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 23 A suspension system according to Concept 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, or 22 wherein the suspension system includes a sensing arrangement for sensing certain characteristics of the movement of the suspension system and wherein the suspension system includes an arrangement for modifying the function of elements of the suspension system in response to the certain characteristics sensed by the sensing arrangement. 
     Concept 24. A rotational drive transmission for use in a vehicle, the transmission comprising: 
     an articulated linkage including a plurality of rotational drive transmitting links that each have a first and a second spaced apart hinge point, the spaced apart hinge points each having an associated axis of rotation that provides a pivot point for the articulated linkage, each rotational drive transmitting link including 
     a driven member that is supported and rotates about the axis of the first hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, 
     a drive member that is supported and rotates about the axis of the second hinge point of the rotational drive transmitting link and the associated pivot point of the articulated linkage, and 
     a rotational drive mechanism for transmitting rotational movement from the driven member of the rotational drive transmitting link to the drive member of the rotational drive transmitting link; 
     the plurality of rotational drive transmitting links being connected to one another in series with the second hinge point of a given one of the rotational drive transmitting links being pivotally connected to the first hinge point of a next rotational drive transmitting link such that the drive member of the given rotational drive transmitting link rotationally drives the driven member of the next rotational drive transmitting link to rotate about the associated pivot point of the articulated linkage thereby providing the transmission of a rotational drive through the series of rotational drive transmitting links. 
     Concept 25. A transmission according to Concept 24 wherein the rotational drive mechanism for transmitting rotational movement from the driven member of one of the rotational drive transmitting links to the drive member of that rotational drive transmitting link includes a shifting arrangement for changing the drive ratio between the driven member and the drive member of that rotational drive transmitting link. 
     Concept 26. A transmission according to Concept 25 wherein the shifting arrangement includes a selecting arrangement for selecting any given one of a plurality of different drive ratios. 
     Concept 27. A transmission according to Concept 24, 25, or 26 wherein the rotational drive mechanism is a mechanism selected from the group of mechanisms consisting of a chain drive, a belt drive, a shaft drive, and a gear drive. 
     Concept 28. A transmission according to Concept 24, 25, 26, or 27 wherein each rotational drive transmitting link includes an enclosed space that houses the associated drive member, driven member, and drive mechanism of the rotational drive transmitting link. 
     Concept 29. A transmission according to Concept 24, 25, 26, 27, or 28 wherein: 
     the transmission includes a first and a second rotational drive transmitting link; 
     the vehicle is a wheeled vehicle that includes a main body, a suspended wheel assembly including a drive wheel that supports the main body of the vehicle, a suspension system for connecting the suspended wheel assembly to the main body of the vehicle, and a crank set assembly having a crank set rotational axis, the crank set allowing a rider of the vehicle to input a rotational drive about the crank set rotational axis; 
     the articulated linkage provides at least a portion of the suspension system for connecting the suspended wheel assembly to the main body of the vehicle; 
     the first rotational drive transmitting link is pivotally connected to the main body of the vehicle with the driven member of the first rotational drive transmitting link being rotationally connected to the crank set assembly such that the rotational drive input from the rider drives the driven member of the first rotational drive transmitting link; and 
     the drive wheel is rotationally connected to the drive member of the second rotational drive transmitting link such that the drive member of the second rotational drive transmitting link drives the drive wheel thereby causing the rotational drive input from the rider to drive the drive wheel. 
     Concept 30. A transmission according to Concept 29 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 31. A rear wheel suspension adjusting arrangement for use in a vehicle including a frame having a front and a back, a suspended rear drive wheel that supports the frame, and a suspension system for connecting the rear drive wheel to the frame, the suspension adjusting arrangement comprising: 
     a configuration adjusting arrangement for changing the positioning of the suspension system relative to the frame such that the suspension system may be moved into an uphill configuration when the vehicle is traveling uphill and such that the suspension system may be moved into a downhill configuration when the vehicle is traveling downhill, and 
     an activating arrangement for activating the configuration adjusting arrangement to cause the configuration adjusting arrangement to change the positioning of the suspension system relative to the frame while the vehicle is being used. 
     Concept 32. A suspension adjusting arrangement according to Concept 31 wherein 
     the vehicle includes a front wheel, 
     the vehicle has a wheel base that is defined by the distance between the front wheel and the rear wheel, and 
     the suspension adjusting arrangement changes the wheel base of the vehicle as the configuration adjusting arrangement moves the suspension system between the uphill configuration and the downhill configuration. 
     Concept 33. A suspension adjusting arrangement according to Concept 31 or 32 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 34. A suspension adjusting arrangement according to Concept 31, 32, or 33 wherein the activating arrangement includes a sensor arrangement for sensing when the vehicle is traveling uphill and downhill. 
     Concept 35. A suspension adjusting arrangement according to Concept 31, 32, 33, or 34 wherein the activating arrangement is manually controlled by an operator of the vehicle. 
     Concept 36. A suspension adjusting arrangement according to Concept 31, 32, 33, 34, or 35 wherein the configuration adjusting arrangement includes an actuator selected from the group of actuators consisting of a motorized actuator, a pneumatic actuator, a hydraulic actuator, a cable driven actuator, a push rod driven actuator, and a magnetic actuator. 
     Concept 37. A suspension adjusting arrangement according to Concept 31, 32, or 33 wherein 
     the vehicle further includes a crank set assembly having a crank set rotational axis, the crank set being configured to allow a rider to input a rotational drive about the crank set rotational axis for driving the rear drive wheel, 
     the rear wheel has a rear wheel axis, 
     the suspension system has an effective swing arm length that extends from the crank set rotational axis to the rear wheel axis, and 
     the configuration adjusting arrangement decreases the effective swing arm length when the vehicle is traveling uphill and increases the effective swing arm length when the vehicle is traveling downhill. 
     Concept 38. A suspension adjusting arrangement according to Concept 37 wherein 
     the activating arrangement includes a pivoting member that is pivotally connected to the frame of the vehicle about a pivoting member rotational axis that is parallel to, but spaced apart from, the crank set rotational axis, the crank set rotational axis being located below the pivoting member rotational axis when the vehicle is in an upright position such that the weight of the rider on the crank set causes the pivoting member to pivot causing the crank set rotational axis to move toward the front of the frame when the vehicle is traveling downhill and causing the crank set rotational axis to move toward the rear of the frame when the vehicle is traveling uphill, and 
     the configuration adjusting arrangement includes a suspension pivot point that is located on the pivoting member above the pivoting member rotational axis when the vehicle is in the upright position, the suspension system being pivotally connected to the suspension pivot point of the pivoting member of the suspension adjusting arrangement such that the weight of the rider on the crank set causes the pivoting member to pivot with the suspension pivot point moving toward the rear of the frame causing the suspension system to move into a downhill configuration when the vehicle is traveling downhill and with the suspension pivot point moving toward the front of the frame causing the suspension system to move into a uphill configuration when the vehicle is traveling uphill. 
     Concept 39. A suspension adjusting arrangement according to Concept 38 wherein the suspension adjusting arrangement includes a dampening arrangement for dampening the speed of the pivoting of the pivoting member of the activating arrangement. 
     Concept 40. A steering system for use in a wheeled vehicle that has a main vehicle body and a steerable wheel that supports the main body of the vehicle, the steerable wheel having a wheel axis around which the wheel rotates in a wheel rotation plane that is perpendicular to the wheel axis, the steerable wheel assisting in providing directional control of the vehicle and stability in a lateral direction relative to a normal straight-ahead direction of travel for the vehicle, the steering system comprising: 
     a first steering arrangement that controls movement of the steerable wheel relative to the main vehicle body such that the steerable wheel pivots about a first steering axis; and 
     a second steering arrangement that controls movement of the steerable wheel relative to the main vehicle body such that the steerable wheel pivots about a second steering axis, the second steering axis being different than the first steering axis. 
     Concept 41. A steering system according to Concept 40 wherein the first steering axis is primarily vertical allowing the first steering arrangement to move the steerable wheel through a range of motion that pivots the wheel rotation plane of the steerable wheel relative to the normal straight-ahead direction of travel and the second steering axis is primarily horizontal allowing the second steering arrangement to move the steerable wheel through a range of motion that tilts the wheel rotation plane of the steerable wheel relative to the normal straight-ahead direction of travel. 
     Concept 42. A steering system according to Concept 40 or 41 wherein the second steering axis of the second steering arrangement is oriented at an angle in the range of 0-30 degrees from horizontal. 
     Concept 43. A steering system according to Concept 40, 41, or 42 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 44. A steering system for use in a vehicle that includes a main vehicle body, a suspended assembly that supports the main body of the vehicle, and a suspension arrangement for connecting the suspended assembly to the main body of the vehicle, the suspended assembly assisting in providing directional control of the vehicle, the steering system comprising: 
     an axle that makes up a portion of the suspended assembly, the axle having an axle rotational axis and two bearing surfaces that are spaced apart from one another along the axle rotational axis, the axle defining an opening within the axle that is located between the two spaced apart bearing surfaces; 
     a steering arrangement that is located within the opening within the axle, the steering arrangement defining a steering axis and the steering arrangement being rotatably connected to the axle such that the axle is movable about the steering axis; and 
     a steering actuator that is connected to the steering arrangement such that the steering actuator controls the movement of the axle about the steering axis. 
     Concept 45. A steering system according to Concept 44 wherein the suspended assembly that supports the vehicle includes a component selected from a group of components consisting of a wheel, a ski, a skid, a float, and a tread. 
     Concept 46. A steering system according to Concept 44 or 45 wherein the vehicle is a human powered, wheeled vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 47. A steering system according to Concept 44, 45, or 46 wherein the opening within the axle has a shape selected from the group of shapes consisting of a cylinder, a sphere, a combination of portions of a sphere, and a combination of one or more cylinders and portions of a sphere. 
     Concept 48. A steering system according to Concept 44, 45, 46, or 47 wherein the steering actuator includes a steering assembly selected from a group of steering assemblies consisting of a hydraulic steering assembly, a pneumatic steering assembly, a cable steering assembly, a rack and pinion steering assembly, and a mechanical push rod steering assembly. 
     Concept 49. A steering system according to Concept 44, 45, 46, 47, or 48 wherein portions of the steering actuator are enclosed within portions of the suspension arrangement. 
     Concept 50. A position adjusting arrangement for use in a wheeled vehicle including a seat for supporting a rider, a plurality of wheels with at least one of the wheels being a steerable wheel, a steering arrangement having a handle bar for allowing the rider to control the steerable wheel, and a hub for interconnecting the components of the wheeled vehicle, the position adjusting arrangement comprising: 
     an arrangement for connecting the wheels to the hub; 
     an adjustable seat support arrangement for connecting the seat to the hub, the adjustable seat support arrangement being movably connected to the hub; 
     an adjustable handle bar support arrangement for connecting the handle bar to the hub, the adjustable handle bar support arrangement being movably connected to the hub; and 
     a releasable position locking arrangement that is releasable by the rider when the rider is riding the vehicle, the position locking arrangement being configured to lock the relative positions of the hub, the adjustable seat support arrangement, and the adjustable handle bar support arrangement when the position locking arrangement is not released by the rider. 
     Concept 51. A position adjusting arrangement according to Concept 50 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 52. A position adjusting arrangement according to Concept 50 or 51 wherein; 
     the position adjusting arrangement further includes a variable length link for connecting the adjustable seat support arrangement to the adjustable handle bar support arrangement, the variable length link having a first end that is pivotally connected to the adjustable handle bar support arrangement and a second end that is pivotally connected to the adjustable seat support arrangement; and 
     the position locking arrangement includes a link locking arrangement for locking the variable length link at a desired length. 
     Concept 53. A position adjusting arrangement according to Concept 50, 51, or 52 wherein the adjustable seat support arrangement and the adjustable handle bar support arrangement are pivotally connected to one another at a same pivot point that they are pivotally connected to the hub. 
     Concept 54. A position adjusting arrangement according to Concept 50, 51, 52, or 53 wherein: 
     the hub includes a first portion that is connected to the wheels, a second portion that is connected to the adjustable seat support arrangement and the adjustable handle bar support arrangement, and a hub positioning arrangement that is configured to allow the first portion of the hub to move relative to the second portion of the hub; and 
     the position locking arrangement includes a hub position locking arrangement for locking the position of the first portion of the hub relative to the second portion of the hub. 
     Concept 55. A position adjusting arrangement according to Concept 54 wherein the hub positioning arrangement includes a slidable track connecting the first portion of the hub to the second portion of the hub. 
     Concept 56. A position adjusting arrangement according to Concept 54 wherein the second portion of the hub is connected to the first portion of the hub and the hub positioning arrangement is provided by the pivoting of the second portion of the hub relative to the first portion of the hub. 
     Concept 57. A signal arrangement for use in a vehicle by a vehicle operator to indicate the intentions of the operator of the vehicle, the signal arrangement comprising: 
     a plurality of signaling elements configured to indicate the operator&#39;s intention to continue traveling in a primarily straight-ahead direction. 
     Concept 58. A signal arrangement according to Concept 57 wherein the vehicle is a human powered vehicle selected from the group of vehicles consisting of a bicycle, a tricycle, and a quadracycle. 
     Concept 59. A signal arrangement according to Concept 57 or 58 wherein the plurality of signaling elements include a plurality of vertically spaced apart, upwardly pointing, lighted arrows that are controlled to illuminate in sequence from the lowermost arrow to the uppermost arrow when the operator activates the signal arrangement to indicate the intention to continue traveling in the primarily straight-ahead direction. 
     Concept 60. A bicycle seat for supporting a bicycle rider on a bicycle, the bicycle seat comprising: 
     a saddle for supporting the rider when the bicycle seat is attached to the bicycle, the saddle having a nose portion located at the front of the saddle when the seat is attached to the bicycle; 
     a seat mount having a first end configured to allow the bicycle seat to be attached to the bicycle and a second end that is pivotally connected to the saddle such that the seat mount supports the saddle and such that the nose portion of the saddle is free to pivot relative to the seat mount when the seat is attached to the bicycle; and 
     a biasing arrangement connected between the seat mount and the nose portion of the saddle for biasing the nose portion of the saddle into a desired position when the seat is attached to the bicycle, the biasing arrangement allowing the nose portion of the saddle to pivot downward relative to the rider when pressure is applied to the nose portion of the saddle. 
     Concept 61. A bicycle seat according to Concept 60 wherein the bicycle includes a frame and the seat mount includes a seat post for attaching the seat to the frame, the seat post being slidably connected to the frame to allow the position of the seat to be adjusted relative to the frame. 
     Concept 62. A collision impact reduction system for reducing the impact force associated with a collision on a passenger in a passenger carrying vehicle, the collision impact reduction system comprising: 
     a suspended passenger compartment for carrying at least one passenger, the suspended passenger compartment being supported within the vehicle such that the suspended passenger compartment is movable within the vehicle in at least one direction in response to the vehicle colliding with another object; 
     at least one shock absorbing mount for supporting the suspended passenger compartment within the vehicle, the shock absorbing mount being attached between the suspended passenger compartment and another portion of the vehicle to dampen the impact force associated with the collision that is transferred from the vehicle to the suspended passenger compartment and passenger in the at least one direction that the suspended passenger compartment is able to move within the vehicle. 
     Concept 63. The collision impact reduction system of Concept 62 wherein the collision impact reduction system further includes a guide track that extends in a longitudinal direction within the vehicle and wherein the suspended passenger compartment is connected to the guide track such that the suspended passenger compartment is movable in the longitudinal direction. 
     Concept 64. The collision impact reduction system of Concept 63 wherein the suspended passenger compartment is connected to the guide track such that the suspended passenger compartment may also pivot about the longitudinal direction of the guide track. 
     Concept 65. The collision impact reduction system of Concept 62, 63, or 64 wherein the at least one shock absorbing mount includes a front shock absorbing mount and a rear shock absorbing mount, the front shock absorbing mount being configured to dampen a frontal impact to the vehicle and the rear shock absorbing mount being configured to dampen a rear impact to the vehicle. 
     Concept 66. The collision impact reduction system of Concept 62, 63, 64, or 65 wherein the at least one shock absorbing mount is provided by a shock absorbing mount selected from the group consisting of a shock absorber, a foam mount, and a polymer mount. 
     Concept 67. The collision impact reduction system of Concept 62, 63, 64, 65, or 66 wherein the suspended passenger compartment includes a roll bar. 
     Concept 68. The collision impact reduction system of Concept 62, 63, 64, 65, 66, or 67 wherein the vehicle includes a steering system having a steering wheel located within the suspended passenger compartment for steering the vehicle, the steering system being configured to allow movement of the steering wheel with the suspended passenger compartment relative to the rest of the vehicle while maintaining steering control of the vehicle with the steering wheel. 
     Concept 69. The collision impact reduction system of Concept 68 wherein the steering system is a steering system selected from the group of steering systems consisting of a steering system having a telescoping articulated linkage, an electric steering system, a hydraulic steering system, a pneumatic steering system and a magnetically coupled steering system. 
     Changes and modifications in the specifically described embodiments can be carried out without departing from the principles of the present invention which is intended to be limited only by the scope of the appended claims, as interpreted according to the principles of patent law including the doctrine of equivalents. 
     LISTING OF REFERENCE NUMERALS 
     
         
           100  Vehicle 
           102  Front Suspension System 
           104  Rear suspension System 
           106  Main Vehicle Body 
           108  Suspended Assembly 
           110  Suspended Assembly 
           112  Hub Arrangement 
           114  Seat Support Arrangement 
           116  Handle Bar Support Arrangement 
           118  Front Wheel 
           120  Rear Wheel 
           122  First Suspension Arrangement 
           124  First Path 
           126  Second Suspension Arrangement 
           128  Second Path 
           130  Telescoping Shock Absorber 
           132  Longitudinal Axis 
           134  First End 
           136  Second End 
           138  Articulated Linkage 
           140  First Link 
           142  Second Link 
           144  Third Link 
           146  Fourth Link 
           148  First Pivot Point 
           150  Second Pivot Point 
           152  Third Pivot Point 
           154  Fourth Pivot Point 
           156  Wheel Hub 
           158  Shock Absorber 
           159  Pivot Point 
           160  Rocker Arm 
           161  Pull Link 
           162  Pivot Point 
           163  Pivot Point 
           164  Pivot Point 
           166  First Steering Axis 
           168  Second Steering Axis 
           170  First Suspension Arrangement 
           172  First Path 
           174  Second Suspension Arrangement 
           176  Second Path 
           178  Articulated Linkage 
           180  First Biasing and Dampening Arrangement 
           182  Second Biasing and Dampening Arrangement 
           184  First Link 
           186  Second Link 
           188  Third Link 
           190  Fourth Link 
           192  First Pivot Point 
           194  Second Pivot Point 
           196  Third Pivot Point 
           198  Fourth Pivot Point 
           200  Wheel Hub Motor 
           202  Suspension Adjusting Arrangement 
           204  Sensor Arrangement 
           206  Adjusting Arrangement 
           208  Control Arrangement 
           210  Crank Assembly 
           212  Rotational Drive Transmission Arrangement 
           214  Drive Transmitting Articulated Linkage 
           216  Driven Member 
           218  Driven Member 
           220  Drive Member 
           222  Drive Member 
           224  Rotational Drive Mechanism 
           226  Rotational Drive Mechanism 
           228  Shifting Arrangement 
           230  Selecting Arrangement 
           300  Multi-Axis Steering System 
           302  Front Wheel Axis 
           304  First Steering Arrangement 
           306  Second Steering Arrangement 
           308  Handle Bar 
           310  Outward End 
           312  First Handle Bar Steering Axis 
           314  Second Handle Bar Steering Axis 
           316  Axle 
           318  First Bearing 
           320  Second Bearing 
           322  Opening 
           400  Position Adjusting Arrangement 
           402  Seat 
           404  Position Locking Arrangement 
           406  Variable Length Link 
           408  First End 
           410  Second End 
           412  Link Locking Arrangement 
           414  Biasing Arrangement 
           416  First End 
           418  Second End 
           420  Pivot Point 
           422  Second Pivot Point 
           424  Hub Locking Arrangement 
           426  First Link 
           428  Second Link 
           430  Pivot Point 
           432  Slidable Track 
           500  Rear Suspension Adjusting Arrangement 
           502  Vehicle 
           504  Frame 
           506  Suspended Rear Drive Wheel 
           508  Suspension System 
           510  Configuration adjusting Arrangement 
           512  Activation Arrangement 
           514  Crank Set Assembly 
           516  Crank Set Rotational Axis 
           518  Rear Wheel Axis 
           520  Pivoting Member 
           522  Pivoting Member Rotational Axis 
           524  Suspension Pivot Point 
           526  Dampening Arrangement 
           528  Sensor Arrangement 
           530  Front Wheel 
           600  Signal Arrangement 
           602  Signal Element 
           604   a - c  Lighted Arrow 
           606  Controller 
           608  Additional Lighted Element 
           610  Lighted Arrow 
           612  Lighted Arrow 
           700  Bicycle Seat 
           702  Saddle 
           704  Nose Portion 
           706  Seat Mount 
           708  First End 
           710  Second End 
           712  Biasing Arrangement 
           714  Frame 
           716  Seat Post 
           800  Collision Impact Reduction System 
           802  Vehicle 
           804  Suspended Passenger Compartment 
           806  First Shock Absorbing Mount 
           808  Second Shock Absorbing Mount 
           810  Guide Track 
           812  Longitudinal Direction 
           814  Linear Bearing 
           816  Additional Shock Absorbing Mount 
           818  Passenger Safety Frame 
           820  Crumple Zone Structure 
           822  Vehicle Body 
           824  Roll Bar 
           826  Steering System 
           828  Steering Wheel 
           830  Telescopic Section 
           900  Vehicle