IE20100082A1 - A connected suspension arrangement for two-wheeled vehicles, namely bicycles and motorcycles. - Google Patents

Abstract

A front linkage suspension system comprising of pivoted members has at least one means of dampening/springing attached that is interposed to attach to a member of the rear suspension, and, a rear suspension system has at least one pivoted member with at least one means of dampening/springing attached that is interposed to attach to a member of the front suspension. Interposed units will attach at substantially levered distances and at acute angles in respect to the pivot points of the members they control, and further attach in a direct manner to members of the opposing suspension systems at reduced levered distances and at obtuse angles in respect of the pivot points thereof. This arrangement provides more ideal suspension settings for cornering braking and straight-line travelling, and, reduces pitching motion in the vehicle body when travelling.

Description

The invention disclosed herein is generally related to single-track two-wheeled vehicles. More particular, the present invention relates to a connected suspension 10 arrangement for the front and rear wheel suspension systems of two-wheeled vehicles, namely bicycles and motorcycles. ’ 55’ >o< Background to the invention.

Modem bicycles and motorcycles with front suspension systems are universally equipped with a fork type system. The conventional telescopic fork design suffers from certain disadvantages which have long been recognised but have never been completely overcome. For example, there is a well known tendency for the vehicle to ‘dive’, or pitch forward and downward, during hard braking of the front wheel. This tendency has been partially but not adequately mitigated by the advent in recent years of complex anti-dive mechanisms, some of which operate essentially by increasing the compression pressure in the fork tube shock absorbers during braking of the front wheel. Other designs of anti-dive mechanisms include mechanically levered systems which have brake calliper attachment plus further connection to a position relative to the body whereby utilising torque on the calliper/s, generated from the slowing process of the front wheel, to resist compression of the front suspension.

Rear suspension on modem bicycles and motorcycles is generally provided by a pivoted fork or arm with a shock absorber or shock absorbers attached, alternatively, the shock absorber is attached to a mechanical linkage system relative to the said fork or arm, where, in general, forces are directed towards the outward end of the shock absorber/s at its/their attachment point/s on the frame, but suspension motion is only partially absorbed with such systems which invariably causes an undesirable pitching motion in the vehicle frame/body. This response, and that experienced by the front IE 1 0 0 0 8 2 suspension telescopic forks, is in effect due to the large polar motion of inertia that results from absorbing road shocks at a point far from the centre of gravity. This is particularly so during acceleration where there is tendency for the rear suspension to compress and stiffen as weight is transferred rearward removing it from the front suspension, which may result in an unsafe condition where shock loads can have the ability to lift the front wheel off of the road surface. Further, during front wheel braking weight is transferred from the rear suspension system onto the front suspension system where there is a tendency for the rear suspension to suddenly extend with little weight upon it thus decreasing the rear suspension’s ability to absorb road shocks. Under hard front wheel braking, this can lead to the rear wheel breaking contact with the road surface to the detriment of road holding.

In conventional bicycle and motorcycle design both front and rear suspension systems will have means of dampening and springing with fixed positions, which will operate independently of each other with static dampening settings, therefore cannot adjust for the various dynamic conditions experience such as the aforementioned diving of the front suspension or extension of the rear suspension during front wheel braking. Nor can they alter their dampening settings for cornering in comparison to straight-line travelling. During cornering centrifugal and related forces act to compress the suspension which leads to a stiffening of both front and rear suspension action when it would be desirable to lighten the action of the compressed suspension because suspension loads are directed in a purely vertical plane but suspension travel is now angled away from vertical therefore creating lateral resistance to suspension travel. Further, with cornering forces acting to compress the suspension in conjunction with the vehicle being leant over from vertical leading to reduced ground clearance when it may be desirable to have an excess of ground clearance, consequently cycle components may have to be positioned higher on the vehicle than would be ideal for performance considerations.

As a general design principle, it is desirable that weight and road loads be transmitted in the simplest and shortest possible manner in order to minimise the weight of the structures which must transmit and bear these loads. It is desirable to have suspension geometry or dampening settings that can alter to more ideal for differing dynamic conditions experienced such as braking and cornering. It is also desirable that weight IE 1 0 0082 3 and road loads are not transmitted directly to the frame/body of the vehicle so to reduce the impact on, and also to reduce pitching motion experienced with the frame/body. It can be desirable to have excess ground clearance for the vehicle body, particularly so during cornering. Further, it is also desirable to have as few moving components in a suspension system as possible, so to reduce complication, manufacturing costs, and also to reduce the inertia associated with suspension action.

Accordingly, it is the object and purpose of the present invention to provide improved suspension action for both front and rear wheels of the two-wheeled vehicle and to reduce pitching motion in the vehicle body.

In this regard, it is a more specific objective of this invention to provide in a twowheeled vehicle a suspension system that transfers a limited amount of weight motion and shock loads in a direct path from one suspension system onto the other to the benefit of reduced pitching motion of the vehicle body.

It is another objective of this invention to provide in a two-wheeled vehicle a suspension system with as few moving components as possible so to reduce manufacturing costs thereof and enhance performance thereof.

It is another objective of this invention to provide in a two-wheeled vehicle stiffer front wheel suspension action and lighter rear wheel suspension action when front wheel braking force is applied.

It is another of objective of this invention to provide in a two-wheeled vehicle lighter suspension action during cornering in comparison to straight-line travelling, and adequate ground clearance for the vehicle body during cornering.

It is another objective of this invention to provide in a two-wheeled vehicle means of counteracting the disruptive effect springing mechanisms, when used in suspension control, can have on the action of the suspension systems.

It is yet another objective of the invention to provide in a two-wheeled vehicle lighter body construction.

IE 1 0 0 0 8 2 Summary of the invention.

The foregoing and other objects are attained in the present invention, where the twowheeled vehicle has a structural body; a linkage front wheel suspension system comprising of pivoted structural members with a means of dampening and/or springing controlling front wheel suspension action; a rear wheel suspension system comprising of a pivoted fork/s and/or arm/s with a means of dampening and/or springing controlling rear wheel suspension action; and, front and rear shock absorbing units interposed between members of the front and rear suspension systems where they are set at acute angles to the member of the suspension system they control and are set at obtuse angles in respect to the member of the other suspension system they are interposed to.

Detailed description of the invention.

A front wheel suspension system will comprise of various structural pivoted members for both steering and suspension of which at least one control arm will have a pivot point on the structural body of the two-wheeled vehicle having an axis of rotation extending transversely in respect to the longitudinal plane of the said control arm and extending forward of its pivot point to attach to other suspension/steering member/s. At least one control arm will hinge for substantially vertical swinging motion at its outward end. At least one means of dampening and/or springing in control of front wheel suspension action will have an attachment with a control arm which hinges with the vehicle body, and, at least one rear wheel suspension means of dampening and/or springing which is interposed between members of the rear and front suspension systems will have an attachment with a front wheel suspension system control arm which hinges with the said vehicle body. Alternatively, a pivoted mechanical linkage system, which has at least one hinged pivot point on the said vehicle body where at least one pivoted member will connect to and be controlled by a control arm of the front wheel suspension system, will have at least one means of dampening and/or springing attached in control of front wheel suspension action, and/or, at least one interposed rear wheel suspension means of dampening and/or springing will have attachment to a pivoted member of a mechanical linkage system which has at least one hinged pivot point on the vehicle body where at least one IE 1 0 0 0 8 2 pivoted member will connect to and be controlled by a control arm of the front wheel suspension system. Further, front and rear dampening and/or springing unit/s may connect with pivoted member/s of the mechanical linkage system/s which hinge with the vehicle body or may connect with pivoted member/s of the mechanical linkage system/s which only hinge with other member/s of the mechanical linkage system/s and/or pivoted structural member/s. Said pivoted mechanical linkage systems may or may not be the same for the attachment of both front and rear dampening and/or springing units. Said pivoted suspension members, which have dampening and/or springing units attached that are interposed, will not have a direct connection with the front wheel.

At least one dampening and/or springing unit in control of front wheel suspension action will attach at a substantially levered distance from the pivot point of a front wheel suspension member and will be set at an acute angle in respect to the pivot point thereof when the suspension system is not loaded, and will further attach in a direct manner to a rear wheel suspension fork or arm, or to a pivoted member of a mechanical linkage system connected to and controlled by a rear wheel suspension fork or arm, located at an area closer to and set at an obtuse angle in respect to the pivot point of the rear wheel suspension member of attachment when this suspension system is not loaded. This acute angle will he determined by a line along the dampening and/or springing unit from the attachment point on a member of the rear wheel suspension system to the attachment point on the member of the front wheel suspension system it controls where this will be considered the vertex of the angle in respect to another line from here to the pivot point of this front wheel suspension member, where this acute angle will be determined by the inner segment of said lines, and, the obtuse angle will be determined by the same line along the said dampening and/or springing unit and where it attaches at a point on a member of the rear wheel suspension system will be considered the vertex of the said obtuse angle in respect to yet another line from here to the pivot point of this rear wheel suspension member, where this obtuse angle will be determined by the inner segment of said lines.

A rear wheel suspension system will comprise of at least one fork or arm, or a combination of which, where at least one member hinges at a pivot point with the said structural body of the two-wheeled vehicle having an axis of rotation extending IE 1 0 00 82 transversely in respect to the longitudinal plane of the said member and extending rearward from its pivot point to a position to receive the rear wheel axle, or connect with another member which is positioned to receive the rear wheel axle. At least one said fork or arm will hinge for substantially vertical swinging motion at its outward end. At least one means of dampening and/or springing in control of rear wheel suspension action will have an attachment with at least one fork or arm which hinges with the vehicle body, and, at least one front wheel suspension means of dampening and/or springing which is interposed between members of the front and rear suspension systems will have an attachment with at least one rear wheel suspension system fork or arm which hinges with the vehicle body. Alternatively, a pivoted mechanical linkage system, which has at least one hinged pivot point on the vehicle body where at least one pivoted member will connect to and be controlled by the said rear wheel suspension system fork/s and/or arm/s, will have at least one means of dampening and/or springing attached in control of rear wheel suspension action, and/or, at least one interposed front wheel suspension means of dampening and/or springing will have attachment to a pivoted member of a mechanical linkage system which has at least one hinged pivot point on the vehicle body where at least one pivoted member will connect to and be controlled by the rear wheel suspension fork/s and/or arm/s. Further, front and rear dampening and/or springing unit/s may connect with pivoted member/s of the mechanical linkage system/s which hinge with the vehicle body or may connect with pivoted member/s of the mechanical linkage system/s which only hinge with other member/s of the mechanical linkage system/s and/or other pivoted structural member/s. Said pivoted mechanical linkage systems may or may not be the same for the attachment of both front and rear dampening and/or springing units. Said pivoted suspension members, which have dampening and/or springing units attached that are interposed, may or may not have a direct connection with the rear wheel.

At least one dampening and/or springing unit in control of rear wheel suspension action will attach at a substantially levered distance from the pivot point of a rear wheel suspension member and will be set at an acute angle in respect to the pivot point thereof when the suspension system is not loaded, and will iurther attach in a direct manner to a front wheel suspension control arm, or to a pivoted member of a mechanical linkage system connected to and controlled by a control arm of the front IE 10 00 82 Ί wheel suspension system, located at an area closer to and set at an obtuse angle in respect to the pivot point of the front wheel suspension member of attachment when this suspension system is not loaded. This acute angle will be determined by a line along the dampening and/or springing unit from the attachment point on a member of the front wheel suspension system to the attachment point on the member of the rear wheel suspension system it controls where this will be considered the vertex of the angle in respect to another line from here to the pivot point of this rear wheel suspension member, where this acute angle will be determined by the inner segment of said lines, and, the obtuse angle will be determined by the same line along the said dampening and/or springing unit and where it attaches at a point on a member of the front wheel suspension system will be considered the vertex of the said obtuse angle in respect to yet another line from here to the pivot point of this front wheel suspension member, where this obtuse angle will be determined by the inner segment of said lines.

When a dampening and/or springing unit attaches to a pivoted member of a mechanical linkage system, relative to a controlling suspension system, which does not hinge with the vehicle body but hinges with both a structural member and with another member of the mechanical linkage system where both of these members hinge at pivot points with the vehicle body, or the pivoted member of a mechanical linkage with dampening and/or springing unit attachment hinges with two structural suspension members which both hinge at pivot points with the vehicle body, or the pivoted member of a mechanical linkage system with dampening and/or springing unit attachment hinges with two other pivoted members of the mechanical linkage system which both hinge at pivot points with the vehicle body, of the said pivot points on the vehicle body the closest one to the main body of the dampening and/or springing unit will be considered where a line of the said acute angle is determined from with the attachment point of the dampening and/or springing unit being considered the vertex of this said acute angle. Further, when a dampening and/or springing unit is interposed from a controlling member of a suspension system to attach to a pivoted member of a mechanical linkage system of the other suspension system that does not hinge with the vehicle body but hinges with both a structural suspension member and with another member of the mechanical linkage system where both of these members hinge at pivot points with the vehicle body, or the IS 10 00 82 8 pivoted member of a mechanical linkage with dampening and/or springing unit attachment hinges with two structural suspension members which both hinge at pivot points with the vehicle body, or the pivoted member of a mechanical linkage system with dampening and/or springing unit attachment hinges with two other pivoted members of the mechanical linkage system which both hinge at pivot points with the vehicle body, of the said pivot points on the vehicle body the one furthest from the main body of the dampening and/or springing unit will be considered where a line of the said obtuse angle is determined from with the attachment point of the dampening and/or springing unit being considered the vertex of this said obtuse angle. For both acute and obtuse angles determined with pivoted members which do not have pivot points on the vehicle body such angles will be determined when the respective suspension systems are not loaded.

At least one dampening and/or springing unit of the front wheel suspension system in control of front wheel suspension action interposed to attach to a member of the rear wheel suspension system will operate in a linear manner and in compression mode, and, at least one dampening and/or springing unit of the rear wheel suspension system in control of rear wheel suspension action interposed to attach to a member of the front wheel suspension system will operated in a linear manner and in compression mode. Suspension dampening and/or springing units interposed between front and rear suspension members will have attachment allowing ample free pivotal motion of the units. Such pivotal motion at the attachment point can result from bearings bushings means of universal movement or any other means which allow the dampening and/or springing units free rotational motion with an axis of rotation extending transversely in respect to the longitudinal plane of the vehicle.

Means of dampening/springing for both front and rear wheel suspension systems can operate mechanically or electronically, or a combination of which, where dampening and/or spring force and/or resistance can be provided by mechanical pneumatic hydraulic electronic or magnetic devices, or by any other means which can operate in compression, or by a combination of which.

In this detailed arrangement, weight load and motion will be transferred from one suspension system onto the opposing, front to rear, and also, rear to front, by means of IE 10 on suspension dampening and/or springing units that are interposed between influential members with attachment at substantially levered distances and opposing members of reduced dynamic influence with attachment at reduced levered distances to effect reduced pitching motion in the vehicle body when travelling over uneven surface or during changes of velocity with the travelling vehicle or any other circumstances to initiate motion of the suspension system/s. When suspension motion is experienced, this connected suspension arrangement can transfer a limited amount of weight load and motion onto the opposing suspension system thereby affecting both suspension systems when only one wheel has experienced an obstacle or dynamic change to initiate motion of that suspension system. In circumstances acting to compress either the front or rear suspension both suspension systems are so configured to act in unison to effect a marginal lifting of the centre of gravity of the vehicle body thereby exert greater influence on the interposed dampening and/or springing units so to have a more efficient reaction to any suspension motion, such allows the body to remain more stable with less rocking motion than would otherwise be obtained when suspension dampening and/or springing units are not connected to the opposing suspension system. User comfort and road holding ability will thus be enhanced by a reduction of pitching motion in the body ofthe two-wheeled vehicle.

When the front wheel suspension system compresses during front wheel braking, such compression will alter the position of the outward attachment point/s of the interposed rear wheel suspension dampening and/or springing unit/s displacing it/them to a more acute angle/s thereby increasing the leverage ratio of the rear wheel suspension geometry thus effecting a lightening of rear wheel suspension action. Such compression of the front wheel suspension system will also have the outward attachment point/s of the interposed rear wheel suspension dampening and/or springing unit/s displaced closer to its/their attachment point/s on the member/s of the rear wheel suspension system thereby effecting an extension of the rear wheel suspension system which again further increases the acuteness of the angle to which the dampening and/or springing unit/s is/are orientated to further affect a lightening of rear wheel suspension action, and, this extension of the rear wheel suspension system will in effect alter the position of the outward attachment point/s of the interposed front wheel suspension system dampening and/or springing unit/s displacing it/them to an angle/s closer to perpendicular thereby decreasing the leverage ratio of the front IE 1 0 0 0 8 2 wheel suspension geometry thus effecting a stiffening of front wheel suspension action. All of which counteracts weight transfer experienced during front wheel braking, and will provide more ideal suspension settings both front and rear during this dynamic condition to the benefit of braking performance and road holding ability.

To the benefit of road holding, directly connected suspension will also provide a lightening of suspension action during cornering of the vehicle which cannot be achieved with suspension shock absorbing units that operate independently of each other with fixed positions and static dampening settings. With cornering forces acting to compress both suspension systems, such compression acts to orientate both controlling front and rear dampening and/or springing units that are interposed to more acute angles due to their outward attachment points on the opposing suspension members being displaced closer to the attachment points [the afore mentioned vertexes of the said acute angles] on controlling members and also closer to the pivot points on the vehicle body of the controlling members where lines of said acute angles are determined from. Further, due to both compressed suspension systems acting to extend the opposing suspension system as the dampening and/or springing units’ attachment points are displaced closer to the attachment points on the opposing suspension systems such counteraction will give less overall compression of the vehicle body during cornering to the benefit of increased ground clearance when cornering.

When springing methods are utilised in the control of suspension action, opposing spring and/or dampening resistance and/or force can be at a different frequency thereby effective dampen spring oscillations to the benefit of suspension action. In doing so what is commonly referred to as ‘bounce’, associated with suspension motion, will be reduced.

With the outward ends of the controlling suspension shock absorbing units now attaching directly onto pivoted members of the opposing suspension systems the vehicle body or frame can now be made of lighter construction than could be achieved when the outward end/s of the shock absorbing unit/s are fixed directly onto the bicycle or motorcycle body/frame.

IE 1 0 0 0 8 2 Summary of the drawings.

The following drawings are solely to illustrate different embodiments of the invention, in particular where the lines of acute and obtuse angles are determined from, where components and mechanisms may not in any way be deemed accurate in detail or likeness.

Drawings.

Figi. Is a side view of a directly connected suspension system arrangement where the interposed shock absorbing units share the same members for both controlling and interposed attachment. First suspension member (2) with pivot point (4) on the vehicle body and first shock absorbing unit (3) with attachment point (11) at a levered distance. Second suspension member (5) with pivot point (7) on the vehicle body and second shock absorbing unit (6) with attachment point (16) at a levered distance. First shock absorbing unit is interposed to attach to the member of the second suspension system at attachment point (12). Second shock absorbing unit is interposed to attach to the member of the first suspension system at attachment point (17). The acute angle of the first shock absorbing unit is determined by a line (8) of the shock absorbing unit and a line (9) from the attachment point (11) on the member to its pivot point (4). The vertex of said acute angle is said attachment point (11). The obtuse angle of the first shock absorbing unit is determined by the line (8) and with another line (10) from the shock absorbing unit’s outward attachment point (12) to the pivot point (7) of the member. The vertex of said obtuse angle is said attachment point (12). The acute angle of the second shock absorbing unit is determined by a line (13) of the shock absorbing unit and a line (14) from the attachment point (16) on the member to its pivot point (7). The vertex of the said acute angle is said attachment point (16). The obtuse angle ofthe second shock absorbing unit is determined by the line (13) and with another line (15) from the outward attachment point (17) to the pivot point (4) of the member. The vertex of the said obtuse angle is attachment point (17).

Fig 2. Is a side view of a directly connected suspension system arrangement where the interposed shock absorbing units have two different members of the first suspension system to control the first shock absorbing unit and receiving the interposed second IE 10 0 0 82 shock absorbing unit. First suspension members (18) with pivot points (20), (21) on the vehicle body and first shock absorbing unit (19) with attachment point (28) at a levered distance from the member’s pivot point (20). Second suspension member (22) with pivot point (24) on the vehicle body and second shock absorbing unit (23) with attachment point (33) at a levered distance. First shock absorbing unit is interposed to attach to the member of the second suspension system at attachment point (29).

Second shock absorbing unit is interposed to attach to a member of the first suspension system at attachment point (34). The acute angle of the first shock absorbing unit is determined by a line (25) of the shock absorbing unit and a line (26) from the attachment point (28) on the member to its pivot point (20). The vertex of said acute angle is said attachment point (28). The obtuse angle of the first shock absorbing unit is determined by the line (25) and with another line (27) from the shock absorbing unit’s outward attachment point (29) to the pivot point (24) of the member. The vertex of said obtuse angle is said attachment point (29). The acute angle of the second shock absorbing unit is determined by a line (30) of the shock absorbing unit and a line (31) from the attachment point (33) on the member to its pivot point (24). The vertex of said acute angle is said attachment point (33). The obtuse angle of the second shock absorbing unit is determined by the line (30) and with another line (32) from the shock absorbing unit’s outward attachment point (34) to the pivot point (21) of this member of the first suspension system. The vertex of said obtuse angle is said attachment point (34).

Fig 3. Is a side view of a directly connected suspension system arrangement where the interposed shock absorbing units attach and interpose to different suspension members. First suspension members (35) with pivot points (37), (38) on the vehicle body and first shock absorbing unit (36) with attachment point (46) at a levered distance from the member’s pivot point (37). Second suspension members (39) with pivot points (41), (42) on the vehicle body and second shock absorbing unit (40) with attachment point (51) at a levered distance from the member’s pivot point (41). First shock absorbing unit is interposed to attach to a member of the second suspension system at attachment point (47). Second shock absorbing unit is interposed to attach to a member of the first suspension system at attachment point (52).The acute angle of the first shock absorbing unit is determined by a line (43) of the shock absorbing unit and a line (44) from the attachment point (46) on this member to its pivot point (37).

IE 1 0 0 0 8 2 The vertex of said acute angle is said attachment point (46). The obtuse angle of the first shock absorbing unit is determined by the line (43) and with another line (45) from the shock absorbing unit’s outward attachment point (47) to the pivot point (42) of this member. The vertex of said obtuse angle is said attachment point (47). The acute angle of the second shock absorbing unit is determined by a line (48) of the shock absorbing unit and a line (49) from the attachment point (51) on the member to its pivot point (41). The vertex of said acute angle is said attachment point (51). The obtuse angle of the second shock absorbing unit is determined by the line (48) and with another line (50) from the shock absorbing unit’s outward attachment point (52) to the pivot point (38) of the member. The vertex of said obtuse angle is said attachment point (52).

Fig 4. Is a side view of a directly connected suspension system arrangement where the first shock absorbing unit attaches to a member of the first suspension system which does not pivot with the vehicle body and is interposed to attach to a member of the second suspension system which does not pivot with the vehicle body. First suspension members (53) with pivot points (55), (56) on the vehicle body and first shock absorbing unit (54) with attachment point (64) at a levered distance from pivot point (56). Second suspension members (57) with pivot points (59), (60) on the vehicle body and second shock absorbing unit (58) with attachment point (69) at a levered distance from the member’s pivot point (59). First shock absorbing unit is interposed to attach to a member of the second suspension system at attachment point (65). Second shock absorbing unit is interposed to attach to a member of the first suspension system at attachment point (70). The acute angle of the first shock absorbing unit is determined by a line (61) of the shock absorbing unit and a line (62) from the attachment point (64) on a member of the first suspension system to the nearest vehicle body pivot point, which is (56), of the members of the first suspension system. The vertex of said acute angle is said attachment point (64). The obtuse angle of the first shock absorbing unit is determined by the line (61) and with another line (63) from the shock absorbing unit’s outward attachment point (65) to the second nearest vehicle body pivot point, which is (59), of the members of the second suspension system. The vertex of said obtuse angle is said attachment point (65). The acute angle of the second shock absorbing unit is determined by a line (66) of the shock absorbing unit and a line (67) from the attachment point (69) on the member to IE 10 00 82 14 its pivot point (59). The vertex of said acute angle is said attachment point (69). The obtuse angle of the second shock absorbing unit is determined by the line (66) and with another line (68) from the shock absorbing unit’s outward attachment point (70) to the pivot point (55) of this member. The vertex of said obtuse angle is said attachment point (70).

Claims (18)

1. claims. JE 1 0 0 0 8 2 What is claimed is:

1. A connected suspension arrangement with dampening/springing units 5 interposed between pivoted members of the front and rear wheel suspension systems of a two-wheeled vehicle, comprising; a means of front wheel suspension having at least one pivoted suspension member hinge with the vehicle body, and at least one dampening/springing unit controlling front wheel suspension 10 action attached at a substantially levered and at an acute angle to at least one pivoted front wheel suspension member from the vehicle body pivot point thereof operating in a linear manner and in compression mode interposed to have further direct attachment to at least one pivoted member of the rear wheel means of suspension at a reduced levered distance and at an obtuse angle from 15 the vehicle body pivot point thereof; a means of rear wheel suspension having at least one pivoted suspension member hinge with the vehicle body, and at least one dampening/springing unit controlling rear wheel suspension action attached at a substantially levered distance and at an acute angle to at 20 least one pivoted rear wheel suspension member from the vehicle body pivot point thereof operating in a linear manner and in compression mode interposed to have further direct attachment to at least one pivoted member of the front wheel means of suspension at a reduced levered distance and at an obtuse angle from the vehicle body pivot point thereof.

2. A connected suspension arrangement of a two-wheeled vehicle as claimed in claim 1 including, attachment of at least one dampening/springing unit to a pivoted member of the front wheel means of suspension, to control suspension action, which hinges with said vehicle body, interposed to have further 30 attachment to a pivoted suspension member of the rear wheel means of suspension. IE 1 0 0 0 8 2

3. A connected suspension arrangement of a two-wheeled vehicle as claimed in claim 1 including, attachment of at least one dampening/springing unit to a pivoted member of the front wheel means of suspension, to control suspension action, which does no hinge with said vehicle body, interposed to have further 5 attachment to a pivoted member of the rear wheel means of suspension.

4. A connected suspension arrangement of a two-wheeled vehicle as claimed in claim 1 including, attachment of at least one dampening/springing unit to a pivoted member of the rear wheel means of suspension, to control suspension 10 action, which hinges with said vehicle body, interposed to have further attachment to a pivoted member of the front wheel means of suspension.

5. A connected suspension arrangement of a two-wheeled vehicle as claimed in claim 1 including, attachment of at least one dampening/springing unit to a 15 pivoted member of the rear wheel means of suspension, to control suspension action, which does not hinge with said vehicle body, interposed to have further attachment to a pivoted member of the front wheel means of suspension.

6. A connected suspension arrangement of a two-wheeled vehicle as claimed in 20 claims 1,2 and 3 including, attachment of at least one dampening/springing unit to a pivoted member in control of front wheel suspension action interposed to have further attachment to a pivoted member of the rear wheel means of suspension which hinges with said vehicle body. 25

7. A connected suspension arrangement of a two-wheeled vehicle as claimed in claims 1,2 and 3 including, attachment of at least one dampening/springing unit to a pivoted member in control of front wheel suspension action interposed to have further attachment to a pivoted member of the rear wheel means of suspension which does not hinge with said vehicle body.

8. A connected suspension arrangement of a two-wheeled vehicle as claimed in claims 1,4 and 5 including, attachment of at least one dampening/springing unit to a pivoted member in control of rear wheel suspension action interposed IE 10 0 0 82 to have further attachment to a pivoted member of the front wheel means of suspension which hinges with said vehicle body.

9. A connected suspension arrangement of a two-wheeled vehicle as claimed in 5 claims 1,4 and 5 including, attachment of at least one dampening/springing unit to a pivoted member in control of rear wheel suspension action interposed to have further attachment to a pivoted member of the front wheel means of suspension which does not hinge with said vehicle body.

10. 10. In a two-wheeled vehicle having a connected suspension arrangement, comprising; a body, a means of front wheel suspension comprising of at least one control arm pivoting with said vehicle body having at least one dampening/springing unit 15 attached in control of suspension action interposed to have further attachment in a direct manner to a pivoted member of the rear wheel means of suspension, and, a means of rear wheel suspension comprising of at least one arm or fork pivoting with said vehicle body having at least one dampening/springing unit attached in control of suspension action interposed to have further attachment 20 in a direct manner to a pivoted member of the front wheel means of suspension, where said dampening/springing unit in control of front wheel suspension action attaches at a substantial levered distance and at an acute angle to a pivoted member of the front wheel means of suspension from the vehicle body 25 pivot point thereof operating in a linear manner and in compression mode interposed to attach at a reduced levered distance and at an obtuse angle to a pivoted member of the rear wheel means of suspension from the vehicle body pivot point thereof, and, where said dampening/springing unit in control of rear wheel suspension 30 action attaches at a substantial levered distance and at an acute angle to a pivoted member of the rear wheel means of suspension from the vehicle body pivot point thereof operating in a linear manner and in compression mode interposed to attach at a reduced levered distance and at an obtuse angle to a IE 10 0 0 82 pivoted member of the front wheel means of suspension from the vehicle body pivot point thereof.

11. In a two-wheeled vehicle as claimed in claim 10 including, attachment of at least one dampening/springing unit to a pivoted member of the front wheel means of suspension, in control of suspension action, which hinges with said vehicle body interposed to have further attachment to a pivoted member of the rear wheel means of suspension.

12. In a two-wheeled vehicle as claimed in claim 10 including, attachment of at least one dampening/springing unit to a pivoted member of the front wheel means of suspension, in control of suspension action, which does not hinge with said vehicle body interposed to have further attachment to a pivoted member of the rear wheel means of suspension.

13. In a two-wheeled vehicle as claimed in claim 10 including, attachment of at least one dampening/springing unit to a pivoted member of the rear wheel means of suspension, in control of suspension action, which hinges with said vehicle body interposed to have further attachment to a pivoted member of the front wheel means of suspension.

14. In a two-wheeled vehicle as claimed in claim 10 including, attachment of at least one dampening/springing unit to a pivoted member of the rear wheel means of suspension, in control of suspension action, which does not hinge with said vehicle body interposed to have further attachment to a pivoted member of the front wheel means of suspension.

15. In a two-wheeled vehicle as claimed in claims 10, 11 and 12 including, attachment of at least one dampening/springing unit to a pivoted member in control of front wheel suspension action interposed to have further attachment to a pivoted member of the rear wheel means of suspension which hinges with said vehicle body. IE 1 0 00 82

16. In a two-wheeled vehicle as claimed in claims 10,11 and 12 including, attachment of at least one dampening/springing unit to a pivoted member in control of front wheel suspension action interposed to have further attachment to a pivoted member of the rear wheel means of suspension which does not 5 hinge with said vehicle body.

17. In a two-wheeled vehicle as claimed in claims 10,13 and 14 including, attachment of at least one dampening/springing unit to a pivoted member in control of rear wheel suspension action interposed to have farther attachment 10 to a pivoted member of the front wheel means of suspension which hinges with said vehicle body.

18. In a two-wheeled vehicle as claimed in claims 10,13 and 14 including, attachment of at least one dampening/springing unit to a pivoted member in 15 control of rear wheel suspension action interposed to have further attachment to a pivoted member of the front wheel means of suspension which does not hinge with said vehicle body.