Dw-Link v. Giant Bicycle Et. Al.

1 Arur Beeman (SBN 237996)
arthur.beemanasmdenton.com 2 SNR DENTON'US LLP

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5 Alan M. Anderson (Pro Hac Vice Pending)

6 Aaron. C.l'yquist (Pro Hac Vice Pending)
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10
Attorneys for Plaintiff 11 dw-link Incorporated

12
13
UNITED STATES DISTRICT COURT

CENTRAL DISTRICT OF CALIFORNIA
14
15
. CV 1 8 .. '0 08 0 1 ':, PA
dw-link Incorporated,
Case No.
SPx
16
17.
Plaintiff
v.
COMPLAIT FOR:
(1) PATENT INFRNGEMENT
(2) BREACH OF CONTRACT
18
19
20
21
Manufacturing Co., Ltd.,
Giant Bicycle, Inc., and Giant

Defendants.
(3) UNJUST ENRICHMNT
DEMAND FO~R~. AL
22
23
Y X
24
25
26
27
28
Complaint
1 Plaintiff dw-link Incorporated ("dw-link"), for its Complaint against

2 Defendants.Giant Bicycle, Inc. "(Giant-USA") and Giant Manufacturing Co., Ltd.
3 ("Giant-Taiwan"), alleges and states as follows:
4 JURISDICTION AND VENUE

5 1. This Court has jurisdiction over this action pursuant to 28 D.S.C.
6 133l and 1338 in that this is an action for patent infringement in violation of
the
7 patent laws of
the United States, 35 D.S.C. l, et seq., as hereinafter more fully
8 appears. This Court also has jurisdiction over this action pursuant to 28 U.S.C.
9 1332 in that the parties are citizens of different states and of a foreign state and the
10 amount in controversy exceeds the sum of $75,000.00 exclusive of
interest and
11 costs as hereinafter more fully appears. This Court further has supplemental
12 jurisdiction over certain claims asserted in this action pursuant to 28 D.S.C. 1367.
13 2. Venue is proper in this Court pursuant to 28 U.S.C. 1391 and 1400,
14 in that Giant-USA and Giant-Taiwan reside in this judicial district and/or have
15 committed acts of infringement in this judicial district.
16 PARTIES
20 with its principle place of
17 3. dw-link is a Massachusetts corporation with its principle place of

18 business located at 11 Boldt Farms Road, Edgartown, MA 02539.
19 4. Upon information and belief, Giant-USA is a Virginia corporation
business located at 3587 Old Conejo Road, Newbury
21 Park, CA 91320.
22 5. Upon information and belief, Giant-Taiwan is a foreign corporation
23 with its principle place of
business located at No. 19, Shun-Farn Road, Tachia,
24 Taichung, Taiwan 43774 R.O.C.
25 6. Upon information and belief, Giant-USA is a wholly-owned
26 subsidiary, either directly or indirectly, of Giant-Taiwan. Upon information and

27 belief, Giant-Taiwan is the largest manufacturer of
bicycles in the world.

-2-
28
Complaint
1 FACTS
2 7. In 2003 David Weagle ("Weagle") filed a patent application on a new
3 and innovative bicycle suspension system. His patent application was duly and
4 validly issued by the Unites States Patent and Trademark Office on May 23,2006,
5 as U.S. Patent No. 7,048,292 B2 ("the '292 Patent"). A true and correct copy of
the
6 '292 Patent is attached as Exhibit A. The '292 Patent has been properly and legally
7 assigned to dw-link.
8 8. In 2004, Weagle filed a continuation-in-part patent application based

9 upon the original filing of
the '292 Patent. This continuation-in-part application
10 was duly and validly issued by the United States Patent and Trademark Office on
11 October 31,2006, as U.S. Patent No. 7,128,329 B2. This patent has been properly
12 and legally assigned to dw-link.
13 9. On July 27,2007, dw-link filed a request for reexamination of
U.S.
14 Patent No. 7,128,329 B2. On October 14,2008, the United States Patent Office
15 confirmed the patentability of
the inventions disclosed in U.S. Patent No. 7,128,329
16 B2 and issued Ex Parte Reexamination Certificate No. 7,128,329 CL ("the '329

17 Patent"). A true and correct copy of
the '329 Patent, as originally issued and
18 including the reexamination certificate, is attached as Exhibit B.

19 10. On September 22, 2006, Weagle filed a division of
the application
20 which issued as the '329 Patent. Thisdivisional applcation was duly and validly
21 issued by the United States Patent Office on November 9,2010, as U.S. Patent No.
22 7,828,314 B2 ("the '314 Patent"). A true and correct copy of
the '314 Patent is
23 attached as Exhibit C. The '314 Patent has been properly and legally assigned to
24 dw-link.
25 11. The '292 Patent, '329 Patent, and '314 Patent (collectively, "the dw26 link Patents") have been recognized throughout the bicycle industry as innovative,
27 ground-breaking, and significant advancements n bicycle suspension technology.
28
-3Complaint
1 The dw-link Patents have been licensed to, and are lawfully practiced by, numerous
2 companies around the world.
3 12. dw-link has complied with, and ensured compliance by its licensees
4 with, the patent marking requirements of the United States patent laws as required
5 by 35 U.S.C. 287.
6 13. In July 2004, Weagle attended the H3 Publications Symposium in

7 Whistler, British Columbia, Canada. He had at the Symposium a prototype of his
8 new, patent pending, bicycle suspension system.
9 14. At the Symposium, Weagle spoke with Jeff
Menown and Dennis Lane
10 of
Giant-USA and explained his dw-link bicycle suspension system to them.
11 Weagle also advised them that the dw-link bicycle suspension system was patent
12 pending world-wide. Menown and Lane discussed Giant's pre-existing suspension

13 system and their belief that the pre-existing design needed to be changed for
14 production due to likely infringement of another entity's patents.
15 15. Thereafter, Giant-Taiwan and Giant-USA changed their pre-existing
16 bicycle suspension system to be essentially a copy of
the patent-pending dw-link
17 bicycle suspension system.

18 16. In 2005, Giant-USA and Giant-Taiwan launched their revised design.
19 as the "Maestro" suspension system on nearly all of their bicycles. The bicycle 20 models manufactured and sold by Giant-USA and Giant-Taiwan in the United
21 States which include their "Maestro" suspension system include, but are not limited
22 to, the Anthem, Trance, Trance X, Reign, Reign X, Anthem X 29, Trance X 29,
23 Faith, and Glory product models and submodels of
those models, such as Anthem
24 Advanced, Anthem 0, Trance Advanced, and Reign XI.

25 17. Giant-Taiwan manufactures, exports, and ships bicycles utilizing the
26 "Maestro" suspension system to Giant-USA. Giant-USA imports bicycles utilizing
27 the "Maestro" suspension system into the United States and then distributes, offers
28 to sell, and sells them throughout the United States. - 4Complaint
1 18. On February 7,2007, dw-link sent a letter to Giant-USA notifying
2 Giant-USA, inter alia, that all bicycles which utilized their "Maestro" suspension
3 system infringed all claims of
the '329 Patent.
4 19. On May 4,2007, Weagle and counsel for Giant-USA had a telephone
5 conversation in which Giant-USA's counsel verified that Giant-USA was interested
6 in "entering into a business arrangement with dw-link that may include Giant
7 acquiring certain rights in dw-link's patent portfolio," which included at that time
8 the dw-link Patents and their foreign equivalents.
9 20. On June 1,2007, counsel for Giant-USA confirmed that Giant-USA

10 was interested in acquiring the dw-link Patents and/or at a minimum a
license under
11 the '329 Patent.

12 21. On or about June 21,2007, Giant-USA communicated an offer to
13 purchase the '329 Patent from dw-link.

14 22. dw-link found the offer from Giant-USA to be inadequate.
15 Accordingly, on June 21,2007, dw-link reminded Giant-USA that it was infringing

16 at least the '329 Patent and that Giant-USA needed to cease all infringing activities
17 or acquire rights to permit it to lawfully practice the inventions disclosed in at least
18 the '329 Patent.

19 23. In an emaIl dated October 30,2007, counsel for Giant-USA stated that,
20 "Giant remains interested in your patent portfolio."

21 24. In an email dated November 19,2007, counsel for Giant-USA advised
22 that it wished to await the results of the reexamination of
the '329 Patent, which
23 had been filed several months earlier. Counsel for Giant USA reaffirmed, however,
24 that, "Giant is interested in the '329 Patent if it survives re-exam. Remember that
25 you previously asserted that Giant infringed the '329 Patent."
26 25. On November 20,2007, dw-link sent an offer to license the '329

27 Patent to Giant-USA on certain terms and conditions.
28 26. On November 27,2007, counsel for Giant-USA responded by email
-5Complaint
1 stating that, "Giant believes that it would be best to wait until the results of the Re2 examination proceeding in order to enter into a license agreement for the '329
3 Patent."
4 27. Throughout the communications between dw-link and Giant-USA in

5 2007 and thereafter, Giant-USA never denied its infringement of
the '329 Patent.
6 28. The reexamination certificate of
the '329 Patent, confirming its the '329 Patent and did not change
7 validity, did not materially alter the claims of
8 the fact that Giant-USA and Giant-Taiwan's bicycles, which use the "Maestro"
9 suspension system, infringe the '329 Patent.

10 29. From 2007 until early 2009, Giant-USA's counsel continued to
11 negotiate with dw-link. Finally, on March 17, 2009, Weagle, of dw-link, met with
12 Owen Chang, Teddy Chang, and Patrick Wu of Giant-Taiwan for the purpose of
13 negotiating an agreement between dw-link and Giant-Taiwan. Giant-Taiwan
14 understood the infringement by its bicycles, which utilized the "Maestro"

15 suspension system, and indicated it would rather enter into an agreement with dwi 6 link.
17 30. Negotiations between dw-link and Giant-Taiwan continued throughout
18 2009 and 2010. At no time during these negotiations did Giant-Taiwan deny
19 infrngement of the dw-link Patents or challenge the validity of
the dw-link Patents.
20 31. On April
15, 2010, dw-link and Giant-Taiwan entered into a Non-
21 Disclosure and Restricted Use Agreement.

22 32. On April
18, 2010, dw-link and Giant-Taiwan entered into a Letter of
23 Intent regarding certain terms for an agreement between them.

24 33. Finally, as of
November 17,2010, dw-link and Giant-Taiwan entered
25 into a Joint Development Agreement ("the JDA").
26 34. Among other terms, pursuant to the JDA, dw-link agreed to work with
27 Giant-Taiwan to design a next generation mountain bike suspension system called
28 "G+ Technology."
- 6Complaint
I 35. Among other terms, pursuant to the JDA, the Non-Disclosure and
2 Restricted Use Agreement was nullified and a new non-disclosure and

3 confidentiality section within the JDA was substituted.
4 36. In exchange for dw-link's work in connection with the JDA, Giant-
5 Taiwan agreed, inter alia, to pay dw-link: (1) an initial payment upon execution of
6 the JDA in the amount ofUS$600,000.00; (2) a payment ofUS$400,000.00 upon
7 achievement of
the "fifth milestone" as set forth in the JDA; (3) all expenses and
8 costs incurred by dw-link in connection with the JDA; (4) royalties on future sales
9 of
bicycles utilizing the to-be-developed "G+ Technology"; and an advance royalty

each fiscal year during the
10 payment ofUS$30,000.00 for "the first three quarters of
11 Term of Agreement (the JDA)."

12 37. Following execution of
the JDA, Giant-Taiwan made the initial
13 payment ofUS$600,000.00.
14 38. After execution of
the JDA, dw-link began concentrated and
15 significant work with Giant-Taiwan to design the new "G+ Technology."

16 39. dw-link expended considerable time and effort in designing and testing
17 the new "G+ Technology." dw-link worked tirelessly to develop the new "G+
18 Technology." Such work, time and efforts considerably benefited Giant-Taiwan.

19 40. dw-link met and complied with all of
its obligations and requirements
20 under the JDA.
21 41. As dw-link's work under the JDA neared completion, however, it
22 became clear that Giant-Taiwan intended to refuse acceptance of the new "G+
23 Technology." Giant-Taiwan delayed payments of expenses and costs incurred by

24 dw-link pursuant to the terms of the JDA and failed to pay any of
the advance
25 royalty payments required under the JDA.
26 42. In early 2012, dw-link achieved the "fifth milestone" under the JDA,
27 thereby obligating Giant-Taiwan to pay dw-link US$400,000.00.
28 43. Giant-Taiwan, however, claimed that the "Fifth Milestone" had not
-7Complaint
1 been reached and refused to make the required US$400,000.00 payment to dw-link.
2 44. Giant-Taiwan and dw-'link thereafter engaged in months of discussions

3 to try to resolve the issue. Giant-Taiwan sought to re-write the JDA to add new
4 requirements for achievement of the "Fifth Milestone," including requirements
5 which would violate the laws of physics.

6 45. By letter dated October 16,2012, dw-link provided a notice of
various
7 breaches of
the JDA to Giant-USA and Giant-Taiwan. dw-link also reminded

their continuing infringement of
8 Giant-USA and Giant-Taiwan of
at least the '329
9 Patent and the need to resolve this continuing infrngement.

10 46. Giant-Taiwan thereafter responded in several
communications, inter
II alia, denying breaches of
the JDA. Neither Giant-USA nor Giant-Taiwan denied
12 their continuing infringement of at least the '329 Patent.
13 47. The JDA provides that it shall be governed by and construed under the
14 laws of the United States and the State of California. The JDA further provides that
15 any lawsuits to enforce it or that relate to it shall be brought only in courts in the
16 State of California.
17 COUNT I: INFRINGEMENT OF THE '329 PATENT 18 (A2ainst Giant-USA and Giant-Taiwan)

19 48. dw-link restates and realleges the allegations contained in paragraphs 1
20 through 47 and incorporates them by reference.

21 49. All bicycles manufactured, sold, shipped, exported to, and imported
22 into the United States by Giant-Taiwan and Giant-USA, which include or utilize the
23 "Maestro" bicycle suspension system, infringe at least claim 1 of
the '329 Patent.
24 50. Giant-USA and Giant-Taiwan have each acted with knowledge of
their
25 infringement of
the '329 Patent and acted with willful blindness to such acts of
26 infringement.
27 51. Giant-USA has thereby infringed at least claim 1 of
the '329 Patent in
28 violation of35 U.S.C. 271(a), (b), and (c).

-8Complaint
1 52. Giant-Taiwan has thereby infringed at least claim 1 of
the '329 Patent
2 in violation of35 U.S.C. 271(a), (b), and (c).
3 53. Giant-USA and Giant-Taiwan each have acted despite an objectively
4 high likelihood that their actions constituted infringement of a valid patent and this
5 objectively defined risk was either known or so obvious that it should have been
6 known to Giant-USA and Giant-Taiwan.

7 54. Giant-USA and Giant-Taiwan, and each of
them, therefore have
8 wilfully infringed the '329 Patent. dw-link therefore is entitled to an award of
9 enhanced damages and attorneys' fees pursuant to 35 U.S.C. 284 and 285.
10 55. As a result of Giant-USA's and Giant-Taiwan's infrngement of
the
11 '329 Patent, dw-link has suffered losses and damages, the precise amounts to be
12 determined at triaL. dw-link is entitled to an award of damages, but not less than a
13 reasonable royalty, to adequately compensate it for Giant-USA and Giant-Taiwan's
14 infringement of
the '329 Patent, plus pre- and post-judgment interest.
15 56. dw-link further is entitled to entry of an injunction enjoining Giant16 USA and Giant-Taiwan from continuing to infringe
the '329 Patent, in accordance
17 with 35 U.S.C. 283.
18 COUNT II: INFRINGEMENT OF THE '314 PATENT 19 (A2ainst Giant-USA and Giant-Taiwan)
20 57. dw-link restates and realleges the allegations contained
in paragraphs 1

22 58. All bicycles manufactured, sold, shipped, exported to, and imported
23 into the United States by Giant-Taiwan and Giant-USA, which include or utilize the
24 "Maestro" bicycle suspension system, infringe at least claim 1 of the' 314 Patent.
25 59. Giant-USA and Giant-Taiwan have each acted with knowledge of
their
26 infringement of
the '314 Patent and acted with wilful blindness to such acts of
27 infringement.
28 60. Giant-USA has thereby infringed at least claim 1 of
the '314 Patent in
- 9Complaint
1 violation of35 U.S.C. 271(a), (b), and (c).

2 61. Giant-Taiwan has thereby infringed at least claim 1 of
the '314 Patent
3 in violation of35 U.S.C. 271(a), (b), and (c).
4 62. Giant-USA and Giant-Taiwan each have acted despite an objectively

5 high likelihood that their actions constituted infringement of a valid
patent and this
6 objectively defined risk was either known or so obvious that it should have been
7 known to Giant-USA and Giant-Taiwan.

8 63. Giant-USA and Giant-Taiwan, and each of
them, therefore have
9 wilfully infrnged the' 314 Patent. dw-link therefore is entitled to an award of

10 enhanced damages and attorneys' fees pursuant to 35 U.S.C. 284 and 285.
11 64. As a result of Giant-USA's and Giant-Taiwan's infringement of
the
12 '314 Patent, dw-link has suffered losses and damages, the precise amounts to be
13 determined at triaL. dw-link is entitled to an award of damages, but not less than a
14 reasonable royalty, to adequately compensate it for Giant-USA and Giant-Taiwan's
15 infringement of the' 314 Patent, plus pre- and post-judgment interest.
16 65. dw-link further is entitled to entry of an injunction enjoining Giant17 USA and Giant-Taiwan from continuing to infringe the '314 Patent, in accordance
18 with 35 U.S.C. 283.
19 COUNT III: BREACH OF. CONTRACT
20 (A2:ainst Giant-Taiwan)

23 67 . Giant-Taiwan has breached the JDA, inc1uding,but not limited to,
24 Article 7, sections 7.1 and 7.2(e).

25 68. Giant- Taiwan has breached its duty of good faith and fair dealing
26 under the JDA.

27 69. As a result of Giant-Taiwan's breaches of
the JDA, dw-link has
28 suffered losses and damages of at least US$580,000.00, the precise amount to be
- 10Complaint
1 determined at triaL.
2 70. dw-link therefore is entitled to an award of damages against Giant-
3 Taiwan in the amount of at least US$580,000.00, plus pre- and post-judgment

4 interest, the precise amounts to be determined at triaL.
5 71. In addition, dw-link is entitled to an injunction enjoining Giant-Taiwan

6 from violating its non-disclosure and restrictions of
use confidential information
7 obligations under the terms of
the JDA. dw-link is further entitled to an injunction

the "G+ Technology" designed and
the JDA.
8 enjoining Giant-Taiwan from any use of
9 developed by dw-link pursuant to the terms of
10 COUNTIV: UNJUSTENRICHMENT II (A2ainst Giant-Taiwan)


14 73. Giant-Taiwan has benefited by the design and development work
15 performed by dw-link pursuant to the terms of
the JDA and for which Giant-Taiwan
16 has not compensated dw-link
17 74. Giant-Taiwan thereby has been unjustly enriched as a result of
18 receiving and accepting the valuable design and development work of dw-link in an
19 amount of at least US$400,000.00, the precise amount to be determined at triaL.

20 75. dw-link therefore is entitled to an award of damages against Giant-
21 Taiwan in the amount of at least US$400,000.00, plus pre- and post-judgment

22 interests, the precise amounts to be determined at triaL.
23 DEMAD FOR JURY TRIAL

24 dw-link hereby demands a trial by jury on all issues triable to a
jury.
FOR RELIEF
25 PRAYER
26 WHEREFORE, Plaintiff dw-link Incorporated prays for entry of judgment

27 against Defendants Giant Bicycle, Inc. and Giant Manufacturing Co., Ltd. as
28 follows:
- 11 -
Complaint
1 1. On Count I, awarding damages against Giant-USA and Giant-Taiwan

2 for infringement of
the '329 Patent in an amount to be determined at trial, but in no
3 event less than a reasonable royalty.
4 2. On Count II, awarding damages against Giant-USA and Giant-Taiwan
5 for infrngement of the' 314 Patent in an amount to be determined at trial, but in no

6 event less than a reasonable royalty.
7 3. On Counts I and II, awarding increased damages pursuant to 35 U.S.C.

8 284 for Giant-USA and Giant-Taiwan's willful infrngement of
the '329 and/or
9 '314 Patents.
10 4. On Counts I and II, finding this case to be exceptional and awarding
11 dw-link its reasonable attorneys' fees and costs against Giant-USA and Giant12 Taiwan pursuant to 35 U.S.C. 285.
13 5. On Counts I and II, for an injunction against Giant-USA and Giant-
14 Taiwan enjoining them, their officers, directors, managing agents, attorneys, and all
15 persons in active concert with them, from any and all acts of infringement of the
16 '329 and '314 Patents.

17 6. On Count III, awarding damages against Giant-Taiwan for breach of
18 contract in an amount of at least US$580,000.00, the precise amount to be

19 determined at triaL.
20 7. On Count III, awarding dw-link its reasonable attorneys' fees and costs
21 incurred in accordance with the terms oftheJDA.
22 8. On Count III, for an injunction against Giant-Taiwan, enjoining it, its

23 officers, directors, managing agents, attorneys, and all persons in active concert
24 with them, from violating its non-disclosure and confidentiality obligations under
25 the JDA and further enjoining it from any use of
the "G+ Technology" designed

the JDA.
26 and developed by dw-link pursuant to the terms of
27
28
- 12Complaint
9. On Count iv, awarding damages against Giant-Taiwan for unjust
2
3
enrichment in an amount of at least US$400,000.00, the precise amount to be

determined at triaL.
4
5
10. Awarding dw-link pre- and post-judgment interest on all sums

awarded.
11. Awarding dw-link its costs incurred in this action.
12. Awarding dw-link such other and further relief
7
8
as the Court may deem
just and equitable.
9
10
11
Dated:
February 5, 2013
Respectfully submitted,
12
13
By
A
14
15
Attorneys for Plaintiff Dw-linK Incorporated
16 17
18
19
20
21
22
23
24
25
26
27
28
- 13 -
Complaint
Exhibit A
111111111111111111111111111111111111111111111111111111111111111111111111111
US007048292B2
(12) United States Patent

Weagle
(54) BICYCLE SUSPENSION SYSTEMS
(76) Inventor: David Weagle, P.O. Box 1184,
US 7,048,292 B2 (10) Patent No.: May 23, 2006 (45) Date of Patent:
5,553,881 A 5,628,524 A 5,671,936 A 5,678,837 A 5,791,674 A 5,899,480 A
9/1996 Klassen et at 5/1997 Klassen et al.

9/1997 Turner
Edgarown, MA (US) 02539

( *) Notice:
Subject to any disclaimer, the term of
this
10/1997 Leitner 8/1998 D' Aluisio et ai. 5/1999 Leitner
patent is extended or adjusted under 35 U.S.C. 154(b) by 0 days.

(21) Appl. No.: 10/669,412
6,102,421 A * 6,199,886 Bl 6,203,042 Bl 6,206,397 Bl 6,378,885 Bl

6,450,521 B i *
6,471,230 Bl * 6,595,538 Bl * 6,854,753 Bl *
8/2000 Lawwill et al. ............. 280/285

3/2001 Guenther 3/2001 Wileox
3/2001 Klassen et al.

4/2002 Ellsworth et al.
(22) Filed:
(65)
Sep. 25, 2003
Prior Publication Data

US 2005/0067810 Al
Mar. 31, 2005
9/2002 Turner ........................ 280/284 10/2002 Ellswoith et al. ........... 280/284 7/2003 Ellsworth et al. ........... 280/284
212005 Turer ........................ 280/284 3/2005 Saiki
2005/0057018 Al
* cited by examiner
(51)
(52) (58)
62K 25/28 (2006.01)

U.S. Ci. ....................................... 280/285; 280/284 Field of Classification Search ................ 280/284,
280/285
Int. Ci.
Primary Examiner-Lesley D. Morris
Assistant Examiner-Mattew Luby

(74) Attorney, Agent, or Finn-Perkins Coie LLP
(57)
See application fie for complete search history.

(56)
4,789,174 A
References Cited
ABSTRACT
A bicycle rear wheel suspension system in wruch plural

interconnections are provided of rear wheel-supporting
U.S. PATENT DOCUMNTS

12/1988 Lawwil
6/1992 Lawwill
6/1993 9/1993 4/1994 4/1995 Girin Busby Busby Busby
5,121,937 A 5,217,241 A 5,244,224 A

5,306,036 A 5,409,249 A
5,441,292 A 5,474,318 A
5,509,679 A
81 1995 Busby
121 1995 Castellano
components, at which interconnections there occurs pivotal traverses contributing to urging the axle of the rear wheel along a path providing positions of movement therealong to achieve a desired extent of pressure Ieedback to the pedals, an easing of suspension reaction to bumps, and multiple chainstay lengths, all parameters to better suit the bicycle to its cnd uses and the terrain on wruch it is used.
4/1996 Leitner
8 Claims, 3 Drawig Sheets
U.s. Patent
May 23, 2006
Sheet 1 of 3
US 7,048,292 B2
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1 BICYCLE SUSPENSION SYSTEMS
The present invention relates generally to improvements
2
The description of the invention which follows, together with the accompanying drwings should not be construed as limiting the invention to the example sho.wn an~ ~escrib~d,
this mvcntion
thereof within
for hicycles, the improvements more particula.rly residing in 5 because those skilled in thc ar to which appertins wil be able to devise other forms a lin suspension system that can more effectively be tued the ambit of the appended claims. to balance forces in the rear suspension of the bicycle, all as
wil be better understood as the description proceeds.
FIG. 1 is a diagrainatic view of a mode of adjusting
bicycle rear wheel suspension according to the present
invention; 10 FIG. 2 is a parial perspective view of a bicycle component providing the rear wheel suspension; and Take into consideration the system descrihed hy U.S. Pat. FIG. 3 is a view similar to FIG. 2 on an enlarged scale. No. 6,206,397 B1. Ths link suspension system claims A link suspension system according to the present inven-
EXAMPLE OF 'fHE PRIOR ART
linkage arrngement and a defied range of rear viheel axle paths for a suspension bicycle. The axle path claimed and
tion is embodied in a bicycle 10 having a body frame
15 member 12 which extends from a handlebar 14 rearwardly shown in the patent art can be ma1Upulated into an S shape, downward at an ang:lar orientation to a pedl mechansm 16 or a convergng C shape. The theory behind this is that and is integral at j~cture 18 to a vertically oriented frame
during the lower part of
member 20 which supports a bicycle seat 22. At the junction wil travel at an increasing rate, away from the bottom 18, a cylindrcal confguration 24 bracket center. By achieving this, the designers hope to 20 in rotation the rotor 26 of the pedalis provided for jourling mecha1Usm 16.
the suspension travel, the wheel axle
increase the resistance to rear suspension compression durMounted to extend rearwardly of the frame members 12, ing the beginning of the travel. This resistance ~o suspension 20 are 311 upper angularly oriented pair of supports 28 ~nd compression is called anti-squat in popular engii;eenng text. 30 and lower horizontally pair of supports 32 and 34 which As the '397 patent is examined, it becomes obvious that the at to inventors overlooked several key factors that must be evalu- 25 forrespective ends 36 and 38 are attached 40a rear w~eel 40 rotatably mounting ofthe rear wheel to the bicycle.
ated in order to obtain a clear understanding of anti-squat
and how it pertins to a suspension system. TIie system as
Just above the juncture 18 are spaced apart brackets 42
described in the '397 patent featue pro-squat in the begin-
and 44 welded as at 46 to frame member 12 having aligned
opc1Ungs 48 for receiving therethough bolt m.eans 50 conning of the suspension travel, and a rising rate of anti-squat necting thereto the bottom end housmg 54 of an as the suspension cycles thugh the end of its. trav~J. In 30 internally mounted damper spring 52 of a upper housing end 56, the pmctice bicycles designed using the system descnbed in the
'397 patent feature ineffcient accelerat~on in the beg~~g
58 being connected to a pair of
trangular brackets 60 and 62,
of the suspension trvel, where effcient acceleration is

needed most.
in tur connected as at 64, to cooperating openings 66

provided in rear ;heel supports 32 and 34, the remai1Ung
defined specific range of kinematical linages which can be used to produce a tactical rear axle path. Each c~mbination
bracket opening 72 being bolted to support bracket 74 and As backgrund to understanding the present invention it 35 76 welded, as at 78, to the seat support frame 20. is to he noted that a link hicycle suspension system is a Completing the link suspension system are brackets 80
and 82 connected at opposite ends 84 to cooperating open-
of linages can be tuned to balance forces in the rear
suspension of the bicycle in ways that no previous syste~ 40 Referrng to the diagrinatic ilustration of FIG. 1, it has been able to. Variations of the linkage layout can shift wil be understood that the interconnections at 48, 72, 66 the balance of forces to give distinct advantages for suspenenable the interconnected components to partake of a mulsion systems used for differing applications. The suspensi~n titude of pivotal traverses, of which a significant pivotal svstem allows a designer to ma1Upulate the rear axle path in traverse 90 implements axle path changes in a rear sprocket r~lation to the bicycle frame. Ma1Upulating axle paths has a 45 92 of the rear wheel 40 contributing to a range 94 of rear huge impact on the performance of the rear suspensi?n, wheel positions, all to the end of achieving a selected (1) since axle path governs several key aspects of suspension extent of pressure feedback to the pedals, (2) an eas!ng of performance. suspension reaction to bumps, and (3) as known 11 the It is an object of the present invention to achiev: a desired parlance of the art, multiple chainstay lengths. Thus, one varable amount of anti-squat as the rear suspension cycles 50 well versed in the ar is able by selection to tune the through its travel. Manipulating rear axle pa~h in a tactic~1 described combination of linkages to balance forces in the manner using a linge system allows the designer to obt31n rear suspension of the bicycle as desir.ed and a.s di~~ted by
a desired range of anti-squat cures. A preferred anti-squat
cure is one that featues a higher
ings 86 provided in the rear wheel supports 32 and 34 and at ends 88 to the junction 18.
amount of anti-squat in the
the end use of
the bicycle and the terrm on which It is used.
beginnng of the suspension travel, and a lesser amount as the suspension cycles compressively though its travel. This
anti-squat amount lessens with regard to . the 31n~U?t of spring force provided by a spring damper uuit. In a~dltion to this lesse1Ung anti-squat amount as the suspension com-
presses, the linage arrangement is also designed to impar a minimal amount of feedback to the pedals as the suspension cycles. The preferred linkge arngement also can be
While the apparatus herein shown and disclosed in detail 55 is fully capable of attai1Ung the objects and providing th.e advantages hereinbefore stated, it is to be understood ~at it is merely ilustrtive of the presently preferred embodiment of the invention and that no limitations are intended to the detail of construction or design herein shown other than as 60 defined in the appended claims.
What is claimed is:
optimized so that a sprig damper u1Ut can be drven at a strategic leverage rate, irermore reducing ineffcient rear
strategically placed so that the effect of braking force on rear
whcel movement is mi1Unized.
1. A compressible linage suspension system for a bicycle rear wheel comprising a plurality of lins and pivots isolatseat and a crank pedal u1Ut, wherem said lmks partake in
wheel movement. Also the linage arrangement can be 65 ing the rea wheel from a frame mei;ber :v~ch comprises. a
pivotal traverses to achieve an anti-squat response, where
US 7,048,292 B2
3 said anti-squat response is higher in the beginnng of the
suspension travel, and lesser thereafter.
4
located below the upper pivot of a damper unit of said
suspension system.
2. TIie compressible linage suspension system according to claim 1, wherein the center of said rear whecl is locatcd below the upper pivot of a daper unit of said suspeiiion system. 3. The compressible linage suspension system according to claim 1, wherein said frame member is located behind a
6. The compressible linkage suspension system according
to claim 1, wherein said pivotal traverses cilitate rear

wheel suspension while maintaining a low squat response.
7. The compressible linage suspension system according
to claim 1, wherein said link are located on the side of said frame member. daper unt of said suspension system. 8. The compressible linage suspension system according 4. The compressible linage suspension system according io to claim 1, wherein said upper link pivots are located above to claim 1, wherein said the tube of said seat is located said cran pedal unit. behind a damper unit of said suspension system.
5. The comprcssible linkage suspcnsion system according
to claim 1, wherein the center of said crank pedal unit is
*****
Exhibit B
111111111111111111111111111111111111111111111111111111111111111111111111111
US007128329B2

Weagle
(54) VEHICLE SUSPENSION SYSTEMS
(76) Inventor: David Weagle, 11 Boldt Farm Rd.,
(10) Patent No.: (45) Date of Patent:

5,121,937 A
5,217,241 A 5,244,224 A 5,306,036 A 5,409,249 A 5,441,292 A 5,474,318 A 5,509,679 A 5,553,881 A 5,628,524 A 5,671,936 A 5,678,837 A 5,791,674 A 5,899,480 A
US 7,128,329 B2
Oct. 31, 2006
6/1992 Lawwil
6/1993 GilVin
9/1993 4/1994 4/1995 8/1995 Busby Busby Busby Busby
Edgarown, MA (US) 02539

( *) Notice: Subject to any disclaimer, the tenn of this
patent is extended or adjusted under 35 U.S.C. l54(b) by 3 days.

(21) AppI. No.: 10/949,264
1211995 Castellano 4/1996 Leitner
9/1996 Klassen et al. 5/1997 Klassen et al.

9/1997 Turner
(22) Filed:
(65)
Sep. 24, 2004

US 2005/0067806 Al
Mar. 31, 2005
i 011997 Leitner 811998 D' Aliiisio et al 5/ i 999 Leitner
Related U.S. Application Data

(63) Continuation-in-par of application No. 10/669,412,
6,199,886 Bl 6,203,042 Bl 6,206,397 Bl 6,378,885 Bl 2005/0057018 Al
3/200 i Guenther
3/2001 Wilcox
3/2001 Klassen et al.

4/2002 Ellsworth et ai. 3/2005 Saiki
filed on Sep. 25, 2003, now Pat. No. 7,048,292.
Primary K'Caminer-Lesley D. Morris
(51) Int. Ci.
B62K 25/00 (2006.01)

280/275 See application file for complete search history.
Assistant Examiner-L. Lum (74) Attorney, Agent, or Fiml-StaW Law Fir

(57)
(52) U.S. Cl. ...................................................... 280/284 (58) Field of Classification Search ........ 280/283-286,
ABSTRACT
A wheel suspension system having under powered acceleration a squat response that begins in the realn of anti squat
(56) References Cited

4,789,174 A 1211988 Lawwil
and passes though a point oflessened anti squat at a furter

point in the trvel.
9 Claims, 19 Drawing Sheets
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the side view of the chain drven vehicle shown in FIGS. la and Ib with the driven FIG. Ie is an enlared section of
VEHICLE SUSPENSION SYSTEMS

Ths application is a continuation in part of U.S. application Ser. No. 10/669,412, filed Scpo 25, 2003 now U.S. Pat. No. 7,048,292, which is incorporated herein by reference in its entirety.
wheel suspension system in a completely uncompressed
state.
FIG. ld is an enlarged section of the side view of
the chain
drven vehicle shown in FIGS. la, lb, and Ie with the driven
BACKGROUN
Ths invention relates to suspension systems capable of
reducing or eliminating a squat response.
wheel suspension system in a completely compressed state.

FIG. 2a is a side view of a shaf driven vehicle using a
10 according to certain embodiments of the current invention.
drven wheel suspension system that achieves a squat cure

system in an uncompressed state. FIG. 2b is a side view of a shaft driven vehicle as shown
Automobiles, bicycles, motorcycles. all terrain vehicles,

and other wheel drven vehicles are used for various purposes, including transporttion and leisure. These vehicles
The vehicle is shown with the dnven wheel suspension
are designed to use a power source to drve through a power

transmission system to a wheel or wheels, which trnsfers
15 completely compressed state.

drven vehicle shown
in FIG. 2a with the dnven wheel suspension system in a

FIG. 2e is an enlarged section of the side view of the shaft in FIGS. 2a and 2b with the driven
rotar motion to the ground via tractive force between a
wheel or wheels and the ground. Vehicles arc also used to

traverse even terrin like paved streets, and uneven terrain

FIG. 2d is an enlarged section of
like off-road dirt trails. Off road trails are generally bumpier 20 state.
and allow for less wheel traction than paved roads. A
the side view of
the shaft
bumpier terrain is best navigated with a vehicle that has a suspension system. A suspension system in a vehicle is
aimed to provide a smoother ride for an operator or rider, and increase wheel traction over varied terrain. Vehicle
suspension systems for the front wheel and for the back
wheel arc available.
25
dnven vehicle shown in FIGS. 2a, 2b, and 2c with the drven wheel suspension system in a completely compressed state. FIGS. 3 and 4 show squat curves for suspension systems the invention graphed according to certain embodiments of
One undesirable effect of suspension systems is the loss of energy in the way of suspension compression or extension
during powered acceleration. Such energy loss is particu-
on a squat curve grph as disclosed herein. FIGS. 5-13 show alternative embodiments of suspension systems comprising a squat curve of the invention. Each
embodiment shown includes a spring/damper unit (small
30 irregular box) and difierent frame members (thicker lines) larly notable in vehicles that are drven by low energy power interconnected though pivots (small circles).
sources, for example, bicycles and solar vehicles. For example, the average rider of a bicycle can exert only a
limited amount of power or energy for a short period of
SUMMARY OF THE INNTION

The curent invention relates to new suspension systems
for vehicles, for example, bicycles, motorcycles, cars,
time
and an even lesser amount for an extended period of time. 35
Therefore, even a very small power loss can have a signifi-
cant effect on rider performance and comfort. Suspension travel is the distance a suspended wheel travels when the suspension is moved from a fully extended state to a fully
SWs, trucks, two wheel vehicles, four wheel vehicles, front

wheel suspension vehicles, drven wheel suspension
compressed state. In bicycles, suspension travel has been 40 system. In certain embodiments of the invention, a suspen-
vehicles, and any other kind of vehicle with a suspension

sion system of the invention is capable offaciltating a squat response that lowers the energy loss resulting from squat. In
increased for many designs ard with these increases in suspension travel; the aforementioned energy loss has
vehicle is improved and thereby its environmental impact.
become even more apparent to riders. But even for a vehicle certin preferred embodiments, a suspension system of the with a high power energy source, any loss in energy reduces invention is capable of lowering energy loss resulting from the vehicle's effciency, for example its fuel effciency. 45 squat by producing an anti-squat response. An anti-squat Where vehicles are used in a maner that requires frequent response of a suspension system of the invention, in certain accelerations, including positive and negative accelerations, embodinients, varies along suspension trvel of the vehicle the effciency of the vehicle is particularly affected by any and preferably is higher at the beginnng of suspension loss of energy resulting from the vehicles geometr, includtravel and less thereafter. ing the geometry and design of its suspension systems. 50 Certain embodiments of the invention comprise a whee.! Thus, by minimizing energy loss resulting from the design suspension design that uses a tuned squat response to reduce of a vehicle's suspension system, the effciency of the powered acceleration induced suspension movement at tac-
The need for a suspension system that can better preserve a

vehicles effciency and energy has therefore become more 55
tical points during the dnven wheel suspension travel. A

vehicle designed to use the preferred embodiment of the
pressing. The present invention provides suspension system designs for vehicles that reduce these energ losses.
invention can accelerate under power with a lower amount of energy loss and a more stable vehicle chassis than known
systems.
BRIEF DESCRIPTION OF THE DRAWIGS

FIG. la is a side view of a chain driven vehicle using a
Suspension systems of the invention are usefu.! for a

varety of vehicles and preferably in human powered
60 vehicles. The average rider of a bicycle or other human

powered vehicle can exert only a limited amount of power
or energ for a short period of time and an even lesser
drven wheel suspension system that achieves a squat curve

according to certain embodiments of the current invention.
The vehicle is shown with tle drven wheel suspension
amount for an extended period of time. Therefore, even a system in an uncompressed state. very small power loss can have a signficant detriental FIG. lb is a side view of a chain drven vehicle as shown 65 effect on rider performance and comfort. The need for a in FIG. la with the drven wheel suspension system in a suspension system that can better preserve the rider's energy completely compressed state. has therefore become more pressing. The present invention
us 7,128,329 B2
3
provides suspension system design for vehicles that reduce energy loss during powered acceleration. In certain embodients of the invention, a wheel suspension system comprises a whecl connected to a wheel carer unt and said wheel carrer unit connected to sprig daper means; and isolating said wheel from a frame strcture with
the wheel suspension system having an squat cure with said
4
top link and said bottom lin having projected link force
lines and said top link projected force line intersecting said lower link projected force line at a point in the begining of the suspension travel and said top link projected force line
intersecting said lower lin at a point later in the trvel.
In certain embodiments of the invention, a compressible wheel suspension system comprises a wheel connected to a wheel carrier unit and said wheel carrer unit connected to a
squat cure having a decreasing rate of squat as the suspen-
sion system moves from a beging point in the wheel top link and a bottom liIi, with said top and bottom link travel to an ending point in the wheel travel. 10 connected to spring damper means; with said top and bottom In certain embodiments of the invention, a compressible links rotating together in a clockwise direction, and said top wheel suspension system comprises a wheel connected to a and boltom links connecting said wheel carrier to a frame
wheel carer unit and said wheel carer unit connected to
structure, isolating said wheel from the frame strcture. Said

top link and said bottom lin having projected link force
spring damper means; and isolating said wheel from a frame

strcture with the wheel suspension system having a squat 15
cure with said squat curve having a decreasing squat
amount and without said squat amount increasing as the suspension system moves from a beginng point in the
lines and said top link projected force line intersecting said lower link projected force line at a point in the beging of the suspension travel and said top link projected force line intersecting said lower link at a point later in the travel.
wheel travel towards an ending point in the wheel travel In practice, precisely controllng squat in a suspension increase. 20 system can allow for very little suspension movement during Iii certain embodiments of the invention, a compressible powered acceleration with favorable bump compliance. The
vehiele suspension system comprises a defied squat curve, with said squat curve having a maximum value at the lowest amount of suspension compression, and a minimum value at a furter point in the travel, and a continuously decreasing 25 amount of squat thughout the wheel travel. In certin embodiments of the invention, a vehicle suspension system comprises a defied squat curve, with said
squat cure having a slope that is generally negative at an
ncgative at a interim point in the suspension travel, and a
furter a vehicle suspension is compressed, the higher the
spring force at the wheel rotational axis. Most powered

acceleration happens within the first 40 percent of the
suspension trvel. Because spring force is lowest in the

beginning of a suspension travel, a suspension is more
susceptible to manipulation due to squat forces at that time.
If enough anti squat force is not present to inbit mass transfer in the beginning of the suspension trvel, the
be lost though the daper. The low spring force in the beginning of the suspension travel allows for higher levels of movement tha at later points in the suspension travel. Minimizing suspension movement due to mass transfer durg powered acceleration reduces the amount of damper movement that occurs at that time. With lower amounts of damper movement comes a lower amount of energy that the damper must dissipate, and therefore more of the acceleraproduce enough anti-squat force to reduce movement earlier
earlier point in the suspension travel, and a slope that is less 30 suspension wil compress, and when it rebounds, energy wil
slope that is then more negative at a latter point in the

suspension travel.
In certain embodiments of the invention, a compressible

wheel suspeiision system comprises a wheel connected to a 35
wheel carer unit and said wheel carer unit connected to a top link and a bottom .link, with a top link connected to
sprig damper means; With said top and bottom links

rotating together in a clockwise direction, and said top and
strcture, isolating said wheel from the frame strcture. Said
top link and said bottom link having projected link force
lines and said top lin projected force line intersecting said
tion force provided by a power source can be used to bottom link connecting said wheel carrier to a frame 40 accelerate the vehicle. The amount of energy consumed to
in the suspension travel is less than the amount of energy that would be lost in the damper during suspension movement. As a drven wheel suspension system is compressed
lower lin projected force line at a point in the beginning of the suspension trvel and said top link projected force line 45 intersecting said lower lin at a point later in the travel. In certain embodiments of the invention, a compressible wheel suspension system comprises a wheel connected to a wheel carer unit and said wheel carer unit connected to a top lin and a bottom link with said wheel carer connected so to spring damper means; with said top and lxttom links rotating together in a clockwise direction, and said top and
though its travel, spring force increases, and therefore

driven wheel resistance to movement increases. At this later
point in the suspension travel, because of the increased
spring force, squat force has less of manpulating effect on a wheel suspension. A lower amount of anti squat can be
used so that more energy can be transferred to forward movement.
bottom link connecting said wheel carrier to a frame

strcture, isolating said wheel from the frame strcture. Said
top lin and said bottom link having projected link force 55
lines and said top lin projected force line intersecting said
DETAILED DESCRIPTION
Vehicles must he accelerated against their environment to propel an operator or rider across terrain. In order to accelerate these vehicles, a certain amount of energ must be lower link projected force line at a point in the begining of exerted and transformed into rotary motion at a wheel or the suspension trvel and said top link projected force line plurality of wheels. Suspended wheeled vehicle energy intersecting said lower lin at a point later in the travel. In certain embodiments of the invention, a compressible 60 conversion tyes are widely varied. Some vehicles like wheel suspension system comprises a wheel connected to a bicycles, tricycles, and pedal cars use converted human wheel carer unit and said wheel carer unit connected to a energ as the drve unit. Other vehicles use electric motors top link and a bottom lin, with said bottom link connected or combustion engines, as their drve unit. These electric to spring damper means; with said top and lxttom link motors and combustion engines extrct rotary motion rotating together in a clockwise direction, and said top and 65 though the controlled release of chemically stored energy. bottom links connecting said wheel carier to a frame Almost all vehicle types use some sort of rotar Ilotion strctu, isolating said wheel from the frame structure, said transmission system to transfer rotational force from a drve
US 7,128,329 B2
5
unit to a wheel or plurality of
6
wheels. A simple bicycle or
travel point where the suspension is completely uncompressed to a point where no further suspension extension can
tae place, and an end trvel point where a suspension is
completely compressed to a point where no furter suspen-
motorcycle or all terrin vehicle uses a chain or belt to

transfer power from a drve unit toa wheeL. TIiese chain or
bclt drve transmissions typically use one sprocket in thc
front which is coupled to a drve system and one sprocket in

the rear which is coupled to a wheeL.
More complex bicycles, motorcycles, all terrain vehicles, and automobiles use a shaft drve system to transfer power
from a drve system to a drven wheel or wheels.
sion compression can take place. At the beginning of the wheel suspension travel distance, when the suspension is in a completely uncompressed state, the spring is in a state of least compression, and the suspension is easily compressed.
In certin preferred embodiments, a higher amount of anti
These shaft
drve systems transfer power through a rotating shaft that is 10 squat in the beginning of the suspension travel is needed to usually reasonably perpendicular to the driven wheel spinkeep the suspension from compressing due to mass transfer ning axis, with powt:r lnilsferred to tht: drvt:n wheel via a undt:r accdt:rdlon. As tht: suspension compresses, spring bcvcl, spiral bcvcl, hypoid, worm gea drvetrain, or somc forcc at thc whecl rises. Whcn sprig force riscs to lcvcls other mean. These single sprocket chain and belt, and shaft present in the middle of the suspension travel, mass transfer
driven vehicles can use a direct driven single speed arrnge- 15 due to acceleration has a much smaller effect on vehicle
ment, where drve unt output shaft speed and torque is transferred to the driven wheel at a constant unchanging
ratio. These single sprocket chain and belt, and shaft driven
vehicles can also use a commonly found multi speed
traction or chassis attitude because the mass tranfer is not capable of significantly compressing the suspension system. At this point, in certin preferred embodiments, the present
invention decreases anti squat amount so that a greater
arrangement, where drive uiut output shaft speed and torque 20 amount of mass transfer towards the wheel can occur. TIiis is transferred to the driven wheel at a variable ratio through iiass transfer allows increased wheel traction while transoperator selected or automatically sclected ratio changing ferrng more energy towards forward propulsion. mechanisms. FIG. la shows certain embodiments of the invention and A bicycle with a more advanced design includes gear it presents a graphical method useful to attain a squat point changing systems that have clusters of selectable front 25 measurement, and a graphical method to attin suspension chainrngs and rear sprockets. These gea changing systems geometr kinematical layout from an existing desired meagive the bicycle rider a selectable mechanical advantage for sured squat point. Shown in FIG. la are the following: use during powered acceleration. The mechanical advantage driven wheel (1); swinging wheel carrer link (2); upper selection, allows a rider spinnng a front sprocket cluster via carer manipulation link (3); lower carer manipulation link
crank arms, to attin lower revolution speed and lugher
30 (4); chain force vector (5); driving force vector (6); squat
force vector (7); upper carer m)nipul)tion link force vector
torque valucs, or convcrscly, highcr rcvolution spccd and

lower torque values at a driven wheeL.
(8); lower carrer manipulation link force vector (9); squat The curent invention, in certin embodients, is directed definition point (10); squat layout line (11); lower squat at suspension systems that can maintain low energy loss measurement defition line (12); measured squat distance under powered acceleration of the vehicle, for example, a 35 (13); drven wheel axle path (14); drven wheel suspension bicycle, a motorcycle, a car, an SUV, a trck, or any other travel distance (15); vehicle chassis (16);' center of the vehicle. Suspension systems of kid of the current invention drven wheel tire to ground contact patch (31). are useful for a large varety of vehicles, including, but not FIG. la exemplifies that as the driven wheel 1 suspension limited to, human powered vehicles, off road use whicles system is completely uncompressed in its drven wheel
with long displaccmcnt suspension, high cffcicncy road
40 suspension travel distance 15, its sqU)t force vector 7 is
going vehicles, and other vehicles. A vehicle suspension system isolates a vehicle chassis from forces impared on the vehicle when traversing terrain
shown in relation to the vehicle chassis 16. The squat force vector's 7 measured squat distance 13 which is measured as
the perpendicular distance between the lower squat measurement definition line 12 and the squat definition point 10,
45 is also shown in FIG. la. As the suspension system is
by allowing the vehicle's grund contact points to move

away from impacts at the terrin level and in relation to the vehicle chassis by a compressible suspension movement. The compressible suspension movement that isolates a chassis from these impacts is called suspension displacement or
suspension travel. Compressible suspension travel has a
compressed thrugh its driven wheel siispension travel distance 15, change in measured squat distance 13 over the
driven wheel suspension travel distance 15 is used to create a squat curve 17. FIG.lb shows ) side view ofa chain driven beginng point where the suspension is in a completely 50 vehicle as shown in FIG. 1a with the drven wheel suspenuncompressed state, and an ending point of displacement, sion system in a completely compressed state. Certin where the suspension is in a completely compressed state. embodiments are furer exemplified, for example, vectors
Suspension trvel displacement is measured in a direction useful to a grplucal method to attin a squat point meaparallel to and against grvity. In certain preferred embodisurement are shown. Also exemplified is a grphical method ments, a suspension system of the invention uses a tuned 55 useful to attain suspension geometry kiematical layout squat curve to provide an amount of squat closer to or higher from an existing desired measured squat point. Shown in in the range of the squat condition known as anti squat in the FIG. Ib in addition to what is presented in FIG. la, are the
begiiiing of a suspension travel displacement, and an
following: upper link fied pivot (20); lower lin fixed pivot
(21); upper lin floating pivot (22); lower link floating pivot
amount of squat closer to the range of the squat condition
known as anti squat than the initial measurement at a later 60 (23); instant force center (24); drven wheel rotation axis point in the suspension travel displacement. As a suspension (25); chain force vector and dr ving force vector intersection system of the invention is compressed, a spring or damper point (26); drving cog (27); drven cog (28); drving cog unit is compressed. As this sprig or damper lilit is comrotation axis (29). pressed, the force output from the unit rises. As the susFIG. 1b exemplifies that as the driven wheel 1 suspension pended wheel moves through its axle path, spring force at 65 system is completely compressed though its drven wheel the wheel rises. A suspended wheel has a compressible suspension travel distance 15, its squat force vector 7 moves wheel suspcnsion travcl distancc that fcatures a beginnng in relation to the vehicle chassis 16. The squat force vector's
us 7,128,329 B2
7
7 measured squat distance 13, which is measured as the perpendicular distance beteen the lower squat measurement defiition line 12 and the squat defiition point 10,
8
drven wheel (1); swinging wheel carrer link (2); upper
carer maipulation link (3); lower carrer maipulation link (4); squat force vector (7); upper carrier manipulation link force vector (8); lower carer manpulation lin force vector
decreases in relation to the measured squat distance 13 shown in FIG. 1a. Ths change in measured squat distance 5 (9); squat defition point (10); squat layout line (11); lower 13 over the drven wheel suspension travel distance 15, in squat measurement definition line (12); measured squat
certin preferred embodiments, is used to create a squat distance (13); drven wheel axle path (14); drven wheel cure 17. FIG.1b shows the grphical method used to obtain suspension travel distance (15); vehicle chassis (16); center a squat eure 17 from chain drven vehicle geometry, or of the driven wheel tire to ground eontact patch (31). chain drven vehicle geometry fom a squat curve 17. In the 10 FIG. 2a exemplifies that as the driven wheel 1 suspension
vehicle shown in FIG. Ib, a drven wheel 1 is attched to a
system is completely uncompressed in its drven wheel

suspension travel distance 15, its defined squat force vector 7 is shown in relation to the vehicle chassis 16. The squat
swinging wheel carer lin 2, which pivots at one end of an upper carrier manpulation link 3. The upper earrier manipu-
lation link 3 is pivotally attached to the vehicle chassis 16 at force vector's 7 measured squat distace 13, which is the upper link fixed pivot 20. A lower carrer manipulation 15 measured as the perpendicular distance between the lower link 4 is also attached to the swinging wheel carrer lin 2. squat measurement defition line 12 and the squat definition This lower carer manipulation link 4 is attached to the point 10, is shown in FIG. 2a. As the suspension system is vehicle chassis 16 at a lower link fixed pivot 21. An upper compressed though its drven wheel suspension travel discarer maipulation link force vector 8 is graphed coincitance 15, change in measured squat distance 13 over the dent to the swingig wheel carer link 2 upper pivot and the 20 drven wheel suspension travel distance 15 is used to create upper link fixed pivot 20. The upper carrier manipulation a squat curve 17. link force vector 8 is graphed so that it intersects a lower FIG. 2b shows a side view of a shaft drven vehicle as carer manpulation link force vector 9, which is graphed shown in FIG. 2a with the driven. wheel suspension system coincident to the swinging wheel carer link 2 lower pivot in a completely compressed state. C.ertin embodiments are and the lower link fixed pivot 21. The intersection point of 25 furer exemplified, for example, vectors useful to a grphithe upper carrer manipulation link force vector 8, and the cal method to attin a squat point measurement are shown. lower carier manpulation link force vector 9 is called the Also exemplified is a grphical method useful to attin instant force center 24. A driving force vector 6 is graphed suspension geometry kiematical layout from an existing beginning at the drven wheel rotation axis 25, and passes desired measured squat point. Shown in FIG. 2b in addition through the instant force center 24. A chain force vector 5 is 30 to what is presented in FIG. 2a, are the following: upper link drwn tangent to the tops of the drving eog 27 and drven fixed pivot (20); lower link fixed pivot (21); upper link cog 28, and intersects the driving force vector 6 at a chain floating pivot (22); lower link floating pivot (23); instant force vector and driving force vector intersection point 26. force center (24); driven wheel rotation axis (25); chain The squat force vector 7 is graphed from a beginning point force vector and driving force vector intersection point (26); at the center of the drven wheel tire to ground contact pateh 35 driving cog (27); driven cog (28); driving cog rotation axis
31, and passes thugh the ehain force vector and driving force vector intersection point 26, before it terminates on a
(29). FIG. 2b exemplifies that as the driven wheel 1 suspension
squat layout line 11. The intersection of the squat force

vector 7 and the squat layout line is called the squat layout point 10. The squat layout line 11 is graphed at a perpen- 40 dicular angle to grvitational force. A lower squat measurement defition line 12 is graphed beginning at the center of the drven wheel tire to ground contact patch 31 and termnating perpendicular and coincident to the squat layout line 11. The perpendicular measurement from the lower squat 45 measurement defiition line 12 to the squat layout point 10
system is completely compressed though its drven wheel suspension travel distance 15, its defined squat force vector
7 moves in relation to the vehicle chassis 16. The squat force vector's 7 measured squat distance 13 which is measured as
the perpendicular distance between the lower squat measurement definition line 12 and the squat defiition point 10,
decreases in relation to the measured squat distance 13

shown in FIG. 2a. This change in measured squat distance 13 over the driven wheel suspension travel distance 15 is used to create a squat cure 17. FIG. 2b shows the grphical
method used to obtain a squat curve 17 from shaft driven
vehicle geometr, or shaft drven vehicle geometry fom a
is called the measured squat distance 13. Ths measured

squat distance 13 changes as driven wheel suspension travel distance 15 compresses, and is used to create a squat cure
17 in a squat cure graph as shown in FIGS. 3 and 4.
so squat curve 17. In the vehicle shown in FIG. 2b, a driven FIG. Ie shows an enlarged section of the side view of the wheel 1 is attached to a swinging wheel carrer link 2, which chain drven vehicle shown in FIGS. 1a and 1b with the pivots at one end of an upper carer manpulation link 3. drven wheel suspension system in a completely uncomThe upper carer manpulation link 3 is pivotally attached to
pressed state.
FIG. 1d shows an enlarged section ofthe side view of ehain drven vehicle shown in FIGS.
the vehicle chassis 16 at the upper link fixed pivot 20. A

the 55
lower carrer manipulation lin 4 is also attached to the

swinging wheel carrer link 2. Ths lower carer manpulation link 4 is attched to the vehicle chassis 16 at a lower link
fixed pivot 21. An upper carrier manipulation lin force
la, 1b, and Ie with the
driven wheel suspension system in a completely compressed

state. FIGS. Ie and 1d fuer exemplify certain embodi-
ments, for example, points and vectors useful for a grphical

graphical method to attain suspension geometry kinematical layout from an existing desired measured squat point. FIG. 2a shows certain embodiments of the invention and
vector 8 is graphed coincident to the swinging wheel carrer
method used to attin a squat point measurement, and a 60 link 2 upper pivot and the upper lin fixed pivot 20. The
upper carrer manipulation link force vector 8 is gmphed so that it intersects a lower carrer manipulation link force
vector 9, which is grphed coincident to the swinging wheel it presents a grphical method usetiil to attain a squat point carrer link 2 lower pivot and the lower link fixed pivot 21. measurement, and a graphical method to attain suspension 65 The intersection point of the upper carrier manipulation link
geometr kinematical layout from an existing desired measured squat point. Shown in FIG. 2a are the following:
force vector 8, and the lower carrier manipulation link force vector 9 is called the instant force center 24. The squat force
US 7,128,329 B2
9
vector 7 is graphed from a beginng point at the center of
the drven wheel tire to grund contact patch 31, and passes
10
Mass transfer is discussed. All vehicles have mass. The
mass of a suspended static vehicle system can be modeled as shown in the FIG. 1. Mass in all vehicles with a suspension
system can be divided into sprug and unsprung mass.
Unsprung mass is comprised of the sum of all vehicle parts that move with a suspended wheeL. Spning mass is comprised of the sum of vehicle parts that can remain stationary as a suspended wheel is moved. The dynamic center of the sprug mass as shown in FIG. 2 is a combination of rider nating perpendicular and coincident to the squat layout line 10 and/or passenger mass and the vehicle mass. 11. The perpendicular measurement from the lower squat The combination of a rider's mass and the sprung mass of measurement defuition line 12 to the squat layout point 10 ile bicycle are always supported fully by the combination of is called the measured squat distance 13. This measured the vehicle's tires. Powered forward acceleration transfers squat distance 13 chages as drven wheel suspension travel mass from the vehicle's front wheel(s) to the vehicle's distance 15 compresses, and is used to create a squat curve 15 driven wheel(s), braking transfers mass from the vehicle's 17 in a squat cure graph as shown in FIGS. 3 and 4. fronrwheel(s) to the vehicle's drven wheel(s). Riding on the FIG. 2c shows an enlarged section of the side view of the drven wheel(s) only trnsfers all of the mass to the drven shaft drven vehicle shown in FIGS. 2a and 2b with the wheel(s), and riding on the front wheel(s) only transfers all driven wheel suspension system in a completely uncomof the mass to the front wheel(s). pressed state. Due to their combination of short wheelbase (WB) and 20 FIG. 2d shows an enlarged section of the side view of the high center of gravity (CG), motorcycles and bicycles expeshaft driven vehicle shown in FIGS. 2a, 2b, and 2c with the rience the affects of load transfer to a much greater extent driven wheel suspension system in a completely compressed than other vehicles in existence. The ratio of the distance state. FIGS. 2c and 2d further exempli-J certain embodifrom the ground to the CG and the distance between the ments, for example, points and vectors useful for a graphical 25 points where the wheels touch the ground (WB) ilustrates
method used to attin a squat point measurement, and a
though the instant force center 24, before it terminates on a squat layout line 11. The intersection of the squat force vector 7 and the squat layout line is called the squat layout point 10. The squat layout line 11 is graphed at a perpendicular angle to grvitational force. A lower squat measurement definition line 12 is grphed beginning at the center of the driven wheel tire to ground contact patch 31 and term-
this point. For example, a common bicycle wil exhibit a

center of gravity to wheelbase ratio of nearly 100%, motor-
grphical method to attain suspension geometry kinematical layout from an existing desired measured squat point.
FIG. 3 shows a squat curve for suspension systems
cycles are typically near 50%, and passenger cars are
typically near 25%. Mass transfer is sometimes also referred according to certain embodiments of the invention graphed 30 to as load transfer. on a squat curve graph as disclosed herein. The percent of Energy loss though mass tranfer is discussed. One total suspension travel is shown on the x-axis, and the undesirable effect of drven wheel suspension systems is the percent of total squat is shown on the y-axis. FIG. 3 loss of energy in the way of extreme suspension compresexemplifies a squat cure (17). The slope and shape of the sion or extension during powered acceleration. This suspensquat cure shown in FIG. 3 exemplifies a squat cure 35 sion compression or extension is categorized as squat. produced by suspension systems of the invention, for A suspension system's geometr and positional relationexample, suspension systems including features as ilusships between the vehicle drive system components can trted in FIGS. la-ld and FIGS. 2a-2d. FIG. 3 also exemgreatly affect the internal distrbution of forces within the plifies a graphical method useful to obtain a squat curve vehicle chassis. As a suspension system cycles through its
grph.
FIG. 4 shows a squat cure for suspension systems
40 suspension travel, the positional relationships betwecn the
suspension system and the vehicle drve system can change,
according to certain embodiments of the invention. The percent of total suspension travel is shown on the x-axis, and
and at the same time, the suspension geometr itself wil

change. These fluctuations of internal forces are what govern
the percent of total squat is shown on the y-axis. FIG. 4

exemplifies a squat curve 17 with tangent lines depicting a 45
slope of the curve at certain points along the squat curve.
suspension response to powered acceleration and brakng. Vehicle atttude in relation to gravity, and sprung weight
center of mass change wil also govern suspension response to powered acceleration and braking. These external forces
are considered stationary and equal when comparing like
The slopes exemplified by the tangent lines are the first squat
cure slope 18, the second squat curve slope 19, and the
third squat cure slope 30. FIG. 4 exemplifies a slope of the
squat cure 17 as produced by a suspension system of 50
vehicles in order to determne squat characteristics. Squat is the result of internal chassis forces that can cause
a rear suspension to extend or compress during powered
certain embodiments of the current invention, for example,
a suspension system including features as ilustrated in

FIGS. la-ld and FIGS. 2a~2d, and that the slope varies as the vehicle suspension travel distance increases. The squat
curve 17 produced has a fit squat curve slope 18 that has 55
acceleration. Squat is an instataneous condition that can var thrughout the suspension travel. Instantaneous squat response is governed by spning mass CG placement, suspension geometry, powertrain component location, and
grde in relation to gravity that the vehicle is traveling on. Sprung mass CG placement only defies the amount of squat
a negative value at the beginnng point in the suspension

travel, and a second squat cure slope 19 at an interim point
that is higher, or less negative, than the first squat curve slope 18 in the suspension travel, and a third squat cure
a lower, or more negative, value than the second squat curve
slope 19.
present in a suspension, and docs not change the squat

conditions. The squat conditions define the direction of squat
l1iere are thee squat conditions hat must be considered.
The fist condition is pro-squat, and describes the condition
slope 30 at the ending point in the suspension travel that has 60 force in relation to grvity.
FIGS. 5-13 show alternative embodiments of suspension systems comprising a squat curve of the invention. Each embodiment shown includes a spring/damper unit (small 65 irregular box) and different franie members (thicker liues) interconnected though pivots (small circles).
present when a rear suspension is forced to compress by

internl suspension Iorces under powered acceleration. The
second condition is anti-squat. Anti-squat describes the condition present when a rear suspension compression is counteracted by intcrnl suspension forces under powered
US 7,128,329 B2
11 acceleration. The third condition is zero-squat. Zero-squat occurs only at the instant in between pro-squat and antisquat, where no suspension manipulating forces are present
undcr powered acceleration. A vehicle suspension operating at the point of zero-squat wil not use acceleration forces to
manipulate suspension reaction in any way.
12 measurement defition line, at a point of 100 percent

suspension compression, this point wil be graphed at a
value of -Ion the y-axis, and 1 on the x-axis. In the squat

cure graph, the distance sct to equal 100 percent suspension
travel and the distance set to equal 100 percent squat should
be set as equal distances. Therefore, the distance between
Squat force works independent of the spring force that supports a suspended vehicle. Because the squat force is independent of the vehicle spring force, when under acceleration, a vehicle suspension is acted upon by its sprig and 10 the squat force together. Suspended vehicles use springs to support the vehicle chassis and dapers to dissipate impact encrgy whcn the suspension system is compressed and extended while the vehicle travels over rough terrain.
zero value for squat to maximum value for squat wil be

equal to the graphed distance betwecn zero value for sus~
pension compression to maximum value for suspension compression. When desired squat point values are known and grphed versus their corresponding percent measured
suspension compression values, the points can be connected from point to point using typical graphing method A curc can then be fit to the point to point grph so that the cure Springs can be in the form of compressive gas springs, leaf 15 represents a smoothed best fit version of the point to point sprigs, or coil sprigs, and dapers can use fluid or friction grph. The most effcient method to obtain such a curve is to to dissipate energy. When a vehicle is at rest, suspended use a computer program such as Microsoft Excel, available wheels are compressed a certin amount so that the sustrom Microsoft Corporation, One Microsoft Way, Redmond, pended wheel can follow irregular road sudaces with both Wash. 98052-6399, USA. Using Microsoft Excel, a user can bumps and dips. The spring that supports a wheel suspension 20 input the escalating suspension travel measurements beginacts as an energy storage device. Vehicle suspensions use the ning with the zero percent measurement and ending with the dampcr units to dissipatc encrgy stored in a spring after the 100 percent measurement, and can input thc measured or spring is compressed. The fuer a spring is compressed, the preferred squat point measuements that coincide with their more energy is stored, and the more energy will be dissipercent suspension travel measurements. Microsoft Excel pated by the damper when the spring rebounds. Because 25 then can be used to create a graph of the points with a cure spring force increases as a wheel is compressed into its fit to the graphed points. This graphed curve is the discussed
suspension travel, force at the suspended wheel also
squat curve.
increases.
Slope of a squat curve between two points on a curve is
Squat curve grphing is discussed. A squat cure graph is defined by the standard coordinate geometr equation: a represenmtion of the squat produced by a compressible 30 slope~rise/run. A squat curve that has a squat aniount at zero
suspcnsionsystem undcr powcred acccleration. Thc squat cure grph is laid out so that the percentage of suspension travel is graphed on the X axis, and escalating in a positive direction. The minium suspension travel, which is zero percent suspension compression, is shown at the far left of 35 the x-axis, andthe maximUl suspension travel, which is
represented by 100 percent suspension compression, is
shown at the far right of the x-axis. Percent suspension
suspension travel, with 20 percent less squat at a point 10 percent into the wheel suspension trvel compression wil
have a slope of -2, beCause per the equation slope=rise/run,
-0.2/0.1=-2. A squat curve that has a pro squat amount at zero suspension travel, with 20 percent more pro squat at a point 10 percent into the wheel suspension travel compression wil have a slope of -2, because per the equation
for any wheel suspension system by graphing
slope=rise/ru, -0.2/0.1 =-2. A squat curt: can be produced the percent of ments of 5 percent toml suspcnsion compression; mcasured 40 squat throughout thc suspension travel. Percent total squat is grphed on the y-axis in an escalating In certain embodiments, a suspension system according to amount. The highest amount of squat is defined as 100 the invention has a squat curve with a negative, or decreaspercent, and is represented at the top of the y-axis. These ing, slope. In certain preferred embodiments, the slope of the
compression is measured and grdphed in minimum Iicrevalues are taen directly from the squat points which are
squat cure is more negative at the beginning of suspension
measured from graphed squat points on the squat layout line. 45 travel than in the interim, or mid range, of suspension travel.
Measurement is taken at a perpendicular distance from the
lower squat measurement defition
In certain other preterred embodiments, the slope of the

squat cure is more negative at the end of suspension travel
line. Zero percent squat is always measured at the point of zero squat condition. Ths zero squat condition is measured when the squat point lies
than in the interim, or mid range, of suspeiiion travel. In

certin other preferred embodiments, the slope of the squat
directly on the lower squat measurement defition line. At . 50 cure is more negative at the beginning of suspension travel
than at the end of suspension travel. In certain embodiments. the beginning of the suspension travel is 0 to 50 percent, or about 0 to about 50 percent, of suspension travel; or 0 to 40 percent, or about 0 to about 40 grphed as a negative percentage of the 100 percent squat value. The amount of squat closer to or highest in the range 55 percent, otsuspension travel; or 0 to 30 percent, or about 0 of the squat condition known as anti squat is listed as the to about 30 percent, of suspension travel; or 0 to 20 percent, highest positive squat value, and lower amounts of anti or about 0 to about 20 percent, of suspension travel; or 0 to squat, zero squat, and pro-squat arc listed as lowcr percent10 percent, or about 0 to about 10 percent, of suspension ages of the highest anti squat value. Zero squat is shown travel; or 0 to 5 percent, or about 0 to about 5 percent, of
when the squat cure crosses or termnates at zero value on 60
suspension travel; or 0 or about 0 percent of suspension
this point, the squat measurement has no value. Any measurement of a squat point that lies below the lower squat definition line is equal to a pro squat amount, and must be
the y-axis, and pro squat is graphed as a negative y-axis percentage below the x-axis. For example, if a squat curve
travel. In certain embodiments, the interi, or mid range, of
the suspension travel is 25 to 75 percent, or about 25 to about begins with a measurement that is measured 100 millimeters 75 percent, of suspension travel; or 30 to 70 percent, or above the lower squat measurement defition line, at a point about 30 to about 70 percent, of suspension travel; or 35 to of zero suspension compression, this point wil be graphed 65 65 percent, or about 35 to about 65 percent, of suspension at a value of 'I on the y-axis, and 0 on the x-axis. If a later travel; or 40 to 60 percent, or about 40 to about 60 percent,
point is measured 100 milimeters below the lower squat
of suspension trvel; or 45 to 55 percent, or about 45 to
us 7,128,329 B2
13
about 55 percent, of suspension travel; or 50 percent or
about 50 percent, of
14
increments, further squat points are measured and graphed versus their correlating escalating percent total suspension travel increments. Suspension travel displacement is mea-
suspension travel; or 60 to 80 percent, or about 60 to about 80 percent, of suspension travel; or 65 to 75 pcrccnt, or about 65 to about 75 pcrcent, of suspension surcd in a direction parllel to and against grvity, and travel; or 70 percent or about 70 of suspension tmvel; or 50 parallel to the instantaneous squat point measurements. to 60 percent, or about 50 to about 60 percent, of suspension Critical and known preexisting defining points such as travel. In certain embodiments, the end of the suspension vehicle wheelbase, powertain location, and center of mass travel is 70 to 100 percent, or about 70 to about 100 percent, are graphed alongside the squat defiition points to obtain a of suspension travel; or 75 to 100 percent, or about 75 to clear picture of vehiele squat penormance. Vehicle graphs about 100 percent, of suspension travel; or 80 to 100 percent, 10 for obtaining and defining squat perfonnance are always laid or about 80 to about 100 percent, of suspension travel; or 85 out with the vehicle viewed in the side elevational view. to 100 percent, or about 85 to about 100 percent, of A squat layout line is dmwn pamllel to and against suspension travel; or 90 to 100percent, or about 90 to about the front wheel contact grvitational force through center of 100 percent, of suspension travel; or 95 to 100 percent, or patch between the tire and the ground and terminating at about 95 to about 100 percent, of suspension travel; or 100 15 further points. A squat definition point, which is taken or about 100 percent of suspension travel. directly from the aforementioned squat curve wil be In eertain embodiments, a suspension system of the grphed On this squat layout line. A squat lower measureinvention has a squat cure with a slope in the beginnng of ment definition line is drawn from the center of the driven
suspension travel of -0.2 to -5, or about -0.2 to about -5;
wheel tire to ground contact patch perpendicular to and
of -0.5 to -4.5, or about -0.5 to about -4.5; of -0.75 to -4.0, 20 tenninating 011 the squat layout line. Squat definitioii points or about -0.75 to about -4.0; of -1.0 to -3.5, or about -1.0 are drawn on the squat definition line in relation to one to about -3.5; of -1.5 to -3.0, or about .-1.5 to about -3.0; another, and in relation to the squat lower measurement of -2.0 to -2.5, or about -2.0 to about -2.5. In certin definition line. A squat definition point drawn above the embodiments, a suspension system of the invention has a squat lower measurement definition line will correlate with squat cure with a slope in the interim, or mid range, of 25 a squat amount. A squat defiition point drawn coincident suspension travel of -0.0001 to -5, or about -0.0001 to with the squat lower measurement definition line wil corabout -5; of -0.01 to -4.0, or about -0.01 to about -4.0; of relate with a zero squat amount. A squat definition point -0.1 to -3.0, or about -OJ to about -3.0; of -0.2 to -2.0, dmwn below the squat lower measurement defiition line or about -0.2 to about -2.0; of -0.3 to -1.2, or about -0.3 wil correlate with a pro squat amount. A squat force vector to about -1.2; of -0.4 to -0,8, or about -0.4 to about -0.8. 30 is drwn frm the center of the driven wheel tire to ground In eertain embodiments, a suspension system of the invencontact patch to the squat point on the squat layout line. As tion has a squat curve with a slope in the end of suspension the suspension is moved though instantaneous measured travel of -0.0002 to -1000, or about -0.0002 to about points though suspension travel, the squat force vector is -1000; of -0.1 to -500, or about -0.1 to about -500; of-0.2 drwn with a begig point at the center of the rear tire to to -50, or about -0.2 to about -50; of -0.3 to -10, or about 35 ground contact patch, and an ending point at its correspond-0.3 to about -10; of -0.4 to -5.0, or about -0.4 to about ing measured instantaneous squat point grphed on the squat
-5.0; of -0.6 to -2.0, or about -0.6 to about -2.0.
layout line.
Graphical kinematical squat curves are discussed. GraphiDiversion in grphical method to obtain specific suspencal methods can be used to determine suspension kinematision system kinematical layouts from a desired squat curve cal layout used to attain a desired squat curve for a suspen- 40 must occur when factoring in specifics for di:lerent tyes of sion. For shaft drve and ehain drve vehicles, graphical power transfer systems such as shaft drive or chain drive.
layout is identical until factoring in the unique features of each powertin. Any suspended wheel in a vehicle has an axle path that a wheel follows when a suspension is moved
A shaft drve system generally uses a power transmission
system that can transmit power via rotary motion from a power unit output shaft to a wheel shaft. The two shafts are
through suspension travel. The curature of this axle path 45 generally fixed at close to a perpendicular angle in one
and its layout in relation to specific powertrain components plane. Power trnsmission systems can vary from gears to defie a squat curve. A squat curve is a measurement of the cogs to frction wheels and other types of systems, all herein changing magnitude and direction of squat developed under referred to universally as cogs. These shaft drive systems powered acceleration as suspension system is cycled feature a drving cog which is rotatably attched to the though suspension trvel from its beginnng uncompressed 50 power unit output, a first intermediate cog, which transfers point to its ending fully compressed point. Every instantarotational motion from the driving cog to a relatively perneous point in a suspension tmvel has a corresponding pendicular shaft, a second intermediate cog, which tmnsfers instantaneous amount of squat present. These instantaneous rotational motion frm the shaft to a drven cog which is squat points can be measured or graphed as a point on the rotatably attached to the rotation axis of a wheeL. squat layout line at a perpendicular distance Iom the lower 55 Shaft drve vehicle powertain and suspensions tyically squat layout line. When the desired instantaneous amounts tae one of two forms. These are, a single pivot system, or of squat at instantaneous points in the suspension travel are a multi link system. A simple single pivot system features a known, squat definition points can be graphed in conjuncdriven cog tht is fixed to and housed within a swinging tion with each other, beginning when a suspension is in its wheel carer link which pivots arouid a single pivot. In this uncompressed state and ending in its fully compressed state, 60 arrngement, there is only one pivot connecting the swingand in relation to the vehicle geometr to obtain a suspening wheel carrer link to the vehicle frame structure. The sion kinematical layout which wil attain the desired squat rotating drive torque is acted against by the drven cog
cure. The squat curve beginng value is measured at the

point where the suspension system is in its completely
housing, which is part of the swingig wheel carrer link.

Aetion against the drive torque in the swinging wheel carrier
though the wheel tire combination to the ground through a
uncompressed state. As the suspension is cycled furter 65 link causes a torque about the ling single franie pivot. The through suspension travel towards complete compression addition of ths torque plus the driving force imparted
pausing at a minimum of 5 percent total suspension travel
"'
US 7,128,329 B2
15
tire to ground contact patch totals a squat response. An instantaneous pivot location for a single pivot shaft drive
system can be fOlUid at any point on a drawn squat force
16
Flexure type systems use flexing elements to transmit power
from a suspended wheel to a chassis strcture. In all types

of the chain drven wheel suspension ~;ystem mentioned
vector that correlates with thc dcsired instantaneous squat response. These single pivot systems produce a linear squat
curve.
a bovc, thc drving force can bc rcprcsented as a vcctor

drawn perpendicular to the driven wheel axle path. In a
A miti pivot linkage can be used to alter squat characteristics and obtain a varable squat curve in a shaft drven
chain drven suspemion, driving force is always the major force component when compared to chain pulL. There are two internal forces present within a chain driven
wheel suspension system. A multi link shaft drve suspenvehicle chassis that together create a squat response. These sion system isolates the torque passed through the drven 10 two forces are drving force, and chain pull force. cog in the system from the swinging link system. In a 4-bar When a chain drven vehicle is accelerated, force is
varation, the drven cog is attached to a swinging wheel
transferred from a power source to a drving cog. TIiis

driving cog transmits its forcc through a chain to a drven
carcr link, which pivots at onc cnd of a first swinging link.

The first carner manipulation lin is pivotally attched to the
cog. The force direction and magnitude present in the
vehicle chassis at the end opposite of the swinging wheel 15 tensioned chain are referred to as chain pull force. Fixed carer link pivot. A torque reaction, like the one discussed chanline tye designs are present where at any instanta-
in the single pivot shaft drve system works to rotate the.

swinging wheel carner link against the fist carner manipu-
neous point, a single driving cog is fixed rotationally on a chassis strcture, and a drven cog is attched to a suspenlation link. A second carrier manipulation link is also sion member, and force is transmitted from the driving cog attached to the swinging wheel carer lnle Ths second 20 to the driven cog through a chain. In this fixed chainine type carier manpulation link is attached to the vehicle chassis at design, the chainline force vector is always located at one a different location from the fist swinging carrier manpuend by the tcnsioned chainlinc tangent point whcrc thc chain lation link. The second carrier manipulation link works to is fixed n relation to the velicIe chassis strctue, and by the inhibit free rotation of the swinging wheel carrier link tensioned chainline tangent point of the moving pulley at the against the fist carner manipulation link. To find instanta- 25 opposite end. neouscamer manipulation link pivot pontswhich wl give In variable chainline type designs, which manipulate a a desired nstantaneous squat amount, its correlating desired chain force vector line thugh the use of a pulley system squat force vector must be graphed. lbe two swinging wheel that moves with the suspension, the chainine force vector is carer lin pivots are next defied. Carner manpulation always located at one end by the tensioned chainline tangent link force lines are drawn so that force line passes directly 30 point where the chain is fixed in relation to tiie vehicle
though the center of the rearward pivots which are coincident with the pivots on the swinging wheel carer lin. The carer manipulation link force lines are drawn so that they
chassis structurc, and by the tcnsioncd chainlinc tangent
point of the moving pulley at the opposite end. Sliding

elements can also be substituted for pulleys in this application.
ntersect on the desired squat force vector. The first and

second vehicle chassis pivots can be positioned upon the 35
corresponding first and second carrier manpulation link

force lines to attain the desired instantaneous squat response.
Graphing the carner manpulation lin force lnes and
In tiie chain drve powertain, the drven cog is rotatably attached to a wheelltire combination. The wheel pushes
against the groiuid resulting in friction. As the wheel rotates
desired squat force vectors together overlaid at multiple

points in the suspension trvcl wl allow thc dcsigncr to
a driving force trnsmitted from the contact patch though the wheel structure and a force is imparted at the rear hub 40 axlc. Ths pushg forcc can be transferred to the chassis via
a wheel suspension system, ultimately pushes the vehicle forward. This pushing force is referred to as driving force.
choose pivot point locations and kinematical suspension

layout that can attin a desired variable squat curve.
A chain drve powertain system uses a chain or belt to trnsmit power between two reasonably parallel shafts.
The driving force direction is measured and represented

grphically
as a drving force vector drawn from the driven
Chain drve systems are very common in motorcycle, ATv 45 wheel rotation axis, perpendicular to the driven axle path,
and bicycle applications because of their light weight, robustness, and simplicity in both manufacturig and use.
The chan drive systems featue a drving cog and a driven
where the axle path is defined as a line that a suspended
wheel rotational axis travels as a suspension is moved

through suspension travel. This axle path can be a constant
curature or changing curatue line depending on suspen-
cog, with the drvng cog attched to a power source, and a

The driven wheel or wheels is/are attched to a swinging
drven cog rotatably attched to the rotation axis of a wheeL. 50 sion layout.
link or linkage system via a bearing or bushg system,

which allows rotational motion of the driven wheel or wheels in relation to the swinging link or linage system. Chan drve suspensions typically take one of several forms. These include sngle pivot systems, multi link systems, cantrack type systems, and flexure type systems. The
suspcnsions can also fcatuc varable chainlinc typc dcsign,
A simple single pivot system features a drven cog that is rotatably attached to a wheel, which is rotatably attached to
a swinging wheel carer lin which pivots arund a singular
pivot. In tIiis arngement, the suspended wheel travels in a

55 constant radius arc. To fid the nstantaneous swinging link
pivot point for a single pivot chain drve system, which wil
give a desired instantaneous squat amount, its correlating
desired squat forcc vector must bc graphed. Bccause thcre is

only one lin in the single pivot suspension, the swinging
60 link pivot wl lie coincident with the drivng force lne.
which manipulate a chain force vector line though the use
of a pulley system that moves with the suspension. A single

pivot system uses a single pivotig suspension lin to
trnsmit force between a suspended wheel and a chassis. A
multi link system uses an arngement of pivoting suspen-
sion links to transmit force between a suspended wheel and a chassis. A cantrack type system that uses sliding elements 65 grphed first. Adesired squat force vector is drawn from the but does not use link to attain force transfer from a wlieel center of a rear wheel contact patch to the desired squat axlc to a chassis is also possiblc but uncommon in practicc. layout point on a squat layout linc as describcd previously.
Desired vehicle geometry is gmphed in a side view. Ths vehicle geometry wil include the size, location, and center points ofvelicIe tires, powertran component layout, and the direction of gravitational force. A squat layout line is
us 7,128,329 B2
17
Next, the chain force vector is graphed in relation to the powertin components as described previously. The chain force vector is drdwn so that it intersects the squat force
vector. Finally, the drving force vector is drwn from the center of the rear wheel axis to the intersection point of the
18
multiple points through the suspension travel. The crossing point of the overlaid drving force vectors for different points in the suspension travel define the instantaneous pivot point movement though the suspension travel, and kinematical suspension layout that can attain the desired squat curve. For multi element systems, there are several methods that can define element layout based on a desired axle path, for example, by using kinematical analysis computer software. Software that can perform this specific function is marketed under the names SyMech, which is available from SyMech
squat force vector and chain pull force vector. The pivot
point for the single pivot swinging lin suspension arm wil lie at any point along the drving force vector to achieve the desired instantaneous squat amount. Graphing the chain pull
force vector, and squat force vectors together overlaid at lO
multiple points in the suspension travel wil allow the

designer to find drving force vectors at multiple points
lnc, 600 Townsend Street, San Francisco, Calif., 94107, USA, and SAM, which is available from ARTAS-Enginccrig Software, Hct Puyven 162, NL-5672 RJ Nuenen,
The Netherlands. Ths softare allows a user to defie an
though the suspension travel. The crossing point of thc
overlaid drving force vectors for different points in the

suspension travel define the single pivot point location and 15
axle path, and set parameters such as mechanical element
kinematical suspension layout that can attain the desired type, number of mechancal elements, and desired location squat cure. of anchor components. The softare wil then suggest Multi lin systems, cam/track (sliding link) type systems, multiple lin layout choices that wil meet all of the set fort and flexure type systems feanire a driven cog that is rotatparameters. Graphical analysis can also be performed by ably attched to a wheel, which is rotatably attched to a 20 hand. In a hand grphical analysis, the mechanical composwinging wheel carrier link which moves the wheel along an nents of a multi element system are measured at multiple axle path that is defined by a multi element system. To aid points though the suspension trvel. At each point in the
the analysis of multi-element systems, it is simplest to define or measure an axle path which wil guide a wheel, and then
define the elements that wil give the desired axle path later, 25
suspension trvel, the instant center of the lin system is
as opposed to tring to define elements fit and measure

axle path as a byproduct later to attain a desired result. Multi element systems do not have a single hardware defined pivot
point like a single fixed pivot system does. The multi element systems use combinations of links or cams to 30
project a virtal or instantaneous pivot point. Ths pivot
graphed. A common 4-bar linkage suspension system featues a driven cog that is rotatably attached to a drven wheel, which is rotatably attached to a swinging wheel
carer lin which is pivotably attached to two separate
carrier manipulation link. The swingig link are pivotably attched to a vehicle chassis at their other ends. The instant center in a 4 bar pivoting linkage system such as shown in
FIG. la, is found by projecting individual link force lines through both pivots of each of the two carrer manipulation
links that support the swinging wheel carrier. The two carrer
manipulaTion link force lines are projected so that they
point can always be found at a point long a drving force

vector, which is drawn perpendicular to a drven wheel axle
path as previously described.
To find the axle path which wil give a desired instanta- 35
this instant force center. As the carrer manpulation links rotate on their pivots, the intant center position changes in ground plane, powertain component layout, and the direc- 40 relation to the drven wheel rotation axis and the vehicle tion of gravitational force. A vehicle wheel suspension chassis. Ths causes the drving force line to move in relation system always has a mimum suspension travel point, to the chain force line. Because the squat force line is defied where the suspended wheel is at its zero compressed susin part by the location of the drven wheel contact patch, and pension travel point, and a maximum suspension travel the intersection between the drving force vector and the point, where the suspended wheel is at its 100 percent 45 chain force vector, a change in squat vector direction can
compressed suspension travel point. Several overlaid graphs must be made to obtain a squat curve. The minimum increment in suspension compression displacement that can be used to graph an accurate squat curve from the grophical
occur. The perpendicular distance from the lower squat
definition line to the point at which ths squat direction
neous squat amount, its correlating desired squat force vectors must be graphed. Desired vehicle geometry is grphed in a side view. This velucle geometry wil include the size, location, and center points of vehicle tires, vehicle
intersect each other. Ths intersection point is commonly known at the instant force center. A drving force line can be drwn directly from the rotation axis of the driven wheel to
vector intersects the drwn squat layout line to is measured

and recorded.
Four bar sliding lin suspension systems are analyzed
method using squat force vectors as presented has been 50

found to be 5 percent of total suspension compression
displacement between gmphed squat force vectors. A squat

layout line is grphed fist. A desired squat force vector is
identically to 4 bar pivoting systems, but the identification of the instant center is performed in a slightly different manner
due to the constraints of the sliding lin system. Pour bar

sliding link systems featue a driven cog that is rotatably
drawn from the center of a drven wheel contact patch to the
desired squat layout point on a squat layout line as described 55 attached to a driven wheel, which is rotatably attached to a
previously. Next, the chain force vector is graphed in relation to the powertin components as deseribed previously.
swinging wheel carrer link which is pivotab1y attached to two sepamte sliding carrier maiupulation sliding blocks. The
The chain force vector is drawn so that it intersects the squat individual carrier manipulation sliding blocks move on force vector. Finally, the drving force vector is drawn from individual sliding rails. The instant center in a 4 bar sliding the center of the drven wheel axis to the intersection point 60 linkagi; system is found by projecting individual sliding link
of the squat force vector and chain pull force vector. The instantaneous pivot point for the single pivot swinging link suspension arm wil lie at any point along the drving force
vector to achieve the desired instantaneous squat amount.
force lines centered at the pivots of each of the two carrer manipulation sliding block that support the swinging wheel
carrer. The carer manipulation sliding block force lines are
projected perpendicular to the sliding rail so that the two center. A drving force line can be drwn directly from the
Graphing the chain pull force vector, and squat force vectors 65 carrier manipulation sliding black force lines intersect each together overlaid at multiple points in the suspension travel other. This intersection can be referred to as the instant force
wil allow the designer to find drving force vectors at
US 7,128,329 B2
19
the driven wheel to this instant force center. As the carrer manipulation sliding blocks slide on their respective sliding mils, the instant center position changes in
rotation axis of
20
and lower carrier manipulation links rotate in a contra
rotational direction about their fixed axes at the vehicle chassis. The upper carrier manipulation link is arranged in relation to thc lower carrer manipulation lin so that the
instant center projected by the two carrier manipulation
rclation to the drven wheel rotation axis and the vehicle

to the chain force line. Because
chassis. Ths causes the driving force line to move in relation the squat force line is defined in part by the location of the drven wheel contact patch, and
chain force vector, a change in squat vector direction can
occur. The perpendicular distance from the the lower squat 10
links, when measured at zero percent suspension compression, lies at a point on the lower carer manipulation link in
between the lower carrier manipulation link fixed vehicle
the intersection between the drving force vector and the

defition line to the point at which tlis squat direction
vector intersects the drawn squat layout line to is measured

and recorded.
chassis pivot, and moving pivot attched to the swinging wheel carrer link. Ths condition is shown in FIGS. 2a and 2c. As the suspension is compressed towards a point of full compression, the rotation of the upper and lower carrier
manipulation lin in relation to each other causes the

instant center of the linage system to lie at a point that is beyond the outer limits of the two pivots ofthelower carrier manipulation link. Ths condition is shown in FIGS. 2a and
2d.
Measurement of multi element systems to determe axle

path can be done graphically, or by using measurement 15
equipment. Using measurement equipment, the velicle can be rigidly mounted and oriented so that the suspended wheel can be moved freely through measured points in its suspension travel while the chassis stays stationary. In a side view
The present invention is not to be limited in scope by the specific embodiments described herein, which are intended
as single ilustrtions of individual aspects ofthe invention,
orientation, the horizontal and vertical distance from the 20

suspended wheel rotation axis to a fixed point on the vehicle frame at multiple points in the suspension travcl is taken. As
and functionally equivalent methods and components are

witln the scope of the invention. Indeed, various modifi-
the suspension is cycled through suspension travel, the
cations of the invention, in addition to those shown and
corresponding measurements of horizontal and vertical disdescribed herein, will become apparent to those skilled in tance form a wheel rotation axis trvel path in relation to the 25 the art from the foregoing description. Such modifications vehicle chassis. Ths path is referred to as the axle path. are intended to fall witlin the scope of the appended claims. Anlysis has shown that a vehicle with a compressible All cited publications, patents, and patent applications are
suspension system using a chain driven. suspended wheel
achieves the squat curve 17 of the current invention by
having a layout that features a driven cog that is rotatably 30
herein incorporated by reference in their entirety. What is claimed is:
1. A driven wheel suspension comprising a driven wheel, a damper unt, an upper carer manipulation link and a lower carrer manipulation link, wherein said upper carrier separate upper and lower carer manpulation link. The manipulation lin and said lower carrier manipulation link upper and lower carrer manipulation links are pivotably are arranged so that force lines through pivots of each of said attached to a vehiele chassis at their other ends. The upper 35 manpulation lins intersect in an instant center, and wherein and lower carrer mapulation lins rotate in the same said instant center is positioned beyond outer limits of two rotational direction about their respective fixed axis at the pivots of the lower carrer manipulation lin at zero percent vehicle chassis. The upper carer manipulation lin is suspension compression and in between said two pivots as arranged in relation to the lower carrier manipulation link so the suspension is compressed towards a point of full comthat the instant center projected by the two carrer manipu- 40 pression. lation links, when measured at zero percent suspension 2. The suspension system of claim 1, wherein the suscompression, is at a point that is beyond the outer limits of pension system is useful for a chain driven velcle. the two pivots of the lower carer manipulation link. Ths 3. The suspension system of claim 1, wherein the suscondition is shown in FIGS. 1a and !C. As the suspension is pension system is useful for a belt drven velicIe. compressed towards a point of full compression, the rotation 45 4. The suspension system of claim 1, wherein the susof the upper and lower carrer manipulation link in relation pension system is useful for a human powered velicle. to each other causes the instant center of the linkage system 5. The suspension system of claim 1 wherein a damper to lie at points on the lower carrier maipulation link in uit is coniected to the upper carrier manipulation link. between the lower carer manipulation link fied vehicle 6. The suspension system of claim 1 wherein a daper chassis pivot, and moving pivot attached to the swinging 50 unit is coniected to the lower carrier manipulation lin. wheel carrer link. This condition is shown in FIGS. 1h and 7. The suspension system of claim 1 wherein a damper 1d. unit is coniected to a wheel carrer link. Analysis has shown that a vehicle with a compressible 8. The suspension system of claim 1 wherein a daper suspension system using a shaft drven suspended wheel unt is connected to the upper carrier link and lower carrer
attached to a drven wheel, wlich is rotatably attached to a swinging wheel carrer link which is pivotably attached to
achieves the squat curve 17 of the current invention by 55
having a layout that features a driven cog that is rotatably

attached to a driven wheel, wlich is rotatably attched to a
manipulation link. 9. The suspension system of claim 1, wherein the daper
unit is selected from the group consisting of a spring, a swinging wheel carrer lin wlich is pivotably attached to compression gas spring, a leaf spring, a coil spring, and a separate upper and lower carrer manipulation link. The fluid. upper and lower carrer manipulation links are pivotably 60 attached to a vehicle chassis at their other ends. The upper
*****
111111111111111111111111111111111111111111111111111111111111111111111111111
US007128329Cl
(12) EX PARTE REEXAINATION CERTIFICATE (64818t)
Weagle (45) Certificate Issued: Oct. 14,2008

(54) VEmCLE SUSPENSION SYSTEMS
(75) Inventor: David Weagle, Edgartown, MA (US)
(58) Field of
United States Patent (10) Number: US 7,128,329 Cl

(52) U.S. Ci. ....................................................... 280/284
Classifcation Search ........................ None See application file for complete search history.
(73) Assignee: DW-Link Incorporated, Edgartown, MA (US)
(56)
References Cited
4,909,529 A 5,441,292 A
3/1990 Maguire 8/1995 Busby
Reexamination Request:
No. 90/008,792, Jul. 27,2007
6,378,885 BI
4/2002 Ellswort ct ai.

11/005 Whyte
Reexamination Certificate for:

Patent No.: 7,128,329
6,969,081 B2
2003/0038450 Al
2/2003 Lam
Issued: Oct. 31,2006

AppL. No.: 10/949,264
FOREIGN PATENT DOCUMENTS
Filed: Sep. 24, 2004
WO W003/037701 Al 512003
Primary Examiner-Joseph A. Kaufman
(57)
on
Related U,S. Application Data

(63) Continuation-in-par of application No. 10/669,412, filed
ABSTRCT
Sep. 25, 2003, now Pat. No. 7,048,292.
(51) Int.CI.
B62K 25/00
(2006. 1)
A wheel suspension system having under powered acceleration a squat response that begins in the realm of anti squat and passes though a point oflessened anti squat at a furter point in the travel.
"
US 7,128,329 CL
1
2
Claims 2-9, dependent on an amended claim, are determined to be patentable.
1. A driven wheel suspension comprising a drven wheel,
s. a daper uiit, an upper carer manipulation lin and a
EX PARTE REEXAMINATION CERTIFICATE

ISSUED UNDER 35 US.C. 307'
THE PATENT is HEREBY AMNDED AS
INDICATED BELOW.
lower carrer maiupulation link, wherein said upper carier

maiupulation lin and said lower carer manipulation link
Matter enclosed in heavy brackets ( i appeared in the

patent, but has been deleted and is no longer a part ofthe
are arnged so that force lines through pivots of each of said
manipulation links intersect in an instant center, and wherein

10
patent; matter printed in italics indicates additions made
to the patent.
AS A RESULT OF REEXAMINATION, IT HAS BEEN
DETERMINED THAT:
said instant center is positioned beyond outer lirts of two pivots ofthe lower carer manipulation link at zero percent suspension compression and in between said two pivots as the suspension is fully compressed (towards a point of full
15 compression).
Claim i is determined to be patentable as amended.
*****
Exhibit C
11111111111111111111111111111111111111111111111111111111I111I11111111111111
US007828314B2

Weagle
(54) VEHICLE SUSPENSION SYSTEMS
(75) Inventor: David Weagle, Edgartown, MA (US)
(10) Patent No.:

(45) Date of
US 7,828,314 B2
Nov. 9,2010
Patent:
5/1997 Klassen et al. 9/1997 Twner
5,628,524 A
5,671,936 A
(73) Assignee: DW-Link Incorporated, Edgarown,
MA (US)
( *) Notice: Subject to any disclaimer, the term of
5,678,837 A 5,791,674 A 5,899,480 A

6,102,421 A
10/1997 Leitner 8/1998 D' A1uisio et ai.
5/1999 Leitner .
this
patent is extended or adjusted under 35

U.S.c. i
54(b) by 0 days.
(21) Appl. No.: 11/525,661
(22) Filed:
(65)
Sep. 22, 2006

US 2007/0024022
8/2000 Lawwil et al. 6,161,858 A * 12/2000 Tseng ..................... 280/281. 3/200 I Guenther 6,199,886 BI 3/2001 Wilcox 6,203,042 BI 3/200 I Klassen et ai. 6,206,397 BI 5/200 I Kaiik et al. 6,237,706 BI 7/2001 Eitel 6,263,994 BI 4/2002 Ellswort et ai. 6,378,885 BI
Al
Feb. 1,2007
(Continued)
Related U.S. Application Data

(60) Division of application No. 10/949,264, filed on Sep.
FOREIGN PATENT DOCUNTS

FR
2 774 966
8/1999
24,2004, now Pat. No. 7,128,329, which is a continu-
ation-in-part of application No. 10/669,412, fied on Sep. 25, 2003, now Pat. No. 7,048,292.
(51) Int. CI.
B62K 25/04 (2006.01)

Classification Search ................. 280/283,
280/284; 180/227
(Continued)
OTHER PUBLICATIONS
Bronshtein et aI., Handbook of Mate me
(52) U.S. Ci. ...................................................... 280/284

(58) Field of
tics 4/h ed., 2004, Springer
See application fie for complete search history.
Verlag, pp. 180.*
(56) References Cited

U.S. PATENT DOCUMENTS
1,047,430 A * 12/1912 Michaelson ................. 280/284 12/1988 Lawwil 4,789,174 A 6/1992 Lawwil 5,121,937 A 6/1993 Gilin 5,217,241 A
5,244,224 A
Primary Examiner-Kevin Hurley

(74)
Attorney, Agent, or Firm-Stahl Law Fir

ABSTRACT
(57)
5,306,036 A 5,409,249 A 5,441,292 A 5,474,318 A 5,509,679 A 5,553,881 A
9/1993 4/1994 4/1995 8/1995
Busby Busby Busby Busby
A wheel suspension system having under powered acceleration a squat response that begins in the realm of anti squat and
passes thugh a point oflessened anti squat at a fuer point

in the travel.
12/ 1995 Castellano
4/1996 Leitner 9/1996 Klassen et ai.
8 Claims,. 19 Drawing Sheets /,
US 7,SiS,314 B2
Page 2
U.S. PATENT DOCUMENTS

6,450,520 Bl *
9/2002 Girard ........................ 280/284

9/2002 Turner
7,100,930 B2 * 7,216,883 B2 *
6,450,521 Bl
6,471,230 B2
10/2002 Ellswort et aI.

7/2003 Luede
6,592,108 Bl
6,595,538 B2 3/2004 Miyoshi 6,698,780 B2 1/2005 Lam ........................... 280/284 6,843,494 B2 * 1/2005 Probst ........................ 280/284 6,845,998 B2 * 2/2005 Turer 6,854,753 B2 6,926,298 B2 * 8/2005 Ellswort et aI. ........... 280/284 11/2005 Whyte 6,969,081 B2 6/2006 Soucek ....................... 280/284 7,066,481 Bl *
7/2003 Ellswort et aI.
2001/0024024 Al 2003/0038450 Al 2003/0090082 Al 2005/0057018 Al
9/2006 Sai .......................... 280/284 5/2007 O'Connor ................... 280/284 9/2001 Klassen et al.
2/2003 La
5/2003 Ellswort et al.
3/2005 Saik
FOREIGN PATENT DOCUNTS

GB WO WO
1 498 168
W003/018392
W003/03770 I
1/1978 3/2003 5/2003
* cited by examner
u.s. Patent
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1 VEHICLE SUSPENSION SYSTEMS
U.S. application Ser. No. U.S. Pat. No. 7,128,329, which is a continuation-in-par of U.S. application Ser. No. 10/669,412, filedSep. 25, 2003, now U.S. Pat. No. 7,048,292 which are incorporated herein by reference in their entirety.
This application is a divisional of 2004, 10/949,264,filedSep. 24, now
2
FIG. lc is an enlared section of the side view of
the chain
drven vehicle shown in FIGS. la and lb with the drven wheel suspension system in a completely uncompressed
state. FIG. ld is an enlarged section of the side view of the chain drven vehicle shown in FIGS. la, lb, and 1c with the drven wheel suspension system in a completely compressed state.
drven wheel suspension system that achieves a squat curve 10 according to certin embodients of the current invention. 1bs invention relates to suspension systems capable of The vehicle is shown with the drven wheel suspension sysreducing or elimnating a squat response. tem in an uncompressed state. Automobiles, bicycles, motorcycles, all terrain vehicles, FIG. 2b is a side view of a shaft drven vehicle as shown in
and other wheel drven vehicles are used for
BACKGROUN
FIG. 2a is a side view of a shaft drven vehicle using a
varous puroses,
includig transporttion and leisure. These vehicles are 15 pletely compressed state. designed to use a power source to drve thugh a power FIG. 2c is an enlared section
transmission system to a wheel or wheels, which trsfers
rotar motion to the ground via
FIG. 2a with the drven wheel suspension system in a comof the side view of
the shaft
tractive force between a wheel
drven vehicle shown in FIGS. 2a and 2b with the drven

2d is an enlarged section of the side view of
road dir trails. Off road trails are generally bumpier and allow drven vehicle shown in FIGS. 2a, 2b, and 2c with the drven for less wheel traction than paved roads. A bumpier terrain is wheel suspension system in a completely compressed state. best navigated with a vehicle that has a suspension system. A FIGS. 3 and 4 show squat cures for suspension systems suspension system in a vehicle is aimed to provide a smoother according to certin embodiments of the invention graphed ride for an operator or rider, and increase wheel traction over 25 on a squat cure grph as disclosed herein. vared terrain. Vehicle suspension systems for the front wheel FIGS. 5-13 show alternative embodiments of suspension and for the back wheel are available. systems comprising a squat curve of the invention. Each One undesirable effect of suspension systems is the loss of embodiment shown includes a spring/daper unit (small
energ in the way of suspension compression or extension
or wheels and the grund. Vehicles are also used to traverse state. even terrain like paved streets, and uneven terrain like off- 20 FIG.
the shaft
durig powered acceleration. Such energ loss is parcularly 30 interconnected thugh pivots (small circles). notable in vehicles that are drven by low energy power
irregular box) and different frame members (thcker lines)
sources, for example, bicycles and solar vehicles. For example, the average rider of a bicycle can e~ert onl?, a
limited amount of power or energ for a short penod of time
and an even lesser amount for an extended period of time. 35
Therefore, even a very small power loss can have a signficant
SUMY OF THE INNTION

The curent invention relates to new suspension systems
for vehicles, for example, bicycles, motorcycles, car, SUY s,
trcks, two wheel vehicles, four wheel vehicles, front wheel
effect on rider performance and comfort. Suspension trvel is the distance a suspended wheel travels when the suspension is compressed state. moved from a fully extended state to a fully
suspension vehicles, drven wheel suspension vehicles, and

any other kid of vehicle with a suspension system. In certin
aforementioned energy loss has become even more apparent to riders. But even for a vehicle with a high power energy
source, any loss in energy reduces the vehicle's effciency? for
In bicycles, suspension tmvel has been increased for many 40 invention is capable of facilitating a squat response that lowdesigns and with these increases in suspension trvel; the ers the energ loss resulting from squat. In certain preferred
embodiments of the invention, a suspension system of the

embodiments, a suspension system ofthe invention is capable oflowering energy loss resulting frm squat by producing an anti-squat response. An anti-squat response of a suspension
system of
example its fuel effciency. Where vehicles are used II a 45

manner that requires frequent accelerations, including posithe vehicle is tive and negative accelerations, the effciency of paricularly affected by any loss of energ resulting .frm ~e vehicles geometr, including the geometr and design of its
the invention, in certin embodiments, vares along suspension trvel of the vehicle and preferably is higher at the
suspension systems. 50
of a vehicle's suspension system, the effciency of
Thus, by minimizing energy loss resulting from the de~ign the vehicle is improved and thereby its environmental impact. The ~eed
beginnng of suspension trvel and less thereafter. Certain embodiments of the invention comprise a wheel suspension design that uses a tuned squat response to reduce powered acceleration induced suspension movement at tactical points during the drven wheel suspension travel. A
vehicle designed to use the preferred embodiment of the invention can accelerate under power with a lower amount of for a suspension system that can better preserve a vehicles energ loss and a more stable vehicle chassis than known effciency and energy has therefore become more pressing. 55 systems. The present invention provides suspension system design for the invention are useful for a variety Suspension systems of vehicles that reduce these energy losses. of vehicles and preferably in human powered vehicles. The
BRIEF DESCRIPTION OF THE DRAWINGS

FIG. la is a side view of a chain drven vehicle using a
average rider of a bicycle or other human powered vehicle can
exert only a limited amount of power or energy for a short 60 period of time and an even lesser amount for an extended period of time. Therefore, even a very small power loss can drven wheel suspension system that achieves a squat curve have a signficant detrental effect on rider performance and according to certain embodiments of the curent invention. comfort. The need for a suspension system that can better The vehicle is shown with the drven wheel suspension syspreserve the rider's energ has therefore become more presstem in an uncompressed state. in 65 . ing. The present invention provides suspension system as shown drven vehicle FIG.lb is a side view ofa chain designs for vehicles that reduce energy loss durng powered FIG. la with the drven wheel suspension system in a comacceleration. pletely compressed state.
US 7,828,314 B2
3
the invention, a wheel suspension system comprises a wheel connected to a wheel carer unt and said wheel carrer unt connected to sprig daper
In certain embodiments of
4
and said top link projected force line intersecting said lower link at a point later in the trvel. In certain embodiments of the invention, a compressible wheel suspension system comprises a wheel connected to a
means; and isolating said wheel from a frame strctue with

the wheel suspension system having an squat cure with said 5
squat cure having a decreasing rate of squat as the suspension system moves frm a beging point in the wheel travel to an ending point in the wheel travel.
wheel carer unt and said wheel carier unt connected to a

top lin and a bottom lin, with said top and bottom lin
connected to spring daper means; with said top and bottom
In certin embodiments of the invention, a compressible

wheel suspension system comprises a wheel connected to a 10
links rotating together in a clockwise direction, and said top

and bottom lins connecting said wheel carer to a frame
strctue, isolating said wheel from the frae strctue. Said
top lin and said bottom link having projected link force lines
wheel carer unit and said wheel carrier unit connected to sprig damper means; and isolating said wheel frm a frame
strcture with the wheel suspension system having a squat
cure with said squat curve having a decreasing squat amount

and without said squat amount increasing as the suspension 15
system moves from a beging point in the wheel travel

towards an ending point in the wheel travel increase. In certin embodiments of the invention, a compressible
vehicle suspension system comprises a defied squat cure,
and said top link projected force line intersecting said lower link projected force line at a point in the beging of the suspension travel and said top lin projected force line intersecting said lower lin at a point later in the travel.
In practice, precisely controllng squat in a suspension

system can allow for very little suspension movement during powered acceleration with favorable bump compliance. The
fuer a vehicle suspension is compressed, the higher the
with said squat cure having a maximum value at the lowest 20
amount of suspension compression, and a minum value at a furter point in the travel, and a continuously decreasing
amount of squat thoughout the wheel travel.
In certain embodiments of
eration happens withi the fit 40 percent of
sprig force at the wheel rotational axis. Most powered accelthe suspension
travel. Because sprig force is lowest in the beginnng of a
suspension travel, a suspension is more susceptible to manipulation due to squat forces at that time. If enough anti squat force is not present to inbit mass trasfer in the begincure having a slope that is generally negative at an ealier point in the suspension travel, and a slope that is less negative nig of the suspension travel, the suspension wil compress, and when it rebounds, energ wil be lost through the daper. at a interim point in the suspension travel, and a slope that is the suspension travel then more negative at a latter point in the suspension travel. 30 The low spring force in the beginnng of at laterpoints in the allows for higher levels of movement than In certin embodiments of the invention, a compressible suspension travel. Minzing suspension movement due to wheel suspension system comprises a wheel connected to a mass trnsfer durig powered acceleration reduces the wheel carrier unit and said wheel carrer unt connected to a amount of daper movement tht occurs at that time. With top link and a bottom link, with a top lin connected to spring daper means; With said top and bottom lin rotating 35 lower amounts of daper movement comes a lower amount of energ that the daper must dissipate, and therefore more together in a clockwise direction, and said top and bottom of the acceleration force provided by a power source can be link connecting said wheel carrer to a frame strctue, isoused to accelerate the vehicle. The amount of energy conlating said wheel from the frame strctue. Said top link and sumed to produce enough anti-squat force to reduce movesaid bottom lin having projected lin force lines and said top link projected force line intersecting said lower lin projected 40 ment earlier in the suspension travel is less than the amount of energ tht would be lost in the daper durg suspension the suspension travel force line at a point in the beging of movement. As a drven wheel suspension system is comand said top link projected force line intersecting said lower pressed thugh its travel, spring force increases, and therelink at a point later in the travel. fore drven wheel resistance to movement increases. At this In certin embodiments of the invention, a compressible later point in the suspension travel, because of the increased wheel suspension system comprises a wheel connected to a 45 spring force, squat force has less of manpulating effect on a wheel carrier unit and said wheel carrer unt connected to a wheel suspension. A lower amount of anti squat can be used top link and a bottom link, with said wheel carrer connected so that more energy can be transferred to forward movement. to spring daper means; with said top and bottom links
the invention, a vehicle suspension system comprises a defied squat cure, with said squat 25
rotating together in a clockwise direction, and said top and
bottom lin connecting said wheel carrer to a frame strc- 50

ture, isolating said wheel from the frame strcture. Said top
DETAILED DESCRIPTION
link and said bottom lin having projected lin force lines and said top lin projected force line intersecting said lower lin the suspenprojected force line at a point in the beging of
sion travel and said top lin projected force line intersecting 55
Vehicles must be accelerated against their envirnment to propel an operator or rider across terrain. In order to accelerate these vehicles, a certin amount of energy must be exerted and transformed into rotar motion at a wheel or plurality of
wheels. Suspended wheeled vehicle energ conversion tyes
said lower lin at a point later in the travel. In certin embodiments of the invention, a compressible wheel suspension system comprises a wheel connected to a wheel carer unt and said wheel carrer unt connected to a
are widely varied. Some vehicles like bicycles, trcycles, and

pedal car use converted human energy as the drve unt.
Other vehicles use electrc motors or combustion engines, as
top link and a bottom link, with said bottom lin connected to 60 their drve unt. These electrc motors and combustion engines extract rotary motion thugh the controlled release sprig damper means; with said top and bottom lin rotating
of chemically stored energy. together in a clockwise direction, and said top and bottom Almost all vehicle types use some sort of rotar motion link connecting said wheel carrer to a frame strcture, isotransmission system to transfer rotational force from a drve lating said wheel from the frame structue, said top lin and said bottom lin having projected lin force lines and said top 65 unt to a wheel or plurality of wheels. A simple bicycle or
link projected force line intersectig said lower lin projected the suspension travel force line at a point in the beging of
motorccle or all terrain vehicle uses a chain or belt to transfer power from a drve unt to a wheeL. These chain or belt drve
US 7,828,314 B2
5
transmissions typically use one sprocket in the front which is coupled to a drve system and one sprocket in the rear which is coupled to a wheeL. More complex bicycles, motorcycles, all terrain vehicles,
6
suspension compression can tae place. At the beginning of
the wheel suspension trvel distance, when the suspension is
in a completely uncompressed state, the spring is in a state of least compression, and the suspension is easily compressed.
In certin preferred embodiments, a higher amount of anti
and automobiles use a slift drve system to trsfer power

from a drve system to a drven wheel or wheels. These shaf
drve systems transfer power thugh a rotatig shaf that is
squat in the beginnng of the suspension travel is needed to keep the suspension from compressing due to mass transfer under acceleration. As the suspension compresses, spring usually reasonably perpendicular to the drven wheel spinforce at the wheel rises. When sprig force rises to levels nig axis, with power transferred to the drven wheel via a bevel, spiral bevel, hypoid, worm gear drvetrain, or some 10 present in the middle of the suspension travel, mass transfer due to acceleration has a much smaller effect on vehicle other means. These single sprocket chain and belt, and shaf traction or chassis atttude because the mass tranfer is not drven vehicles can use a direct drven single speed arrangecapable of signficantly compressing the suspension system. ment, where drve unt output shaft speed and torque is transAt ths point, in certain preferred embodiments, the present ferred to the drven wheel at a constant unchanging ratio.
These single sprocket chain and belt, and shaft drven 15
invention decreases anti squat amount so that a greater

amount of mass trafer towards the wheel can occur. Ths
vehicles can also use a co=only found multi speed arngement, where drve unt output shaft speed and torque is tranferred to the drven wheel at a varable ratio thrugh operator selected or automatically selected ratio changing mechanisms.
mass trafer allows increased wheel traction while transferring more energy towards forwar propulsion.
FIG.1a shows certin embodiments of
the invention and it
20 presents a graphical method useful to attin a squat point
A bicycle with a more advanced design includes gea

chaging systems that have clusters of selectable front chain-
measurement, and a graphical method to attin suspension layout from an existing desired meageometr kinematical
sured squat point. Shown in FIG. 1a are the following: drven rigs and rear sprockets. These gea changing systems give wheel (1); swinging wheel carrer lin (2); upper carrer the bicycle rider a selectable mechanical advantage for use durg powered acceleration. The mechanical advantage 25 manipulation lin (3); lower carer manipulation lin (4); chain force vector (5); drving force vector (6); squat force selection, allows a rider spinng a front sprocket cluster via
crank arms, to attain lower revolution speed and higher torque values, or conversely, higher revolution speed and lower
torque values at a drven wheeL.
vector (7); upper carrer manipulation link force vector (8);
lower carrer manipulation link force vector (9); squat definition point (10); squat layout line (11); lower squat measure-
The current invention, in certin embodiments, is directed 30 ment definition line (12); measured squat distance (13); drven wheel axle path (14); driven wheel suspension travel the drven wheel distance (15); vehicle chassis (16); center of tire to ground contact patch (31). bicycle, a motorcycle, a car, an SUV, a trck, or any other kid 1 suspension FIG. 1a exemplifies that as the drven wheel of vehicle. Suspension systems of the curent invention are vehicles, including, but not lim- 35 system is completely uncompressed in its drven wheel sus~ useful for a large varety of pension travel distace 15, its squat force vector 7 is shown in road use vehicles with ited to, human powered vehicles, off relation to the vehicle chassis 16. The squat force vector's 7 long displacement suspension, high effciency road going measured squat distance 13 which is measured as the perpenvehicles, and other vehicles. dicular distace between the lower squat measurement defiA vehicle suspension system isolates a vehicle chassis from forces impared on the vehicle when traversing terrain 40 nition line 12 and the squat defition point 10, is also shown in FIG. 1a. As the suspension system is compressed thugh by allowing the vehicle's ground contact points to moveaway its drven wheel suspension travel distance 15, change in from impacts at the terrain level and in relation to the vehicle the drven wheel suspension measured squat distaice 13 over chassis by a compressible suspension movement. The comtravel distancel5 is used to create a squat curve 17. FIG. 1b pressible suspension movement that isolates a chassis frm these impacts is called suspension displacement or suspen- 45 shows a side view of a chain drven vehicle as shown in FIG. 1a with the drven wheel suspension system in a completely sion travel. Compressible suspension trvel has a beging compressed state. Certin embodiments are further exemplipoint where the suspension is in a completely uncompressed fied, for example, vectors (also known as force-lines) useful the suspenstate, and an ending pointof displacement, where to a grphical method to attin a squat point measurement are sion is in a completely compressed state. Suspension travel displacement is measured in a direction parallel to and against 50 shown. The term "vector", as used in ths specification and the appended claims does not refer to the mathematical term, but grvity. In certain preferred embodiments, a suspension sys-
at suspension systems that can maintain low energ loss under powered acceleration of the vehicle, for example, a
tem of the invention uses a tued squat curve to provide an
to lines showing directions of forces. Also exemplified is a
amount of squat closer to or higher in the range of the squat condition known as anti squat in the beginnng of a suspen-
maticallayout from an existing desired measured squat point. sion travel displacement, and an amount of squat closer to the 55 Shown in FIG.1b in addition to what is presented in FIG. la,
grphical method useful to attin suspension geometr kiear the following: upper lin fixed pivot (20); lower lin fixed
range of the squat condition known as anti squat than the intial measurement at a later point in the suspension travel displacement. As a suspension system of the invention is
pivot (21); upper lin floating pivot (22); lower link floating
compressed, a sprig or daper unit is compressed. As this
pivot (23); instat force center (24); drven wheel rotation axis (25); chain force vector and drving force vector intersprig or damper unit is compressed, the force output from 60 section point (26); drving cog (27); drven cog (28); drving
cog rotation axis (29).
FIG. 1b exemplifies that as the drven wheel
the unit rises. As the suspended wheel moves through its axle path, sprig force at the wheel rises. A suspended wheel has a
compressible wheel suspension travel distance that featues a
1 suspension
system is completely compressed thugh its drven wheel

suspension trvel distace 15, its squat force vector 7 moves
beginng travel point where the suspension is completely

uncompressed to a point where no fuer suspension exten- 65
in relation to the vehicle chassis 16. The squat force vector's
sion can take place, and an end travel point where a suspension is completely compressed to a point where no further
7 measured squat distace 13, which is measured as the

perpendicular distance between the lower squat measurement
US 7,828,314 B2
7
definition line 12 and the squat definition point 10, decreases in relation to the measured squat distance 13 shown in FIG. 1a. Ths change in measured squat distace 13 over the drven
shows the graphical method used to obtain a squat cure 17
8
vector (8); lower carer manipulation lin force vector (9);
squat defition point (10); squat layout line (11); lower squat
measurement defition line (12); measured squat distace

wheel tire to ground contact patch (31). FIG, 2a exemplifies that as the drven wheel 1 suspension system is completely uncompressed in its drven wheel sus-
wheel suspension trvel distance 15, in certain preferred (13); dren wheel axle path (14); drven wheel suspent;ion embodients, is used to create a squat cure 17. FIG. 1b 5 travel distance (15); vehicle chassis (16); center of the drven
from chain drven vehicle geometr, or chain dren vehicle
geometr from a squat cure 17. In the vehicle shown in FIG. pension travel distace 15, its defied squat force vector 7 is 1b, a drven wheel 1 is attached to a swinging wheel carer link 2, which pivots at one end of an upper carer mapula- 10 shown in relation to the vehicle chassis 16. The squat force
tion lin 3. The upper carer manpulation lin 3 is pivotally attached to the vehicle chassis 16 at the upper lin fixed pivot 20. A lower carrer manipulation link 4 is also attached to the
vector's 7 measured squat distace 13, which is measured as the perpendicular distance between the lower squat measure-
ment defition line 12 and the squat defition point 10, is
shown in FIG. 2a. As the suspension system is compressed tion link 4 is attached to the vehicle chassis 16 at a lower link 15 though its drven wheel suspension travel distance 15, chage in measured squat distance 13 over the drven wheel fixed pivot 21. An upper carer manpulation link force vec-
swinging wheel carrer lin 2. Ths lower carer mapula-
suspension travel distace 15 is used to create a squat cure 17. 2 upper pivot and the upper link fixed pivot 20. The upper FIG. 2b shows a side view of a shaft drven vehicle as carrier manipulation lin force vector 8 is graphed so that it intersects a lower carrer manipulation link force vector 9, 20 .shown in FIG. 2a with the drven wheel suspension system in a completely compressed state. Certin embodiments are furwhich is grphed coincident to the swinging wheel carrier therexemplified, for example, vectors useful to a grphical link 2 lower pivot and the lower link fixed pivot 21. The method to attain a squat point measurement areshown. Also intersection point of the upper carrer manpulation lin force exemplified is a grphical method useful to attain suspension vector 8, and the lower carer manpulation link force vector 9 is called the instat force center 24. A drving force vector 25 geometr kinematical layout from an existing desired measured squat point. Shown in FIG. 2b in addition to what is 6 is grphed beginnng at the drven wheel rotation axis 25, presented in FIG. 2a, are thefollowing: upperlin fied pivot and passes through the instat force center 24. A chain force the drving cog 27 and vector 5 is drwn tangent to the tops of (20); lower lin fixed pivot (21); upper link floating pivot drven cog 28, and intersects the drving force vector 6 at a (22); lower link floating pivot (23); intant force center (24); chain force vector and drving force vector intersection point 30 drven wheel rotation axis (25); chain frce vector and drving force vector intersection point (26); drving cog (27); drven point 26. The squat force vector 7 is graphed from a beginning cog (28); drving cog rotation axis (29). at the center of the drven wheel tire to grund contact patch FIG. 2b exemplifies that as the drven wheel 1 suspension 31, and passes though the chain force vector and drving
tor 8 is grphed coincident to the swinging wheel caer lin
force vector intersection point 26, before it termates on a

squat layout line 11. The iItersection of the squat force
system is completely compressed thugh its drven wheel
vector 35 suspension travel distace 15, its defied squat force vector 7
7 and the squat layout line is called the squat layout point 10.
The squat layqut line 11 is grphed at a perpendicular angle to
grvitational force. A lower squat measurment defition

line 12 is grphed beginng at the center of
. moves in relation to the vehicle chassis 16. The squat force vector's 7 measured squat distance 13 which is measured as the perpendicular distance between the lower squat measure-
the drven wheel
ment defition line 12 and the squat defition point 10,

the drven wheel suspension travel distance 15 is used to create a squat cure 17. FIG. 2b shows the grphical method used to obtain a squat cure 17 from shaft drven vehicle
geometr, or shaft drven vehicle geometry from a squat curve
tire to ground contact patch 31 and termating perpendicular 40 decreases in relation to the measud squat distance 13 shown in FIG. 2a. Ths change in measured squat distance 13 over and coincident to the squat layout line 11. The perpendicular
measurement from the lower squat measurement defition
line 12 to the squat layout point 10 is called the measured squat distance 13. This measured squat distance 13 changes as drven wheel suspension travel distance 15 compresses, 45 and is used to create a squat cure 17 in a squat cure grph as shown in FIGS. 3 and 4. the the side view of FIG. Ie shows an enlarged section of
chain drven vehicle shown in FIGS. 1a and 1bwith the
17. In the vehicle shown in FIG. 2b, a drven wheel 1 is

attched to a swinging wheel carrer link 2, which pivots at one end of an upper carrer manipulation link 3. The upper carrier manpulation link 3 is pivotally attached to the vehicle
drven
wheel suspension system in a completely uncompressed 50
chassis 16 at the upper link fixed pivot 20. A lower carrer

manipulation link 4 is also attched to the swinging wheel
state.
carrier lin 2. Ths lower caer manipulation lin. 4 is the the side view of FIG. 1d shows an enlarged section of attched to the vehicle chassis 16 at a lower link fixed pivot chain .driven vehicle shown in FIGS. la, 1b, and 1c with the 21. An upper carrer manpulation lin force vector 8 is drven wheel suspension system in a completely compressed state. FIGS. 1c and 1d fuher exemplifY certin embodi- 55 grphed coincident to the swinging wheel carer lin 2 upper pivot and the upper lin fixed pivot 20. The upper carer ments, for example, points and vectors useful for a grphical manpulation lin force vector 8 is grphed so that it intersects method used to attin a squat point measurement, and a a lower carrer manpulation lin force vector 9, which is grphical method to attin suspension geometr kinematical layout from an existing desired measured squat point. grphed coincident to the swingig wheel carrer lin 2 lower
FIG. 2a shows certain embodiments of
the invention and it 60 pivot and the lower lin fixed pivot 21. The intersection point
of
presents a graphical method useful to attin a squat point
the upper carer mapulation link force vector 8, and the
measurement, and a graphical method to attin suspension
geometr kinematical layout from an existing desired measured squat point. Shown in FIG. 2a are the following: drven
wheel (1); swinging wheel carrer lin (2); upper carrer 65
lower carrer manpulation link force vector 9 is called the instant force center 24. The squat force vector 7 is graphed from a begig point at the center of the drven wheel tire to
ground contact patch 31, and passes though the instant force
center 24, before it termates on a squat layout line 11. The
manpulation link (3); lower carrer manpulation lin (4);

squat force vector (7); upper carrier manpulation lin force
intersection of the squat force vector 7 and the squat layout
us 7,828,314 B2
9
line is called the squat layout point 10. The squat layout line 11 is graphed at a perpendicular angle to gravitational force.
10
of the sum of vehicle parts that can remain stationar as a
suspended wheel is moved. The dynamc center of the sprug
A lower squat measuement defition line 12 is graphed
mass as shown in FIG. 2 is a combination of rider and/or
passenger mass and the vehicle mass. beging at the center of the drven wheel tire to grund contact patch 31 and termating perpendicular and coinci- 5 The combination of a rider's mass and the sprug mass of dent to the squat layout line 11. The perpendicular measurethe bicycle are always supported fuly by the combination of ment from the lower squat measurement defition line 12 to the vehicle's tires. Powered forward acceleration trsfers
the squat layout point 10 is called the measued squat distance
13. lbs measured squat distace 13 changes as drven wheel
suspension travel distance 15 compresses, and is used to 10.
mass from the vehicle's front wheel(s) to the vehicle's drven wheel(s), brakng transfers mass from the vehicle's front wheel(s) to the vehicle's drven wheel(s). Riding on the
drven wheel(s) only transfers all of
create a squat cure 17 in a squat cure grph as shown in

FIGS. 3 and 4.
FIG. 2c shows an enlared section of
the mass to the drven
wheel(s), and riding on the front wheel(s) only trafers all of
the side view'ofthe
shaft drven vehicle shown in FIGS. 2a and 2b with the drven

wheel suspension system in a"completely uncompressed 15
state.
FIG. 2d shows an enlared section of the side view of
the
shaft drven vehicle shown in FIGS. 2a, 2b, and 2c with the
drven wheel suspension system in a completely compressed
ments, for example, points and vectors useful for a grphical
state. FIGS. 2c and 2d further exemplify certin embodi- 20 example, a co=on bicycle wil exhbit a center of grvity to wheelbase ratio of nearly 100%, motorcycles are tyically
grphical method to attin suspension geometry kinematical
the mass to the front wheel(s). Due to their combination of short wheelbase (WB) and high center of grvity (CG), motorcycles and bicycles expeto a much greater extent than rience the afects ofload transfer the distance from the other vehicles in existence. The ratio of grund to the CG and the distance between the points where the wheels touch the ground (WB) ilustrates ths point. For
method used to attin a squat point measurement, and a
near 50"10, and passenger car are typically near 25%. Mass transfer is sometimes also referred to as load transfer. layout from an existing desired measured squat point. Energ loss though mass transfer is discussed. One undeFIG. 3 shows a squat cure for suspension systems accord- 25 sirble effect of drven wheel suspension systems is the loss of
ing to certin embodiments of the invention graphed on a
squat curve graph as disclosed herein. The percent of total suspension travel is shown on the x-axis, and the percent of total squat is shown on the y-axis. FIG. 3 exemplifies a squat
cure (17). The slope and shape of
energy in the way of extreme suspension compression or
extension durg powered acceleration. lbs suspension
ships between the vehicle drve system components can FIG. 3 exemplifies a squat cure produced by suspension greatly affect the internal distrbution of forces within the systems of the invention, for example, suspension systems vehicle chassis. As a suspension system cycles though its including features as ilustrated in FIGS. 1a-1d and FIGS. suspension travel, the positional relationships between the 2a-2d. FIG. 3 also exemplifes a grphical method useful to 35 suspension system and the vehicle drve system can change, obtain a squat curve grph. and at the same time, the suspension geometr itself wil
FI G. 4 shows a squat cure for suspension systems according to certain embodients of
compression or extension is categorized as squat. A suspension system's geometr and positional relationthe squat cure shown in 30
the invention. The percent of
chage. These fluctuations of internal forces are what govern
total suspension trvel is shown on the x-axis, and the percent
of total squat is shown on the y-axis. FIG. 4 exemplifies a center of mass change wil also govern suspension response squat cure 17 with tagent lines depicting a slope of the 40 to powered acceleration and brag. These external forces
cure at certain points along the squat cure. The slopes
exemplified by the tangent lines are the fit squat cure slope
suspension response to powered acceleration and brakg. Vehicle attitude in relation to grvity, and sprug weight
18, the second squat curve slope 19, and the thrd squat cure
the squat cure 17 as slope 30. FIG. 4 exemplifies a slope of produced by a suspension system of certin embodiments of 45 a rear suspension to extend or compress durg powered
the curent invention, for example, a suspension system
ar considered stationa and equal when comparg like vehicles in order to determine squat characteristics. Squat is the result of internal chassis forces that can cause
including features as ilustrated in FIGS. 1a-ld and FIGS.

2a-2d, and that the slope varies as the vehicle suspension
acceleration. Squat is an instataneous condition that can var thoughout the suspension travel. Instantaneous squat
response is governed by sprung mass CG placement, suspension geometry, powertrain component location, and grde in
travel distance increases. The squat curve 17 produced has a

fit squat curve slope 18 tht has a negative value at the 50
relation to grvity that the vehicle is traveling on. Sprug

mass CG placement only defies the amount of squat present in a suspension, and dOeS not change the squat conditions.
beginng point in the suspension travel, and a second squat cure slope 19 at an interim point that is higher, or less
negative, than the fit squat cure slope 18 in the suspension
The squat conditions defie the direction of squat force in
relation to grvity. travel, and a third squat cure slope 30 at the ending point in There are thee squat conditions tht must be considered. the suspension trvel that has a lower, or more negative, value 55 The fist condition is pro-squat, and describes the condition than the second squat curve slope 19. present when a rear suspension is forced to compress by FIGS. 5-13 show alternative embodiments of suspension
systems comprising a squat cure of the invention. Each embodient shown includes a sprig/damper unt (small
ireglar box) and different frame members (thcker lines) 60
internl suspension forces under powered acceleration. The
second condition is anti-squat. Anti-squat describes the condition present when a rear suspension compression is counteracted by internl suspension forces under powered acceleration. The thd condition is zero-squat. Zero-squat occurs
interconnected thugh pivots (small circles).

Mass trasfer is discussed. All vehicles have mass. The
mass of a suspended static vehicle system can be modeled as shown in the FIG. 1. Mass in all vehicles with a suspension
system can be divided into sprug and unsprung mass. 65
only at the instant in between pro-squat and anti-squat, where
Unsprug mass is comprised of the sum of all vehicle pars

that move with a suspended wheeL. Sprnng mass is comprised
no suspension manipulating forces are present underpowered acceleration. A vehicle suspension operating at the point of zero-squat wil not use acceleration forces to manpulate suspension reaction in anyway.
US 7,828,314 B2
11
Squat force works independent of the spnng force that supports a suspended vehicle. Because the squat force is independent of the vehicle spnng force, when under acceleration, a vehicle suspension is acted upon by its spnng and the squat force together. Suspended vehicles use springs to support the vehicle chassis and dapers to dissipate impact
energy when the suspension system is compressed and
12
maximum value for suspension compression. When desired squat point values are known and grphed versus their corresponding percent measued suspension compression values,
the points can be connected from point to point using tyical
grphing method A cure can then be fit to the point to point grph so that the cure represents a smoothed best fit version
of the point to point grph. The most effcient method to
extended while the vehicle travels over rough terrin. Spnngs can be in the form of compressive gas spnngs, leaf spnngs, or coil spnngs, and dapers can use fluid or frction to dissipate 10 energy. When a vehicle is at rest, suspended wheels are compressed a certin amount so that the suspended wheel can
obtain such a cure is to use a computer program such as
Microsoft Excel, avalable from Microsoft Corporation, One Microsoft Way, Redond, Wash. 98052-6399, USA. Using Microsoft Excel, a user can input the escalating suspension
travel measurements being with the zero percent measurement and ending with the 100 percent measurement, and
can input the measured or preferrd squat point measure-
follow iregular road surfaces with both bumps and dips. The
spnng that supports a wheel suspension acts as an energy

storage device. Vehicle suspensions use the daper units to 15
dissipate energ stored in a spnng after the spnng is compressed. The furer a spnng is compressed, the more energy
ments that coincide with their percent suspension travel measurements. Microsoft Excel then can be used to create a grph
is stored, and the more energy wil be dissipated by the daper when the spnng rebounds. Because spnng force
increases as a wheel is compressed into its suspension travel, 20 force at the suspended wheel also increases. Squat curve grphing is discussed. A squat curve graph is a representation of the squat produced by a compressible suspension system under powered acceleration. The squat cure
of the points with a cure fit to the grphed points. Ths grphed curve is the discussed squat curve.
defied by the standad coordinate geometr equation:
Slope of a squat cue between two points on a cure is
slope=rse/ru. A squat cure that has a squat amount at zero suspension trvel, with 20 percent less squat at a point 10 percent into the wheel suspension trvel compression wil have a slope of -2, because per the equation slope=rise/ru,
-0.2/0.1 =-2. A squat cure
grph is laid out so that the percentage of suspension travel is 25

grphed on the X axis, and escalating in a positive direction.
that has a pro squat amount at zero suspension travel, with 20 percent more pro squat at a point 10
The minimum suspension travel, which is zero percent susthe x-axis, and pension compression, is shown at the far left of the maximum suspension trvel, which is represented by 100 percent suspension compression, is shown at the far nght of 30 the x-axis. Percent suspension compression is measured and grphed in minimum increments of 5 percent total suspension compression; measured Percent total squat is graphed on the squat y-axis in an escalating amount. The highest amount of
is defied as 100 percent, and is represented at the top of the 35
percent into the wheel suspension trvel compression wil

have a slope of -2, because per the equation slope=rise/run,
-0.2/0.1=-2. A squat cure can be produced for any wheel
suspension system by graphing the percent of squat throughout the suspension travel. In certain embodiments, a suspension system according to the invention has a squat cure with a negative, or decreasing,
slope. In certin preferred embodiments, the slope of the
squat cure is more negative at the begnnng of suspension

travel than in the interim, or mid range, of suspension travel. In certain other preferred embodiments, the slope of the squat
cure is more negative at the end of suspension travel than in
the interi, or mid rage, of suspension travel. In certin
other preferrd embodiments, the slope of
y-axis. These values are taken directly from the squat points which are measured from grphed squat points on the squat layout line. Measurement is taen at a perpendicular distance from the lower squat measurement defition line. Zero percent squat is always measured at the point of zero squat 40 condition. Ths zero squat condition is measured when the
the squat curve is
more negative at the being of suspension trvel than at the

end of suspension travel. In certain embodiments, the beging of the suspension
squat point lies directly on the lower squat measurement defition line. At ths point, the squat measurement has no
value.'Any measurement of a squat point that lies below the lower squat defition line is equal to a pro squat amount, and 45 must be graphed as a negative percentage of the 100 percent squat value. The amount of squat closer to or highest in the range of the squat condition known as anti squat is listed as the highest positive squat value, and lower amounts of anti squat,
travel is 0 to 50 percent, or about 0 to about 50 percent, of suspension trvel; or 0 to 40 percent, or about 0 to about 40 percent, of suspension trvel; or 0 to 30 percent, or about 0 to about 30 percent, of suspension travel; or 0 to 20 percent, or about 0 to about 20 percent, of suspension travel; or 0 to 10
travel; or 0 or about 0 percent of suspension travel. In certin embodiments, the interim, or mid range, of the suspension travel is 25 to 75 percent, or about 25 to about 75 percent, of suspension travel; or 30 to 70 percent, or about 30 to about 70 percent, of suspension travel; or 35 to 65 percent, or about 35 to about 65 percent, of suspension travel; or 40 to 60 percent,
or about 40 to about 60 percent, of suspension trvel; or 45 to
percent, or about 0 to about 10 percent, of suspension travel; zero squat, and pro-squat are listed as lower percentages of 50 or 0 to 5 percent, or about 0 to about 5 percent, of suspension
the highest anti squat value. Zero squat is shown when the squat curve crosses or termates at zero value on the y-axis,
and pro squat is grphed as a negative y-axis percentage
below the x-axis. For example, if a squat cure begins with a

measurement tht is measured 100 milimeters above the 55
lower squat measurement defition line, at a point of zero suspension compression, ths point wil be grphed at a value of 1 on the y-axis, and 0 on the x-axis. If a later point is measurd 100 millimeters below the lower squat measurecompression, ths point wil be grphed at a value of -1 on the y-axis, and 1 on the x-axis. In the squat cure grph, the
distance set to equal 100 percent suspension travel and the
distace set to equal 100 percent squat should be set as equal
55 percent, or about 45 to about 55 percent, of suspension

travel; or 50 percent or about 50
percent, of suspension travel;
ment defition line, at a point of 100 percent suspension 60 or 60 to 80 percent, or about 60 to about 80 percent, of
suspension travel; or 65 to 75 percent, or about 65 to about 75
percent, of suspension travel; or 70 percent or about 70 of

suspension travel; or 50 to 60 percent, or about 50 to about 60 percent, of suspension travel. In certin embodiments, the end
of
distances. Therefore, the distance between zero value for 65 squat to maximum value for squat wil be equal to the graphed
the suspension travel is 70 to 100 percent, or about 70 to
about 100 percent, of suspension trvel; or 75 to 100 percent,
distance between zero value for suspension compression to
or about 75 to about 100 percent, of suspension travel; or 80
US 7,828,314 B2
13
to 100 percent, or about 80 to about 100 percent, of suspension travel; or 85 to 100 percent, or about 85 to about 100 percent, of suspension travel; or 90 to 100 percent, or about 90
the side elevational view.
14
pedormance. Vehicle graphs for obtaining and defining squat
pedormance are always laid out with the vehicle viewed in
A squat layout line is drawn parllel to and against gravito about 100 percent, of suspension travel; or 95 to 100 percent, or about 95 to about 100 percent, of suspension 5 tational force though center of the front wheel contact patch between the tire and the grund and termnating at fuer travel; or 100 or about 100 percent of suspension travel. points. A squat defition point, which is taen diectly from
In certin embodiments, a suspension system of
the inven-
tion has a squat curve with a slope in the beging of suspension trvel of -0.2 to -5, or about -0.2 to about -5; of -0.5 10 about to -4.5, orabout-0.5 to about-4.5; of-0.75to -4.0, or -0.75 to about -4.0; of -1.0 to -3.5, or about -1.0 to about -3.5; of -1.5 to -3.0, or about -1.5 to about -3.0; of -2.0 to -2.5, or about -2.0 to about -2.5. In certain embodiments, a the invention has a squat cure with a 15 suspension system of
slope in the interi, or mid range, of suspension travel of
-0.0001 to -5, or
the aforementioned squat cure wil be grphed on this squat
layout line. A squat lower measuement defition line is drwn from the center of the drven wheel tire to grund
contact patch perpendicular to and termating on the squat
layout line. Squat defition points are drawn on the squat

defition line in relation to one another, and in relation to the
squat lower measurement defition line. A squat defition
point drawn above the squat lower measurement definition
about -0.0001 to about -5; of -0.01 to -4.0, orabou! -0.01 to about -4.0; of -0.1 to -3.0, or about -0.1 to
line wil correlate with a squat amount. A squat defition point drwn coincident with the squat lower measurement
defition line wil correlate with a zero squat amount. A squat.
about -3.0; of -0.2 to -2.0, or about -0.2 to about -2.0; of

-0.3 to -1.2, or about -0.3 to about -1.2; of -0.4 to -0.8, or 20
defition point drwn below the squat lower measurement

defition line wil correlate with a pro squat amount. A squat
about -0.4 to about -0.8. In certain embodiments, a suspension system of the invention has a squat cure with a slope in
force vector is drawn frm the center of the dren wheel tire
to grund contact patch to the squat point on the squat layout

line. As the suspension is moved thugh instantaneous mea-
the end of suspension travel of -0.002 to -1000, or about -0.0002 to about -1000; of -0.1 to -500, or about -0.1 to
about -500; of -0.2 to -50, or about -0.2 to about -50; of 25
sured points thugh suspension travel, the squat force vector

is drwn with a begig point at the center of
the rear tire to
-0.3 to -10, or about -0.3 to about -10; of -0.4 to -5.0, or about -0.4 to about -5.0; of -0.6 to -2.0, or about -0.6 to about -2.0. Graphical kiematical squat cures are discussed. Grphi- 30
cal methods can be used to determne suspension kinematical layout used to attain a desired squat cure for a suspension. For shaft drve and chain drve vehicles, graphical layout is identical until factoring in the unque featues of each powertrain. Any suspended wheel in a vehicle has an axle path tht 35
grund contact patch, and an ending point at its corresponding measured instataeous squat point grphed on the squat layout line.
Diversion in grphical method to obtain specific suspension system kinematical layouts from a desired squat cue must occur when factoring in specifics for different tyes of
power transfer systems such as shaft drve or chain drve. A shaft drve system generally uses a power transmission
system that can transmit power via rota motion from a

power unit output shaft to a wheel shaft. The two shafts are generally fied at close to a perpendicular angle in one plane. Power transmission systems can vary from gears to cogs to frction wheels and other tyes of systems, all herein referred
a wheel follows when a suspension is moved thugh suspen-
sion travel. The curatue of ths axle path and its layout in relation to specific powertrain components defie a squat to unversally as cogs. These shaft drve systems featue a the changing magcure. A squat cure is a measurement of nitude and dirction of squat developed under powered accel- 40 drving cog which is rotatably attched to the power unit
eration as suspension system is cycled through suspension
travel from its beging uncompressed point to its ending

fuly compressed point. Every instantaneous point in a suspension trvel has a corresponding instantaneous amount of
sured or grphed as a point on the squat layout line at a
output, a fist intermediate cog, which transfers rotational motion from the drving cog to a relatively perpendicular
shaft, a second intermediate cog, which trafers rotational
motion from the shaft to a drven cog which is rotatably
squat present. These instantaneous squat points can be mea- 45 attched to the rotation axis of a wheeL.
Shaft drve vehicle powertins and suspensions tyically

take one of
perpendicular distance from the lower squat layout line.

When the desired instantaneous amounts of squat at instantaeous points in the suspension travel are known, squat
two forms. These are, a single pivot system, or a multi link system. A simple single pivot system features a drven cog that is fixed to and housed withi a swingig wheel
carrier lin which pivots around a single pivot. In ths arrage-
definition points can be graphed in conjunction with each 50 other, beginng when a suspension is in its uncompressed state and ending in its fuly compressed state, and in relation to the vehicle geometry to obtain a suspension kinematical layout which wil attain the desired squat cure. The squat
suspension system is in its completely uncompressed state. As the suspension is cycled fuer through suspension travel
ment, there is only one pivot connecting the swinging wheel
carer link to the vehicle frae structue. The rotating drve torque is acted against by the drven cog housing, which is
par of the swinging wheel carer lin. Action against the
about the ling single frame pivot. The addition of
cure beging value is measured at the point where the 55 drve torque in the swinging wheel carer link causes a torque
ths torque
plus the drving force impaed thugh the wheel tire combination to the ground through a tire to ground contact patch towars complete compression pausing at a minimum of 5 totals a squat response. An instantaneous pivot location for a percent total suspension trvel increments, fuer squat points are measured and graphed versus their correlating 60 single pivot shaf drve system can be found at any point on a
escalatig percent total suspension trvel increments. Sus-
drwn squat force vector that corrlates with the desired

pivot systems produce a linear squat curve. A multi pivot linage can be used to alter squat characteristics and obtain a varable squat cure in a shaf drven wheel
intantaneous squat response. These single
pension travel displacement is measured in a direction parallel to and against gravity, and parallel to the instantaneous
squat point measurements. Critical aId known preexisting

defig points such as vehicle wheelbase, powertrain loca- 65
tion, and center of mass are grphed alongside the squat

defition points to obtain a clear pictue of vehicle squat
suspension system. A multi lin shaft drve suspension sys-
tem isolates the torque passed through the drven cog in the
US 7,828,314 B2
15
system from the swinging lin system. In a 4-bar varation, the drven cog is attched to a swinging wheel carer link,
which pivots at one end of a fit swingig lin. The fit
16
When a chain drven vehicle is accelerated, force is transferred from a power source to a drving cog. Ths drving cog transmits its force thugh a chain to a dren cog. The force direction and magntude present in the tensioned chain are referred to as chain pull force. Fixed chainine type designs ar present where at any instataeous point, a single drving
cog is fixed rotationally on a chassis structue, and a drven
carer manipulation lin is pivotally attched to the vehicle

chassis at the end opposite of the swinging wheel caer lin 5
pivot. A torque reaction, like the one discussed in the single pivot shaft drive system works to rotate the swinging wheel
carer lin against the fit carner manipulation link. A sec-
cog is attched to a suspension member, and force is tranmitted frm the drving cog to the drven cog thugh a chain. wheel carrer link. Ths second carer manpulation lin is 10 In ths fixed chainline type design, the chainine force vector
ond carrer manpulation link is also attached to the swingig
attached to the vehicle chassis at a different location from the
fit swinging carner manipulation link. The second carner
manipulation lin works to inbit free rotation of
is always located at one end by the tensioned chainline ta-
gent point where the chain is fixed in relation to the vehicle

chassis structue, and by the tensioned chainline tangent point
of
the swing-
ing wheel carer lin against the fit carner manipulation link. To fid instantaneous carer manipulation link pivot 15
the moving pulley at the opposite end.
In variable chainline type designs, which manipulate a

chain force vector line thrugh the use of a pulley system that
points which wil give a desired instantaeous squat amount, its correlating desired squat force vector must be graphed. The two swinging wheel carer lin pivots are next defied. Carer manpulation link force lines are drawn so that a force
line passes directly thugh the center of
moves with the suspension, the chainline force vector is

always located at one end by the tensioned chainline tangent point where the chain is fixed in relation to the vehicle chassis
strcture, and by the tensioned chainine tangent point of the
the reaard pivots 20
which are coincident with the pivots on the swinging wheel
carer link. The carer manpulation lin force lines are

drwn so that they intersect on the desired squat force vector.
The fit and second vehicle chassis pivots can be positioned
moving pulley at the opposite end. Sliding elements can also be substituted for pulleys in ths application. In the chain drve powertain, the drven cog is rotatably
attched to a wheel/tire combination. The wheel pushes
upon the corresponding first and second carer manpulation 25 against the ground resulting in frction. As the wheel rotates a
link force lines to attin the desired instantaneous squat
drving force transmitted from the contact patch thugh the
response. Graphig the carner manipulation lin force lines' and desired squat force vectors together overlaid at multiple
wheel structue and a force is imparted at the rear hub axle.
Ths pushig force can be transferred to the chassis via a
wheel suspension system, ultiately pushes the vehicle forpoints in the suspension trvel wil allow the designer to ward. This pushing force is referred to as drving force. The choose pivot point locations and kinematical suspension lay- 30 drving force direction is measured and represented grphiout that can attin a desired varable squat curve. cally as a drving force vector drwn from the drven wheel A chain drve powertain system uses a chain or belt to rotation axis, perpendicular to the drven axle path, where the tranmit power between two reasonably parallel shafs. Chain axle path is defied as a line that a suspended wheel rotational drve systems are very common in motorcycle, ATV and 35 axis travels as a suspension is moved though suspension their light weight, robustness, bicycle applications because of travel. Ths axle path can be a constat curatue or chaging
and simplicity in both
manufacturing and use. The chain drve
systems featue a drving cog and a drven cog, with the

drving cog attched to a power source, and a drven cog
curatue line depending on suspension layout.
rotatably attached to the rotation axis of a wheeL. The drven 40

wheel or wheels is/are attched to a swinging lin or linge
A simple single pivot system featues a dren cog that is rotatably attched to a wheel, which is rotatably attched to a
swinging wheel caer lin which pivots around a singular

pivot. In this arangement, the suspended wheel travels in a constant radius arc. To fid the instantaeous swinging link pivot point for a single pivot chain drve system, which wil
give a desired instantaeous squat amount, its correlating
only one lin in the single pivot suspension, the swinging link
system via a bearg or bushing system, which allows rotational motion of the drven wheel or wheels in relation to the
swinging lin or linkage system.
Chain drve suspensions typically take one of several 45 desired squat force vector must be graphed. Because there is
forms. These include single pivot systems, multi link systems,
camtrack type systems, and flexure tye systems. The suspensions can also feature varable chainline tye designs,
pivot wil lie coincident with the driving force line. Desired
vehicle geometry is grphed in a side view. Ths vehicle
which manpulate a chain force vector line though the use of

a pulley system that moves with the suspension. A single
pivot 50
system uses a single pivotig suspension lin to trnsmit
force between a suspended wheel and a chassis. A multi link
system uses an arrgement of pivoting suspension lins to
geometr wil include the size, location, and center points of vehicle tires, powertrain component layout, and the direction of grvitational force. A squat layout line is grphed fist. A desired squat force vector is drawn from the center of a rear wheel contact patch to the desired squat layout point on a
transmit force between a suspended wheel and a chassis. A squat layout line as described previously. Next, the chain camtrack type system tht uses sliding elements but does not 55 force vector is graphed in relation to the powertrain compouse lins to attin force transfer from a wheel axle to a chassis nents as described previously. The chain force vector is drwn is also possible but uncommon in practice. Flexure type sysso that it intersects the squat force vector. Finally, the drving tems use flexing elements to transmit power from a suspended force vector is drawn from the center of the rear wheel axis to wheel to a chassis structure. In all types of the chain drven the intersection point of the squat force vector and chain pull
wheel suspension system mentioned above, the drving force 60
can be represented as a vector drawn perpendicular to the drven wheel axle path. In a chain drven suspension, drving
force is always the major force component when compared to
force vector. The pivot point for the single pivot swinging link
suspension arm wil
lie at any point along the drving force
vector to achieve the desired instantaneous squat amount.
Graphing the chain pull force vector, and squat force vectors chain pull. together overlaid at multiple points in the suspension travel There are two internal forces present with a chain drven 65 wil allow the designer to fid drving force vectors at multiple points through the suspension travel. The crossing point vehicle chassis that together create a squat response. These ofthe overlaid drving force vectors for different points in the two forces are drving force, and chain pull force.
US 7,828,314 B2
17
suspension trvel define the single pivot point location and
kiematical suspension layout that ca attin the desired
18
location of anchor components. The software wil then suggest multiple lin layout choices tht wil meet all ofthe set
squat curve.
Multi lin systems, cam/track (sliding lin) tye systems,
and flexure type systems featue a drven cog that is rotatably 5
fort pareters. Graphical analysis can also be penormed
attached to a wheel, which is rotatably attched to a swinging

wheel carer link which moves the wheel along an axle path
by hand. In a hand grphical analysis, the mechacal components of a multi element system are measured at multiple points though the suspension travel. At each point in the
that is defied by a multi element system. To aid the analysis

of multi-element systems, it is simplest to defie or measure
an axle path which wil guide a wheel, and then defie the 10
tures a drven cog that is rotatably attched to a drven wheel, which is rotatably attached to a swinging wheel carer link
which is pivotably attched to two separate carrer manpulation lin. The swingig link are pivotably attched to a
suspension travel, the instant center of the link system is grphed. A common 4-bar linge suspension system fea-
elements that wil give the desired axle path later, as opposed
to tring to defie elements fist and measu axle path as a
vehicle chassis at their other ends. The instat center in a 4 bar byproduct later to attain a desired result. Multi element syspivoting linge system such as shown in FIG. la, is found by tems do not have a single hardware defied pivot point like a single fixed pivot system does. The multi element systems use 15 projecting individual link force lines though both pivots of each of the two carer mapulation links that support the combinations oflinks or cams to project a virual or instaswinging wheel carer. The two carer manpulation link taeous pivot point. Ths pivot point can always be found at a force lines are projected so tht they intersect each other. Ths point along a drving force vector, which is drawn perpenintersection point is commonly known at the intant force dicular to a drven wheel axle path as previously descnbed.
To fid the axle path which wil give a desired instata- 20
center. A drving force line can be drwn directly frm the

rotation axis of the drven wheel to this instat force center.
neous squat amount, its correlating desired squat force vectors must be graphed. Desired vehicle geometr is graphed in
As
the carer manpulation lins rotate on their pivots, the

intant center position chages in relation to the drven wheel
a side view. Ths vehicle geometry wil include the size,
rotation axis and the vehicle chassis. Ths causes the drving location, and center points of vehicle tires, vehicle ground plane, powertrain component layout, and the direction of 25 force line to move in relation to the chain force line. Because the squat force line is defined in par by the location of the grvitational force. A vehicle wheel suspension system drven wheel contact patch, and the intersection between the always has a mium suspension travel point, where the drving force vector and the chain force vector, a change in suspended wheel is at its zero compressed suspension trvel squat vector direction can occur. The perpendicular distance point, and a maximum suspension travel point, where the suspended wheel is at its 100 percent compressed suspension 30 from the lower squat defiition line to the point at which this
travel point. Several overlaid graphs must be made to obtain a
squat cure. The minimum increment in suspension compression displacement tht can be use to grph an accurte squat
squat direction vector intersects the drawn squat layout line to

is measured and recorded.
Four bar sliding lin suspension systems are analyzed
identically to 4 bar pivoting systems, but the identification of cure from the graphical method using squat force vectors as presented has been found to be 5 percent oftotal suspension 35 the instant center is penormed in a slightly different maner
compression displacement between graphed squat force veco
due to the constrints of the sliding lin system. Four bar
tors. A squat layout line is grphed fit. A desired squat force vector is. drawn from the center of a drven wheel contact
sliding link systems feature a drven cog that is rotatably

attched to a drven wheel, which is rotatably attched to a
swinging wheel carer link
patch to the desired squat layout point on a squat layout line

grphed in relation to the powertrain components as
which is pivotably attached to
as descnbed previously. Next, the chain force vector is 40 two separate sliding carrer manpulation sliding blocks. The
individual carrer manpulation slidig blocks move on individual sliding rails. The instant center in a 4 bar sliding linkage system is found by projecting individual sliding link force lines centered at the pivots of each of the two carer the drven wheel axis to the vector is drawn from the center of intersection point of the squat force vector and chain pull 45 manipulation sliding block that support the swinging wheel
descnbed previously. The chain force vector is drwn so that it intersects the squat force vector. FinalIy, the drving force
force swinging link suspension an wil
vector. The instantaneous pivot point forthe single pivot lie at any point along the
carer. The carer manpulation slidig block force lines are
projected perpendicular to the sliding rail so that the two

carer manpulation sliding black force lines intersect each
other. Ths intersection can be referred to as the instat force
drving force vector to achieve the desired instantaneous
squat amount. Graphig the chain pull force vector, and squat
force vectors together overlaid at multiple points in the sus- 50
center. A drving force line can be drwn directly from the

rotation axis of the dren wheel to this instat force center.
pension travel wil allow the designer to fid drving force
As
vectors at multiple points though the suspension travel. The crossing point of the overlaid driving force vectors for different points in the suspension travel defie the instantaeous
the carier manpulation sliding blocks slide on their respective sliding rails, the instat center position chages in rela-
pivot point movement though the suspension travel, and 55

kiematical suspension layout that ca attin the desired
tion to the drven wheel rotation axis and the vehicle chassis. line to move in relation to the Ths causes the drving force chain force line. Because the squat force line is defied in par
squat curve. For multi element systems, there are several methods that can define element layout based on a desired axle path, for example, by using kiematical anysis com-
by the location of the drven wheel contact patch, and the intersection between the drving force vector and the chain
force vector, a change in squat vector direction can occur. The puter softare. Softare that can perform ths specific fiinc- 60 perpendicular distance frm the the lower squat definition line to the point at which this squat direction vector intersects tion is marketed under the names SyMech, which is available the drwn squat layout line to is measured and recorded. from SyMech Inc, 600 Townsend Street, San Francisco, multi element systems to determine axle Measurement of Calif., 94107, USA, and SAM, which is available frm path can be done grphically, or by using measurement equipARTAS-Engineenng Softare, Het Puyven 162, NL-5672 R J Nuenen, The Netherlands. Ths software alIows a user to 65 ment. Using measurement equipment, the vehicle can be ngidly mounted and onented so tht the suspended wheel can defie an axle path, and set parameters such as mechacal
element type, number of mechancal elements, and desired
be moved freely thugh measured points in its suspension
. US 7,828,314 B2
19
travel while the chassis stays stationary. In a side view orien-
20
and fuctionaIly equivalent methods and components are
withn the scope of
tation, the horizontal and vertcal distace from the suspended wheel rotation axis to a fixed point on the vehicle
frame at multiple points in the suspension travel is taken. As
form a wheel rotation axis travel path in relation to the vehicle
chassis. Ibs path is referred to as the axle path.
the invention. Indeed, various modifica-
tions of the invention, in addition to those shown and

described herein, wil become apparnt to those skiIled in the
the suspension is cycled though suspension travel, the cor- 5 art from the foregoing description. Such modifications are the appended claims. All intended to faIl within the scope of horizontal and vertical distance responding measurements of
cited publications, patents, and patent applications are herein incorporated by reference in their entiret.
1. A drven wheel suspension system comprising a chassis suspension system using a chain drven suspended wheel 10 having a drving coq rotation axis, an upper carer manputhe current invention by having achieves the squat curve 17 of lation link pivotaIly connected to the chassis at a fixed upper a layout that features a drven cog that is rotatably attached to
a drven wheel, which is rotatably atthed to a swinging
pivot, a swinging wheel carer lin pivotaIly connected to
Anlysis has shown that a vehicle with a compressible
Wht is claimed is:
wheel carer lin which is pivotably attached to separate

upper and lower carer manpulation lins. The upper and 15
lower carrer manpulation lins are pivotably attched to a

vehicle chassis at their other ends. The upper and lower carrier manipulation lin rotate in the same rotational diection
said upper carer manpulation link at an upper link floating pivot, a lower carer manipulation link pivotaIly connected to the swinging wheel carer link at a lower link floating pivot,
said lower carrer manpulation .
link being pivotally con-
nected to the chassis at a lower lin fixed pivot, wherein said

lower lin fixed pivot is above the drving cog rotation axis,
about their respective fixed axis at the vehicle chassis. The

upper caer manipulation link is arranged in relation to the 20
and wherein said suspension system has a squat cue with a
lower carer manpulation link so that the instant center

projected by the two carrer manipulation lins, when measured at zero percent suspension compression, is at a point that is beyond the outer limits of the two pivots of the lower
la and 1c. As the suspension is compressed towards a point of
negative slope in the beging of suspension trvel and in the

end of suspension travel, and wherein the slopes in the beginnig of suspension travel and in the end of suspension travel are more negative than the slope of the squat curve in the
carer manpulation link. Ibs condition is shown in FIGS. 25 interi of suspension travel, and wherein said squat cure is
obtained by determnig a measured squat distace at varous

distance being determed by an intersection point of a squat
ful compression, the rotation of the upper and lower carrer manipulation link in relation to each other causes the instant center of the linkage system to lie at points on the lower
carer manipulation link in between the lower carrer 30
percentages of suspension compression, said measured squat
manpulation lin fixed vehicle chassis pivot, and moving

pivot attached to the swinging wheel carer lin. Ibs condi-
force vector and a squat layout line, said squat force vector also intersecting with an mtersection point of a chain force vector and a drving force vector and said squat force vector
also intersecting with a drve wheel grund contact.
tion is shown in FIGS. Ib and Id.
2. The suspension system of claim 1, wherein the suspen-
sion system is useful for a chain drven vehicle. Anlysis has shown that a vehicle with a compressible 3. The suspension system of claim 1, wherein the suspensuspension system using a shaft drven suspended wheel 35
achieves the squat curve 17 of
sion system is useful for a shaft drven vehicle. 4. The suspension system of claim 1, wherein the suspension system is usefu for a belt drven vehicle. a drven wheel, which is rotatably attched to a swinging 5. The suspension system of claim 1, wherein the suspenwheel carrer link which is pivotably attched to separate upper and lower carrer manipulation links. The upper and 40 sion system is usefu for a human powered vehicle. 6. The suspension system of claim 1, wherem said suspenlower carrer manpulation lins are pivotably attached to a sion system comprises a daper unt and wherem said vehicle chassis at their other ends. The upper and lower cardamper unt m said suspension system is selected from the rier manpulation lins rotate in a contra rotational diection grup consistig of a spring, a compression gas sprig, a leaf about their fixed axes at the vehicle chassis. The upper carier sprig, a coil spring, anda fluid, and wherein said damper unit manpulation lin is arnged in relation to the lower carier 45 is connected to a strcture selected from the group consisting manpulation link so that the instat center projected by the of an upper carrer manipulation link, a lower carer manputwo carer manipulation links, when measured at zero perlation lin, a wheel carer link, and a chassis. cent suspension compression, lies at a point on the lower 7. The suspension system of claim 1, wherein the suspencarer manpulation link in between the lower carrer manpulation lin fixed vehicle chassis pivot, and moving 50 sion system comprises an upper carrier manpulation lin and
the current invention by having
a layout that featues a drven cog that is rotatably attached to
pivot attached to the swinging wheel carer lin. Ibs condi-
a lower carer manpulation lin and wherem both lins are

suspension system is' used.
8. The suspension system of
tion is shown in FIGS. 2a and 2c. As the suspension is compressed towards a point of fuIl compression, the rotation of the upper and lower carrer manipulation lins in relation to
each other causes the instant center of the linkage system to 55
pivotally attched to the chassis of the vehicle in which said

claim 7, wherem said suspen-
sion system comprises a daper unt and wherein said
lie at a point that is beyond the outer limits of the two pivots
of the lower carer manpulation lin. Ibs condition is
daper unt m said suspension system is selected from the grup consisting of a spring, a compression gas sprig, a leaf
sprig, a coil spring, and a fluid, and wherein said damper unt shown in FIGS. 2a and 2d. is connected to said upper and lower carer manpulation The present invention is not to be limted in scope by the links. specific embodiments described herein, which are intended 60
as single ilustrations of individual aspects of the invention:,
*****
UNITED STATES DISTRICT COURT, CENTRAL DISTRICT OF CALIFORNIA
Cnn COVER SHEET .

DEFENDANTS
1 (a) PLAINTIFFS (Check box fyou ar~ icpiesenting yourelf
dw-Iink Incorporated
Giant Bicycle. Inc., and Giant Manufacturin9 Co., Ltd.
(b) Attornys (Firm Name. Address and Telephone Number. If yourelf. provide same.)
you are representing
Aiiomeys (If Known)
Arthur Beeman, SNR Denton US LLP 525 Market Street. 26th Floor, San Francisco, CA 94105 Tel: (415) 882-5000
n. BASIS OF JURISDICTION (Place an X in one box only.)
(Place an X in one box for'plaintiff an on~ for defendant)
By Fax
m. CITIZENSffP OF PRINCIAL PARTIES - For Diversity Cases Only
I u.s. Governnt Plaintiff
X 3 Fedeii Question (U.S.
PTF DEF PTF DEF

1 i Incoirated or PrincIpal Place 4 4 'ofBusiness in this Stat~
2
2 Incorporated and Pincipal Placc 5
Government Not ii Par)
Citizen ofThis
Slate
2 U.S. Government Defendant
4 Diversity (Indicite Citizenship Citizen of Another State
offames in !lern Il)

Citizen or Subject of a Foreign Country 3
IV. ORIGIN (Place an X in one box only.)
X i Original 2 Removed frm 3 Remanded from
4 Reinsted or
ofBusincss in Another Slate

3 Foreign Nation
5 Tiisferr from another distrct (specify):
Proceeding State Court Appellate Court

V. REQUESTED IN COMPLANT: JURY DEMAND: X Yes
CLASS ACTION under F.R,C.P. 23: Yes X No
Reopened
6 MultiDistrct
Litigation
7 Appeltll Disirict
Judge from Magistrate Judge
No (Check 'Yes' only if demanded in complaint.)
m MONEY DEMADED IN COMPLAINT: S
TBD
Vl, CAUSE OF ACTION (Cite the U.S. Civil Statue under whieh you ar fiing and write a brefstatement of caus. Do not cite jurisdictional statutes unless diversity.)
35 U.S.C. 271. 283, 284 and 285, Patent Infringement, Breach of Contract and Unjust Enrichment
vli. NATU OF SUIT (Place an X In one biix I)DIY.)
~:~.~~:q!~~~m tli~Ji~~~~~~~~~ ~~~~~lti1l~f:?i:~I:;~~ ~t~Fl~~t~~~~~~~a
400 State Reapponionrent 110 Insurace . PERS0NAL rnJlRY '. PERSONAL .
"R~~~1~ ~k?k~~ljff~~~Q~:~~~~~:~f.;i
t\.;y 710 Fair Labor Standards
410 Antitrt 120 Marna 310 Airplono" PRP.ERTY.
430 Banks and Banldng 130 Milcr Act 315 Airplano Product 370 iher Fraud
450 Coirecce/ICC 140 Negotiable Instnment Liability 371 Truth in Lending Persona Ratcs/cte. 150 Recovery of 320 Assauh, Libel &. 380 Other'
510 Motions to" . ....,. Act Vacate Sentcne\ 720 Labor/Mgml.
Habeas Corpus Relations

530 Geneii 730 LaborlMgmt.
460 Deporttion Overpyment &. Slander. Propert Dae 535 Deth Penalty Reporting &.
470 Racketeer Influenced . Enforcement of 330 F!d. .,,mploycrs 385 Propert Damage
and CO/Tpt Judgment' Liab!lity.. Product Liabili\)
540 Mandamus! Disclosure Act

Othcr 740 Railway Labor Act
480 Consumer Credit 152 Recovery ofDefaulted 345 ~~~~ Product "H 422 Apiial28 SC' .. ~~~.lri_~~.a ~ii!ii~J1_ Litigation
490 Cable/Sat SIO Selective Seivice Veteran) 3SS MOtor V:itt 423 Withdrawal
Organiztions 151 McdcBTe Act 340 Mar~nc :;;;:ANUc~f.t,l
550 Civil Rights 790 Other Labor
TV Studcnttoan(Excl. 350 iva/ 'i b' I 158 28 .

Injury- 442 Employment
~t~;r:~r.~~~!:;;a~!; . .,.,7~~J;~~.~e~~~~.___ ".
850 SecuritieslCllmmoditiesl 153 Recovety of . Pr~d".ct Li~~i~iiY: .::".....i~,f.I.~.~.. .....e',:
610 Agriculture f:i::'"tRWRRT;Y)Ul:Si:::
Exchange Overpayment of 360 Other Persona;. ..;c.wi..lUG'f~.:~,,;;,..:

use 3410 160 Stockhlilders'Suits 362 Personal
620 Other Food &. 820 Cpyrights
87S Customcr Chalenge 12 Vetera's Benefits Injury 44 i Voting
Drug X 830 Patent

Property 21 USC 861 HIA (i
6;15 Drug Related 840 Trademark
890 Other Statutory Actions 190 OtherContracl Med Malpractice 443 HousinglAcco-
Seizure of(:';;iSQt:iALis6~:, ~..:

630 Liquor Laws. 863 DIWCIIWW
891 Agricultural Act 195 Contrct Product 365 Personal Injury' irodalions
892 Economic Stabilzation Liabilty Product Liability 444 Welfare
881 862 Black Lung (923)
395fi .
Act i 96 Frachise 368 Asbestos Personal 445 America with

893 Environmental Maters :;t;il:~~j,Ql-El.'t~~JI~~~, Injur Prduct Disabilities -
640 R.R. &. Truck (405(g))
894 Energy Allocation Act 2 io Land Condemnation r.' . _..... Si.a~i.!ti_ .....co,.."'- Employment 895 Freedom oflnro, Act 220 Foreclosur :,,::~,;.;t.!MM:Q~?:.l9'j;:~f';\ 446 America with
900 Appea lleFee Determ- 230 Rent
650 Airline Regs 864 SSlD Tite XVI

660 Occupational ....!~..gi..~gS(KlL..__...~
nation Under Equal 240 Tort to Land Application Other

Statc Statutes 465 Other lmmgration Actions
Lease &. Ejectment 462 Natuiiation Disabilities-
Safety !Heath ~~Jlt~;l.1.:Sm:Si~-, 690 Other 870 .Taxes (U.S. Plaintiff

or Defendat) 871. IRS-Third Par 26
use 7609
Access to Justice 245 Tort Product Liabilty 463 H~bcas Co~us- 440 Other Civil
950 Constiutionaity of 290 All Other Rea Propert Ahen Dota~ncc . Rights .
FOR OFFICE USE ONLY: Case Number:

AFTER COMPLETING THE FRONT SIDE OF FORM CV-71, COMPLETE THE INFORMATION REQUESTED BELOW.
CV-71 (05/08)
CIVIL COYER SHEET
Page I of2
fEB .:.5 lQl
UNITED STATES DISTRCT COURT, CENTRAL DISTRICT OF CALIFORNIA

CIVIL COVER SHEET
VID(a). IDENTCAL CASES: Has thi$action been previously filed in this court and dismissed, remaded or closed? X No Yes iryes list cas numbei(s):
viO(b), RELATED CASES: Have any cases been previously fied in this cour thaiare related to the present case? X No Yes
If
yes, list case number(s): .
Civil cases are deemed related If a previously fied case and the present case: .
(Check all boxes that apply) A. Anse from the same or closely related tractions, happenings, or events; or B, Can for determintion of the same or substatially related orsinlar questions oflaw and fact; or judges; or heard C. For other reasons would entail substatial duplication oflabor if by dIfferent
D. Involve the same patent, tmdemak or copyright, and one orthe factors identifed above in a, bar c also is prseni.
lX. VENUE: (Whn completng the following informlion. use an aditiona shet ifnecessaiy.)
resides. (a) List the County In this Dislrct; California County outside ofthis Distnct; State ifothertban California; or Foreign Countiy, in which EACH named plaintiff Check here ifthe llovemmenL, its Biiencies oremDJovees is a naed Dlaintiff Ifthis box is checked. ao to item (b).
County in this Pistrcc"
ths. Californa County outside of
Distrct; Sllte. if other tban Caifornia: or Foreign Countr
dw-Iink Incorporated - Dukes County. MA
(b) List
the County in this District; Caifornia County outside ofthis District; State if other than California; or Foreign Countiy, in whih EACH named defendant resides.
this Californa County outside of Distrct; Stae. if other than California; or Foreign Countr
Check here if the I!ovemment, its al!encies or emolovees Is a named defendant. lfthis box is checked. I!O 10 item (c).
County in ilis District:"
Giant Bicycle, Inc. - Ventura. County, CA
Giant Manufacturing Co., Ltd. - Taichung, Taiwan
this (c) List the CoUDty in this Distct; Caifornia County outide of
County in this Disinci"
Disttlct; Stale ifother than Caifornia; or Foreign Countiy. fn which EACH claim arose. Note:.In land condemnation cases, use the location of the tract orland involved.
Califoria Conty outside oftbis Distrct; Staie, if other thll Californa; or Foreign Countr
Plaintiffs Claim - Ventura County, CA
X. SIGNATU OF ATTORNY (OR PRO PER);
Date
2/5/2013
pleadings Nollce to CounseVPartles: The CV-71 OS-44) Civil Cover Sheet and the lnfoonation containcd herein neither replace nor supplemnt the filing and serviee of
to Local Rule or other papers as required by law. This roon. approved by the Judicial Conference oflhe United States In September 1 974, is reuired pursuant
but is used by the Clerk ofthe Cour forihe purose of statistics,
3.1 is not tiled venue an initiating the civil docket sheet (For more detailed instructions, see separte instructions sheet)
Key 10 Stailstical codes relating to Social Security Ca:

Nature of Suit Code Abbreviation Substantive Statement or Cause or Action
861
HIA
All laims for heath insurnce benefits (Medicare) under Tite 18, Par A,the Social of
services of Also, include claims by hospitals. skiled nuring facilties, etc., for certification as providersunder
program. (42 U.S.C. 1935FF(b))
Secunty Act, as amended. the
862
BL
of All claims for "BJack Lung"benefits under Title 4, Part B. the
Federa Coal Mine Health and Safety AC1 ofl969.
(30 U.S.C. 923)

863
DIWC
Tile All claims fied by insured workers ror disabilty insurace benefits under 2
amended; plus all claims med for child's
oflhe Social Security Act, as insurce benefits based on disability. (42 V.S.C. 405(g))
863
DlWW
All claims fied for widows or widowers insurace benefits based on disability under Title 2 of the Social Security Act, as amended. (42 US.C. 405(g))
864
SSLO
All claims for supplementa securty income payments basd upon disabilty fied under Title 16 oflhe Social Securty Act, as amended.
All claims fur retirement (old age) and survivors benefits uierTitlethe of 2 Soeial
865
RSI
V.S.C. (g)) .
CIVIL COVER SHEET
Securty Act, as amended. (42
CV -71 (OSI08)
Page 2 of2
AO 440 (Rev. 06/12) Summons in a Civil Acton

for the
Central District of California
dw-Iink Incorporated,
P/aintjf(s)
cv 13
..
posot
) ) ) ) )
) )
) )
v.
Civil Action No.
PN
SPx
Giant Bicycle, Inc'/and Giant Manufacturing Co., ltd, :
Defendant(s) .
SUMMONS IN A CML ACTION

To: (DetimdDnt'.. nnnr", nnrl nrlrlr",...1
A lawsuit has been filed against you.
you the United States described in Fed. R. Civ. P. i 2 (a)(2) or (3) - you must serve on the plaintiff an answer to the attched complaint or a motion under Rule 12 of
Within 21 days afer service of this summons on you (not counting the day you received it) - or 60 days if are the United States or a United States agency, or an offcer or employee of
the Federal Rules ofCivit Proceure. The answer or motion must be served on the plaintiff or plaintiffs attorney,
whose name and address are: Artur Beeman
SNR Denton US LLP 525 Market Street, 26th Floor San FrancIsco, CA 94105
If you fail to respond, judgment by default wil be entered against you for the relief demanded in the complaint.
You also must file your answer or motion with the curt,
TERRY NAFlSl
CLERK OF COURT
Date:
fE\1 ::S -
AO 440 (Rev. 06/12) Summons in a Civil Action

for the
) )
)
Plaintif(s)
v.
Giant Bicycle, Inc. and Giant Manufacturing Co., Ltd.

Defendant(s)
) ) ) ) ) ) ) ) )
Civil Action No.
SUMMONS IN A CIVIL ACTION

To: (Defendant's name and address)
Giant Bicycle, Inc.
3587 Old Conejo Road

Newbury Park, CA 91320
A lawsuit has been fied against you.

you Within 21 days after service ofthis summons on you (not counting the day you received it) - or 60 days if are the United States or a United States agency, or an offcer or employee ofthe United States described in Fed. R. Civ. an answer to the attched complaint or a motion under Rule 12 of P. 12 (a)(2) or (3) - you must serve on the plaintiff the Federal Rules of Civil Procedure, The answer or motion must be served on the plaintiff or plaintiffs attorney,
whose name and address are: Arthur Beeman
SNR Denton US LLP 525 Market Street, 26th Floor San Francisco, CA 94105
If you fail to respond, judgment by default wil be entered against you for the relief demanded in the complaint, You also must fie your answer or motion with the court,
CLERK OF COURT
Date:
Signature of
Clerk or Deputy Clerk
AO 440 (Rev. 06/12) Summons in a Civil Action (page 2)
Civil Action No.
PROOF OF SERVICE (This section should not be filed with the court unless required by Fed. R. Civ. P. 4 (I))
This summons for (name of individual and title, if any)
was received by me on (date)
o I personally served the summons on the individual at (place)

on (date)
; or
o I left the summons at the individual's residence or usual place of abode with (name)
, a person of suitable age and discretion who resides there,

on (date) , and mailed a copy to the individual's last known address; or
o I served the summons on (name of
individual)
, who is
designated by law to accept service of process on behalf of (name of organization)
on (date)
; or
o I returned the summons unexecuted because

o Other (specif):
; or
My fees are $
for travel and $
for services, for a total of $
0.00
I declare under penalty of
perjury that this information is true.
Date:
Server's signture
Printed name and title
Server's address
Additional information regarding attempted service, etc:
AO 440 (Rev. 06/12) Summons in a Civil Action

for the
Plaintif(s)
v,
) ) ) ) ) )
)
) ) ) ) )
Civil Action No.
Giant Bicycle, Inc. and Giant Manufacturing Co., Ltd.

Defendant(s)
SUMMONS IN A CIVIL ACTION

To: (Defendant's name and address)
Giant Manufacturing Co., Ltd.
19 Shun-Farn Road
Taichung, Taiwan
A lawsuit has been fied against you.

you Within 21 days after service ofthis summons on you (not counting the day you received it) - or 60 days if are the United States or a United States agency, or an officer or employee ofthe United States described in Fed. R, Civ. P. 12 (a)(2) or (3) - you must serve on the plaintiff an answer to the attched complaint or a motion under Rule 12 of the Federal Rules of Civil Procedure. The answer or motion must be served on the plaintiff or plaintiffs attorney,
whose name and address are: Arthur Beeman
SNR Denton US LLP 525 Market Street, 26th Floor San Francisco, CA 94105
If you fail to respond, judgment by default wil be entered against you for the relief demanded in the complaint. You also must fie your answer or motion with the court,
CLERK OF COURT
Date:
Signature of
Clerk or Deputy Clerk
AO 440 (Rev. 06/12) Sumons in a Civil Action (Page 2)
Civil Action No.

PROOF OF SERVICE
(This section should not be filed with the court unless required by Fed. R. CW. P. 4 (1))
This sununons for (name of individual and tile, if any)
was received by me on (date)

o I personally served the sumons on the individual at (place)
on (date)
; or
o I left the summons at the individual's residence or usual place of abode with (name)
, a person of suitable age and discretion who resides there,
on (date) , and mailed a copy to the individual's last known address; or
o I served the summons on (name ofindividiial)

designated by law to accept service of process on behalf of (name of organization)
, who is
on (date)
o I returned the sununons unexecuted because
; or
; or
o Other (specif):
My fees are $
for travel and $
for services, for a total of $
0.00
I declare under penalty ofpei:iury that this information is tre.
Date:
Seiver's signature
Printed name and title
Seiver's address
Additional infonnation regarding attemptedservice, etc:

Dw-Link v. Giant Bicycle Et. Al.

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1 Arur Beeman (SBN 237996)

arthur.beemanasmdenton.com 2 SNR DENTON'US LLP

4 Facsimile: (415) 882-0300 .

3 San Francsco, California 94105-2708 Telephone: (415) 882-5000

-i-~) .._.~ l"~ =: ':.:

z:; ." -l ;E :;c lT o:

5 Alan M. Anderson (Pro Hac Vice Pending)

:;o~ -0 :: ri-., j.;-J

(j-l N ~" .. r~O C -c: .. ;":: ..

Attorneys for Plaintiff 11 dw-link Incorporated

UNITED STATES DISTRICT COURT

Manufacturing Co., Ltd.,

Giant Bicycle, Inc., and Giant

(3) UNJUST ENRICHMNT

1 Plaintiff dw-link Incorporated ("dw-link"), for its Complaint against

3 ("Giant-Taiwan"), alleges and states as follows:

4 JURISDICTION AND VENUE

the United States, 35 D.S.C. l, et seq., as hereinafter more fully

15 committed acts of infringement in this judicial district.

17 3. dw-link is a Massachusetts corporation with its principle place of

19 4. Upon information and belief, Giant-USA is a Virginia corporation

business located at 3587 Old Conejo Road, Newbury

business located at No. 19, Shun-Farn Road, Tachia,

24 Taichung, Taiwan 43774 R.O.C.

25 6. Upon information and belief, Giant-USA is a wholly-owned

26 subsidiary, either directly or indirectly, of Giant-Taiwan. Upon information and

bicycles in the world.

8 8. In 2004, Weagle filed a continuation-in-part patent application based

the '292 Patent. This continuation-in-part application

the inventions disclosed in U.S. Patent No. 7,128,329

16 B2 and issued Ex Parte Reexamination Certificate No. 7,128,329 CL ("the '329

the '329 Patent, as originally issued and

18 including the reexamination certificate, is attached as Exhibit B.

the '314 Patent is

6 13. In July 2004, Weagle attended the H3 Publications Symposium in

Menown and Dennis Lane

Giant-USA and explained his dw-link bicycle suspension system to them.

12 pending world-wide. Menown and Lane discussed Giant's pre-existing suspension

the patent-pending dw-link

17 bicycle suspension system.

those models, such as Anthem

24 Advanced, Anthem 0, Trance Advanced, and Reign XI.

26 "Maestro" suspension system to Giant-USA. Giant-USA imports bicycles utilizing

28 to sell, and sells them throughout the United States. - 4Complaint

1 18. On February 7,2007, dw-link sent a letter to Giant-USA notifying

the '329 Patent.

9 20. On June 1,2007, counsel for Giant-USA confirmed that Giant-USA

11 the '329 Patent.

13 purchase the '329 Patent from dw-link.

15 Accordingly, on June 21,2007, dw-link reminded Giant-USA that it was infringing

17 or acquire rights to permit it to lawfully practice the inventions disclosed in at least

18 the '329 Patent.

20 "Giant remains interested in your patent portfolio."

the '329 Patent, which

25 you previously asserted that Giant infringed the '329 Patent."

26 25. On November 20,2007, dw-link sent an offer to license the '329

4 27. Throughout the communications between dw-link and Giant-USA in

the '329 Patent.

6 28. The reexamination certificate of

7 validity, did not materially alter the claims of

9 suspension system, infringe the '329 Patent.

14 understood the infringement by its bicycles, which utilized the "Maestro"

17 30. Negotiations between dw-link and Giant-Taiwan continued throughout