An electronic device is configured to suitably control of a human-powered vehicle component. The electronic device includes a communicator configured to wirelessly communicate with a pressure detector detecting pressure of at least one tire of the human-powered vehicle. The electronic device is provided in a human-powered vehicle component including at least one of a transmission mounted to the human-powered vehicle, a suspension mounted to the human-powered vehicle, and an adjustable seatpost mounted to the human-powered vehicle.

A bicycle includes a front wheel, a rear wheel, a frame comprising a main frame section and an articulated frame section, the articulated frame section comprising: a lower arm rotatably supported on a first axis by the main frame section, an upper frame link, the rotatably supported on a second axis by the main frame section, an upper arm rotatably connected to the upper frame link on a third axis, an upper butt joint rotatably connected to the upper frame link and the upper arm on the third axis, and a lower butt joint rotatably connected to the main frame portion and the lower arm on the first axis, and a shock absorber having a first end rotatably supported on a fourth axis by the main frame portion and a second end connected to a fifth axis from the upper butt joint and the lower butt joint ndung is held rotatable.

A bicycle is disclosed. In certain examples, the bicycle includes a head tube coupled to a top tube and a down tube, and a seat tube coupled to the top tube and the down tube. The bicycle is coupled to a rear suspension system in certain examples. The rear suspension includes an upper linkage member pivotally coupled at a first pivot point with the bicycle frame and pivotally coupled at a second pivot point with a rear suspension system. The rear suspension also includes a lower linkage member pivotally coupled at a first pivot point with the bicycle frame and pivotally coupled at a second pivot point with the rear suspension system, and where the lower linkage member includes a bottom bracket shell.

A drive unit includes a decelerator rotatably supported by a housing, the decelerator including a first transmission gear, a second transmission gear having teeth of a smaller number than that of the first transmission gear, and a transmission shaft to transmit a rotation of the first transmission gear to the second transmission gear; and a bearing supporting the first transmission gear in the housing such that the first transmission gear is rotatable. A distance, in a first direction in which the transmission shaft extends in the housing, from a reference plane to teeth of the first transmission gear is less than a distance in the first direction from the reference plane to an innermost portion of the bearing, in which the reference plane passes through an outermost portion of the bearing and is perpendicular to the first direction.

A rear suspension system for bicycles comprised of a bicycle main frame, upper link, lower link, swingarm, and rotatable idler member. The rear wheel follows a primarily rearwards and upwards axle path which is determined by the specific linkage geometry. The idler member is fixed to the bicycle main frame at one precise location. This idler member is positioned in such a way as to redirect drivetrain forces to create highly stable anti-squat characteristics at the statically loaded sag point in every gear combination.

A suspension unit has a piston assembly connected to an adjuster. The piston assembly has three or more concentric cylindrical bodies including: an outer tube; an inner tube, and a dampener rod. The dampener rod is inside and concentric to the inner tube. The outer tube is rigidly connected to the dampener rod. The inner tube is telescopically mounted to the outer tube. The inner tube is inside and concentric to the outer tube. The adjuster has an adjuster compression entry port. The axle clamp rebound port connects to an adjuster block rebound entry port. The adjuster block has a high-speed compression cavity formed on an end of the adjuster block.

Generally, examples described herein may take the form of a bicycle including a front frame, a rear frame operably associated with the front frame and configured for coupling to a rear wheel, and a suspension system operably associated with the front frame and the rear frame. The suspension system includes a first connection structure operably coupling the front frame to the rear frame and a first sliding body pivotally coupled to the rear frame and configured to travel in a first direction along a substantially linear travel path and in a second direction opposite the first direction along the substantially linear travel path as the suspension system is compressed.

A bicycle may include a front triangle and a rear suspension system that couples the front triangle to a rear wheel and is dampened by at least one shock absorber. The rear suspension system includes a six-bar linkage having two ternary links separated from each other by one or more binary links, such that the two ternary links do not share a common joint. One of the ternary links may comprise a chain stay. In some examples, the other ternary link may comprise the front triangle. In some examples, the other ternary link may comprise a rocker arm coupling a seat stay link to the shock absorber.

Methods and apparatus of a system for vehicles comprising a vehicle suspension, a sensor operable to measure an operational characteristic of the vehicle suspension, and a processor in communication with the sensor that is operable to suggest an operational setting of the vehicle suspension in response to an input from the sensor corresponding to the operational characteristic. A method for adjusting a suspension of a vehicle may comprise receiving suspension data with a processor, calculating a suspension setting suggestion with the processor, communicating the suspension setting suggestion to a user interface device, and adjusting the suspension based on the suspension setting suggestion.

A control device is configured to control a damping force of a damping device using a difference between a front-rear acceleration of a vehicle main body and a rotational acceleration of a vehicle wheel, the damping device being configured to dampen a force generated between the vehicle main body and the vehicle wheel.