GB2554864A

GB2554864A - Vehicle operation

Info

Publication number: GB2554864A
Application number: GB1616864.3A
Authority: GB
Inventors: Oliver James Reynolds William; Bowyer Robert; Murray Charles Odhams Andrew; James Bradley Duncan; Allan Sawade Caleb
Original assignee: McLaren Applied Technologies Ltd
Current assignee: McLaren Applied Ltd
Priority date: 2016-10-04
Filing date: 2016-10-04
Publication date: 2018-04-18
Also published as: GB201616864D0

Abstract

A vehicle (401 in Figure 4A) is disclosed which has a component having an adjustable operating parameter; a terrain sensor 110 configured to detect information relating to a terrain ahead of the vehicle; and a controller 62 configured to receive data relating to the detected information, and, based on received data, determine a value of the operating parameter. Also disclosed is a vehicle comprising a first component having a first adjustable operating parameter; a second component having a second adjustable operating parameter; and a controller configured to receive data relating to the vehicle in use and, based on received data, determine values of the first and second operating parameters by determining their combined effect on operation of the vehicle. Methods, computer programs and control systems are also disclosed.

Description

(54) Title of the Invention: Vehicle operation

Abstract Title: A vehicle with a component which is adjustable in response the immediate terrain (57) A vehicle (401 in Figure 4A) is disclosed which has a component having an adjustable operating parameter; a terrain sensor 110 configured to detect information relating to a terrain ahead of the vehicle; and a controller 62 configured to receive data relating to the detected information, and, based on received data, determine a value of the operating parameter. Also disclosed is a vehicle comprising a first component having a first adjustable operating parameter; a second component having a second adjustable operating parameter; and a controller configured to receive data relating to the vehicle in use and, based on received data, determine values of the first and second operating parameters by determining their combined effect on operation of the vehicle. Methods, computer programs and control systems are also disclosed.

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VEHICLE OPERATION

FIELD

This invention relates to a vehicle having one or more components which have an adjustable operating parameter, such as an operating parameter whose value affects a performance metric of the vehicle. The invention also relates to a control system, a method and a computer program product.

BACKGROUND

Many vehicles have some components or systems that operate according to certain parameters that can vary or be adjusted. One example is a suspension system, which contains one or more moveable parts that, during use of the vehicle, move relative to another component to provide an appropriate level of protection for the vehicle and user against shocks arising from a terrain over which the vehicle is travelling. On a bicycle, a suspension system may include one or more springs, which may be spring-dampers, in which a spring extends and compresses. If a damper is provided, it exercises a degree of control over the movement, so as to avoid excessive oscillation of the spring. Such a spring or spring-damper may be provided in various places on a bicycle, such as for the front wheel (“front suspension”), for the rear wheel (“rear suspension”), on the seat post or on the saddle. Other parts of a bicycle can additionally contribute to its overall suspension characteristics, including tire pressure and flexible frame parts. Together, the various facets of the suspension system affect the performance of the bicycle.

Taking a spring-damper as an example, in addition to movement of the spring and working of the damper imposed by the conditions during operative use, such a system can be set up with certain limiting parameters, which affect the characteristics of its operation. For example, for a front suspension, a springdamper system can be set to have a given pre-load, which relates to the unloaded spring tension. The pre-load can be set based on rider weight and suspension preferences. Also, the damper characteristics can be set by adjusting the resistance to movement provided by the damper, thereby altering how quickly a shock is absorbed and/or how quickly the spring returns to pre-load state after a bump. Another setting which may be useful for some riding conditions is a lockout state. In this state, the spring is held at a particular extension, effectively disabling the springdamper, which may improve rider efficiency on a smooth terrain. A rider may wish to choose the settings with a particular performance factor in mind, for example to optimize handling, speed, controllability, comfort or user efficiency.

In many cases, the above-discussed settings are fixed by the bicycle manufacturer. They are chosen with an expected usage and rider type in mind. For example, they may be chosen specifically for downhill racing by an averagely-proportioned man. Inevitably, suspension systems with fixed settings will not be optimal for all use conditions or riders. Some prior art systems allow manual adjustment of the settings, either before or during use. Some settings, such as preload of a springdamper, may be infinitely variable within the physical limitations of the particular components which affect that setting. Other settings may be chosen from a number of finite options. For example, one prior art system provides pressure gauges and a gas cylinder, along with toggle switches. Operation of a toggle switch by the rider either deflates or inflates a tire with the gas, thereby enabling the front and/or rear tire to be set at one of two pressures.

One limitation of the above-described systems is that they require manual adjustment. Such adjustment may be recommended to be carried out prior to use, which may be time consuming and may need to be repeated once the rider has started riding and gauged the feel of a bicycle. Some such adjustments may be intended to be made during riding, which is a distraction for the rider. Also, the effectiveness of any adjustments is limited to the skill of the rider in choosing the correct setting. The rider has to choose the setting by judging the effect of his/her weight and riding position to make an initial set-up and then estimate the terrain to be ridden over, including gradient and smoothness. Apart from requiring judgement, shortly upcoming terrain may not be visible to the rider until they arrive at it, which may be too late in the case of an unexpected, large bump or a sudden drop. In the case of a setting having only a finite number of choices, another issue is that none may suit a given specific combination of user and terrain. Furthermore, various component settings can interact to provide an overall suspension feel to a vehicle such as a bicycle, and it is difficult for a user to calculate that interaction and hence which setting or settings might be the best to alter for given circumstances.

Some prior art documents have discussed limited adjustment of settings such as suspension settings during use of a bicycle. US 8,489,278 describes a system for adjusting suspension characteristics during use of a bicycle in response to terrain conditions measured at the bicycle. US 2011/0109060 discusses automatic adjustment of suspension settings on the fly based on forces applied by the rider during use of a bicycle. WO 2006/034212 describes a system for dynamic adjustment of some suspension settings. User and terrain data can be input to the system, either as sensor data or previous user data and thus adjustment of suspension settings can be implemented. However, none of these systems considers interaction between various suspension components nor upcoming terrain.

It would be desirable to provide an improved system for adjusting settings on a vehicle, for example during use of the vehicle, in a more systematic way based on knowledge of the rider and terrain.

STATEMENTS

According to a first aspect of the present disclosure, there is provided a vehicle comprising: a component having an adjustable operating parameter; a terrain sensor configured to detect information relating to a terrain ahead of the vehicle; and a controller configured to receive data relating to the detected information, and, based on received data, determine a value of the operating parameter.

The controller may be further configured to compare a current value ofthe operating parameter to the determined value, and, if different, determine an adjustment of the operating parameter to cause it to have substantially the determined value. The controller may additionally be configured to generate instructions relating to the determined adjustment. The vehicle may further comprise an actuator arranged to adjust the operating parameter of the component based on the instructions.

In some implementations, the operating parameter may affect operation of the vehicle with respect to one or more performance factors. The controller may be further arranged to determine the value of the operating parameter to optimize a given performance factor.

The vehicle can comprise a further component having an adjustable operating parameter. The controller may be configured to determine values of the said operating parameter and the further component’s operating parameter by determining their combined effect on operation of the vehicle. The vehicle may have any number of further components having further operating parameter values which can be determined. The first and second operating parameters are different.

Further operating parameters of further components may also be different. Equally, one or more components may have the same operating parameter - in this case the values may be determined to be the same or different. Both the operating parameters or further operating parameters can affect operation of the vehicle with respect to one or more performance factors. The controller may be configured to determine a combination of values of the operating parameters to optimize a given performance factor.

The operating parameter(s) discussed above can be any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; relative forces to be applied to front and rear brakes.

In some implementations, the component may be a suspension component and the operating parameter may comprise a setting of the suspension component. In this case, the further component may be a tire having a different operating parameter from operating parameters of other components, such as a pressure of the tire.

According to a second aspect of the present disclosure, there is provided a vehicle comprising: a first component having a first adjustable operating parameter; a second component having a second adjustable operating parameter; and a controller configured to receive data relating to the vehicle in use and, based on received data, determine values of the first and second operating parameters by determining their combined effect on operation of the vehicle.

The operating parameters may be ones that affect operation of the vehicle with respect to one or more performance factors. The controller may be configured to determine a combination of values of the operating parameters to optimize a given performance factor. The first and second operating parameters may be different.

The vehicle may have further components with further operating parameters, which may be the same or different than those of other components. The controller may be configured to determine a combination of values of one or more of these further operating parameters in addition to those of the first and second operating parameters.

The operating parameter(s) discussed above may be any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; and relative forces to be applied to front and rear brakes.

The first component may be a suspension component and the first operating parameter may comprise a setting of the suspension component. The second component may be a tire, the second operating parameter being a pressure of the tire.

The controller may be further configured to compare current values of the first and second operating parameters to the respective determined values, and, if different, determine an adjustment of the operating parameter(s) to cause it to have substantially the determined value. The controller may additionally be configured to do this for any further components having adjustable operating parameters. The controller may be configured to generate instructions relating to the determined adjustment or adjustments, the vehicle further comprising an actuator or actuators arranged to adjust the operating parameter(s) based on the instructions.

The received data may relate to a terrain ahead of the vehicle. The vehicle may comprise a terrain sensor, arranged to gather information about a terrain ahead of the vehicle and provide the information to the controller. Such a vehicle or any of the vehicles discussed above with respect to the first aspect, may have a terrain sensor arranged to gather information comprising one or more of: incline or decline; presence of an obstacle; smoothness; hardness; surface topography; surface friction and climate.

Any of the following features may apply to any of the vehicles discussed above with respect to the first and second aspects.

The controller can be further configured to receive data relating to properties of any one of: previously-generated data pertaining to a terrain on which the vehicle is to travel; data from the vehicle or another vehicle captured from a previous travel across the terrain; and data from another vehicle which is crossing the terrain generally ahead of the vehicle.

The controller can be further configured to receive data in real-time and/or to have data uploaded prior to use of the vehicle.

The vehicle may comprise one or more further sensors arranged to gather information during use of the vehicle, use the information to generate data and provide data to the controller in real-time. One or more of the sensors can be arranged to measure one or more parameters of the vehicle. The vehicle parameters may comprise one or more of: vehicle component lengths; forces sustained by vehicle components; angle between vehicle components; gearing selections; vehicle speed; vehicle acceleration; angle of vehicle relative to the horizontal in a direction of travel; tilt or roll angle of vehicle; angle of vehicle components; distance between vehicle components; forces applied to user interface components; speed of user interface components; tire pressures; and acceleration of user interface components.

One or more of the sensors may be arranged to measure one or more parameters of a user of the vehicle. The user parameters can comprise one or more of: heart rate; temperature; blood pressure; blood sugar levels; muscle fatigue; breath composition;

position of the user relative to the vehicle; and angle of user body parts relative to the vehicle or each other.

The controller may be further configured to receive data comprising one or more of: vehicle component masses; vehicle component inertias; vehicle component compliances; pre-loaded suspension component settings; information relating brake application by a user to force applied to a brake pad; user mass; user segment inertias; user segment lengths; user gender; user fitness; user strength; user preferences for feel of vehicle; user preference for component stiffness; user preference for suspension hardness; user preference for vehicle dimensions; and information input by the user.

The value of the operating parameter(s) can affect one or more of the following performance factors: comfort; handling; speed; controllability and efficiency of the user of the vehicle. The controller may be configured to determine the value of the operating parameter(s) to optimize one or more of the factors in accordance with user demand.

According to a third aspect of the disclosure, there is provided a method comprising: detecting information relating to a terrain ahead of a vehicle; generating data relating to the detected information; and determining, based on generated data, a value of an operating parameter of a component of the vehicle.

The method may further comprise comparing a current value of the operating parameter to the determined value and if different, determining an adjustment of the operating parameter to cause it to have substantially the determined value. The method can further comprise adjusting the operating parameter in accordance with the determined adjustment. The operating parameter may affect operation of the vehicle with respect to one or more performance factors. The method can further comprise determining the value of the operating parameter to optimize a given performance factor.

The method may further comprise determining a value of an operating parameter of a further component of the vehicle by determining a combined effect of the operating parameters of the component and the further component on operation of the vehicle.

The first and second operating parameters can be different. The method may further comprise determining a value of an operating parameter of one or more yet further components of the vehicle by determining a combined effect of the operating parameters of the component and the further component(s) on operation of the vehicle. Both or some or all of the operating parameters may affect operation of the vehicle with respect to one or more performance factors and the method may comprise determining a combination of values of any number of these operating parameters to optimize a given performance factor. The operating parameter(s) may be any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; relative forces to be applied to front and rear brakes.

In some examples, the component may be a suspension component and the operating parameter may comprise a setting of the suspension component. In some implementations, the further component may be a tire, whose operating parameter is a pressure of the tire.

According to a fourth aspect of the disclosure, there is provided a method comprising: receiving data relating to use of a vehicle; and determining, based on received data, a first operating parameter of a first component of the vehicle and a second operating parameter of a second component of the vehicle by determining their combined effect on operation of the vehicle.

The operating parameters may affect operation of the vehicle with respect to one or more performance factors and the method may further comprise determining a combination of values of the operating parameters to optimize a given performance factor. The first and second operating parameters may be different. The operating parameter(s) can be any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; and relative forces to be applied to front and rear brakes.

In some examples, the first component may be a suspension component and the first operating parameter may comprise a setting of the suspension component. The second component can be a tire, the second operating parameter being a pressure of the tire.

The method may further comprise comparing current values of the first and second operating parameters to the respective determined values and if different, determining an adjustment of the operating parameter(s) to cause it to have substantially the determined value. The method may further comprise adjusting the operating parameter(s) in accordance with the determined adjustment. There may be one or more further components having further operating parameters and the method may further comprise comparing current values of the further parameters to respective determined values and determining an adjustment of the further operating parameters. Such further operating parameters may be adjusted in accordance with the determined adjustment. The further operating parameters may be the same or different from other operating parameters of other components.

The received data may relate to a terrain ahead of the vehicle.

The method may further comprise gathering information about a terrain across which the vehicle is travelling and using the gathered information to generate data relating to a region of the terrain generally ahead of the vehicle.

The method or any of the methods in accordance with the third aspect discussed above may be ones in which the information comprises one or more of: incline or decline; presence of an obstacle; smoothness; hardness; surface topography; surface friction and climate.

The following features may apply to any ofthe methods discussed above with respect to the third or fourth aspects.

The method may further comprise: gathering information during use ofthe vehicle; and using the information to generate data in real-time.

The method may further comprise receiving data relating to properties of any one of: previously-generated data pertaining to a terrain on which the vehicle is to travel; data from the vehicle or another vehicle captured from a previous travel across the terrain; and data from another vehicle which is crossing the terrain generally ahead of the vehicle. The method may further comprise receiving some or all of the data in real-time and/or uploading some or all of the data prior to use of the vehicle.

In some examples, gathering information may comprise measuring one or more parameters of the vehicle. The vehicle parameters can comprise one or more of: vehicle component lengths; forces sustained by vehicle components; angle between vehicle components; gearing selections; vehicle speed; vehicle acceleration; angle of vehicle relative to the horizontal in a direction of travel; tilt or roll angle of vehicle; angle of vehicle components; distance between vehicle components; forces applied to user interface components; speed of user interface components; and acceleration of user interface components.

Gathering information may additionally or alternatively comprise measuring one or more parameters of a user of the vehicle. The user parameters may comprise one or more of: heart rate; temperature; blood pressure; blood sugar levels; muscle fatigue; breath composition; position of the user relative to the vehicle; and angle of user body parts relative to the vehicle or each other.

The method may comprise further comprising receiving data comprising one or more of: vehicle component masses; vehicle component inertias; vehicle component compliances; pre-loaded suspension component settings; user mass; user segment inertias; user segment lengths; user gender; user fitness; user strength; user preferences for feel of vehicle; user preference for component stiffness; user preference for suspension hardness; user preference for vehicle dimension; and information input by the user.

The value of the operating parameter(s) may affect one or more of the following factors: comfort; handling; speed; controllability and efficiency of the user of the vehicle. Determining the value of the operating parameter(s) may comprise optimizing one or more of the factors in accordance with user demand.

In relation to any of the vehicles or methods discussed above, the vehicle can be one of: a bicycle; a motorbike and/or sidecar; a moped; an all terrain vehicle (ATV); a skateboard; a pram; and a wheelchair. Other vehicles will occur to the skilled reader.

According to a fifth aspect of the present disclosure, there is provided a computer program product comprising a computer-readable medium storing instructions which, when executed by at least one programmable processor, cause the at least one programmable processor to perform operations comprising any of the abovediscussed methods.

According to a sixth aspect of the present disclosure, there is provided a control system for adjusting a suspension component of a vehicle, comprising a computerreadable medium of the type discussed above and one or more actuators arranged to adjust the operating parameter(s) based on the determined value(s).

DRAWINGS

The present invention will now be described by way of example with reference to the accompanying drawings, in which:

Figure 1 shows an exemplary vehicle;

Figures 2A-D show examples of some mechanisms for adjusting operating parameters of some components;

Figures 3A-F show further examples of rear suspension layouts to which the adjustment mechanisms such as some of those of Fig. 2 could be applied;

Figure 4A-C show exemplary sensor positions;

Figure 5 shows a control system in accordance with some implementations; and

Figure 6 shows a method in accordance with some implementations.

In the figures, like reference numerals indicate like parts.

DETAILED DESCRIPTION

The current subject-matter relates to a vehicle which has one or more components having one or more settings that can be adjusted. Such settings may be described in terms of one or more operating parameters for the component, which operating parameters may have a numerical value. For example, a suspension component may have a damping coefficient and/or an angle relative to fixed vehicle components at which it is disposed, a tire parameter may be pressure, a frame component may be provided as a component having an integrated structure of variable compliance and a brake system may have a front:rear balance ratio. The vehicle can have a control system which can receive data, which may include data generated from information gathered during use of the vehicle, and use that data to decide on an adjustment of one or more operating parameters of one or more components. Such adjustments may be made to optimize certain factors affecting use of the vehicle, such as performance metrics, for example handling or to allow the vehicle to travel faster or to allow greater efficiency of a user of the vehicle, for example the rider of a vehicle such as a bike. Such optimizations tend to be most effective for vehicles in which the user’s body and how the user is using the vehicle has an influence on these factors.

Exemplary Vehicle - Bicycle

Figure 1 shows a vehicle in accordance with examples of the present subject-matter. The exemplary vehicle is a bicycle 1 having a layout of basic components as known in the art. These are a front wheel 2 and a rear wheel 4, connected via a frame 5. Attached to the frame 5 is a saddle 6 on which a user can sit, handlebars 8 which a user can hold and pedals 10 on which a user can place his or her feet. The pedals 10 are connected via a chain 12 to the rear wheel 4, such that when a rider rotates the pedals 10, that causes the rear wheel 4 to rotate, thereby propelling the bicycle forwards along a surface 11 on which the wheels 2, 4 are resting. In the following, “front” and derivatives are used to designate various components of the bicycle 1 or surfaces thereof and to indicate the forward end of the bicycle 1 in the direction of travel. “Rear” and derivatives are used to designate various components and surfaces thereof and to indicate the rear end of the bicycle 1 in the direction of travel. “Upper” refers to components which are further away from a surface such as the ground on which the bicycle is disposed for use than “lower”, which indicates closer proximity to the ground. Similarly, “upper” may refer to a component surface facing generally away from the ground, whilst “lower” may refer to a component surface facing generally towards the ground. “Side” and “sideways” indicates surfaces, components or directions generally perpendicular to the direction of travel.

Components of the bicycle 1 will now be described in more detail.

The front and rear wheels 2, 4 in the exemplary bicycle 1 are substantially the same size, although this may not be the case. Thus their central hubs 14, 16 are arranged to be substantially the same height above a surface on which the wheels 2, 4 sit when the bicycle is at rest. The distance between the central hubs 14, 16 varies with any given bike, and depends, for example on the size of the frame 5. Standard bicycle wheels vary in size from a diameter of around 27-29 inches. A standard construction is to have multiple spokes 18 emanating from the hub, attaching at their distal ends to a circular rim 20, the spokes 18 and rim 20 being constructed of metal. A tire 22 surrounds the rim 20 and can be inflated with air via a valve 24. The tire 22 often contains an inner tube for holding the air under pressure, but this may be omitted in some constructions.

The frame 5 is formed of a number of components, which are generally elongate, tubular and welded together, but may be connected by other means or be integral with one another. The components of the frame 5 generally form a front triangle 15 and a rear triangle 17.

Components of the front triangle 15 are as follows. The uppermost component is a top tube 16, which is arranged to sit substantially horizontally or sloping at an acute angle upwards in the forwards direction relative to the surface 11. It will be appreciated that the surface 11 in Fig. 1 is flat, planar and horizontal, but that in reality the bicycle 1 may travel over a surface which is sloped and/or bumpy, in which case the angle of the top tube 16 to the surface may vary. The top tube 16 is connected to a head tube 26 at its front end, which is arranged substantially perpendicularly to the top tube 16, such that its end distal from the top tube 16 is connected to forks 28 which extend across each side face of the front wheel 2 to meet the ends of the hub 14. The forks 28 have a fork crown 28a, where they meet the top tube 16, two blades 28b that extend from the fork crown 28a across the faces of the front wheel 2, each blade 28b ending in a dropout 28c which attaches to the wheel hub 14. At its rear end, the top tube 16 is connected to a seat tube 30, which extends down to a bottom bracket (obscured in the figure) in which crank arms 32 can rotate. Each crank arm 32 is connected to a pedal 10. Also running from the bottom bracket to a position on the head tube 26 adjacent and below where the top tube 16 joins the head tube 26, is the down tube 32.

Components of the rear triangle 17 are as follows. Extending rearwards from a point on the seat tube 30 substantially at the same height at which the top tube 16 meets the seat tube 30 are a pair of seat stays 36 (only one visible in Fig. 1). The seat stays 36 extend across side faces of the rear wheel 4 to the hub 16 of the rear wheel

4. Running from the hub 16 of the rear wheel 4 to the bottom bracket is a pair of chain stays 38 (one of which is partially obscured in Fig. 1). In some examples, the seat stays 36 may be integral with the respective chain stays 38 disposed on the same side of the bicycle 1, each integral seat stay/chain stay forming a fork which fits over the hub 16 for attachment purposes. The third side of the rear triangle is the seat tube 30, common with the front triangle 15.

The frame 5 may be made from a variety of materials, for example steel, aluminium, titanium or carbon fiber. A standard way of denoting a frame size is by the length of the seat tube 30 and this can generally vary from around 13-21 inches. Commonly, the seat stays 36 and the chain stays 38 are smaller in cross-section than the seat tube 30, the top tube 16 and the down tube 32, but this is not essential. On some bicycles the seat stays are omitted altogether.

Slidably fitted into the seat stay 30 and projecting generally upwards therefrom is a seat post 40. The saddle 6 is fitted onto the seat post 40. The handlebars 8 are fitted on the top end (opposite to where it meets the forks 28) of the head tube 26.

A pair of front brakes 42 is attached via a calliper arrangement 43 such that the brake blocks are disposed either side of the rim 20. They can be operated by a lever on the handlebars, via the calliper arrangement 43, to bring them into contact with the rim 20 and thereby acting to stop rotation of the front wheel 2. Similarly, a pair of rear brakes 44 is attached to the seat stays 30 to stop rotation of the rear wheel 4. It will be appreciated that various types of brakes can be used, including disc brakes, which act on the wheel hubs 14,16 rather than on the wheel rims.

The bicycle 1 may be provided with a suspension system, which can comprise some or all of the following parts:

• A front suspension may be provided by means of a shock absorber 46 in the front forks 28. This comprises two telescoping parts whose relative movement is controlled by a spring and a damper, one of which may be incorporated into each fork blade 28b or both of which may be in the fork crown 28a. The spring can be a metal or elastomer coil, or it can be provided by compressed air. The damper can be implemented using oil and shim stacks. It will be appreciated by those skilled in the art that other arrangements are possible.

• A rear suspension may also be provided, to suspend the rear wheel 4 from the frame 5. Various arrangements are possible for the rear suspension, having a variety of pivots and levers or a flexible frame component. Some examples are discussed below with reference to Fig. 3.

• The saddle 6 or the seat post 40 may be provided with a shock absorber, which on many existing bicycles is a spring only.

• One or both wheel hubs can be provided with suspension.

• One or more frame components may be provided with an integral portion having flexibility.

Finally, the bicycle 1 can be provided with a gearing system, although some bicycles are single-speed and thus have no gears. Various gearing systems will be familiar to those skilled in the art. One type is hub gearing. The exemplary bicycle 1 in Fig. 1 shows another type, namely a derailleur gear system. This includes a front derailleur 48 centred on the bottom bracket, and a rear derailleur 50 on the rear wheel hub 16. The chain 12 runs around the front and rear derailleurs 48, 50. The front derailleur 48 has a number of front sprockets 52 of different sizes, for example three sprockets, plus a front chain guide 54 which is operable to move the chain 12 between the sprockets 52. The front chain guide 54 is disposed on an upper portion 12a of the chain 12, near the front sprockets 52. The rear derailleur 50 also comprises multiple rear sprockets 56, a rear chain guide 58 and a chain tensioner 60. The rear chain guide 58 and the chain tensioner 60 are both disposed below the rear sprockets 56, in a lower portion 12b of the chain 12. In some examples, there may be anywhere between 5 and 10 rear sprockets 56. The rear sprockets 56 are generally smaller in diameter than the front sprockets 52. In operation, the rider can select a front sprocket 52 and a rear sprocket 56 in dependence on the desired gear ratio and the respective chain guides 54, 58 operate to slide the chain onto the selected sprockets. The bicycle 1 can be provided with lever shifters or twist shifters on the handlebars 8 to enable the rider to make the selections (not shown in Fig. 1). The shifters are connected to the chain guides 54, 58 by a cable or suchlike, as will be readily understood by the skilled person.

The exemplary measurements for wheel diameter and frame size set out above are for adult bicycles. It will be appreciated that smaller bicycles are available for children, which may have some or all of the above-described features and to which the examples described herein can be equally applied. Children’s bicycles are typically sized according to wheel diameter rather than frame size and vary from about 12” to 26”.

In accordance with examples of the present subject-matter, there is provided a controller 62, shown disposed on an uppermost surface of the handlebars 8, such that it is visually accessible and easily able to be touched by a rider of the bicycle 1.

A purpose of the controller 62 is to control adjustments to components of the bicycle 1, as will be described in more detail in the following. The controller 62 may incorporate features of a cyclocomputer, which is used to measure and display information about the bicycle and a journey being ridden. For example, it can provide an indication of distance travelled, trip time, travel speed, pedalling speed and gear selected etc.

Performance and Adjustments

A number of the above-described components affect how the bicycle 1 operates and feels to its rider in use. In other words, the physical properties such as operating parameters and characteristics of some of the components of the bicycle 1 can make a difference to various performance factors or metrics. It may be advantageous to optimize one or more of these factors depending on the circumstances of use of a vehicle and the desired performance. The relative importance of each factor can depend on the user’s characteristics and preferences, as well as the terrain on which the bicycle 1 is being ridden. Performance metrics and some components which can affect one or more of these factors and the effect of adjusting them are discussed in the following.

Some performance metrics which it may be desirable to control or optimize for are as follows:

• Comfort or ride - this relates to how comfortable a user feels when cycling and can depend on how well the rider is cushioned from shocks. It may be paramount for some riders in some circumstances, but on the other hand, a given rider may be willing to sacrifice a degree of comfort in order to optimize other metrics. Pedalling speed is also a comfort factor and is affected by gear ratio, terrain, conditions e.g. wind speed and user strength.

• Handling - this relates to how the bicycle performs in terms of directional stability and when required to change direction (cornering) or during acceleration/braking. In other words, different bicycles react differently to various forces that they are subjected to by the terrain on which they are being ridden and as a result of user demands. The less any adverse reaction, the better handling a bicycle is considered to have. For example, a bike that handles well maintains its direction despite being subjected to a braking force. Turning radius is also a handling characteristic, a smaller radius being considered to provide better handling because it is easier to effect a turn.

With regard to cornering, inclination to oversteer or understeer is a poor handling characteristic.

• Controllability - this relates to how easy or difficult it is for the rider to manipulate the bicycle to ride over a terrain. A bicycle that is responsive to user actions but which equally is designed to mitigate loss of control has good controllability. For example, a bike having good controllability would be responsive to the rider turning the handlebars but would equally be difficult for the rider to lose control of such as by turning the handlebars too far too quickly. If, on the other hand, it is hard for the rider to implement movements such as turning without losing control of the bicycle, the bicycle would be considered to have poor controllability. It may be important for the bicycle to be easily controlled, for example for a child’s bicycle. A skilled rider, on the other hand, might not need the bicycle to have a good level of controllability because they possess the necessary skill to control movements themselves. Such a rider may prefer to sacrifice controllability for better handling by retaining a greater degree of control of the bicycle themselves.

• Speed - a factor that may be important to some users is to be able to propel the bicycle as quickly as possible, for example when racing downhill.

However, this metric may be incompatible with other metrics, for example good controllability.

• Rider efficiency - certain characteristics of the bicycle affect the proportion of energy used by the rider’s body that is converted to motion of the bicycle. Having a high efficiency may be important for a rider who is racing, cycling for long periods of time or for a fatigued rider.

As mentioned previously, some components of a vehicle such as the bicycle 1 have adjustable physical characteristics. Such characteristics are usually definable in terms of a value of an operating parameter. Any given component may have one or more adjustable operating parameters. Although such properties may relate to a single component, adjusting such a property in one component can, in some cases, affect a relationship of that component with another component. Furthermore, one or more operating parameters of one or more components may together affect one or more performance factors of the bicycle 1. These operating parameters can be adjusted in accordance with some implementations of the current subject-matter.

Some of the components of the bicycle 1 which can be adjusted and the effect of doing so are discussed in the following:

• Front suspension (“front shock”) - suspension components in the front fork have parameters such as masses/inertias, amount of travel and damping characteristics. Such parameters tend to be provided in accordance with the proposed use and user type of a bicycle and may be limited to particular values (in the case of mass, for example) or to a range of values (such as spring rates and maximum travel) for any given component on any given bicycle. Any parameter that has a range of values can have a particular value within that range at any particular time. An optimum value for each such parameter, either considering them separately or together with other component parameters, can be determined in dependence on rider preference and intended use of the bicycle, and chosen accordingly.

“Intended” could mean a particular course or location on which the rider intends to ride the bicycle, or upcoming terrain. Some examples of suspension settings which may be adjustable are:

o a larger travel range or maximum travel (known as “stroke”) may be desired for bumpy, downhill sections so as to absorb the imposed shocks and thus improve comfort, whilst a smaller maximum travel may be desirable when going uphill or on a paved road, since less cushioning is required and rider power would be unnecessarily lost in suspension travel. Indeed, for the latter conditions, it may desirable to be able to choose to lock out the forks, thereby preventing them from undergoing any movement, such that the front of the bike is effectively suspensionless. The maximum travel required can vary from 1-2” (3050mm) for a children’s bike, through 4-6” (100-150mm), which may be acceptable for a road or cross country bike for example, to 8-9” (200230mm) for mountain bikes, especially those required for downhill use.

o Spring rate affects the damping characteristics of the suspension. This can include a compression damping parameter, which means how quickly the fork can undergo travel when induced by the riding conditions, as well as rebound damping, which means how much it “bounces” or oscillates during return to its resting position following travel. Excessive bounce or “rebound” reduces the rider’s control of the bicycle and can also be tiring and/or uncomfortable. On the other hand, if the compression damping parameter is set too low, shocks will be inadequately cushioned and comfort will be lower. Damping can be provided by various means, such as a mechanical spring or an air spring (gas strut), as discussed above with respect to Fig. 1.

o Related to spring rate and travel is preload. This means the distance which the fork travels under the rider’s weight alone (i.e. absent conditions-induced shocks), or in other words, the degree of resistance provided by the front fork to the rider’s weight. The amount of preload travel is termed the “sag”, and depends on the force applied to the damper under the static load of the rider. In terms of a numerical parameter, it can be considered as a percentage of maximum travel of the fork. Depending on the particular rider preference and conditions, this sag should generally be set in the range of 25-30% of maximum travel, although in some circumstances, for example a smaller suspension travel intended for less extreme conditions, a sag as little as 15% might be chosen. On the other hand, in some circumstances, such as a downhill mountain bike requiring a large suspension travel to make the ride as soft as possible, a sag of as much as 35% might be chosen. For a mechanical spring, the sag may need to be set by choosing an appropriate spring and inserting it into the fork, whereas for an air spring, a continuity of adjustment can be achieved by setting the air pressure of the spring. Typically, this will need to be in the range of 150-200 psi.

• Rear suspension (“rear shock”) - typically these include a spring-damper system and thus the same considerations for this part of the rear shock apply as for the front suspension. However, an additional adjustment to the rear suspension may be made by adjusting the relative angles of the components, such that the spring-damper can provide a degree of motion in a range of directions. In terms of a numerical parameter, such an adjustment can be considered in terms of pivot angle, which refers to the angle of the suspension force between the rear wheel and the frame, which directly affects the angle through which the rear wheel can pivot relative to the rear triangle 17. The maximum travel of the spring-damper of a rear shock tends to be usefully limited to 1 ”-3”, which, due to the pivoting effect, equates to a similar range of movement of the rear wheel as a front shock allows for in a front wheel.

Some of the exemplary rear suspension arrangements described below with reference to Fig. 3 may be susceptible to such adjustments.

• Frame component compliance - this refers to the stiffness of one or more frame components. In general terms, the compliance of the frame generally affects the comfort of the bicycle and thus can be considered to form part of the suspension system. Likewise, any frame component can be considered to be a suspension component. A very stiff frame results in less comfort because shock absorbance is less than with a more compliant frame.

However, a stiff frame may be preferred for a racing bike because it can be more efficient due to less energy loss into the frame and because a skilled rider can control a stiffer-framed bike more easily. On the other hand, a road bike might require a more flexible frame so as to improve comfort and thus reduce rider fatigue. A mountain bike, though, should not have too compliant a frame because that would result in an uncomfortable feeling of excessive movement on bumpy terrain. In particular, the bicycle 1 may be provided with one or more frame components which incorporate a spring-damper portion whose compliance can be adjusted and these may serve as part of the rear or front suspension. Additionally or alternatively, the saddle post may incorporate a spring whose stiffness can be adjusted and thus this can also be a suspension component.

• Tire pressure - the tire pressure of one or both wheels 2, 4 can be varied independently but in conjunction with each other. Generally, the higher the tire pressure, the less damping is provided by the tire. A higher amount of damping may be desirable to improve rider comfort on an uneven terrain. However, absorbing bumps uses energy, and so a higher pressure can be more efficient. Thus tire pressure can also form part of the suspension system of a bicycle and the tires can be considered to be suspension components. Typically, it may be useful to be able to vary the pressure of the front and/or rear tires between around 25psi (200 kPa) through 215psi (1500 kPa), the lower end of the range typically used for mountain bike tires for example, the higher end of the range typically used for track racing tires, for example. However, for any given bicycle, it may be desirable to be able to adjust the pressure, for example to reduce the pressure for a downhill or bumpy terrain, but to increase the pressure for a flat or smoother terrain. However, other factors can be usefully taken into account. For example, a lower tire pressure can also improve grip but can have negative effects such as higher drag and increased susceptibility to pinch punctures (when the inner tire gets caught in the wheel rim). Examples of the invention can provide for adjustment of tire pressure to improve comfort when riding over bumps that the front and rear shocks cannot fully cushion against.

• Brake balance - this refers to the relative braking power of the front and rear brakes. On a conventional bike, the braking power afforded by any given brake directly depends on the distance the rider pulls the brake lever, because that directly affects the force with which the brake pad is held against the wheel rim or disc. The rider’s actions in this regard can be sub-optimal, for example if the rider inadvertently pulls the front brake lever further than the rear brake lever, or earlier in time than the rear brake lever, the front wheel may slow down more quickly than the rear wheel, causing instability of the bicycle. This may be, at least in part, due to excessive compression of the front suspension in comparison to the rear suspension. Thus in some implementations of the present subject-matter, the brake balance may be controlled independently of the relative movements on the front and rear brake levers made by a rider, and the brake balance may be adjusted. The brakes may therefore also be considered to be components of the bicycle’s suspension system.

As indicated above, user characteristics can also have an effect on bicycle performance and on some or all of the above-described metrics. Examples of the presently-described subject-matter can take account of user characteristics. Some examples of such characteristics are:

• Mass - the rider’s mass can affect the centre of gravity and inertia of the bicycle and rider in combination, which can affect handling. Rider segment masses can also have particular effects - for example, if the rider has a long, heavy body and likes to lean well forward when riding, this will have a greater effect in moving forward the centre of gravity than a rider with long legs and a petite frame who prefers to sit more upright, which in turn affects operation of suspension components.

• Limb lengths - these can affect the requirements for frame component lengths and seat tube length and thus it may be desirable to take into account the rider’s geometry when considering possible optimizations of components such as suspension components. For example, a rider with a relatively short body and/or short arms might require a shorter seat tube as their “reach” to the handlebars 8 will be less than that of a rider with a longer body and/or longer arms - this could in turn affect the front shock set up.

• Gender - an average woman is smaller than an average man and thus may prefer a frame size which is smaller overall. This, coupled with the rider mass, can affect the centre of gravity of the bicycle and can affect handling. This might impact on brake balance chosen in accordance with some implementations of the present subject-matter, for example.

• Riding position and fatigue - as mentioned previously, a rider’s preferred position e.g. degree of leaning forward, height above the pedals 10 etc. can affect their requirements for some of the above-described bicycle adjustments. Moreover, as a rider becomes fatigued, their experience may be improved by different handling and control metrics. Component adjustments which optimize rider efficiency, for example in view of a reduced pedalling speed or rotational force applied to the pedals, may also be desirable. This in turn could affect suspension requirements, for example an increased loading on the front shock due to the rider leaning more forward. Another consideration is for the rear suspension to take account of varying pedal forces and for the damping to be adjusted so as to avoid suspension “bounce”. Moreover, as a rider tires, he or she may shift position, thereby shifting their centre of gravity, which may also necessitate suspension adjustments to optimize a desired metric.

None of the above lists is intended to be exhaustive and other metrics and possible adjustments may be considered.

Finally, it should be noted that ongoing terrain changes can result in it being desirable to make adjustments to bicycle components. Such terrain changes can be determined by measurements of tilt of the bicycle and by scanning the upcoming terrain, as will be discussed with respect to Fig. 4 below. One example of a terrain characteristic that an adjustment may be useful for is an incline. A rider often naturally leans back when riding uphill, due to the effect of gravity on their body.

This in turn affects the overall centre of mass of the bicycle and rider, which can result in instability and effects such as “bobbing”, where the front wheel lifts off the ground periodically due to rotational pedalling-induced forces. The present invention can reduce or eliminate such undesirable effects by calculating changes in the centre of gravity, and/or by taking account of other changes in rider position, and determining suitable suspension system adjustments. For example, such adjustments could shift the centre of gravity back to a more desirable location which improves stability. Moreover, it might be decided to adjust some or all suspension system components to make the suspension stiffer overall - if the suspension is stiffer, less energy is lost and thus the work needed by the rider to ascend is reduced.

Examples of Adjustment Mechanisms

As described above, a parameter of a suspension component of the bicycle 1 can be adjustable. Various mechanisms can be used to cause any degree of adjustment desired to affect the above-discussed metrics to improve the rider’s experience. Some examples of such mechanisms will be discussed in the following with reference to Fig. 2.

Fig. 2A shows a cross section through a front fork 228, which contains a compression-damper system (simplified and not to scale). Just one blade 228b is shown by way of example. Part of a fork crown 228a is shown, which includes a tube 230 that is able to slide within and relative to the external, visible part of the blade 228b (indicated by reference numeral 229). An outer surface of the tube 230 and an inner surface of the tube 228b are separated by an oil passage 232 so as to control friction between the two during relative movement. “Oil” could include other lubricants. The tube 230 is formed from an outer shaft 230a and an inner shaft 230b. The inner shaft 230b has an inner bore 234, in which oil can flow. The inner shaft 230a and the outer shaft 230b are also separated by an oil passage 236.

There are provided one or more holes 238 to allow oil to flow between the oil passage 232 and the oil passage 236. A piston 240 is arranged around the tube 230 to provide slidable contact with the inside surface of the fork 228b. A valve 242 is provided in the tube 230 in a region distal from the piston, which includes one or more adjustable orifices 244 through which oil flows between the oil passage 235 and the inner bore 234 of the inner shaft 230b. Wires 250 are shown connected to the orifices 244 and indicated by arrows extending from the fork crown 228a to connect to the controller 62 (not shown in Fig. 2A). The wires 250 could alternatively connect to a manually-operable lever. The wires 250 and the orifices 244 are connected via an electric motor 248, arranged to implement variation of the orifices 244. The orifices 244 are shown by way of an example as adjusting by means of a butterfly valve whose rotational angle is controllable by the motor 248, but it will be appreciated that different means could be used to adjust them, such as a needle valve or a sliding component which is moveable to cover a variable proportion of a hole.

In operation, a disturbance at the front wheel 2 caused by a change in the ground 11 on which the bicycle 1 is being ridden, providing a thrust on the front wheel 1 can be absorbed by the external tube 229 of the fork 228b sliding relative to the tube 230 by means of their connection via the piston 240. The degree to which this movement is resisted and hence damped depends on how easily oil can flow between the tube 230 and the external tube 229 of the fork 228b, as well as how easily oil can flow between the oil passage 236 and the inner bore 234 of the inner shaft 230b. Thus a setting of the valve 242 at least in part determines how that relative movement is damped, because of a degree of resistance to oil flow provided by the orifices 244. Other factors may affect damping too, for example the flow restriction provided by the holes 238 disposed between the oil passages 232 and 236. Power and instruction signals can be sent from the controller 62 via the wires 250 to the electric motor 248. Alternatively, the electric motor 248 could be powered by a separate battery. In either case, instructions could alternatively be provided by a rider of the bicycle, by operation of a manual control as mentioned above. In dependence on the instructions received, the electric motor 248 can rotate either clockwise or counterclockwise. In some examples, a clockwise rotation of the motor 248 could cause rotation of the butterfly valves such that the orifices 244 were adjusted towards a more closed configuration, whilst a counterclockwise rotation would have the opposite effect, thereby adjusting the orifices 244 towards a more open configuration. The vice versa would also be possible. The more open the orifices 244 are, the less resistance is afforded to oil flow and hence less damping is provided. The more closed the orifices 244 are, the greater resistance is afforded to oil flow and hence less damping is provided. The orifices 244 could be closed to provide lockout of the damper.

The skilled reader will envisage further components or connectors not mentioned above to enable the motor 248 to move the butterfly valves. As a variation on the arrangement of FIG. 2A, the electric motor 248 could be replaced with a solenoid valve(s). A solenoid valve could operate in response to instruction signals received from the controller 62. It could be positioned so as to act directly on the valves of the orifices 244. One example for which such an arrangement might be useful is if the size of the orifices 244 were varied by means of a needle valve, which could be adjusted by the linear motion available by operating a solenoid. Alternatively, one or more rotatory solenoids could be provided, which could act on valves such as butterfly valves, to rotate their respective valve through its range of positions within the orifices 244. Solenoid arrangements for causing multiple movements in one direction (linear or rotational) or continuous movements from multiple solenoid pulses, such that a desired movement of whatever valve is restricting orifice size is effected, will be apparent to the skilled person. It will also be appreciated that other types of motor or other motion-inducing devices could be used in place of the electric motor 248, for example piezoelectric materials or shape memory alloy (SMA) materials could be manipulated with electric current or heat respectively to cause movement of a valve.

Fig. 2B shows another example of an adjustment mechanism for a suspension component. A damper part of a susoension comoonent of a seat stay 236 is shown, but such a component could be provided within other frame components or using dedicated casings between frame components of a bicycle such as the bicycle 1. Such a damper may be provided to operate in conjunction with a spring. Fig. 2 is not to scale and some dimensions are exaggerated relative to others to assist in understanding the principles of features of the example shown. A general arrangement is shown. A number of actual arrangements could be implemented, some examples of which are discussed in the Applicant’s UK Patent No. 2 372 792.

The seat stay 236 is formed of two tubes that can slide relative to each other. An outer tube is shown labelled as 236a and an inner tube is shown labelled as 236b. The inner tube 236b is disposed to slide into or outwards from an interior of the outer tube 236a such that the two can overlap to a varying degree. The outer tube 236a is closed at one end, save for an orifice 252 which is sealed by a seal 254 and through which the inner tube 236b can sealably slide into the outer tube 236a. The inner tube 236b terminates in a piston 256 disposed within the outer tube 236a, which has a greater cross-sectional area than the orifice 252. Thus relative movement of the inner tube 236b and the outer tube 236a is limited by the piston 256 not being able to move past the seal 254. The cross-sectional area of the piston 256 is chosen so that it can slide in contact with an inner surface of the outer tube 236a. This contact can be achieved in a sealed and lubricated manner by means of a suitable seal 257 around the contacting surface of the piston 256. A plate 258 is provided inside the outer tube 236b distal from the orifice 252, such that the plate 258, a part of the outer tube 236a between the plate 258 and closed end of the outer tube 236a at the orifice 252 together form a chamber 260. It will thus be understood that the piston 256 and a variable length of the inner tube 236b, which length depends on the relative position of the inner tube 236b and the outer tube 236a, is disposed within the chamber 260. The piston 256 divides the chamber 260 into two variably-sized portions, a first portion 260a being between the orifice 252 and a face of the piston 256 proximal to the orifice 252, and a second portion being between the plate 258 and a face of the piston 256 distal from the orifice 252. The chamber 260 contains a magnetorheological fluid 280. The piston 256 contains one or more passages 262 which extend through the piston such that they are open to the first and second portions 260a, 260b of the chamber 260. Two passages are shown, but more could be provided and they could be disposed on a common circumference of the piston. Thus magnetorheological fluid 280 can pass through the passages 262.

The piston 256 has a coil 264 disposed within the circumference of the passages 262. The coil 264 is powered by a drive unit 266 via wires 268. The drive unit 268 may be incorporated as a power supply to the controller 62 or may be a separate unit. The drive unit 266 is indicated as being connected to the controller 62. Alternatively, the drive unit 266 could be connected to a user-operable adjustment mechanism, such as a rotatable switch, which can be turned to vary power provided to the drive unit 266.

In operation, the outer tube 236a may experience an upwards force as a result of a variation in the terrain across which the bicycle 1 is travelling, which can cause the outer tube 236a to move relative to the inner tube 236b. A damping rate in absorbing the force can be controlled by manipulation of the magnetorheological fluid 280. For example, if the coil 264 becomes energized, particles in the fluid 280 become aligned, thereby increasing the viscosity of the fluid 280. If the fluid 280 is more viscous, it provides a greater resistance to movement of the piston 256. The viscosity can be controlled in dependence on the strength of current used to energize the coil 264, which in turn can be controlled by the controller 62 or a manual rotatable switch. The viscosity may be controllable so as to lock out the damper.

The skilled reader will appreciate that the arrangements shown in Figs. 2A and 2B could be adapted to work for both compression and rebound damping requirements, by addition of suitable valves preventing fluid movement in one direction or the other. Other mechanisms to adjust a damping rate of a spring-damper component are possible. For example, other similar mechanisms working with any of metal, elastomer, composite or air springs can be envisaged. A similar arrangement to Fig. 2B could be used but with an electrorheological fluid, for example a fluid in which the electrical attraction between the particles and the fluid in which they are suspended changes. With either magneto- or electrorheological fluid, the electric field could be applied by other means. Any suitable actuators could be used to operate any such mechanism.

It will be appreciated that any of the above-described adjustment mechanisms could be arranged differently. It will also be appreciated that any of the arrangements could be configured to be operated under direct control by instructions from the controller 62 or alternatively by a mechanical actuator such as a switch, button or lever operated by a user such as a rider of the bicycle 1. Different shock-absorbed regions and components of the bicycle 1, for example in the front or rear suspension or in the seat post, could use a mixture of different spring-damper arrangements. It will be understood that any of the above-described mechanisms for adjusting any property of components of the bicycle 1 can be applied to any of the frame components, handlebars or seat post and that the above-described applications to particular components are exemplary only.

As also mentioned above, another suspension-related property of the bicycle 1 that can be adjusted is tire pressure. Various mechanisms can be used to cause a desired adjustment in pressure.

Fig. 2C shows schematically (and not to scale) an example of a mechanism for allowing the pressure of a tire to be adjusted. Part of a tire rim 220 and a tire 222 of a front wheel are shown. The tire 222 can be inflated via a pressure valve 224. On a regular bicycle, this valve would be closed during use of the bicycle by a removable cap, and, should it be desired to inflate the tire, the cap would be removed and a pump connected to the valve using a suitable attachment. Such connection would push a sprung-closed plunger 225 into the valve body so as to open up a pathway for air coming in from the pump to flow into the tire 222. In the arrangement of Fig. 2C, the valve 224 is connected to first and second concentric gas lines 282 and 284, such that the plunger 225 is moved to an open position. The gas lines 282 and 284 could be connected by any suitable attachment compatible with the valve 224, for example one that screws in. The attachment may be chosen to be robust enough to withstand substantially permanent connection to the tire 222 and hence use of the bicycle. The gas line 282 is for use in inflating the tire 222 and is disposed within the gas line 284, which is for use in deflating the tire. The crosssectional area of the gas line 284 is larger than that of the gas line 282 such that air can flow in a space between the two. The other ends of the gas lines 282, 284 distal from the valve 224 connect to a central region of a front wheel hub 214, such that they can rotate with the front wheel 202. There is provided a venting valve 286 in the gas line 222, through which gas can vent. The venting valve 286 is shown as situated roughly between the valve 224 and the hub 214, but it will be appreciated that it could be disposed anywhere between the two.

The gas lines 222, 224 run through the hub 214 to one end thereof, where they connect to a rotary seal 288, such that they can maintain sealed fluid connection into respective stationary gas lines 282’, 284’ which run from the rotary seal 288 to a gas canister 290. Thus the stationary gas lines 282’, 284’ can remain stationary i.e. they do not rotate with the wheel 202. The stationary gas lines 282’, 284’ are connected to the gas canister 290 via a dual control valve 292. The dual control valve 292 is also shown as being connected to the controller 62. The gas canister 290 may be conveniently mounted on the down tube or other frame component and the stationary gas lines 282’, 284’ may conveniently run along a front fork.

It will be appreciated that instead of a dual control valve, two valves, one allowing selective entry of gas from the canister 290 into each stationary gas line could alternatively be provided. Suitable inflating gases to be held under pressure in the canister 290 include carbon dioxide, helium or nitrogen. The skilled addressee will appreciate that details of the arrangement and connection of gas lines could be varied.

One prior art system, known as ADAPTRAC, which provides an arrangement for selectively inflating bicycle tires, uses an arrangement of manual toggle switches, together with a display indicating a current pressure of the tires, so that a user can select to add gas to a tire as he or she thinks fit based on judgement. Examples of the present disclosure can improve upon such a system by controlling addition or removal of gas to bicycle tires directly in response to instructions from the controller

62. A more optimum delivery or removal of gas may be provided in some implementations by use of a switch(s) operated by a user based on instructions provided by the controller 62. An example of direct operation is discussed in the following.

In operation, if it is desired to increase the tire pressure, the controller 62 can send an instruction signal to the dual control valve 292 to allow release of gas from the canister 290, through the dual control valve 292 (which can regulate the flow as appropriate for the tire 222) and into the inflation stationary gas line 282’. The gas can pass along the gas line 282’, into the hub 214 and out into the rotating inflation gas line 282, from where it can pass through the valve 224 and into the tire 222. The dual control valve 292 can be instructed to remain open to the stationary gas line 282’ as long as is required to inflate the tire 222 to the pressure deemed required by the controller 62 and then to close. Following closure, pressure would be maintained in the stationary and rotating gas lines 282’, 282 and in the tire 222. If it is desired to decrease the tire pressure, the controller 62 can send an alternate instruction signal to the dual control valve 292 to open the other, deflating gas line 284’, such that gas can flow into the hub 214 and out into the deflating rotating gas line 284, whereby it causes the venting valve 286 to open. Thus a path to atmosphere is opened between the tire 222 via the venting valve 286 and gas can be released out of the tire 222.

In other implementations in which one or more manually-operated switch(s) is being used, a user can operate the switch(s) in accordance with instructions provided on a display (see discussion of Fig. 5 below) in order to control opening and closing ofthe inflating and deflating gas lines.

It will be appreciated that variations on the arrangement of Fig. 2C are possible. For example, the positions and connection points ofthe gas lines 282, 284 could be different. The gas canister size could be chosen as a trade-off between weight carried and quantity of gas likely to be required for a given outing or time duration. This may also depend on how high a pressure it is desired to inflate the tire to. Suitable gas canisters are available in a range from 4 to 20 ounces. Consumption of gas could be indicated visually on the canister so that a user would know when to change the canister. Alternatively or additionally, gas consumption could be monitored and the information provided to the controller 62. A similar arrangement could be provided on a rear wheel.

Fig. 2D shows schematically (not to scale) an example of a system that could be provided on a bicycle, for example the bicycle 1, for adjusting and controlling brake balance. A left brake sensor 87a is provided on a left brake lever 294a and a right brake sensor 87b is provided on a right brake lever 294b. Such brake sensors 87 are discussed again below with respect to Fig. 4A. The left brake sensor 87a is shown connected to the controller 62 via a wire 295a. The right brake sensor 87b is shown connected to the controller 62 via a wire 295b. The left brake lever 294a operates a rear brake shoe 296a via a hydraulic line 297a. The right brake lever 294b operates a front brake shoe 296b via a hydraulic line 297b. The brake shoes 296a, 296b can operate on a disc, but arrangements for braking on a wheel rim can be envisaged, in dependence on the design of the bicycle. Disposed along the hydraulic line 297a is a piston 298a, making a sealed connection into the hydraulic line 297a, and which is operated by a linear actuator such as a solenoid 299a.

Likewise a piston 298b is disposed along the hydraulic line 297b, making a sealed connection into the hydraulic line 298b, and which is operated by a linear actuator such as a solenoid 299b. The solenoids 299a, 299b are connected to the controller 62 via wires 283a, 283b respectively.

In operation, the brake levers 294a, 294b operate in a similar manner to a conventional bike insofar as if they are operated by a user, they pressurize the hydraulic lines 297a, 297b, thereby operating their respective brake shoes 296a, 296b. However, it is possible for the respective pistons 298a, 298b to intervene in this operation by adjusting the pressure in the respective lines 297a, 297b.

When a brake lever 294a, 294b is operated, data of the operation (force applied, distance travelled) etc. is captured by the respective brake sensor 87a, 87b and transmitted to the controller 62 via the respective wire 295a, 295b. The controller 62 uses the received data to determine whether the force being applied to a given brake lever 294 and/or the speed with which it is being applied to a given brake lever 294 and hence to a given brake block 296a, 296b is appropriate. The controller 62 may also determine whether forces applied to the left and right brake levers 294 and hence to the brake shoes 296a, 296b are in an appropriate balance in terms of degree of force and speed of application. For example, the controller 62 can take account of front and rear shock loading and the angle of the bicycle relative to horizontal i.e. the slope of the terrain on which the bicycle is travelling. As discussed above, the controller 62 may decide to optimize the brake balance to one or more metrics such as handling, for example to avoid skidding or swerving. One issue that the controller may decide to compensate for is that if an excessive force is applied to the front brake lever 294b in comparison to the rear brake lever 294a, this can cause instability. In particular, if the front brake lever 294a is “slammed on” i.e. applied quickly, this can result in excessive load on the front shock. The controller may use the received data in conjunction with predetermined data relating deployment of the brake levers 294 to resultant force at the brake shoes 296, or the force could be measured at the brake shoes 296 or derived via pressure measurements within the lines 297a. 297b.

If the data supplied to the controller 62 indicates an inappropriate force on either brake lever 294, it can send a signal via one or both wires 283 to one or both solenoids 299a, 299b, which can in turn apply a force to their respective pistons 298a, 298b, thereby adjusting the pressure in the respective hydraulic lines 297a, 297b. For example, should a brake lever 294 be applying too great a force, the solenoid 299 can be controlled to ease off the pressure applied by the piston 298 so as to apply a counter-force to the force being imposed by the brake lever 294 and thereby reduce the degree of braking at the brake shoe 296 in terms of force and/or speed of application. This may result in application of a smaller force or moving the brake shoe 296 more slowly, or both. Likewise, should a brake lever 294 be applying too little force or no force at all (e.g. on an unoperated brake lever if the rider has only operated one brake lever when both brakes 296 are required) the solenod 299 can be controlled to move the piston 298 in the opposite direction to apply a greater pressure in the hydraulic line 297, to thereby increase and/or, if desired, to speed up implementation of a braking force. Thus the brake shoe 296 can be moved to brake harder or more quickly than it would purely under operation by the brake lever 294. By taking account of the status of both brake levers 294a, 294b, the balance of force application can be controlled by controlling the pressure in each hydraulic line 297. For example, it may be desired to apply around 60% of the total braking force to the rear brake block 296a and 40% to the front brake block 296b. These percentages are examples only and it will be appreciated that any desired relative forces could be implemented by the system of Fig. 2D. Safety features could be incorporated, such as a control scheme which requires the total force implemented across the two brake shoes 296a, 296b to be equal, nearly equal or equal to within a given percentage of the total force which would be applied by the brake levers 294 without disruption by the piston 299 at any given time.

The skilled reader will understand that it would be possible in a similar system to that of Fig. 4D to provide only one brake lever. The total force applied on such a single brake lever would be used in the control system in place of the two forces measured on the two brake levers and the total hydraulic pressure required then distributed across the two hydraulic lines 297 to optimize brake balance. In any of the arrangements discussed, a control regime could be implemented to provide an anti35 lock braking (ABS) effect. This could be achieved by using data on wheel speed, as discussed below with respect to Fig. 4A - in response to a sudden deceleration of a wheel, the controller could send instructions for the brake on that wheel such that the solenoid 298 would operate the piston 299 in a pulsed manner.

Any combination of suspension adjustments described with respect to Fig. 2 could be used. For example, any given bicycle could have any combination of one or more of the following: one or more suspension components or frame components fitted with either of the mechanisms of Figs. 2A and 2B; the tire pressure adjustment mechanism of Fig. 2C; and the brake balance mechanism of Fig. 2D. Other mechanisms than those described above may be apparent to the skilled reader. It should also be noted that where control or data transfer via wiring is described, such control signals could alternatively be provided wirelessly.

Alternative bicycle component layouts

The bicycle 1 is shown as having a traditional rear triangle 17 in which the chain stays 38 are rigidly integral with the seat stays 36 in the form of a fork end for attachment in the centre of the rear wheel 4. Should one of the examples described above with respect to Figs. 2A or 2B, or any other spring-damper control, be desired to be implemented in a rear shock system, a location for the spring-damper would need to be chosen. Some exemplary possible layouts, to which examples of the present invention can be applied, are shown in Fig. 3. In some implementations, adjustment of the damper settings can result in automatic adjustment of the angle of various components relative to one another. Some of these layouts may be used in bicycles intending for mountain biking, in view of the provision of rear wheel suspension in addition to the front wheel suspension of the bicycle 1 of Fig. 1.

Fig. 3A shows a bicycle 301 with a rear triangle layout 317. The bicycle 301 has a pair of chain stays 338 (only one is visible in the figure). It also has a pair of seat stays 336 and a seat tube 330. Instead of meeting the seat tube 330 in a region where the top tube meets the seat tube 330, the seat stays 336 extend from a rear wheel hub 316 at a shallower angle to the horizontal than the seat stays 36 of Fig. 1. A first seat stay 336a (fully visible in the figure) meets a down tube 332 at its distal end in the region of the bottom bracket. A second seat stay 336b is joined to the down tube 332 a distance away from the bottom bracket (approximately a quarter of the way along the down tube 332 from the bottom bracket) by means of a pivoting joint 366. The pivoting joint 366 attaches to a top tube 316 via a damper 368. Thus the pivoting joint 366 can allow a change in angle of the seat stay 336b and the damper 368 can vary in length (for example by compressing or expanding within the limits of its travel) such that their combined geometry can adjust to accommodate a change in damping provided by the damper 368. The damper 368 could thus be one of those shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

Fig. 3B shows an alternative rear triangle layout 317B, which may be known as a linkage driven single pivot rear shock. The rear triangle 317B is generally formed of a pair of chain stays 338B, a pair of seat stays 336B and a seat tube 330B. The seat stays 336B extend from a rear wheel hub 316B at an angle more similar to that of the bicycle 1 of Fig. 1 than that of the seat stays 336 of Fig. 3A. However, rather than attach to the seat tube 330B, the ends of the seat stays 336B distal from the rear wheel hub 316B are pivotally attached to a respective bracket 370 (only one of which is visible in the figure). The brackets 370 are also pivotally attached to a damper 368B, the distal end of which is pivotally attached to the bottom bracket.

Thus in a similar manner to the arrangement of Fig. 3A, the combined geometry of the pivoting attachments of the brackets 370 and the length of the damper 368B can alter, thereby accommodating various damper settings. The damper 368B could thus be one of those shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

Fig. 3C shows another alternative rear triangle layout 317C, which may be known as a single-pivot rear shock. The rear triangle 317C is generally formed of a pair of chain stays 338C, a pair of seat stays 336C and a seat tube 330C. However, the seat tube 330C is truncated close to where it is joined to the seat stays 336C, such that it is not connected to the saddle or a top tube 316C. There is provided a spring 372 between the seat tube 330C in a region corresponding to where it is joined to the seat stays 336C, but extending from the frontwards side. The spring 372 is attached to a meeting point of the top tube 316C and down tube 332C. The spring 372 could be used in conjunction with one of the damper arrangements shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

Fig. 3D shows a bicycle 301D having another alternative rear triangle layout 317D. The rear triangle 317D is generally formed of a pair of chain stays 338D, a pair of seat stays 336D and a seat tube 330D. However, the seat stays 336D are not connected to the seat tube 330D as such, but rather, connect to a top tube 316D via a bracket 374, which is pivotally attached to both the seat stays 336D and the top tube 316D. A forward-most region of the bracket 374 is connected to a damper 376, which is pivotally attached at its other end to the top tube 316D at a location further forward than that at which the bracket 374 is attached. The damper 376 could be one of those shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

Fig. 3E shows a bicycle 301E having another variation of rear triangle layout 317E. The rear triangle 317E is generally formed of a pair of chain stays 338E and a pair of seat stays 336E, along with an elongated bracket 378 which is pivotally attached to the seat stays 336E at their ends distal from a rear wheel hub 316E. The other end ofthe elongated bracket 378 is pivotally attached to a spring-damper 380, which in turn is attached at its other end to a down tube 332E. Thus the bicycle 301E has similar components to that of the bicycle 301D shown in Fig. 3D, with a different geometry. The spring-damper 380 could include one of those shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

Fig. 3F shows a bicycle 301F in which chain stays 338F double also as seat stays. The chain stays 338F are attached to a rear wheel hub 316F and extend towards a seat tube 330F. The chain stays 338F meet at their ends around the seat tube 330F in a single portion 382, which is shaped and sized so as to pivotally attach to either side of a down tube 332F by means of wings at a lower end, whilst pivotally attaching to a damper 384 at an upper end. The damper 384 is pivotally attached at its other end to the seat tube 332F at a point further from a bottom bracket 364 than the point at which the single portion 382 attaches to the seat tube 332F. Thus with an absence of separate seat stays and in view of the various pivotable joints and the damper 384, forces imposed by the terrain underneath the bicycle 31 OF can be accommodated. The damper 384 could include one of those shown in Fig. 2A or Fig. 2B or a similar alternative as discussed above with respect to Fig. 2.

The skilled reader will envisage many other variations of rear shock and rear triangle layout and will appreciate that dampers in accordance with examples provided herein could also be used in such variations.

Data

In order to derive possible adjustments to operating parameters of components of a bicycle, various data can be input to the controller 62. This could be a mixture of fixed or predetermined data and information gathered by making measurements during use of the bicycle and provided to the controller 62 as data “on-the-fly” or in real time.

Measurements to generate data in real time during use of a bicycle can be made by using a number of sensors. Such sensors may make measurements pertaining to one or more of the bicycle, the rider and the terrain.

A perspective view of a bicycle 401 which is similar to the bicycle 1 of Fig. 1, or could have alternative layouts such as those shown in Fig. 3, is shown in Fig. 4A. For convenience, components of the bicycle 401 are labelled with the same reference numerals as those of the bicycle 1 of Fig. 1. Fig. 4A shows some examples of possible sensor positions to make measurements pertaining to a bicycle. It will be appreciated that the sensors are shown schematically as blocks in locations such that they are visible in the figure; the exact dimensions, shapes and locations of the sensors could vary from those shown. Examples of sensors that may be provided are as follows:

a) A pair of handlebar sensors 86a and 86b on each side of the handlebars 8. These can be disposed in a region in which a rider holds the handlebars 8. They can measure the force exerted on the handlebars 8 by the rider. This force might vary, for example, depending on the gradient of the ground on which the bicycle is being ridden, the force possibly increasing downhill and reducing uphill. Rider position can also cause a variation in force exerted on the handlebars 8. For example, such forces, especially low frequency forces, can be used to indicate the location or a change in location of the rider’s centre of mass. In order to make such a calculation, the forces measured could be used in conjunction with forces at other rider-bike interface points such as at the seat (see b) below) and at the pedals (see c) below), along with knowledge of the orientation of the bicycle. The orientation could be determined by means of tilt sensors (see e) below).

b) One or more seat sensors 88 on the seat post 40. This can measure a force exerted by a weight of a rider on the saddle 6 and can also measure a direction of any force applied. Thus information obtained from such a sensor(s) can allow a determination of whether the rider is seated or standing and whether he/she is sitting straight on the saddle 6 or leaning forwards or backwards.

c) A pair of pedal sensors 90a and 90b on the pedals 10 to measure a force exerted by a rider on the pedals 10.

d) A pair of hub sensors 92a and 92b (not visible) on the rear wheel hub 16 to measure forces exerted on components of the rear wheel hub 16.

e) A tilt sensor 94 on the seat tube 30 to measure an angle to the vertical and/or the horizontal. For example, such a sensor could measure whether the bicycle 401 is upright or leaning to one side or another. It could also measure whether the bicycle is on flat ground or on a slope. Such a sensor could be implemented with an IMU (Inertial Measurement Unit)

f) A cadence measurement device 96 mounted in the region of the pedals 10, which can measure the rotational speed of the pedals 10.

g) A suspension sensor 98 on the front forks 28 for measuring the front damper setting and/or movements. Similar sensors could be provided in any rear suspension system. Such sensors may provide data as a back-up to check that any desired adjustments are being implemented correctly.

h) A chain sensor 100 mounted to measure chain tension. Such a sensor can take the form of a magnetic pick-up mounted to a chain stay 38 or on a chain cover if one is provided.

i) A wheel speed sensor 101 mounted on a wheel hub, to pick up wheel speed. A corresponding part can be provided on the interior face of a wheel 2, 4. Fig. 4A indicates a wheel speed sensor 101 on the front wheel 2, but one could be provided instead or as well on the rear wheel 4.

j) One or more gear sensors 103 to detect the current gear wheels selected and hence a gear ratio. A gear sensor 103 could be connected to each gear adjustment shifter to thereby detect gear changes. Alternatively, a position sensor could be put on the derailleur, for example on a chain guide, to determine the selected crank wheel(s).

k) A pair of brake sensors 87a and 87b provided on each brake lever. These could be used in a brake control system as discussed with respect to Fig. 2D above. As also mentioned above, force present on the brake blocks could additionally be measured, as could hydraulic brake line pressure.

The sensors can be a mixture of accelerometers, magnetometers and gyroscopes. For example, sensors a) through d), g), h) and k) could be accelerometers to measure force. Sensors f) and i) could be a magnetometer which can detect rotation by “picking up” a signal each time a corresponding sensor part on the moving bicycle part rotates across the sensor. Sensor e) could be a gyroscope which can measure angular velocity and hence a degree of tilt.

At least some of the above sensors or other similar sensors mounted on e.g. handlebars, bottom bracket, rear wheel hub, crankset may provide useful information about the bicycle, for example by facilitating determination of undue forces on the hub or chain which indicate the need for an adjustment of one or more suspension settings. Furthermore, at least some of the same sensors can be used to provide information about the rider, and thereby determine the rider’s power output. The accelerations and hence forces measured by accelerometers can be combined with the speed of the bicycle (measured, for example, by a cadence sensor) to calculate power delivered to the bicycle by the rider.

Fig. 4B shows examples of possible locations for sensors on a rider 100 to measure data pertaining to the rider. Some examples are:

a) A heartrate monitor 102 to measure heart rate. Alternatively, a similar sensor could be placed on a pulse point.

b) A breath composition sensor 104, shown attached by means of a mask for exemplary purposes. Breath composition provides an indication of the efficiency of a person when exercising by measuring the volume of air inhaled and the concentrations of oxygen and carbon dioxide in the inhaled and exhaled air. If a rider undergoes strenuous enough exercise, these measurements can be used to calculate the person’s VO₂ max (maximal oxygen consumption/peak oxygen uptake in litres/min of oxygen), which reflects their cardiovascular fitness.

c) One or more sensors 106 mounted in or on the rider’s helmet. Such a sensor could, for example, be a tilt sensor, which could be used to determine the angle at which the rider is holding his or her head, which can indicate the incline on which the bicycle is being ridden and/or rider fatigue.

d) One or more sensors 108 mounted on parts of the rider’s body, such as legs, arms, shoulders, upper or lower back. Such sensors could be tilt sensors, which would determine the angle of the body part on which they are situated. The angle of a body part might indicate optimal or sub-optimal riding position. Measurements from multiple such sensors could be combined to provide an overall picture of rider position.

Other measurements could be taken such as rider temperature, blood pressure, blood sugar level and muscle fatigue. All or selected ones of the measurements could be taken into account when determining suspension settings. For example, a sub-optimal position could indicate fatigue and/or that the rider is experiencing discomfort and a suspension adjustment could be made which also takes account of the rider’s cardiovascular fitness.

Fig. 4C shows a top view of the bicycle 401. Indicated substantially at the centre widthwise and on the front of the handlebars 8 is a terrain sensor, such as a terrain scanner 110 for detecting the terrain ahead of the bicycle 401. The terrain scanner 110 is also indicated on Fig. 4A. Fig. 4A further shows that the terrain scanner 110 or a component thereof can rotate in a generally vertical arc, as indicated by a double-ended arrow. Fig. 4C shows that the terrain scanner 110 or a component thereof can also rotate in a generally horizontal arc. Thus in a horizontal (azimuth) plane, the terrain scanner 110 can detect the terrain ahead within a forthcoming generally triangular area, the boundaries of which are determined by an angle Θ either side of the direction of travel through which the terrain scanner 100 is able to take measurements. In some implementations, the value of Θ may be chosen to be narrower to reduce data bandwidth requirements. In other implementations it may be chosen to be larger to allow scanning terrain into which the rider may decide to turn. In a vertical (elevation) plane, it may be convenient to set the terrain scanner 100 such that it is able to take measurements of the ground and through a range of angles at least up to and in some cases beyond an angle to the horizontal/ground at which the bicycle 401 is disposed. Thus the terrain scanner 100 can detect forthcoming disturbances or changes in the ground such as gradient changes, holes, unavoidable bumps such as a bump indicated by reference numeral 114 and rough sections such as rocks 116. The terrain scanner can also detect forthcoming obstacles such as another bicycle 118 or trees, people and other vehicles. Information on atmospheric and weather conditions including precipitation, wind speed and light levels could also be gathered. Thus a wide variety of terrain information can be gauged in a region generally ahead of the bicycle 401.

The terrain scanner 110 can be a separate device from the controller 62 or the two can be implemented as a single device. In implementations where they are separate devices, they can be arranged to communicate with each other, either by wire or wirelessly. Thus the controller 62 can receive data from the terrain scanner 110. Data gathered could be processed either in the terrain scanner 110 or in the controller 62 or part-processed in each device.

The terrain scanner 110 can be implemented by means of a Light Detecting and Ranging (LIDAR) sensor. A LIDAR sensor uses a laser light to scan the terrain. The light can be shone ahead and a time taken for the light to be reflected and return to the scanner 110 can indicate the presence of an object and how far away the object is from the scanner 110. Various suitable LIDAR sensors will occur to the skilled reader. For example, for implementations of the present invention, an eye-safe laser wavelength and power combination might be chosen, for the safety of people in the vicinity of the bicycle 401. The selection of laser parameters may also depend on whether objects and/or atmospheric conditions are to be detected. As the terrain scanner 100 is to be used on a moving vehicle, light pulse frequency and thus data collection speed can be chosen to be sufficient so as to allow the processing of the data quickly enough to warn the user of the terrain ahead and/or to make adjustments to the suspension of the bicycle 401. Equally, a detector that can pick up signals at a corresponding rate can be chosen. The terrain scanner 110 can be implemented by two LIDARsensors or an array of sensors. A dual oscillating mirror within the terrain scanner 110 can be used to achieve the required azimuth and elevation detection ranges. The terrain scanner 110 may also incorporate a GPS (Global Positioning System) and an IMU to allow determination of absolute position of the bicycle, which may be useful for safety reasons or to determine if competitors in a cycling competition have diverted off the specified route, for example.

In addition to detecting the presence of another bicycle such as the bicycle 118, it may be useful for the bicycle 110 to be able to receive feedback on the forthcoming terrain from the bicycle 118. The bicycle 118 could be provided with its own terrain sensor and/or component sensors for sensing impact of the terrain where the vehicle is located, as well as a sensor for looking ahead of the bicycle 118, that could provide its detected data to the terrain scanner 110 or directly to the controller 62 or to another detection device on the bicycle 401. In this way, the controller 62 can also take into account terrain information further ahead than the terrain scanner 110 can readily detect. For example, the bicycle 118 may arrive at a sudden decline before the bicycle 401 that is not “visible” to the scanner 110. Thus the controller 62 can receive an earlier indication of the decline than would be possible by receiving data from the terrain scanner 110 only. The controller 62 can receive such data from multiple bicycles at different locations ahead of the bicycle 401.

Those skilled in the art will appreciate that measurements from the various sensors can be combined or triangulated. Furthermore, where wired connections are mentioned above, such connections could alternatively be provided wirelessly.

Other, pre-known or pre-determined data can be provided to the controller 62 for use in determining possible adjustments to the bicycle 1,401. Some examples of such data are:

• previously-generated terrain data - for example, the bicycle may be being ridden over a known race course whose surface topography and inclines can be measured or are known in advance, for example following a previous outing on the terrain made by the bicycle or another bicycle.

• masses of bicycle components and thus centre of gravity • inertias of bicycle components • initial component compliances • suspension component settings (e.g. sag) and maximum travel e.g. of a damper • mass of the rider • rider body part (segment) inertias and/or lengths • rider gender • rider fitness, including previously-determined VO2 max • rider preferences for the feel of the bicycle and hence a range of preferred component stiffness and/or suspension hardness.

• other information input by the rider such as fatigue levels, health condition, preferred pedalling rotation speed range • tire rim width and tread configuration of the front and rear wheels • relationship between force applied at the brake levers and force resulting at the brake blocks and consequent speed reduction of the wheels and hence the bicycle

Control System

Fig. 5 shows schematically an exemplary control system 500 which can be used in some implementations. It will be appreciated that, whilst various functions of the control system 500 are shown as separate from or integral with other functions, various of the functions could be implemented together or separately and in hardware or software or a combination thereof. The elements are shown as corresponding to the elements discussed above, but the number, type and position of sensors and components could vary from that shown.

The sensors provided on the bicycle 401 as discussed with respect to Fig. 4A are indicated (one box indicating a pair of sensors on left- and right-side components where applicable). The sensors provided on the rider 100 are also indicated. The terrain scanner 110 is also indicated and can include an IMU and a GPS. An exemplary number of other bicycles 118 are indicated, the boxes representing sensors/data transmitting devices on such bicycles. To maintain clarity of the figure, all these sensors/transmitters are shown as wirelessly connected to the controller 62, but they could alternatively be connected by wire. It will be understood that it is not a requirement for any given bicycle or rider to be provided with all the sensors shown, but rather it is possible that selected ones of the exemplary sensors are present.

The controller 62 can include a receiver 120, which can connect via a segmentation engine 122 to a microprocessor 124. The microprocessor 124 can also connect to a transmitter 126 via a reassembly engine 128. The microprocessor 124 can also communicate with a RAM 130 and a ROM 132. The controller 62 has a data input device 133, which may be a USB port or a user interface such as a keyboard or touch screen. The latter may be used to select a performance metric setting (see below). A power supply 134 is shown external of and connected to the controller 62, although the two may be integral. The power supply may have its own microprocessor so that it can process instructions and deliver power accordingly. The microprocessor 124 and the power supply 134 are each connected via a display driver 135 to a display 136 which has a user interface 138. The power supply 134 is also connected to the various suspension components which could be adjusted as discussed above. It will be understood that these connections are intended to indicate a connection to one or more actuators associated with one or more mechanisms for adjusting each component as necessary.

In operation, the sensors on the bicycle 401, the sensors on the rider 100, the terrain scanner 110 and/or those on the bicycles 118 can gather data “on-the-fly” during use of the bicycle 401. They can send the gathered data to the receiver 120 of the controller 62, which can segment it so as to provide data in coherent blocks, each pertaining to one sensor, to the microprocessor 124. The microprocessor 124 can also receive data from the RAM 130. The data sent by the RAM 130 can be any of the pre-known or pre-determined data discussed above which relates to the bicycle when in use. This can be input during use of the bicycle or prior to use or both. As well as detailed data specific to a rider or a terrain that the rider plans to use the bicycle on, it could also take the form of a selection from a number of performance metric settings e.g. “optimize handling”; “optimize speed”; or “downhill racing”. The microprocessor 124 can also receive information from the ROM 132, such as programs which may include mathematical equations such as equations of motion. These could be uploaded to the ROM 132 during manufacture of the controller 62 or they could be input and/or updated via the user interface 133. The programs and equations can be used in processing the data received from the RAM 130 and the receiver 120 to determine a value of an operating parameter of one or more of the suspension components of the frame 5, the front forks 28, the seat post 40, the tires 22, the brakes 86 or the dampers 368 disposed between frame components. This calculation can aim to determine an optimal value for such parameters, for example to deliver a selected performance setting or to prevent the rider losing control of the bicycle on difficult terrain. For example, it may be that a particular front fork damping would be advisable and/or it may be that the rear shock should be locked out. The calculation could determine what the optimum settings would be and then decide on the value of one or more parameters of the component(s) that would achieve that. Additionally, it may be, for example, that the desired metric cannot be achieved by adjustment of the front and rear shocks alone, in which case the microprocessor 124 may decide to additionally adjust the tire pressure of the front and/or rear tires. The microprocessor 124 could also make other calculations such as to determine appropriate physical properties of certain frame components or gear ratio for example.

All the data received by the microprocessor 124 could be used in any given calculation or alternatively, the microprocessor could select some data to be used. For example, it may be that the effect of the terrain on the suspension is deemed a more significant factor than other influences, in which case the terrain data alone could be used and furthermore, some data within the terrain data could be selected for use.

Based on data gathered from the various sensors previously to a current time, or historically, the microprocessor 124 will also know the current value of the parameters of the various adjustable components at the current time. The ROM may also store base (default) settings for suspension settings, optionally along with component lengths, masses and inertias, which may be used as initial settings prior to use of the bicycle 401. The microprocessor can thus determine whether each decided parameter matches its respective current value and if not, determine an adjustment required to achieve the decided value.

Having determined what adjustment(s) to which component(s) would be desirable, the microprocessor can then send that information to the reassembly engine 128 for reassembly into instruction blocks each pertaining to an adjustable component. The reassembly engine 128 can then deliver the reassembled instructions to the transmitter 126, which can transmit the instructions to the display 136 via the display driver 135. Some further processing of the instructions may occur, for example in the display driver 135, prior to display so as to render them human-readable.

In some implementations, the rider 100 could then read instructions as to what adjustment(s) to make to what component(s) and decide whether to implement the adjustments shown. Adjustments could be effected by means of user-operable actuators, such as the ones discussed above with respect to Fig. 2. A suggested gear ratio could also be displayed, optionally along with which cogwheel numbers to select to achieve that ratio.

In other implementations, the controller 62 could implement the adjustments itself by sending appropriate instructions to the power supply 134, which would process them further as necessary such that it could then provide appropriate power and control instructions to implement the adjustment(s). Alternatively, the power supply 134 could merely provide pulses of power as directed by the instructions, whilst the microprocessor could send instructions directly to the component actuators as to an adjustment(s) to be made. In some implementations, the rider 100 may be asked to take some action too, for example with regard to the adjustment mechanism of Fig. 2B, the rider may be asked to connect up a new gas canister if the existing one is empty or nearly empty (i.e. containing a quantity of gas that may not be sufficient for a particular journey). Equally, the display 136 could be used to warn the rider that adjustment(s) are about to be made so that he or she is not taken by surprise when e.g. the rear suspension is locked out.

Thus it will be appreciated that any of the adjustment mechanisms could receive instructions either directly from the controller 62 or indirectly by way of the controller 62 displaying a suggested adjustment or setting to the rider and the rider actuating an adjustment mechanism accordingly. Thus the controller 62 can cause implementation of an adjustment either directly or indirectly.

Fig. 6 shows a process flowchart of a method in accordance with some implementations of the present subject-matter. The method of Fig. 6 can be applied to a bicycle or to other vehicles, for example those discussed below.

At 602, data is received. This could be various types of data, and could be received prior to use of the vehicle or from measurements made during use of the vehicle or both. Some examples are discussed above. The data can be received at the vehicle, for example at a control device such as the controller 62.

At 604, the controller or other device that received the data, or another device that the receiving device has forwarded the data onto, can determine a value of a parameter of a suspension component of the vehicle. This determination may take account of current or previous values of the same or other suspension components of the vehicle. As discussed above with respect to Fig. 5, the device may select some of the received data to determine the value.

At 606, a microprocessor in the controller or other device can compare the determined value to a current value of the parameter and hence whether the determined value matches or is equal to the current value. The term “matches” can include an exact match or substantially matching, such as within a small tolerance. For example, if a change in tire pressure were required to make a material difference to a given performance metric, the controller could deem that a difference of less than 2psi constitutes a match.

If a match is found, at 608, no adjustment is necessary and the method proceeds to 616. If the determined value is found not to be equal to the current value, at 610, an adjustment is determined. An indication of the adjustment may be displayed at 612. At 614, either before, simultaneously with or after 612, the microprocessor 124 can cause the adjustment to be implemented. As discussed above, this could be by a user following displayed instructions or by the microprocessor 124 sending instructions to an actuator associated with the component to be adjusted and/or by control of a power supply such as the power supply 134 to act on an adjustment mechanism associated with the component, such as one of the adjustment mechanisms shown in Fig. 2. Any adjustment made may result in the value of the parameter of the component being equal to or substantially equal to the calculated desired value. Substantially equal can include an adjustment that renders the value closer to the desired value.

Following 608 or 612 and/or 614, it is determined at 616 whether any other components should be assessed for possible adjustment. For example, if a front shock has been adjusted but the controller considers that the adjustment available will not sufficiently improve the desired metric, the rear shock could also be adjusted. If the answer is no, the method can resume at 602 upon receipt of further data, for example at a next time period. Thus the method can repeat at each next time period for a duration of use of the vehicle. If the answer is yes, the method returns to 604, where a value of a parameter of another component is determined. Once all components which are being considered for adjustment have been assessed by the method commencing at 604, 616 will return a negative answer and the method can resume at 602.

Other Vehicles

Some examples discussed above used a bicycle as an exemplary vehicle to which the principles of the invention can be applied. Similar principles can be employed to optimize other vehicles for particular performance metrics, taking account ofthe terrain over which such vehicles are travelling and in some examples, adjusting other components than the bicycle components discussed above. Some other exemplary vehicles include:

• A bicycle with child’s trailer (tag along) or child’s bike attached - as well as having adjustable components per a bicycle alone as previously discussed, suitable sensors to make measurements of the trailer or child’s bike could additionally be employed. For example, the addition of a child on a trailer or bike shifts the centre of gravity of the vehicle as a whole and it may be advantageous to adjust the trailer or child’s bike instead of or as well as the bicycle to which it is attached, perhaps to improve handling or to improve comfort for the child. A trailer or child’s bike has a tendency to tilt more than the bicycle to which it is attached, especially when stopping, starting or cornering, and it may be possible to mitigate the adverse effect of this, for example by balancing of the brakes in accordance with examples discussed above.

• Motorbike - considerations regarding the suspension of a bicycle may be of similar concern with a motorbike. For example, front and rear suspension systems on motorbikes are often generally similar to those of bicycles, the front suspension being provided by a spring-damper in the forks and the rear suspension being provided by means of a damper connected into the frame. Motorcycle brakes may be either disc brakes, as is often the case with bicycles, or drum brakes. One phenomenon associated with motorcycle braking is brake dive, in which the front suspension plunges downwards upon the brakes being applied. This undesirable effect could be limited by implementing brake balancing techniques in accordance with the present disclosure, by controlling operation of pads contacting a disc brake or brake shoes contacting a drum. Some other effects, such as terrain change reactions, may also be usefully taken account of. For example, a change in suspension stiffness may be desirable for an incline or a decline. However, such adjustments may be less useful than when made in respect of a bicycle, due to the rider weight and position having less influence in the characteristics and performance of a heavier, engine-powered vehicle. The control system could be programmed accordingly, perhaps by giving greater weight to brake adjustments than suspension components in such a situation.

• Motorbike with Sidecar - in this case, the “user” could refer to a rider of a motorbike, or an occupant of a sidecar of a motorbike. In a somewhat similar manner to a child’s trailer, a sidecar can have an effect on the centre of gravity of the vehicle as a whole, which can present stability problems during cornering or braking for example. Thus implementations of the present subject-matter could mitigate such difficulties by taking measurements on the sidecar as well as on the motorbike and using data pertaining to both the rider and the sidecar occupant, optionally making adjustments to one or both of the sidecar and the motorbike. For example, the brake balance could be determined using data from the sidecar as well as from the motorbike. As another example, suspension adjustments could be made to the sidecar suspension in addition to adjustments to the motorbike suspension.

• Moped - considerations in this example may be similar to those for a bicycle and motorbike, since many mopeds can be operated by a mixture of pedalling and an engine power.

• Quadbike and other All Terrain Vehicles (ATVs) - these vehicles can give rise to some of the same suspension considerations as bicycles and motorbikes, and examples of the present disclosure could be applied to them. One issue to consider is lateral stability, because such vehicles are not subject to gyroscopic forces in the way that a two-wheel vehicle is. For at least this reason, a quadbike represents a greater tipping risk on rough or uneven ground than a motorbike or bicycle and so in some implementations, tilt measurements could be processed with terrain measurements and adjustments made to try to reduce tipping risk. This may be useful during braking, for example, to reduce any instability caused as a result of braking forces, especially if the terrain in the braking distance ahead were deemed likely to cause the quadbike to roll.

• Pram - recognizing that some people wish to push their children in offpavement areas, for example along woodland paths, some prams are designed with a suspension system incorporated. This can improve comfort for the child by cushioning for shocks, as well as improving handling for the adult pushing the pram. Some implementations ofthe current subject-matter may be applied to such prams in a similar manner to other previously-discussed vehicles.

• Wheelchair - similar considerations to those of a pram can apply in this example. However, some of the data used may be differently-weighted, for example to allow for a more significant effect on the feel of the suspension due to the weight of the occupant than in a pram, especially if the occupant is an adult.

Some alternatives to particular implementations described above have already been mentioned. Regarding the screen 136 and user interfaces 138 and 133, alternatives will occur to the skilled reader. For example, information regarding adjustments which could or are going to be made could be provided to the user as any form of sensory input, including auditory feedback and tactile feedback. User inputs may be received in any form, including, but not limited to, acoustic, speech, or tactile input. Possible input devices include, but are not limited to, touch screens or other touch-sensitive devices such as single or multi-point resistive or capacitive trackpads, voice recognition hardware and software, optical scanners, optical pointers, digital image capture devices and associated interpretation software, and the like. Some alternatives to the LIDAR terrain scanner described above include image capture devices, whose images could be analysed to provide similar information as a LIDAR scanner, and sound-reflection-based capture devices.

The functions of the controller 62 described herein can be realized in digital electronic circuitry, integrated circuitry, specially designed application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs) computer hardware, firmware, software, and/or combinations thereof. These various aspects or features can include implementation in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor such as the microprocessor 124, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to storage devices such as sticks and devices on other vehicles. Such computer programs, which can be software, software applications, applications, components, or code, include machine instructions for a programmable processor such as the microprocessor 124, and can be implemented in a high-level procedural and/or objectoriented programming language, and/or in assembly/machine language. As used herein, the term “machine-readable medium” refers to any computer program product, apparatus and/or device, such as for example magnetic discs, optical disks, memory, and Programmable Logic Devices (PLDs), used to provide machine instructions and/or data to a programmable processor and which can receive instructions as a machinereadable signal. Such a machine-readable medium can store instructions transitorily or non-transitorily.

The applicant hereby discloses in isolation each individual feature described herein and any combination of two or more such features, to the extent that such features or combinations are capable of being carried out based on the present specification as a whole in the light of the common general knowledge of a person skilled in the art, irrespective of whether such features or combinations of features solve any problems disclosed herein, and without limitation to the scope of the claims. The applicant indicates that aspects of the present invention may consist of any such individual feature or combination of features. In view of the foregoing description it will be evident to a person skilled in the art that various modifications may be made within the scope of the invention.

Claims

1. A vehicle comprising:

a component having an adjustable operating parameter;

a terrain sensor configured to detect information relating to a terrain ahead of the vehicle; and a controller configured to receive data relating to the detected information, and, based on received data, determine a value of the operating parameter.

2. A vehicle in accordance with claim 1, wherein the controller is further configured to compare a current value of the operating parameter to the determined value, and, if different, determine an adjustment of the operating parameter to cause it to have substantially the determined value.

3. A vehicle in accordance with claim 2, wherein the controller is configured to generate instructions relating to the determined adjustment, the vehicle further comprising an actuator arranged to adjust the operating parameter of the component based on the instructions.

4. A vehicle in accordance with any preceding claim, wherein the operating parameter affects operation of the vehicle with respect to one or more performance factors and wherein the controller is further arranged to determine the value of the operating parameter to optimize a given performance factor.

5. A vehicle in accordance with any preceding claim, wherein the vehicle comprises a further component having an adjustable operating parameter, and wherein the controller is configured to determine values of the said operating parameter and the further component’s operating parameter by determining their combined effect on operation of the vehicle.

6. A vehicle in accordance with claim 5, wherein the first and second operating parameters are different.

7. A vehicle in accordance with any claim 5 or claim 6, wherein both the operating parameters affect operation of the vehicle with respect to one or more performance factors and wherein the controller is configured to determine a combination of values of the operating parameters to optimize a given performance factor.

8. A vehicle in accordance with any preceding claim, wherein the operating parameter(s) are any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; relative forces to be applied to front and rear brakes.

9. A vehicle in accordance with claim 8 as dependent on any of claims 4 to 6, wherein the component is a suspension component and the operating parameter comprises a setting of the suspension component, and wherein the further component is a tire, the different operating parameter being a pressure of the tire.

10. A vehicle comprising:

a first component having a first adjustable operating parameter;

a second component having a second adjustable operating parameter; and a controller configured to receive data relating to the vehicle in use and, based on received data, determine values of the first and second operating parameters by determining their combined effect on operation of the vehicle.

11. A vehicle in accordance with claim 10, wherein the operating parameters affect operation of the vehicle with respect to one or more performance factors and wherein the controller is configured to determine a combination of values of the operating parameters to optimize a given performance factor.

12. A vehicle in accordance with claim 10 or claim 11, wherein the first and second operating parameters are different.

13. A vehicle in accordance with any of claims 10 to 12, wherein the operating parameter(s) are any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; and relative forces to be applied to front and rear brakes.

14. A vehicle in accordance with any of claims 10 to 13, wherein the first component is a suspension component and the first operating parameter comprises a setting of the suspension component, and wherein the second component is a tire, the second operating parameter being a pressure of the tire.

15. A vehicle in accordance with any of claims 10 to 14, wherein the controller is further configured to compare current values of the first and second operating parameters to the respective determined values, and, if different, determine an adjustment of the operating parameter(s) to cause it to have substantially the determined value.

16. A vehicle in accordance with claim 15, wherein the controller is configured to generate instructions relating to the determined adjustment, the vehicle further comprising an actuator arranged to adjust the operating parameter(s) based on the instructions.

17. A vehicle in accordance with any of claims 10 to 16, wherein the received data relates to a terrain ahead of the vehicle.

18. A vehicle in accordance with claim 17, comprising a terrain sensor, arranged to gather information about a terrain ahead of the vehicle and provide the information to the controller.

19. A vehicle in accordance with any of claims 1 to 9 or claim 18, wherein the terrain sensor is arranged to gather information comprising one or more of: incline or decline; presence of an obstacle; smoothness; hardness; surface topography; surface friction and climate.

20. A vehicle in accordance with any preceding claim, wherein the controller is further configured to receive data relating to properties of any one of: previouslygenerated data pertaining to a terrain on which the vehicle is to travel; data from the vehicle or another vehicle captured from a previous travel across the terrain; and data from another vehicle which is crossing the terrain generally ahead of the vehicle.

21. A vehicle in accordance with any preceding claim, wherein the controller is further configured to receive data in real-time and/or to have data uploaded prior to use of the vehicle.

22. A vehicle in accordance with any of claims 1 to 9 or claims 18 to 21, further comprising one or more further sensors arranged to gather information during use of the vehicle, use the information to generate data and provide data to the controller in real-time.

23. A vehicle in accordance with claim 22, wherein one or more of the sensors is arranged to measure one or more parameters of the vehicle.

24. A vehicle in accordance with claim 23, wherein the vehicle parameters comprise one or more of: vehicle component lengths; forces sustained by vehicle components; angle between vehicle components; gearing selections; vehicle speed; vehicle acceleration; angle of vehicle relative to the horizontal in a direction of travel; tilt or roll angle of vehicle; angle of vehicle components; distance between vehicle components; forces applied to user interface components; speed of user interface components; tire pressures; and acceleration of user interface components.

25. A vehicle in accordance with any of claims 22 to 24, wherein one or more of the sensors is arranged to measure one or more parameters of a user of the vehicle.

26. A vehicle in accordance with claim 25, wherein the user parameters comprise one or more of: heart rate; temperature; blood pressure; blood sugar levels; muscle fatigue; breath composition; position of the user relative to the vehicle; and angle of user body parts relative to the vehicle or each other.

27. A vehicle in accordance with any preceding claim, wherein the controller is further configured to receive data comprising one or more of: vehicle component masses; vehicle component inertias; vehicle component compliances; pre-loaded suspension component settings; information relating brake application by a user to force applied to a brake pad; user mass; user segment inertias; user segment lengths; user gender; user fitness; user strength; user preferences for feel of vehicle; user preference for component stiffness; user preference for suspension hardness; user preference for vehicle dimensions; and information input by the user.

28. A vehicle in accordance with any preceding claim, wherein the value of the operating parameter(s) affects one or more of the following performance factors: comfort; handling; speed; controllability and efficiency of the user of the vehicle.

29. A vehicle in accordance with claim 28, wherein the controller is configured to determine the value of the operating parameter(s) to optimize one or more of the factors in accordance with user demand.

30. A method comprising:

detecting information relating to a terrain ahead of a vehicle;

generating data relating to the detected information; and determining, based on generated data, a value of an operating parameter of a component of the vehicle.

31. A method in accordance with claim 30, further comprising comparing a current value of the operating parameter to the determined value and if different, determining an adjustment of the operating parameter to cause it to have substantially the determined value.

32. A method in accordance with claim 31, further comprising adjusting the operating parameter in accordance with the determined adjustment.

33. A method in accordance with any of claims 30 to 32, wherein the operating parameter affects operation of the vehicle with respect to one or more performance factors and wherein the method further comprises determining the value of the operating parameter to optimize a given performance factor.

34. A method in accordance with any of claims 30 to 33, further comprising determining a value of an operating parameter of a further component of the vehicle by determining a combined effect of the operating parameters of the component and the further component on operation of the vehicle.

35. A method in accordance with claim 34, wherein the first and second operating parameters are different.

36. A method in accordance with claim 35, wherein both the operating parameters affect operation of the vehicle with respect to one or more performance factors and wherein the method comprises determining a combination of values of the operating parameters to optimize a given performance factor.

37. A method according to any of claims 30 to 36, wherein the operating parameter(s) are any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; relative forces to be applied to front and rear brakes.

38. A method in accordance with claim 37 as dependent on any of claims 34 to 36, wherein the component is a suspension component and the operating parameter comprises a setting of the suspension component, and wherein the further component is a tire, whose operating parameter is a pressure of the tire.

39. A method comprising:

receiving data relating to use of a vehicle; and determining, based on received data, a first operating parameter of a first component of the vehicle and a second operating parameter of a second component of the vehicle by determining their combined effect on operation of the vehicle.

40. A method in accordance with claim 39, wherein the operating parameters affect operation of the vehicle with respect to one or more performance factors and wherein the method further comprises determining a combination of values of the operating parameters to optimize a given performance factor.

41. A method in accordance with claim 39 or claim 40, wherein the first and second operating parameters are different.

42. A method according to any of claims 39 to 41, wherein the operating parameter(s) are any one of: a suspension component setting; an angle of a suspension component; a setting of a compliant region of a frame component; a front tire pressure; a rear tire pressure; and relative forces to be applied to front and rear brakes.

43. A method in accordance with claim 42, wherein the first component is a suspension component and the first operating parameter comprises a setting of the suspension component, and wherein the second component is a tire, the second operating parameter being a pressure of the tire.

44. A method in accordance with any of claims 39 to 43, further comprising comparing current values of the first and second operating parameters to the respective determined values and if different, determining an adjustment of the operating parameter(s) to cause it to have substantially the determined value.

45. A method in accordance with claim 44, further comprising adjusting the operating parameter(s) in accordance with the determined adjustment.

46. A method in accordance with any of claims 39 to 45, wherein the received data relates to a terrain ahead of the vehicle.

47. A method in accordance with any of claims 39 to 46, further comprising gathering information about a terrain across which the vehicle is travelling and using the gathered information to generate data relating to a region of the terrain generally ahead of the vehicle.

48. A method in accordance with any of claims 30 to 38 or claim 47, wherein the information comprises one or more of: incline or decline; presence of an obstacle; smoothness; hardness; surface topography; surface friction and climate.

49.

A method in accordance with any of claims 30 to 48, further comprising:

gathering information during use of the vehicle;

using the information to generate data in real-time.

50. A method in accordance with any of claims 30 to 49, further comprising receiving data relating to properties of any one of: previously-generated data pertaining to a terrain on which the vehicle is to travel; data from the vehicle or another vehicle captured from a previous travel across the terrain; and data from another vehicle which is crossing the terrain generally ahead of the vehicle.

51. A method in accordance with claim 50, further comprising receiving some or all of the data in real-time and/or uploading some or all of the data prior to use of the vehicle.

52. A method in accordance with any of claims 49 to 51, wherein gathering information comprises measuring one or more parameters of the vehicle.

53. A method in accordance with claim 52, wherein the vehicle parameters comprise one or more of: vehicle component lengths; forces sustained by vehicle components; angle between vehicle components; gearing selections; vehicle speed; vehicle acceleration; angle of vehicle relative to the horizontal in a direction of travel; tilt or roll angle of vehicle; angle of vehicle components; distance between vehicle components; forces applied to user interface components; speed of user interface components; and acceleration of user interface components.

54. A method in accordance with any of claims 49 to 53, wherein gathering information comprises measuring one or more parameters of a user of the vehicle.

55. A method in accordance with claim 54, wherein the user parameters comprise one or more of: heart rate; temperature; blood pressure; blood sugar levels; muscle fatigue; breath composition; position of the user relative to the vehicle; and angle of user body parts relative to the vehicle or each other.

56. A method in accordance with any of claims 30 to 55, further comprising receiving data comprising one or more of: vehicle component masses; vehicle component inertias; vehicle component compliances; pre-loaded suspension component settings; user mass; user segment inertias; user segment lengths; user gender; user fitness; user strength; user preferences for feel of vehicle; user preference for component stiffness; user preference for suspension hardness; user preference for vehicle dimension; and information input by the user.

57. A method in accordance with any of claims 30 to 56, wherein the value of the operating parameter(s) affects one or more of the following factors: comfort; handling; speed; controllability and efficiency of the user of the vehicle.

58. A method in accordance with claim 57, wherein determining the value of the operating parameter(s) comprises optimizing one or more of the factors in accordance with user demand.

59. A vehicle or method in accordance with any preceding claim, wherein the vehicle is one of: a bicycle; a motorbike and/or sidecar; a moped; an all terrain vehicle (ATV); a skateboard; a pram; and a wheelchair.

60. A computer program product comprising a computer-readable medium storing instructions which, when executed by at least one programmable processor, cause the at least one programmable processor to perform operations comprising the method of any of claims 30 to 59.

61. A control system for adjusting a suspension component of a vehicle, comprising a computer-readable medium in accordance with claim 60 and one or more actuators arranged to adjust the operating parameter(s) based on the determined value(s).

62. A vehicle substantially as herein described with reference to the accompanying drawings.

63. A method substantially as herein described with reference to the accompanying drawings.

Intellectual

Property

Office

Mr Kevin Hewitt

23 March 2017

GB1616864.3

1-9, 19-38 & 48-61